Def Stan 00-970 Download

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GA-ASI continually develops mission and capability expansion through rapid and cost-effective payload integration. We actively integrate U.S. and international systems with focused expertise in payload development. The Standard Payload Interface Design and Integration (SPIDI) Pod and Sener Aeroespacial-manufactured NATO Pod are common enclosures that enable payload and sensor integration across GA-ASI aircraft and select manned platforms. These pods provide scalable and modular integration solutions for a wide range of technologies, including communications, signals intelligence, electronic warfare, aircraft survivability equipment, and anti-submarine warfare. SPIDI and NATO Pods are constructed from radio frequency transparent fiberglass or carbon composite materials. These pods are also capable of internal and external antenna installations and accept standard aircraft interfaces for data, navigation, and power.

Key Benefits

In 2015, the MAA formally recognised the risk posed by cyber-attacks by updating its default airworthiness code, Defence Standard (Def Stan) 00-970, to introduce requirements for assessing cyber risks to airworthiness. At the time, there were no equivalent requirements within civil regulation, although civilian standards for assessing cyber risks to safety had been published. Therefore, these civilian standards, RTCA DO-326 and DO-356, were introduced to a single clause in part 13 of Def Stan 00-970 and tailored for the military requirement. Def Stan 00-970 is invoked for both type airworthiness (through regulatory article (RA) 5810) and changes to type design (through RA 5820).

Initial MAA focus is to provide updated guidance on the assessment of cybersecurity considerations on type airworthiness and changes to type design. As the new EASA AMC 20 42 is based upon the same civilian cyber standards as previously embodied in Def Stan 00-970, the MAA is seeking to introduce both this new AMC and the updated CS clauses to the equivalent parts of Def Stan 00-970, with necessary military deltas applied. For example, introduce CS 25.1319 to the large aircraft standard, Def Stan 00-970 part 5.

EUROLAB, with its state-of-the-art accredited laboratories and expert team, provides precise and fast testing services within the scope of DEF STAN 00-970 test. Section 0 provides guidance and context information with definitions of terms used in this standard. Specific technical definitions can be defined individually as they are used.

EUROLAB assists manufacturers with DEF STAN 00-970 test compliance. Our test experts, with their professional working mission and principles, provide you, our manufacturers and suppliers, the best service and controlled testing process in our laboratories. Thanks to these services, businesses receive more effective, high-performance and quality testing services and provide safe, fast and uninterrupted service to their customers.

The modifications made bring the aircraft up to safety and certification levels similar to manned aircraft. This will allow the TCPB to fly more freely than before in civilian airspace as well as between countries. Additionally, the TCPB has a wingspan 79 feet, which is 13 feet longer than the Reaper, and an increased endurance and payload capability. According to General Atomics Aeronautical Systems CEO Linden Blue, the first flight of this aircraft is a major milestone. The TCPB is the first of its kind and has modifications that adhere to NATO airworthiness standards, which will allow it to be used in civil airspace operations worldwide. One application includes an unweaponized version of the TCPB that can be used in patrol and surveillance operations as well as support for border patrol, coast guard and disaster relief missions.

Whilst some elements of survivability can be improved, with the addition of role-fit mission equipment, this article highlights that it is not viable to retrospectively modify an existing aircraft to meet military crashworthiness and survivability standards if they have not been taken into consideration during the original design.

From the start of its development, the AW149 was designed to meet the most exacting military crashworthiness standards set by the UK Ministry of Defence (MOD) and our international military customers.

This simulation was subsequently compared with actual observed behaviour of a crash test that witnessed a fuel cell dropped from 50 feet. In this case, it hit the ground at 56 feet per second on impact, which is 34% higher than the maximum speed required in DEFStan 00-970. The structural failure modes and deformations in the test correlated extremely well with the simulation results. Once again, the cabin remained intact. In addition, AW149 fuel tanks and fuel cut-off features are designed to prevent fire in the event of a crash, and are compliant to international MIL standard 1290A.

Above and below: The results of observed versus simulated fuel cell crashworthiness demonstrate a high level of accuracy in predicted structure deformation and as a consequence AW149 compliance with DEFStan 00-970 crashworthiness requirements.

Residual strength tests demonstrate that even in the event of this damage, the AW149 blades can withstand all the stresses and strains associated with a full mission profile for over 90 minutes of flight and still be able to land safely.

Being able to demonstrate that your organisation is meeting the intent of Def Stan 00-56 can be a challenge particularly if your organisation is far removed from the actual operation of the military system. This is further complicated by additional regulatory obligations, standards and design codes pertaining to the subject. For design organisations a significant complicating factor is that many use goal/failure based safety criteria for acceptable levels of technical failure probability whilst 00-56 (and RA1210) operators utilise risk/accident based safety for acceptable levels of accident probability.

Contracting for safety therefore requires careful planning to integrate the safety deliverables from suppliers into systems and then into aircraft which need to be safely operated and maintained.

Is this course right for me?

This course is specifically designed to help all providers of product, services and systems to the UK MOD to comply with the intent of Def Stan 00-56.

It is also suitable for MoD contracting personnel (i.e. DE&S, PT and Duty Holders) to help you to understand how to most effectively integrate the 00-56 deliveries (or DIDs in Annex C) into a single and manageable Safety Case.

Course format: This course is a balanced mix of group discussions, flipchart work and PowerPoint presentations. Managed syndicate exercises give you the opportunity to practise the application and evaluation of new processes and techniques.

Course level: Practitioner Level Training (P) is suitable for those who have worked in the subject for some time, are familiar with core terminologies and concepts and are looking to develop or update their level of knowledge and practical understanding.

Assessment process: No formal assessment. Formative feedback is provided by the facilitator.

Course size: 16 persons maximum at our Aviation Safety Academy or on-site at your facility

Manufactured to rigorous standards, our aircraft refuelling hoses are amongst our most popular aerospace hoses and comply with DEF STAN 00-970, DEF STAN 05-123 & MIL-H-4495D specifications, and are supplied with Icon Braidlock end couplings to ensure the fuel hose remains securely fastened.

Under the current UK MACP, EMAR Part 21, or even EASA Part 21 you cannot apply the Changed Product Rule to determine the acceptable standard, because there is no Type Certification Basis, no Certification Standard. In practice it would most commonly be addressed on an ad-hoc basis by engineers taking a case-by-case view on how to achieve the intent, but there must be a better way. I will suggest here a better way.

A tactical transport aircraft procured against a basic system specification and not having a Military Type Certificate (MTC) might have a modification contracted by the UK MoD where the contract requires the mod to meet Def-Stan 00-970 Part 5 Certification requirements. The aircraft itself does not meet the Def Stan requirements, and this means that the design engineers will be interpreting what parts of the new design will and will not meet the standard. For example, this could be a strength requirement or seat safety requirement from Def Stan 00-970 that the existing aircraft structure cannot meet. So, should the design meet the original system spec, or should it meet Def Stan?

In my experience this has always been a grey area; one where the Design Organisation will use judgement on a case-by-case basis to determine the design standard of the modification. I would suggest that relying on ad-hoc judgements in this case is inappropriate.

{1} The CPR exists both in EMARs and RA5820, but it a much reduced (and therefore here less useful) from. In the UK Regulatory Articles RA 5820(5) attempts to apply the CPR, however the GM 5820(5) covers 2 pages of A4 and cannot replicate the 85 pages, 5 Chapters and 10 Appendices of GM for EASA GM to 21.A.101. Similarly, EMAR GM to 21.A.101 is very much simplified in comparison to its EASA cousin. Using the full EASA implementation allows one to leverage refinements such as clarifications on Functional Changes, identification of Secondary Changes, and be able to rely on Service Experience as part of the argument as to whether the latest standards should be used. It also helps with the development with procedures to allow the CPR to be followed. 17dc91bb1f