F39 - Aircraft Systems

SCOPE
1.1 This specification establishes the minimum requirements for a Quality Assurance System (QAS) for manufacturers of an aircraft article(s) that is covered by the scope of Committee F39 on Aircraft Systems.  
1.2 This specification applies to the manufacturing of aircraft articles or systems and provides information and describes criteria for establishing and maintaining a quality system.  
1.3 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.  
1.4 This 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.

ABSTRACT
This specification prescribes the exposure limits and safe operating guidelines for infrared (IR) radiating devices to be mounted on N registered aircraft or any aircraft which is flown or operated in the United States or its territories. The American Conference of Governmental Industrial Hygienists (ACGIH) has established threshold limit values (TLVs) for IR radiation exposure. The TLVs represent a safe exposure limit without physical harm, even with daily exposure. For this specification, the safe exposure time has been set at 100 seconds to reach the TLV. Therefore, the safe operating distance is calculated by determining the maximum output radiation of the device such that 100 seconds of exposure does not exceed one TLV as established by ACGIH.
SCOPE
1.1 This specification establishes the manufacturing design, manufacturing quality system and installation requirements for airborne infrared (IR) searchlight equipment, systems, and devices. This specification applies only to IR devices that produce incoherent IR radiation and affixed to an aircraft which is N registered or operated and flown within the United States and its territories.  
1.2 This specification establishes the minimum and maximum system performance and provides guidelines for an operator to develop functional operation requirements to ensure IR safety.  
1.3 This specification covers IR device emissions in support of night vision goggles or other devices such as electro-optical/infrared (EO/IR) sensors capable of detecting IR radiation.  
1.4 This specification covers IR device emissions that may pose a hazard to the flight crew, aircraft, and bystanders.  
1.5 This specification covers IR device emissions and related safety controls such as duration, beam width, radiant intensity, and wavelength.  
1.6 This specification encourages an Original Equipment Manufacturer (OEM) to maintain a robust quality assurance program and a well-documented configuration control process at the component level and continued through installation at the system level.  
1.7 The OEM shall include the warnings, exposure limitations and corresponding data, and installation instructions described within this specification in their operation and installation manuals. These manuals shall be provided with the product or device.  
1.8 Units—The values stated in SI units are to be regarded as the standard. No other units of measurement are included in this standard.  
1.9 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.  
1.10 This 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.

ABSTRACT
This specification describes a process for verifying the intended function and compliance with safety objectives of avionics systems by means of system-level testing. This verification process includes functional verification planning, testing, resolution of test failures, and regression analysis and testing. It also covers organizational requirements and the process of product definition (function identification, classification, and specification) as well as the requirements for producing a statement of verification.
SCOPE
1.1 This specification provides a process for performing system level verification of aircraft systems and equipment. It provides a means of compliance that can be used for systems and equipment with software and Airborne Electronic Hardware (AEH) that have not been addressed by traditional development assurance methods.  
1.2 This process can be used to show compliance to regulations that require a demonstration that functionality was implemented as intended, including safety mitigations that address failure conditions for software and AEH aspects for aircraft systems and equipment.  
1.3 While this specification was developed with systems and equipment installed on aircraft certification level 1 and 2 (or class I and II in accordance with Advisory Circular (AC) 23.1309-1) normal category aeroplanes in mind, the content may be more broadly applicable. It is the responsibility of the Applicant to substantiate broader applicability as a specific means of compliance and obtain concurrence for its use from the applicable Civil Aviation Authority (CAA).  
1.4 When using this specification, regulations that govern system safety requirements applicable to the aircraft still apply. In complying with those regulations, additional architectural mitigations such as redundancy, independence, separation, system monitors, etc., may be required in addition to the verification process specified in this specification.  
1.5 The system level verification activities expected by this specification increase as the severity of the failure conditions applicable to or affected by the function increase. Those functions, which have hazardous and catastrophic failure conditions, receive additional activities through this process to provide detailed scrutiny. For normal category aircraft, refer to Practice F3309, Practice F3230, or AC 23.1309-1 for more information on the identification and classification of system failure conditions. Involvement of the applicable CAA personnel or their designees in this system verification process should be discussed early in the project.  
1.6 This verification process specifically addresses definition, identification, and verification of system functions. Processes conducted under this specification may not satisfy all applicable external requirements; additional review on the part of the system developer, integrator, or installer may be required to meet specific requirements or the specified mission of the aircraft, or both.  
1.7 The values stated in inch-pound units are to be regarded as standard. No other units of measurement are included in this standard.  
1.8 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.  
1.9 This 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.

ABSTRACT
This specification establishes functional operation and minimum performance requirements for simple systems that provide angle-of-attack information to a pilot, aircraft, or other systems. Functional requirements cover basic operation, stall indication, startup of electronically driven systems, accessibility of controls, and software while environmental requirements include icing, deicing fluids, emissions of RF energy, electrical power input, and power input abnormal surge voltage.
SCOPE
1.1 This performance specification covers simple systems that provide angle-of-attack information to a pilot, aircraft, or other systems.
Note 1: More complex AoA systems can be addressed in annexes in the future.  
1.2 In this performance specification, functional operation and minimum performance requirements for an angle-of-attack system are established.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.4 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.  
1.5 This 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.

SCOPE
1.1 This specification covers minimum requirements for the design of electric engines.  
1.2 Distributed propulsion is not excluded; however, additional requirements will be needed to address the additional issues that distributed propulsion can create. Some of those issues may include: use of a common motor controller/inverter, segregated electric harnesses, cooling systems, electric power supplies, and others.  
1.3 This specification does not address all of the requirements that may be necessary for possible hybrid configurations where an electric engine and a combustion engine drive a common thruster. This specification may be used for the electric engine aspects with supplemental requirements for the thruster and the combustion engine.  
1.4 Although this specification does not include specific requirements for electric engines that include gearboxes, thrusters, or any energy storage systems, it also does not preclude such capabilities. This specification may be used for the base electric engine aspects of the design, with supplemental requirements for any additional features prepared by the manufacturer and submitted to the Civil Airworthiness Authority for acceptance. This version of this ASTM specification also does not address all of the requirements necessary for configurations of motor driven ducted-fans. It is anticipated that the fan would be subject to parts of 14 CFR 33 or CS-E and/or 14 CFR 35 or CS-P, or equivalent, in particular blade-off and bird strike. These would be conducted on the fan as a unit (including motor) rather than on motor or fan alone.  
1.5 The applicant for a design approval should 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 general aviation aircraft airworthiness regulations (hereinafter referred to as “the Rules”), refer to ASTM Committee F39 webpage (www.ASTM.org/COMITTEE/F39.htm), which includes CAA website links.  
1.6 When applicable, this specification may be used for electric engines with a fixed-pitch propeller or fan. These configurations may be type-certificated as an electric engine including a thruster. There may be additional requirements not currently included in this specification for this type configuration. In addition, 5.25 is included as a test requirement for the electric engine. That section recognizes that when the electric engine does not have an integral thruster it will need to be tested with a representative load on the drive shaft to ensure the engine’s ability to operate properly with static and dynamic loads.  
1.7 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.  
1.8 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.  
1.9 This 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
4.1 To show compliance with 14 CFR 23.1351, you must determine the electrical system capacity.  
4.2 14 CFR 23.1351(a)(2) states that:  
4.2.1 For normal, utility, and acrobatic category airplanes, by an electrical load analysis or by electrical measurements that account for the electrical loads applied to the electrical system in probable combinations and for probable durations; and  
4.2.2 For commuter category airplanes, by an electrical load analysis that accounts for the electrical loads applied to the electrical system in probable combinations and for probable durations.  
4.3 The primary purpose of the electrical load analysis (ELA) is to determine electrical system capacity (including generating sources, converters, contactors, bus bars, and so forth) needed to supply the worst-case combinations of electrical loads. This is achieved by evaluating the average demand and maximum demands under all applicable flight conditions. A summary can then be used to relate the ELA to the system capacity and can establish the adequacy of the power sources under normal, abnormal, and emergency conditions.
Note 1: The ELA should be maintained throughout the life of the aircraft to record changes to the electrical system, which may add or remove electrical loads to the system.  
4.4 The ELA that is produced for aircraft-type certification should be used as the baseline document for any subsequent changes. When possible, the basic format of the original ELA should be followed to ensure consistency in the methodology and approach.  
4.5 The original ELA may be lacking in certain information, for instance, time available on emergency battery. It may be necessary to update the ELA using the guidance material contained in this guide.
SCOPE
1.1 This guide covers how to prepare an electrical load analysis (ELA) to meet Federal Aviation Administration (FAA) requirements.  
1.2 This guide is intended to address aircraft level electrical load analysis. Electric propulsive power load analysis was not considered in the development of this guide.  
1.3 The values stated in SI units are to be regarded as standard.  
1.4 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.  
1.5 This 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
4.1 The term “electrical system” as used in this practice means those parts of the aircraft that generate, distribute, and use electrical energy, including their support and attachments.  
4.2 The satisfactory performance of an aircraft is dependent upon the continued reliability of the electrical system.  
4.3 Damaged wiring or equipment in an aircraft, regardless of how minor it may appear to be, cannot be tolerated. It is, therefore, important that maintenance be accomplished using the best techniques and practices to minimize the possibility of failure.  
4.4 When inspecting and evaluating EWIS, improper wiring, routing, or repairs shall be corrected regardless of the origin of the error.  
4.5 This practice is not intended to supersede or replace any government specification or specific manufacturer’s instruction regarding electrical system inspection and repair
SCOPE
1.1 This practice covers basic inspection procedures for electrical wiring interconnect systems for aircraft electrical wiring systems.  
1.2 This practice is not intended to replace any instructions for continued airworthiness published by the aircraft or accessory manufacturer or type design holder.  
1.3 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.  
1.4 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.  
1.5 This 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
4.1 This practice is intended to be used as a standard wiring practice for aircraft when not contrary to standards published by the aircraft original equipment manufacturer (OEM) or regulations. This practice is intended to be used for maintenance and preventive maintenance of electrical wiring interconnection systems (EWIS).  
4.2 This practice is not intended to supersede or replace any government specification or specific manufacturer’s instructions regarding EWIS maintenance or repair.
SCOPE
1.1 Definition—This practice defines acceptable practices and processes for the maintenance, preventative maintenance, and repair of electric systems in general aviation aircraft. This practice does not change or create any additional regulatory requirements nor does it authorize changes in or permit deviations from existing regulatory requirements.  
1.2 Applicability—The guidance provided in this practice is directed to air carriers, air operators, maintenance providers, repair stations, and anyone performing maintenance or repairs.  
1.3 Protections and Warnings—This practice provides guidance to minimize contamination and accidental damage to electrical wiring interconnection systems (EWIS) while working on aircraft.  
1.4 “Protect and Clean As You Go” Philosophy—This philosophy is applied to aircraft wiring through inclusion in operators’ maintenance and training programs. This philosophy stresses the importance of protective measures when working on or around wire bundles and connectors. It stresses how important it is to protect EWIS during structural repairs, (STC) installations, or other alterations by ensuring that metal shavings, debris, and contamination resulting from such work are removed.  
1.5 Units—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.
Note 1: When SI units are required, refer to Annex 5 of ICAO.  
1.6 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.  
1.7 This 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
5.1 To standardize applications of CFR Title 14, as applicable.
SCOPE
1.1 This guide is intended for Part 23 and predecessor aircraft (see Civil Air Regulations (CAR) 3) and:  
1.1.1 Is applicable to aircraft to which Part 43 applies.  
1.1.2 Addresses both initial installation and replacement of aircraft articles.  
1.1.3 Is a guide for classifying an alteration.  
1.1.4 The intended audience of this guide is individuals who have been tasked with evaluating alterations for the purpose of categorizing an alteration for the purpose of satisfying the regulations.  
1.1.5 Is an alteration to an article.  
1.2 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.  
1.3 This 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
4.1 Design—The design procedures defined in this practice are intended to provide acceptable guidance in the original design of electrical systems.  
4.2 Alteration—The alteration procedures defined in this practice are intended to provide acceptable guidance for modification of general aviation aircraft. Design of any modification shall follow the practices and processes defined in the design sections of this practice.  
4.3 Certification—Certification guidance provided in this practice is intended to provide generally accepted procedures and processes for certification of original and modified electrical systems and equipment. Requirements for certification shall be coordinated with the applicable National Aeronautics Association/Civil Aeronautics Administration (NAA/CAA) regulatory agency.
SCOPE
1.1 Definition—This practice defines acceptable practices and processes for the design, alteration, and certification of electric systems and installations in general aviation aircraft. This practice does not change or create any additional regulatory requirements nor does it authorize changes in or permit deviations from existing regulatory requirements.  
1.2 Applicability—The guidance provided in this practice is directed to air carriers, air operators, design approval holders, Supplemental Type Certificate (STC) holders, maintenance providers, repair stations, and anyone performing field approval modifications or repairs.  
1.3 Protections and Cautions—This practice provides guidance for developing actions and cautionary statements to be added to maintenance instructions for the protection of wire and wire configurations. Maintenance personnel will use these enhanced procedures to minimize contamination and accidental damage to electrical wiring interconnection system (EWIS) while working on aircraft.  
1.4 “Protect and Clean As You Go” Philosophy—This philosophy is applied to aircraft wiring through inclusion in operators’ maintenance and training programs. This philosophy stresses the importance of protective measures when working on or around wire bundles and connectors. It stresses how important it is to protect EWIS during structural repairs, STC installations, or other alterations by making sure that metal shavings, debris, and contamination resulting from such work are removed.  
1.5 This practice includes the following sections:    
Title  
Section  
Wire Selection  
5  
General  
5.1  
Aircraft Wire Materials  
5.2  
Table of Acceptable Wires  
5.3  
Severe Wind and Moisture Problems (SWAMP)  
5.4  
Grounding and Bonding  
5.5  
Electrical Wire Chart  
5.6  
Wire and Cable Identification  
6  
General  
6.1  
Wire and Cable Identification  
6.2  
Types of Markings  
6.3  
Sleeve and Cable Marker Selection  
6.4  
Placement of Identification Markings  
6.5  
Wiring Installation  
7  
General  
7.1  
Wire Harness Installation  
7.2  
Power Feeders  
7.3  
Service Loops  
7.4  
Drip Loops  
7.5  
Soldering  
7.6  
Strain Relief  
7.7  
Grounding and Bonding  
7.8  
Splicing  
7.9  
Fuel Tank Wiring  
7.10  
Corrosion Preventative Compounds (CPC)
(MIL-C-81309)  
7.11  
Electrical Load Considerations  
8  
General  
8.1  
Methods for Determining the Current-Carrying
Capacity of Wires  
8.2  
Acceptable Means of Monitoring and
Controlling the Electrical Load  
8.3  
Electrical System Components  
9  
General  
9.1  
Alternators  
9.2  
Generators  
9.3  
Ground Power Units  
9.4  
Auxiliary Power Units  
9.5  
Batteries  
9.6  
Circuit Protection Devices  
9.7  
Conduit  
9.8  
Connectors  
9.9  
Inverters and Power Converters  
9.10  
Junctions  
9.11  
Junction Boxes  
9.12  
Electronic Assemblies  
9.13  
Relays  
9.14  
Studs  
9.15  
Switches  
9.16  
Terminals and Terminal Blocks  
9.17 ...

SCOPE
1.1 This specification covers minimum requirements for the design of Electric Propulsion Units (EPU).  
1.2 Distributed propulsion is not excluded; however, additional requirements will be needed to address the additional issues that distributed propulsion can create. Some of those issues may include: use of a common motor controller/inverter, segregated electric harnesses, cooling systems, electric power supplies, and others.  
1.3 This specification does not address all of the requirements that may be necessary for possible hybrid configurations where an EPU and a combustion engine drive a common thruster. This specification may be used for the EPU aspects with supplemental requirements for the thruster and the combustion engine.  
1.4 Although this specification does not include specific requirements for EPUs that include gearboxes, thrusters, or any energy storage systems, it also does not preclude such capabilities. This specification may be used for the base EPU aspects of the design, with supplemental requirements for any additional features prepared by the manufacturer and submitted to the Civil Airworthiness Authority for acceptance. This version of this ASTM specification also does not address all of the requirements necessary for configurations of motor driven ducted-fans. It is anticipated that the fan would be subject to parts of 14 CFR 33 or CS-E and/or 14 CFR 35 or CS-P, or equivalent, in particular blade-off and bird strike. These would be conducted on the fan as a unit (including motor) rather than on motor or fan alone.  
1.5 The applicant for a design approval should 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 general aviation aircraft airworthiness regulations (hereinafter referred to as “the Rules”), refer to ASTM Committee F39 webpage (www.ASTM.org/COMITTEE/F39.htm), which includes CAA website links.  
1.6 When applicable, this specification may be used for EPUs with a fixed-pitch propeller or fan. These configurations may be type-certificated as an EPU including a thruster. There may be additional requirements not currently included in this specification for this type configuration. In addition, 5.25 is included as a test requirement for the EPU. That section recognizes that when the EPU does not have an integral thruster it will need to be tested with a representative load on the drive shaft to assure EPU ability to operate properly with static and dynamic loads.  
1.7 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.  
1.8 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.  
1.9 This 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
5.1 To standardize applications of CFR Title 14, as applicable.
SCOPE
1.1 This guide is intended for Part 23 and predecessor aircraft (see Civil Air Regulations (CAR) 3) and:  
1.1.1 Is applicable to aircraft to which Part 43 applies.  
1.1.2 Addresses both initial installation and replacement of aircraft articles.  
1.1.3 Is a guide for classifying an alteration.  
1.1.4 The intended audience of this guide is individuals who have been tasked with evaluating alterations for the purpose of categorizing an alteration for the purpose of satisfying the regulations.  
1.1.5 Is an alteration to an article.  
1.2 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.  
1.3 This 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.

SCOPE
1.1 This specification covers minimum requirements for the design of Electric Propulsion Units (EPU).  
1.2 Distributed propulsion is not excluded; however, additional requirements will be needed to address the additional issues that distributed propulsion can create. Some of those issues may include: use of a common motor controller/inverter, segregated electric harnesses, cooling systems, electric power supplies, and others.  
1.3 This specification does not address all of the requirements that may be necessary for possible hybrid configurations where an EPU and a combustion engine drive a common thruster. This specification may be used for the EPU aspects with supplemental requirements for the thruster and the combustion engine.  
1.4 This specification does not include the requirements for EPUs that include gearboxes, thrusters, liquid cooling/lubrication, or any energy storage systems. This specification may be used for the EPU base aspects with supplemental requirements for these additional features. This version of this ASTM specification also does not address all of the requirements necessary for configurations of motor driven ducted-fans. It is anticipated that the fan would be subject to parts of 14 CFR 33 or CS-E and/or 14 CFR 35 or CS-P, or equivalent, in particular blade-off and bird strike. These would be conducted on the fan as a unit (including motor) rather than on motor or fan alone.  
1.5 The applicant for a design approval shall 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 general aviation aircraft airworthiness regulations (hereinafter referred to as “the Rules”), refer to ASTM Committee F39 webpage (www.ASTM.org/COMITTEE/F39.htm), which includes CAA website links.  
1.6 When applicable, this specification may be used for EPUs with a fixed-pitch propeller or fan. These configurations may be type-certificated as an EPU including a thruster. There may be additional requirements not currently included in this specification for this type configuration. In addition, 5.24 is included as a test requirement for the EPU. That section recognizes that the EPU may not have an integral thruster but it must be tested with a representative load on the drive shaft to assure EPU ability to operate properly with static and dynamic loads.  
1.7 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.  
1.8 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.  
1.9 This 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.

SCOPE
1.1 This specification establishes the minimum requirements for a Quality Assurance System (QAS) for manufacturers of an aircraft article(s) that is covered by the scope of Committee F39 on Aircraft Systems.  
1.2 This specification applies to the manufacturing of aircraft articles or systems and provides information and describes criteria for establishing and maintaining a quality system.  
1.3 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.  
1.4 This 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.

ABSTRACT
This specification prescribes the exposure limits and safe operating guidelines for infrared (IR) radiating devices to be mounted on N registered aircraft or any aircraft which is flown or operated in the United States or its territories. The American Conference of Governmental Industrial Hygienists (ACGIH) has established threshold limit values (TLVs) for IR radiation exposure. The TLVs represent a safe exposure limit without physical harm, even with daily exposure. For this specification, the safe exposure time has been set at 100 seconds to reach the TLV. Therefore, the safe operating distance is calculated by determining the maximum output radiation of the device such that 100 seconds of exposure does not exceed one TLV as established by ACGIH.
This specification applies to: IR device emissions in support of night vision goggles or other devices such as electro-optical/infrared (EO/IR) sensors capable of detecting IR radiation; IR device emissions that may pose a hazard to the flight crew, aircraft, and bystanders; and IR device emissions and related safety controls such as duration, beam width, radiant intensity, and wavelength. It covers the manufacturing design, manufacturing quality system, and installation requirements for airborne IR searchlight equipment, systems, and devices, as well as hazard, malfunction, and failure assessment, airplane/rotorcraft flight manual supplement (AFMS/RFMS) and configuration control, operational guidelines, inspection, and certification.
SCOPE
1.1 This specification establishes the manufacturing design, manufacturing quality system and installation requirements for airborne infrared (IR) searchlight equipment, systems, and devices. This specification applies only to IR devices that produce incoherent IR radiation and affixed to an aircraft which is N registered or operated and flown within the United States and its territories.  
1.2 This specification establishes the minimum and maximum system performance and provides guidelines for an operator to develop functional operation requirements to ensure IR safety.  
1.3 This specification covers IR device emissions in support of night vision goggles or other devices such as electro-optical/infrared (EO/IR) sensors capable of detecting IR radiation.  
1.4 This specification covers IR device emissions that may pose a hazard to the flight crew, aircraft, and bystanders.  
1.5 This specification covers IR device emissions and related safety controls such as duration, beam width, radiant intensity, and wavelength.  
1.6 This specification encourages an Original Equipment Manufacturer (OEM) to maintain a robust quality assurance program and a well-documented configuration control process at the component level and continued through installation at the system level.  
1.7 The OEM shall include the warnings, exposure limitations and corresponding data, and installation instructions described within this specification in their operation and installation manuals. These manuals shall be provided with the product or device.  
1.8 Units—The values stated in SI units are to be regarded as the standard. No other units of measurement are included in this standard.  
1.9 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 and health practices and determine the applicability of regulatory limitations prior to use.  
1.10 This 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
4.1 Design—The design procedures defined in this practice are intended to provide acceptable guidance in the original design of electrical systems.  
4.2 Alteration—The alteration procedures defined in this practice are intended to provide acceptable guidance for modification of general aviation aircraft. Design of any modification shall follow the practices and processes defined in the design sections of this practice.  
4.3 Certification—Certification guidance provided in this practice is intended to provide generally accepted procedures and processes for certification of original and modified electrical systems and equipment. Requirements for certification shall be coordinated with the applicable National Aeronautics Association/Civil Aeronautics Administration (NAA/CAA) regulatory agency.
SCOPE
1.1 Definition—This practice defines acceptable practices and processes for the design, alteration, and certification of electric systems and installations in general aviation aircraft. This practice does not change or create any additional regulatory requirements nor does it authorize changes in or permit deviations from existing regulatory requirements.  
1.2 Applicability—The guidance provided in this practice is directed to air carriers, air operators, design approval holders, Supplemental Type Certificate (STC) holders, maintenance providers, repair stations, and anyone performing field approval modifications or repairs.  
1.3 Protections and Cautions—This practice provides guidance for developing actions and cautionary statements to be added to maintenance instructions for the protection of wire and wire configurations. Maintenance personnel will use these enhanced procedures to minimize contamination and accidental damage to electrical wiring interconnection system (EWIS) while working on aircraft.  
1.4 “Protect and Clean As You Go” Philosophy—This philosophy is applied to aircraft wiring through inclusion in operators’ maintenance and training programs. This philosophy stresses the importance of protective measures when working on or around wire bundles and connectors. It stresses how important it is to protect EWIS during structural repairs, STC installations, or other alterations by making sure that metal shavings, debris, and contamination resulting from such work are removed.  
1.5 This practice includes the following sections:    
Title  
Section  
Wire Selection  
5  
General  
5.1  
Aircraft Wire Materials  
5.2  
Table of Acceptable Wires  
5.3  
Severe Wind and Moisture Problems (SWAMP)  
5.4  
Grounding and Bonding  
5.5  
Electrical Wire Chart  
5.6  
Wire and Cable Identification  
6  
General  
6.1  
Wire and Cable Identification  
6.2  
Types of Markings  
6.3  
Sleeve and Cable Marker Selection  
6.4  
Placement of Identification Markings  
6.5  
Wiring Installation  
7  
General  
7.1  
Wire Harness Installation  
7.2  
Power Feeders  
7.3  
Service Loops  
7.4  
Drip Loops  
7.5  
Soldering  
7.6  
Strain Relief  
7.7  
Grounding and Bonding  
7.8  
Splicing  
7.9  
Fuel Tank Wiring  
7.10  
Corrosion Preventative Compounds (CPC)
(MIL-C-81309)  
7.11  
Electrical Load Considerations  
8  
General  
8.1  
Methods for Determining the Current-Carrying
Capacity of Wires  
8.2  
Acceptable Means of Monitoring and
Controlling the Electrical Load  
8.3  
Electrical System Components  
9  
General  
9.1  
Alternators  
9.2  
Generators  
9.3  
Ground Power Units  
9.4  
Auxiliary Power Units  
9.5  
Batteries  
9.6  
Circuit Protection Devices  
9.7  
Conduit  
9.8  
Connectors  
9.9  
Inverters and Power Converters  
9.10  
Junctions  
9.11  
Junction Boxes  
9.12  
Electronic Assemblies  
9.13  
Relays  
9.14  
Studs  
9.15  
Switches  
9.16  
Terminals and Terminal Blocks  
9.17 ...

ABSTRACT
This specification describes a process for verifying the intended function and compliance with safety objectives of avionics systems by means of system-level testing. This verification process includes functional verification planning, testing, resolution of test failures, and regression analysis and testing. It also covers organizational requirements and the process of product definition (function identification, classification, and specification) as well as the requirements for producing a statement of verification.
SCOPE
1.1 This specification provides a process by which the intended function and compliance with safety objectives of avionics systems may be verified by system-level testing.  
1.2 Software and hardware development assurance are not in the scope of this specification and this specification should not be used if a development assurance process is required.  
1.3 The specification intentionally does not attempt to define its own applicability with regard to the type, category, class of aircraft, or criticality of function to which avionics systems verified by the specification may be applied as doing so could ultimately place the language of the specification in conflict with external requirements and guidance. Aircraft applicability, intended use, and limitations must ultimately be determined by the designer, installer, and recognizing body.  
1.4 This verification process specifically addresses definition, identification, and verification of system functions. Processes conducted under this specification may not satisfy all applicable external requirements; additional review on the part of the system developer, integrator, or installer may be required to meet specific requirements or the specified mission of the aircraft, or both.  
1.5 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 and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
4.1 The term “electrical system” as used in this practice means those parts of the aircraft that generate, distribute, and use electrical energy, including their support and attachments.  
4.2 The satisfactory performance of an aircraft is dependent upon the continued reliability of the electrical system.  
4.3 Damaged wiring or equipment in an aircraft, regardless of how minor it may appear to be, cannot be tolerated. It is, therefore, important that maintenance be accomplished using the best techniques and practices to minimize the possibility of failure.  
4.4 When inspecting and evaluating EWIS, improper wiring, routing, or repairs shall be corrected regardless of the origin of the error.  
4.5 This practice is not intended to supersede or replace any government specification or specific manufacturer’s instruction regarding electrical system inspection and repair
SCOPE
1.1 This practice covers basic inspection procedures for electrical wiring interconnect systems for aircraft electrical wiring systems.  
1.2 This practice is not intended to replace any instructions for continued airworthiness published by the aircraft or accessory manufacturer or type design holder.  
1.3 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.  
1.4 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 and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
4.1 This practice is intended to be used as a standard wiring practice for aircraft when not contrary to standards published by the aircraft original equipment manufacturer (OEM) or regulations. This practice is intended to be used for maintenance and preventive maintenance of electrical wiring interconnection systems (EWIS).  
4.2 This practice is not intended to supersede or replace any government specification or specific manufacturer’s instructions regarding EWIS maintenance or repair.
SCOPE
1.1 Definition—This practice defines acceptable practices and processes for the maintenance, preventative maintenance, and repair of electric systems in general aviation aircraft. This practice does not change or create any additional regulatory requirements nor does it authorize changes in or permit deviations from existing regulatory requirements.  
1.2 Applicability—The guidance provided in this practice is directed to air carriers, air operators, maintenance providers, repair stations, and anyone performing maintenance or repairs.  
1.3 Protections and Warnings—This practice provides guidance to minimize contamination and accidental damage to electrical wiring interconnection systems (EWIS) while working on aircraft.  
1.4 “Protect and Clean As You Go” Philosophy—This philosophy is applied to aircraft wiring through inclusion in operators’ maintenance and training programs. This philosophy stresses the importance of protective measures when working on or around wire bundles and connectors. It stresses how important it is to protect EWIS during structural repairs, (STC) installations, or other alterations by ensuring that metal shavings, debris, and contamination resulting from such work are removed.  
1.5 Units—The values given in inch-pound units are to be regarded as the standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.Note 1—When SI units are required, refer to Annex 5 of ICAO.  
1.6 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 and health practices and determine the applicability of regulatory limitations prior to use.

ABSTRACT
This specification establishes functional operation and minimum performance requirements for simple systems that provide angle-of-attack information to a pilot, aircraft, or other systems. Functional requirements cover basic operation, stall indication, startup of electronically driven systems, accessibility of controls, and software while environmental requirements include icing, deicing fluids, emissions of RF energy, electrical power input, and power input abnormal surge voltage.
SCOPE
1.1 This performance specification covers simple systems that provide angle-of-attack information to a pilot, aircraft, or other systems.Note 1—More complex AoA systems can be addressed in annexes in the future.  
1.2 In this performance specification, functional operation and minimum performance requirements for an angle-of-attack system are established.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.4 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 and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
4.1 To show compliance with 14 CFR 23.1351, you must determine the electrical system capacity.  
4.2 14 CFR 23.1351(a)(2) states that:  
4.2.1 For normal, utility, and acrobatic category airplanes, by an electrical load analysis or by electrical measurements that account for the electrical loads applied to the electrical system in probable combinations and for probable durations; and  
4.2.2 For commuter category airplanes, by an electrical load analysis that accounts for the electrical loads applied to the electrical system in probable combinations and for probable durations.  
4.3 The primary purpose of the electrical load analysis (ELA) is to determine electrical system capacity (including generating sources, converters, contactors, bus bars, and so forth) needed to supply the worst-case combinations of electrical loads. This is achieved by evaluating the average demand and maximum demands under all applicable flight conditions. A summary can then be used to relate the ELA to the system capacity and can establish the adequacy of the power sources under normal, abnormal, and emergency conditions.Note 1—The ELA should be maintained throughout the life of the aircraft to record changes to the electrical system, which may add or remove electrical loads to the system.  
4.4 The ELA that is produced for aircraft-type certification should be used as the baseline document for any subsequent changes. When possible, the basic format of the original ELA should be followed to ensure consistency in the methodology and approach.  
4.5 The original ELA may be lacking in certain information, for instance, time available on emergency battery. It may be necessary to update the ELA using the guidance material contained in this guide.
SCOPE
1.1 This guide covers how to prepare an electrical load analysis (ELA) to meet Federal Aviation Administration (FAA) requirements.  
1.2 The values given in SI units are to be regarded as the standard.  
1.3 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 and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
This practice is intended to be used as a standard wiring practice for normal and utility category aircraft when not contrary to standards published by the aircraft original equipment manufacturer (OEM) or regulations. This practice is intended to be used for maintenance and preventive maintenance of electrical wiring interconnection systems (EWIS).
This practice is not intended to supersede or replace any government specification or specific manufacturer’s instructions regarding EWIS maintenance or repair.
SCOPE
1.1 Definition—This practice defines acceptable practices and processes for the maintenance, preventative maintenance, and repair of electric systems in general aviation aircraft. This practice does not change or create any additional regulatory requirements nor does it authorize changes in or permit deviations from existing regulatory requirements.
1.2 Applicability—The guidance provided in this practice is directed to air carriers, air operators, maintenance providers, repair stations, and anyone performing maintenance or repairs.
1.3 Protections and Warnings—This practice provides guidance to minimize contamination and accidental damage to electrical wiring interconnection systems (EWIS) while working on aircraft.
1.4 “Protect and Clean As You Go” Philosophy—This philosophy is applied to aircraft wiring through inclusion in operators’ maintenance and training programs. This philosophy stresses the importance of protective measures when working on or around wire bundles and connectors. It stresses how important it is to protect EWIS during structural repairs, (STC) installations, or other alterations by ensuring that metal shavings, debris, and contamination resulting from such work are removed.
1.5 Units—The values given in inch-pound units are to be regarded as the standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.
Note 1—When SI units are required, refer to Annex 5 of ICAO.
1.6 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 and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
The term “electrical system” as used in this practice means those parts of the aircraft that generate, distribute, and use electrical energy, including their support and attachments.
The satisfactory performance of an aircraft is dependent upon the continued reliability of the electrical system.
Damaged wiring or equipment in an aircraft, regardless of how minor it may appear to be, cannot be tolerated. It is, therefore, important that maintenance be accomplished using the best techniques and practices to minimize the possibility of failure.
When inspecting and evaluating EWIS, improper wiring, routing, or repairs shall be corrected regardless of the origin of the error.
This practice is not intended to supersede or replace any government specification or specific manufacturer’s instruction regarding electrical system inspection and repair.
SCOPE
1.1 This practice covers basic inspection procedures for electrical wiring interconnect systems for normal and utility category aircraft electrical wiring systems.
1.2 This practice is not intended to replace any instructions for continued airworthiness published by the aircraft or accessory manufacturer or type design holder.
1.3 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.
1.4 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 and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
Design—The design procedures defined in this practice are intended to provide acceptable guidance in the original design of electrical systems.
Alteration—The alteration procedures defined in this practice are intended to provide acceptable guidance for modification of general aviation aircraft. Design of any modification shall follow the practices and processes defined in the design sections of this practice.
Certification—Certification guidance provided in this practice is intended to provide generally accepted procedures and processes for certification of original and modified electrical systems and equipment. Requirements for certification shall be coordinated with the applicable National Aeronautics Association/Civil Aeronautics Administration (NAA/CAA) regulatory agency.
SCOPE
1.1 Definition—This practice defines acceptable practices and processes for the design, alteration, and certification of electric systems and installations in general aviation aircraft. This practice does not change or create any additional regulatory requirements nor does it authorize changes in or permit deviations from existing regulatory requirements.
1.2 Applicability—The guidance provided in this practice is directed to air carriers, air operators, design approval holders, Supplemental Type Certificate (STC) holders, maintenance providers, repair stations, and anyone performing field approval modifications or repairs.
1.3 Protections and Cautions—This practice provides guidance for developing actions and cautionary statements to be added to maintenance instructions for the protection of wire and wire configurations. Maintenance personnel will use these enhanced procedures to minimize contamination and accidental damage to electrical wiring interconnection system (EWIS) while working on aircraft.
1.4 “Protect and Clean As You Go” Philosophy—This philosophy is applied to aircraft wiring through inclusion in operators’ maintenance and training programs. This philosophy stresses the importance of protective measures when working on or around wire bundles and connectors. It stresses how important it is to protect EWIS during structural repairs, STC installations, or other alterations by making sure that metal shavings, debris, and contamination resulting from such work are removed.
1.5 This practice includes the following sections:
TitleSection Wire Selection5  General5.1  Aircraft Wire Materials5.2  Table of Acceptable Wires5.3  Severe Wind and Moisture Problems (SWAMP)5.4  Grounding and Bonding5.5  Electrical Wire Chart5.6 Wire and Cable Identification6  General6.1  Wire and Cable Identification6.2  Types of Markings6.3  Sleeve and Cable Marker Selection6.4  Placement of Identification Markings6.5 Wiring Installation7  General7.1  Wire Harness Installation7.2  Power Feeders7.3  Service Loops7.4  Drip Loops7.5  Soldering7.6  Strain Relief7.7  Grounding and Bonding7.8  Splicing7.9  Fuel Tank Wiring7.10  Corrosion Preventative Compounds (CPC)
(MIL-C-81309)7.11 Electrical Load Considerations8  General8.1  Methods for Determining the Current-Carrying
Capacity of Wires8.2  Acceptable Means of Monitoring and
Controlling the Electrical Load8.3 Electrical System Components9  General9.1  Alternators9.2  Generators9.3  Ground Power Units9.4  Auxiliary Power Units9.5  Batteries9.6  Circuit Protection Devices9.7  Conduit9.8  Connectors9.9  Inverters and Power Converters9.10  Junctions9.11  Junction Boxes9.12  Electronic Assemblies9.13  Relays9.14  Studs9.15  Switches9.16  Terminals and Terminal Blocks9.17  Waveguides9.18 Electrical System Component Installation10  General10.1  Alternators10.2  Generators10.3  Auxiliary Power Units (APUs)10.4  Batteries10.5  Circuit Protection Devices10.6  Conduit10.7  Connectors10.8  Inverters and Power Converters10.9  Junctions10.10  Junction Boxes, Panels, Shields, and
Microswitch Housings10.11  PC Board Assemblies10.12  Relays10.13  Studs10.14  Switches10.15  Te...

SIGNIFICANCE AND USE
Design—The design procedures defined in this practice are intended to provide acceptable guidance in the original design of electrical systems.
Alteration—The alteration procedures defined in this practice are intended to provide acceptable guidance for modification of general aviation aircraft. Design of any modification shall follow the practices and processes defined in the design sections of this practice.
Certification—Certification guidance provided in this practice is intended to provide generally accepted procedures and processes for certification of original and modified electrical systems and equipment. Requirements for certification shall be coordinated with the applicable National Aeronautics Association/Civil Aeronautics Administration (NAA/CAA) regulatory agency.
SCOPE
1.1 Definition - This practice defines acceptable practices and processes for the design, alteration, and certification of electric systems and installations in general aviation aircraft. This practice does not change or create any additional regulatory requirements nor does it authorize changes in or permit deviations from existing regulatory requirements.
1.2 Applicability - The guidance provided in this practice is directed to air carriers, air operators, design approval holders, Supplemental Type Certificate (STC) holders, maintenance providers, repair stations, and anyone performing field approval modifications or repairs.
1.3 Protections and CautionsThis practice provides guidance for developing actions and cautionary statements to be added to maintenance instructions for the protection of wire and wire configurations. Maintenance personnel will use these enhanced procedures to minimize contamination and accidental damage to electrical wiring interconnection system (EWIS) while working on aircraft.
1.4 "Protect and Clean As You Go" Philosophy - This philosophy is applied to aircraft wiring through inclusion in operators maintenance and training programs. This philosophy stresses the importance of protective measures when working on or around wire bundles and connectors. It stresses how important it is to protect EWIS during structural repairs, STC installations, or other alterations by making sure that metal shavings, debris, and contamination resulting from such work are removed.
1.5 Values - The values given in inch-pound units are to be regarded as the standard. The values in parentheses are for information only. See Appendix X2 for SI-based prefixes and powers of 10.Note 1
Where SI units are required, refer to Annex 5 of ICAO.
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 and health practices and determine the applicability of regulatory limitations prior to use.

SCOPE
1.1 This guide covers how to prepare an electrical load analysis (ELA) to meet Federal Aviation Administration (FAA) requirements.
1.2 The values given in SI units are to be regarded as the standard.
1.3 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 and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
To show compliance with 14 CFR 23.1351, you must determine the electrical system capacity.
14 CFR 23.1351(a)(2) states that:
4.2.1 For normal, utility, and acrobatic category airplanes, by an electrical load analysis or by electrical measurements that account for the electrical loads applied to the electrical system in probable combinations and for probable durations; and
4.2.2 For commuter category airplanes, by an electrical load analysis that accounts for the electrical loads applied to the electrical system in probable combinations and for probable durations.
The primary purpose of the electrical load analysis (ELA) is to determine electrical system capacity (including generating sources, converters, contactors, bus bars, and so forth) needed to supply the worst-case combinations of electrical loads. This is achieved by evaluating the average demand and maximum demands under all applicable flight conditions. A summary can then be used to relate the ELA to the system capacity and can establish the adequacy of the power sources under normal, abnormal, and emergency conditions.
Note 1—The ELA should be maintained throughout the life of the aircraft to record changes to the electrical system, which may add or remove electrical loads to the system.
The ELA that is produced for aircraft-type certification should be used as the baseline document for any subsequent changes. When possible, the basic format of the original ELA should be followed to ensure consistency in the methodology and approach.
The original ELA may be lacking in certain information, for instance, time available on emergency battery. It may be necessary to update the ELA using the guidance material contained in this guide.
SCOPE
1.1 This guide covers how to prepare an electrical load analysis (ELA) to meet Federal Aviation Administration (FAA) requirements.
1.2 The values given in SI units are to be regarded as the standard.
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 and health practices and determine the applicability of regulatory limitations prior to use.