结构和结构元件

摘要： 本文件提供了宇航用商业现货器件（以下简称“COTS器件”）货源基础的分类、风险、信息和数据，给出了使用方在COTS器件需求分析、选择保证、供应保证、质量保证和应用保证中需考虑的因素等方面的指导，并给出了COTS器件板级和子系统级保证实施注意事项。
本文件适用于宇航任务用COTS器件保证。

摘要： 1.1This guide applies to any automated system that uses data from an aircraft to create an Aircraft Braking Action Report (ABAR) (see TerminologyE3188). The system may be installed on an aircraft or operated remotely. This standard is intended to ensure that all ABARs created by automated systems meet a minimum level of quality and represent a standardized set of assumptions. This standard does not provide any guidance or means for the dissemination of an ABAR or related information.1.1.1Aircraft systems producing ABARs or ABAR-related flight crew alerts are covered by the appropriate regulatory guidance for aircraft certification.1.2This standard utilizes the terms and methods relating to aircraft anti-skid systems as documented in FAA AC 25-32.1.3Units—The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.4Risk Management—Aircraft braking action reports contain information that may be used to reference the operating limits of an aircraft. Section6details the safety analysis and specific guidelines for airborne and remotely operated systems.1.5Operational Use—This standard does not address operational considerations nor recommend policies regarding the use of an aircraft braking action report.1.6Mandating and Recommended Phrases—To enhance comprehension and clarity, required and recommended tasks are listed with the following nomenclature:1.6.1The term “shall” is used to indicate a provision is mandatory. Such requirements are sequentially listed as “REQXX.”1.6.2The term “should” is used to indicate that a provision is recommended as a good practice. Such recommendations are sequentially listed as “RECXX.”1.7This standard provides guidance for performing one or more specific functions. This document cannot replace education or experience and should be used in conjunction with professional judgment. Not all aspects of this standard may be applicable in all circumstances. This ASTM standard is not intended to represent or replace the standard of care by which the adequacy of a given professional service must be judged, nor should this document be applied without consideration of a project’s many unique aspects. The word “Standard” in the title means only that the document has been approved through the ASTM consensus process.1.8This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.9This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee. ====== Significance And Use ======5.1The terminology within this guide references ASTM TerminologyE3188. These terms should be thoroughly familiarized before a review of this guide is accomplished.5.2U.S. and international guidance advocate that transport aircraft perform a time-of-arrival landing assessment for all runway conditions to include dry, wet, and contaminated surfaces. The function of this assessment is to provide an operator with a standardized means for anticipating the level of braking action upon landing. An aircraft braking action report is then created based on the actual level of braking achieved. This information can then be communicated for analysis.5.3The use of aircraft data to generate an aircraft braking action report is intended to mitigate human errors due to issues of training, experience, or cognitive bias that may occur with pilot braking action reports. For aircraft that use FAA AC 25-32 or equivalent (ICAO Doc 10064 and AMC 25.1592, for example) to assess landing performance, aircraft braking action reports can be considered applicable to a wide range of aircraft types and manufacturers.5.4The ABAR produced by such a system may not result in an observation representative of the entire prepared surface intended to be used for landing, deceleration, or both.5.5It is the responsibility of the aircraft and airport operator to create policies and procedures regarding the use of an ABAR. It is important to fully understand the capabilities and any limitations that may exist with such a system. It is the responsibility of the aircraft operator to ensure that proper training and system knowledge are in place prior to the use of these systems.5.6FAA and ICAO guidance use the term Aircraft Wheel Brake Coefficient or MU Brakes (see TerminologyE3188) to define the reference distances to be used by the flight crew in accomplishing a time-of-arrival landing assessment. MU Brakes is also commonly used in research programs and accident investigations. While the use of this term is a standard industry practice, other means of quantifying aircraft wheel braking performance may be employed.5.7Aircraft of different manufacturers and type designs may use a variety of data sources. Therefore, this process of quantification cannot be universally detailed for all aircraft. This standard describes requirements for specific data, as well as categories of data that may be measured or inferred so that an appropriate calculation method may be employed.5.8This standard may be used to support the design and operation of a variety of intended functions. The specific description of each function will determine the compliance methods that should be followed.Note 1:Intended functions may include the simple transmission of data, flight crew alerting, the discrimination of a simple boundary between two braking levels, or a multitude of braking levels.5.9There is a wide range of methods that may be used to show compliance. The party responsible for assessing an applicant’s compliance should use this standard as a guide; however, the specific methods deemed acceptable may be determined based on the specifics of the design.5.10This standard is intended to be applicable to any aircraft with an anti-skid system and available flight data. A nominal rate of data acquisition of 4 Hz represents requirements for flight data recorders. Data sample requirements are intended to allow older model aircraft and anti-skid systems enough information to demonstrate stable performance characteristics.5.11ABAR systems are intended to reflect a portion of the landing area that can reasonably be considered relevant for operational decision-making. It is incumbent on the end user to incorporate policies and procedures to appropriately utilize this information in a safety management process.5.12Mapping Accuracy—Compliance with this standard is intended to provide an ABAR produced by a system in which there is reasonable confidence that the reported braking action will be within ± one level of wheel braking, when using the six (6) categories of braking action reports as documented in FAA AC 25-32 or10.2.2. For systems using fewer than six (6) levels of braking action, the standard for data precision will remain the same and the accuracy therefore increased.Note 2:Dry runway conditions are not described using braking action.5.13Deviations from this standard may be considered acceptable if they are appropriately documented and justified.5.14The list of parameters included inAnnex A1is categorized to maximize the ability of the designer to adhere to the philosophies documented herein. The list in this standard should be considered a minimum list of parameters normally available from an aircraft’s data system. These parameters are then used in modeling aerodynamics, propulsion, and other forces. A method of direct measurement or alternate means of determining wheel braking characteristics may result in a deviation from this list.

摘要： 1.1This guide is intended to summarize the standard test methods available on individual and composite materials utilized in fabrication of aerospace plastic transparent enclosures. As such, it is intended to specifically include transparent thermoplastics, transparent elastomers, and reinforced plastics, whether thermoplastic or thermosetting.1.2This guide is intended as an aid in the search for test methods pertinent to Aerospace Plastic Transparent Enclosures. It should be understood that all methods listed may not apply to all enclosures.1.3The standards included refer to the properties or aspects listed in Table 1. The properties or aspects are listed in alphabetical order and the descriptions used are intended to facilitate the search.1.4This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee. ====== Significance And Use ======3.1This guide is intended for use by material suppliers, aircraft transparent enclosure fabricators, air-frame manufacturers, government agencies, and others that may become involved in the testing of transparency components. These test methods provide data on both individual materials and material combinations commonly utilized in the fabrications of aerospace transparent enclosures comprised of monolithic plastic, coated monolithic plastic or laminated constructions containing plastics.3.2Primary properties and their long term stability are critical to the performance of aerospace transparent enclosures. Property measurement tests define as-manufactured material properties of these materials. Aging procedures provide for exposure of parts or representative sections to environments that induce changes in material properties as determined in property measurement tests. Property measurement tests performed before and after aging exposure provide a means of estimating the potential usable life span of a transparency or to compare the durability of one material with another.3.3When employing these test methods for comparison of materials for weathering effects the user should be aware that the many factors influencing degradation due to weathering vary from one location to another. For direct weathering comparisons, all material(s) shall undergo exposure conditions and property measurements testing at the same time.3.4The test methods listed include those considered critical to the performance of aircraft transparent enclosures. Other test methods to evaluate materials shall also be performed where necessary. Additional test methods are in preparation and will be incorporated. The user is advised to employ the latest revision of any test method.3.5The dominant component of all transparent enclosures is one, or more, rigid transparent sheet(s). The sheet(s) must permit the necessary visibility while providing structural integrity and protecting the aircraft interior from external environments as required by the specific aircraft design.3.6In its most simple form, the rigid transparent sheet may be the only component of a transparent enclosure.3.7When more than one rigid transparent sheet is employed, the sheets are laminated with a controlled thickness with either an air gap or with a transparent adhesive known as an interlayer.3.8Transparent enclosure designs often use multiple rigid transparent sheets to take advantage of specific properties of different materials. In this instance, there will be functions required of one of the sheets but not the other.3.9The test methods, practices and guides listed are a summary of the available test methods applicable to plastic transparent enclosures. They are presented in this format to simplify the search and to enable the user to determine if a method applicable to his requirements is available.

摘要： 1.1This test method covers the determination of the shear strength and shear modulus of interlayer materials that are restrained by relatively high modulus plies in laminated transparencies. This test method can be used with single or multiple plies of the same interlayer materials.1.2The values stated in SI units are to be regarded as the standard. The values in parentheses are for information only.1.3This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.4This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee. ====== Significance And Use ======5.1The basic material properties obtained from this test method can be used in the control of the quality of interlayers, in the theoretical equations for designing laminated transparencies, and in the evaluation of new interlayers.

摘要： 本文件规定了宇航用商业现货半导体器件(以下简称COTS器件)的质量保证要求，确立了宇航用COTS器件需求分析、评价试验、破坏性物理分析(DPA)、筛选试验、鉴定试验的具体要求和应用控制要求。
本文件适用于宇航用COTS器件质量保证。
本文件不适用于COTS器件供方的生产过程及质量体系的管理和控制。

摘要： 1.1This specification addresses the structural requirements that apply to all portions of the airframe regardless of component, system, or structure.1.2This specification was originally conceived for small airplanes as defined in the F44 terminology standard but may find broader applicability. Use of the term aircraft throughout this specification is intended to allow the relevant CAA(s) to accept this standard as a means of compliance as they determine it to be appropriate, whether for small airplanes or for other types of aircraft.1.3The applicant for a design approval must seek individual guidance from their respective CAA body concerning the use of this standard as part of a certification plan. For information on which CAA regulatory bodies have accepted this standard (in whole or in part) as a means of compliance to their Small Airplane Airworthiness Rules (hereinafter referred to as “the Rules”), refer to ASTM F44 webpage (www.ASTM.org/COMMITTEE/F44.htm) which includes CAA website links.1.4This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

摘要： 1.1This test method covers the determination of the impact resistance of an aerospace transparent enclosure (windshield, canopy, window, lens cover, etc.), hereinafter called windshield, during hailstorm conditions using simulated hailstones consisting of ice balls molded under tightly controlled conditions. This test shall also be used to meet hail test or performance requirements that are specified by design or contract.1.2Units—The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.1.3This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.For specific hazard statements, see Section7.1.4This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee. ====== Significance And Use ======4.1This test method shall be used to determine the hail impact resistance of windshields for acceptance, design, service, or research purposes. By using this method with the installed windshield angle and velocity of a specific aerospace vehicle, design allowables, criteria, and tolerances can be established for that vehicle's windshield.

摘要： 1.1This test method covers conducting bird impact tests under a standard set of conditions by firing a packaged bird at a stationary aerospace transparency (windshield, canopy, or window) mounted in a support structure.1.2Units—The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.1.3This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.For specific hazard statements, see Section8.1.4This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee. ====== Significance And Use ======4.1This test method shall be used for: bird impact testing of aircraft crew compartment transparencies and supporting structure to verify the design; compilation of test data for use in verification of future transparency and supporting structure design and analytical methods; and comparative evaluation of materials.

摘要： 1.1This test method covers determination of the effects of exposure to thermal shock, condensing humidity, and simulated weather on aerospace transparent enclosures.1.2This test method is not recommended for quality control, nor is it intended to provide a correlation to actual service life.1.3Units—The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3.1Exceptions—Certain inch-pound units are furnished in parentheses (not mandatory) and certain temperatures in Fahrenheit associated with other standards are also furnished.1.4This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee. ====== Significance And Use ======4.1This test method, when applied to aerospace transparencies of either monolithic glass/plastic or laminated combinations, is a measure of the ability of the transparency to withstand the effects of artificially induced environments. The test applies to configurations employing electrically conductive coatings, and also to uncoated materials.4.2The resistance of the transparent enclosure to environmental effects may vary appreciably depending on the size, geometry, material of construction, coating integrity, coating density, and other factors.

摘要： 1.1This guide applies to any automated system that uses data from an aircraft to create an Aircraft Braking Action Report (ABAR) (see TerminologyE3188). The system may be installed on an aircraft or operated remotely. This standard is intended to ensure that all ABARs created by automated systems meet a minimum level of quality and represent a standardized set of assumptions. This standard does not provide any guidance or means for the dissemination of an ABAR or related information.1.1.1Aircraft systems producing ABARs or ABAR-related flight crew alerts are covered by the appropriate regulatory guidance for aircraft certification.1.2This standard utilizes the terms and methods relating to aircraft anti-skid systems as documented in FAA AC 25-32.1.3Units—The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.4Risk Management—Aircraft braking action reports contain information that may be used to reference the operating limits of an aircraft. Section6details the safety analysis and specific guidelines for airborne and remotely operated systems.1.5Operational Use—This standard does not address operational considerations nor recommend policies regarding the use of an aircraft braking action report.1.6Mandating and Recommended Phrases—To enhance comprehension and clarity, required and recommended tasks are listed with the following nomenclature:1.6.1The term “shall” is used to indicate a provision is mandatory. Such requirements are sequentially listed as “REQXX.”1.6.2The term “should” is used to indicate that a provision is recommended as a good practice. Such recommendations are sequentially listed as “RECXX.”1.7This standard provides guidance for performing one or more specific functions. This document cannot replace education or experience and should be used in conjunction with professional judgment. Not all aspects of this standard may be applicable in all circumstances. This ASTM standard is not intended to represent or replace the standard of care by which the adequacy of a given professional service must be judged, nor should this document be applied without consideration of a project’s many unique aspects. The word “Standard” in the title means only that the document has been approved through the ASTM consensus process.1.8This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.9This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee. ====== Significance And Use ======5.1The terminology within this guide references ASTM TerminologyE3188. These terms should be thoroughly familiarized before a review of this guide is accomplished.5.2U.S. and international guidance advocate that transport aircraft perform a time-of-arrival landing assessment for all runway conditions to include dry, wet, and contaminated surfaces. The function of this assessment is to provide an operator with a standardized means for anticipating the level of braking action upon landing. An aircraft braking action report is then created based on the actual level of braking achieved. This information can then be communicated for analysis.5.3The use of aircraft data to generate an aircraft braking action report is intended to mitigate human errors due to issues of training, experience, or cognitive bias that may occur with pilot braking action reports. For aircraft that use FAA AC 25-32 or equivalent (ICAO Doc 10064 and AMC 25.1592, for example) to assess landing performance, aircraft braking action reports can be considered applicable to a wide range of aircraft types and manufacturers.5.4The ABAR produced by such a system may not result in an observation representative of the entire prepared surface intended to be used for landing, deceleration, or both.5.5It is the responsibility of the aircraft and airport operator to create policies and procedures regarding the use of an ABAR. It is important to fully understand the capabilities and any limitations that may exist with such a system. It is the responsibility of the aircraft operator to ensure that proper training and system knowledge are in place prior to the use of these systems.5.6FAA and ICAO guidance use the term Aircraft Wheel Brake Coefficient or MU Brakes (see TerminologyE3188) to define the reference distances to be used by the flight crew in accomplishing a time-of-arrival landing assessment. MU Brakes is also commonly used in research programs and accident investigations. While the use of this term is a standard industry practice, other means of quantifying aircraft wheel braking performance may be employed.5.7Aircraft of different manufacturers and type designs may use a variety of data sources. Therefore, this process of quantification cannot be universally detailed for all aircraft. This standard describes requirements for specific data, as well as categories of data that may be measured or inferred so that an appropriate calculation method may be employed.5.8This standard may be used to support the design and operation of a variety of intended functions. The specific description of each function will determine the compliance methods that should be followed.Note 1:Intended functions may include the simple transmission of data, flight crew alerting, the discrimination of a simple boundary between two braking levels, or a multitude of braking levels.5.9There is a wide range of methods that may be used to show compliance. The party responsible for assessing an applicant’s compliance should use this standard as a guide; however, the specific methods deemed acceptable may be determined based on the specifics of the design.5.10This standard is intended to be applicable to any aircraft with an anti-skid system and available flight data. A nominal rate of data acquisition of 4 Hz represents requirements for flight data recorders. Data sample requirements are intended to allow older model aircraft and anti-skid systems enough information to demonstrate stable performance characteristics.5.11ABAR systems are intended to reflect a portion of the landing area that can reasonably be considered relevant for operational decision-making. It is incumbent on the end user to incorporate policies and procedures to appropriately utilize this information in a safety management process.5.12Mapping Accuracy—Compliance with this standard is intended to provide an ABAR produced by a system in which there is reasonable confidence that the reported braking action will be within ± one level of wheel braking, when using the six (6) categories of braking action reports as documented in FAA AC 25-32 or10.2.2. For systems using fewer than six (6) levels of braking action, the standard for data precision will remain the same and the accuracy therefore increased.Note 2:Dry runway conditions are not described using braking action.5.13Deviations from this standard may be considered acceptable if they are appropriately documented and justified.5.14The list of parameters included inAnnex A1is categorized to maximize the ability of the designer to adhere to the philosophies documented herein. The list in this standard should be considered a minimum list of parameters normally available from an aircraft’s data system. These parameters are then used in modeling aerodynamics, propulsion, and other forces. A method of direct measurement or alternate means of determining wheel braking characteristics may result in a deviation from this list.

摘要： 1.1This specification covers international standards for ice protection aspects of airworthiness and design for “general aviation” aircraft.1.2The applicant for a design approval must seek the individual guidance of their respective civil aviation authority (CAA) body concerning the use of this specification as part of a certification plan. For information on which CAA regulatory bodies have accepted this specification (in whole or in part) as a means of compliance to their Small Aircraft Airworthiness regulations (hereinafter referred to as “the Rules”), refer to ASTM F44 webpage (www.ASTM.org/COMMITTEE/F44.htm) which includes CAA website links.1.3Units—The values are stated in units common to the field of aircraft icing. Typically SI or inch-pound units are used, but in some cases this has resulted in the use of mixed units due to the historical development of these values. In cases where values are given in one system with the other system following in brackets, the values stated in each system are not necessarily exact equivalents; therefore, to ensure conformance with the standard, each system shall be used independently of the other, and values from the two systems shall not be combined.1.4This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

摘要： 本标准规定了航天产品的结构应力分析和相应安全裕度确定要求，包括基础数据、分析方法及软件、结构数学模型、数学模型检查、失效模式确定、危险位置分析、安全裕度确定及报告要求。
本标准适用于运载火箭和航天器主结构设计中的应力/应变分布和安全裕度的确定，包括液体推进剂贮箱、压力容器和固体发动机壳体，不包括液体推进剂发动机、固体发动机喷管和固体推进剂本身。

摘要： This document specifies the requirements for tempered soda-lime float glass plies which are made from annealed glass either of the universally available type or of high light transmission type. The annealed glass is manufactured by a continuous process for general use.The plies are tempered by either a thermal or chemical process.The tempered glass is used mainly for cockpit glazing.

摘要： 1.1This practice provides an acceptable, and simplified, means of determining certain design loads criteria and conditions for fixed wing aircraft. In particular, the practice provides overall aircraft flight loads and flight conditions as well as control surface loads, wing loads, gust load factors, and gust loads on stabilizing surfaces.1.2This practice is intended to be referenced by other standards that define requirements for comprehensive aircraft loads. This practice does not provide all aircraft loads required for structural compliance. In addition, each load or condition determined through this practice has limitations on its use within the relevant section to which it must adhere.1.3Units—The values given in this standard are in SI units and are to be regarded as standard. Any values given in parentheses are mathematical conversions to inch-pound (or other) units that are provided for information only and are not considered standard. The values stated in each system may not be exact equivalents. Where it may not be clear, some equations provide the units of the result directly following the equation.1.4This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

摘要： 1.1The terms and definitions listed provide a common set of definitions and concepts that have been agreed upon by the Society of Aircraft Performance and Operations Engineers. While historical reports and studies may use different terms, all concepts should be relatable to the definitions listed.1.2Several discussion sections are included to provide context. The definitions and discussions serve to formally capture industry best practices and common methods that relate to aircraft certification, aircraft operation, and airport operations under standard FAA and ICAO guidance.1.3Units—The values stated in SI units are to be regarded as standard. There are no SI units used in these definitions. New values relating to braking coefficients are described below.1.4This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee. ====== Significance And Use ======3.1The terminology listed below allows for standardized and specific language to be given to concepts surrounding the identification of, recording, and communication of vehicle wheel braking. The terms are designed to specifically allow manufacturers, operators, regulators, research agencies, and investigative agencies the ability to communicate essential concepts in a manner that can be directly applied to operational requirements.

摘要： 1.1This test method covers the visual inspection of scratches on the glass surface of aerospace transparent enclosures.1.2The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3This standard may involve hazardous materials, operations, and equipment. This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.4This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee. ====== Significance And Use ======4.1Scratches exist on all glass surfaces. Often there are very fine scratches from cleaning operations that are not visible when looking through the glass. Visible scratches may be distracting to the observer looking through the transparency. Therefore, a procedure to define the severity of scratches is useful. A visual standard is used because it is not practical to measure the dimensions of the fine scratches in the scope of this test method.

摘要： 1.1This test method covers the visual inspection of shallow or superficial scratches on the surface of aerospace transparent plastic materials.1.2This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.3This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee. ====== Significance And Use ======4.1Scratches exist on all transparent plastic surfaces. Usually they are very fine scratches from cleaning operations that are not visible when looking through the plastic. Deeper scratches may result from careless cleaning or handling. While these may not be deep enough to affect the structural integrity of the part, their appearance in certain locations may be distracting to the observer looking through the plastic. Therefore, a procedure to define these scratches is useful.

摘要： 1.1This practice provides an acceptable, and simplified, means of determining certain design loads criteria and conditions for fixed wing aircraft. In particular, the practice provides overall aircraft flight loads and flight conditions as well as control surface loads, wing loads, gust load factors, and gust loads on stabilizing surfaces.1.2This practice is intended to be referenced by other standards that define requirements for comprehensive aircraft loads. This practice does not provide all aircraft loads required for structural compliance. In addition, each load or condition determined through this practice has limitations on its use within the relevant section to which it must adhere.1.3Units—The values given in this standard are in SI units and are to be regarded as standard. Any values given in parentheses are mathematical conversions to inch-pound (or other) units that are provided for information only and are not considered standard. The values stated in each system may not be exact equivalents. Where it may not be clear, some equations provide the units of the result directly following the equation.1.4This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.