ASD-STAN/D 1 - General

This document sets forth the general rules applying to the justification of the definition of a product (tangible or intangible) and specifies the content of the Definition Justification Plan (DJP) and the Definition Justification Dossier (DJD).
It is applicable to all products designed and developed to fulfil the requirements of a customer expressed in a (Need) Technical Specification. Industrials are advised to apply the following principles to their own needs for justification in their internal customer/supplier relations.
Clause 5 presents the concepts and the documents associated with the justification of the definition and qualification processes.
Clause 6 summarizes the role and the contractual nature of the qualification of the definition.
Clause 7 gives details of the qualification of the definition process, while Clause 8 positions this process in the programme development logic.
The document also describes the differences between the justification and the qualification of the definition and other notions, such as verification, validation or acceptance (Clause 9).
Clause 10 is a guide to the establishment and maintenance of the documents associated with the justification of the definition and qualification processes. Information related to the certification process, even if it is out of the scope of the present document, is also presented in Clause 10, because this process has certain similarities with the justification of the definition and qualification process.
This document belongs to the documents supporting the EN 9200 relating to Project Management Specification.

This document belongs to the documents going along with EN 9200 relating to Project Management Specification.
The aims of this document are as follows:
-   to specify/remind the concept of (Need) Technical Specification (N)TS;
-   to define the principles and conditions for drawing up, approving, using and updating a (N)TS;
-   to propose a template of (N)TS.
The template identifies topics and types of related requirements to be covered in a (N)TS without being completely exhaustive or mandatory. It is due to be analysed like a check-list and tailored according to the type of the product of interest, the context of the bodies involved and the contractual details.
The principle of drawing up a (N)TS applies to both tangible and intangible products (e.g. services).
The customer/supplier relationship addressed by these principles may also apply within a single organization. The concepts of customer and supplier are discussed in this document without distinction between internal or external relationship.
This document implements and adapts EN 16271 to the context, in order to meet the specific needs of the aeronautical field and more generally the needs of other fields.
This document is more explicit about certain aspects of ISO/IEC/IEEE 29148 dedicated to requirements engineering, such as the responsibility for drawing up a (N)TS on a contractual basis and also the process of drawing it up within a programme (stages and milestones). It also supplements the technical specification framework proposed by ISO/IEC/IEEE 29148, in particular with requirements relating to safety of operation and result assurance.
The relationships existing between Functional Performance Specification (FPS) and (N)TS for expression of needs are given in Annex A.

Obsolescence is a significant risk factor for an organisation and/or a programme activity regarding the continuity of productions, services and maintenance in operational conditions of equipments and systems. It can appear in any phase of the product life cycle. Thus it is essential that the organisation determines the best strategy to be implemented in order to control these risks, implying its customers and suppliers in the definition of this strategy.
This recommendation is a document meant to be used as guidelines, for an organisation and/or a given programme, for the implementation of a coordinated management process of obsolescence risks related to chemical products and to their effects on products, especially on materials, processes and mechanical parts.
Can be subject to obsolescences:
—   all categories of equipments as well as their components;
—   materials and processes used to produce, operate or maintain a product;
—   all that can be bought, manufactured, repaired, be it done internally or externally;
—   means of production, test and maintain.
This document excludes obsolescences related to electronic components and softwares (for more information on that subject see EN 62402).

EN 9300-010 provides an overview description for the recommended processes for archiving of 3D product data, e.g. 3D CAD and PDM data. The processes are described in EN 9300-011 to EN 9300-016.

The present document:
-   is based on internationally-recognised concepts;
-   proposes organisational principles and implementation processes for Configuration Management from both viewpoints: "programme" and "company", with emphasis on the "programme" viewpoint;
-   deals with capture, safekeeping and release of configuration information. It details the principles described in EN 9223-100.
It is up to each programme responsible person to define the necessary details of application and tailoring in the Configuration Management plan.

The present document is declined from the principles described in the EN 9223-100, it:
-   is based on internationally-recognised concepts;
-   proposes organisational principles and implementation processes for configuration management from both viewpoints: "programme" and "company", with emphasis on the "programme" viewpoint;
-   deals with configuration control but not contract management methods.
It is up to each person responsible for a programme to define the detailed methods of application and tailoring as necessary.

The present document is declined from the principles described in the EN 9223-100, it:
-   is based on internationally-recognised concepts;
-   proposes organisational principles and implementation processes for Configuration Management from both viewpoints: "programme" and "company", with emphasis on the "programme" viewpoint;
-   deals with configuration identification but not contract management methods.
It is up to each person responsible for a programme to define the detailed methods of application and tailoring as necessary.

This document explains the wording in use within the following standards:
EN 9223-100, Programme Management - Configuration Management - Part 100: A guide for the application of the principles of configuration management
EN 9223-101, Programme Management - Configuration Management - Part 101: Configuration identification
EN 9223-102, Programme Management - Configuration Management - Part 102: Configuration status accounting
EN 9223-103, Programme Management - Configuration Management - Part 103: Configuration Verifications, Reviews and Audits
EN 9223 -04, Programme Management - Configuration Management - Part 104: Configuration Control

The present document:
-   is based on internationally-recognized concepts;
-   proposes organisational principles and implementation processes for configuration management from both viewpoints: "programme" and "company", with emphasis on the "programme" viewpoint.
The required procedures for implementation and necessary tailoring have to be prescribed for each programme.
This document encompasses some aspects of the relationship between configuration management and contract management, but does not address contract management procedures.
Intended for use in complex programmes (aerospace, defence, etc.), this document is an extension of standard ISO 10007 Quality management systems - Guidelines for configuration management.
This document is coherent with EN 9200 Programme management - Guidelines for project management specifications.
The described principles concern all the stakeholders in the programme (authorities, manufacturers, skills, etc.) from the feasibility phase to disposal. These principles can be applied or tailored to any products (material or software).

The present document:
-   is based on internationally-recognized concepts;
-   proposes organisational principles and implementation processes for Configuration Management from both viewpoints: "programme" and "company", with emphasis on the "programme" viewpoint;
-   deals with verifications, reviews and audits tending towards the validation of the configuration information consistency. It details the principles described in EN 9223-100.
It is up to each programme responsible person to define the necessary details of application and tailoring in the Configuration Management plan.
Important remark:
Configuration audit doesn’t be confused with quality audit (for detailed information, see 4.1).
This document does not deal with configuration system audits (quality audit) deployed within the scope of a programme. These audits stem from quality audits as defined in EN ISO 9001 (process conformity or efficiency audits).

This document enables to answer specific needs in the field of Aeronautics although it does not present any sectorial characteristic and may therefore apply to the needs of other areas.
However, the specificity of some areas can lead to the use of existing sectorial standards such as EN ISO 17666 Space systems - Risk management (ISO 17666:2003).
This document:
-   proposes the main steps for setting up Risk Management framework within programme Management. This guideline may serve as a basis for writing a Risk Management specification;
-   describes a process for controlling programme risks within the defined boundaries that are considered as tolerable. This standard process can be used as a methodological guide for writing the programme Risk Management Plan;
-   recognises the need for knowledge management related to Risk Management, in order to capitalize and to share lessons learnt with other programmes, as well as the maturity assessment of the Risk Management;
-   identifies useful documents for Risk Management;
-   proposes an example of a typical checklist of risks related to a programme;
in addition:
-   addresses opportunities. An opportunity is an uncertain event with positive consequences on the programme.

Based on the following considerations:
   reminder of Systems Engineering and its scope of application,
   positioning of SE management in Programme Management and in relation to Systems Engineering technical activities,
   identification of interfaces between SE management and the other disciplines linked to Programme Management,
the purpose of this standard is:
   to help the acquirer and the Organization to establish management requirements for SE activities,
   to help the supplier to construct the elements of the management plan (explain how to reply in particular to the management requirements).
This standard applies to the various levels of the product tree for the products that can be considered as systems:
   in the general case of an supplier which, with the help of one or more suppliers, develops a system on behalf of an acquirer,
   in the case of an integrated team (sharing of SE roles, responsibilities and risks).
NOTE   ISO/IEC/IEEE 24765:2010 integrated team should include organisation discipline and functions which have a stake in the success of the work products.
This standard constitutes a guide illustrating the requirements and possible responses for SE management. It can be used as a check-list which should be adapted or completed according to the specific context of each project.

These general guidelines cover the open system acquisition and supply processes.
There is an increasing requirement for systems designed and produced by industry, particularly in the aeronautic, space and defence fields, to be used with other systems designed, produced, acquired and operated independently.
The concept of open systems is touched upon in many systems engineering documents. This document deals specifically with this subject. To this end, through the various processes applied, it provides information to stakeholders (buyers, suppliers, designers, subcontractors, supervisors, etc.) on the best practice to be adopted.
The specific nature of openness for a system is defined by all the following properties:
-   Interchangeability,
-   Interoperability,
-   Upgradability,
-   Reusability,
-   Reversibility,
-   Flexibility,
-   Affordability.
These properties are defined in the glossary for these general guidelines.
These general guidelines are largely based on the structure and system life cycle processes described in standard ISO/IEC 15288:2008.
The characteristics of openness also relate to:
-   The products or services offered by the company (target systems resulting from use of company processes).
-   The company’s processes (project systems). Several stakeholders, with their own assignments, cultures, jobs and geographical locations, different working methods, modelling frameworks, standards, tools and aids, etc. are involved in the activities, which are sometimes multidisciplinary, of the internal and external processes of a company. These diverse elements are not necessarily all suited to working together without causing certain risks, a loss of autonomy, effectiveness and/or efficiency, etc. A company must, for example, develop its ability and capacity in terms of interoperability both internally (between the systems of which it is made) and externally (with other partners), including, by way of an example:
-   Ability of each stakeholder and each department involved to maintain efficient and trusting relationships with other stakeholders, taking into account deadline, cost and quality objectives,
-   Ability to exchange, communicate and use the necessary flows (data, information, knowledge, materials, energy) autonomously, without error and dynamically throughout the life cycle of the target system,
-   Ability to coordinate, synchronise and manage common tasks and share and use resources (human, machine or application) and services efficiently and appropriately.

This European Standard provides a detailed description for the recommended process of transferring data to the archive as overviewed in EN 9300-010. This transfer includes the conversion of the Content Information into the archiving format STEP and the generation of the Archive Information Package. Furthermore, the main focus for the process description is on the validation and verification of the converted Content Information.

This European Standard provides a detailed description for the recommended process of retrieval of 3D and PDM data. A main focus lies in the secure process, which implies the defined search for archived data elements and the dissemination of the data packages, which includes e.g. the check for digital signatures or the validation of archived data as overviewed in EN 9300-010.

This European Standard provides a detailed description for the recommended data preparation process for archiving of 3D and PDM data, as overviewed in EN 9300-010.

This European Standard provides a detailed description for the recommended process of deletion of the AIP, within the archive as overviewed in EN 9300-010.

This European Standard presents methods which are divided into four main categories:
1)   scope and scenario description;
2)   process description;
3)   data;
4)   system architecture.
For scope and scenario description, the modelling methods are based on Unified Modelling Language (UML) Use Case diagrams. The process descriptions are done using Simplified Activity diagrams. Data modules are described by Express G diagrams. Rules and constraints are described via Express-Where-Rules. Further descriptions, for example, for a data dictionary, are based on tabular forms.
To support the development of a system architecture, the modelling method of UML Package diagrams is used.

This European Standard provides a detailed description for the recommended process of the Archival Information Package within the archive as overviewed in EN 9300-010. The main focus lies in the secure process, which implies the setting of digital signatures, disaster recovery and update of archive meta database.

This European Standard defines basic terms, e.g. Long Term Archiving and Retention and identifies the context and scope of EN 9300. The section Fundamentals describes the basic concepts and approaches of EN 9300 and referenced related standards.

The scope of this European Standard is to:
-   Provide a requirements document for RFID Tag Manufacturers to produce passive HF tags for the Aerospace industry.
-   Identify the minimum performance requirements specific to passive HF tags used on aircraft parts, accessed only during ground operations.
-   Specify the test requirements specific to passive HF tags for airborne use, in addition to EUROCAE ED-14 / RTCA DO-160 latest issue compliance requirements separately called out in this document.
-   Identify existing standards applicable to passive HF tags.
-   Provide a qualification standard for passive HF tags which will use permanently-affixed installation on aircraft and aircraft parts.

The scope of this European Standard is to:
•   Provide a requirements document for CMB Manufacturers to produce systems for the Aerospace and Defence industry.
•   Identify the minimum performance requirements specific to CMB used on Aerospace and Defence vehicle parts accessed only during ground operations.
•   Identify existing standards applicable to CMB.
•   Provide a qualification standard for CMB which will use permanently-affixed installation on systems.
•   Provide some patterns of data.
In addition to any relevant document from certification authorities, the following documents should be taken into account to define requirements concerning the technical specifications for CMB:
•   EUROCAE documents: ED-14, Environmental Conditions and Test Procedures for Airborne Equipment.
•   RTCA documents: DO-160, Environmental Conditions and Test Procedures for Airborne Equipment.
•   Military Standard: MIL-STD-810, Department of Defense Test Method Standard for Environmental Engineering Considerations and Laboratory Tests.

The purpose of this standard is to establish uniform requirements for the architecture for Integrated Modular Avionic (IMA) systems as defined by the ASAAC Programme.
The IMA architecture can be built by using common components. These components are specified in separate standards. Ways of using these components are described in a set of guidelines. This document gives references to these Standards and Guidelines as well as a short introduction to IMA.

This standard defines the functionality and principle interfaces for the Common Functional Module (CFM) to ensure the interoperability of Common Functional Modules and provides design guidelines to assist in implementation of such a CFM. It is one of a set of standards that define an ASAAC (Allied Standard Avionics Architecture Council) Integrated Modular Avionics System.
This definition of interfaces and functionality allows a CFM design that is interoperable with all other CFM to this standard, that is technology transparent, that is open to a multi-vendor market and that can make the best use of COTS technologies.
Although the physical organisation and implementation of a CFM should remain the manufacturer’s choice, in accordance with the best use of the current technology, it is necessary to define a structure for each CFM in order to achieve a logical definition of the CFM with a defined functionality. This definition includes:
   The Generic CFM, which defines the generic functionality applicable to the complete set of CFMs. The generic functionality is defined in 4.1.
   The processing capability, which defines the unique functionality associated with each CFM type within the set. This functionality is defined in 4.3.
-   The logical and physical interfaces that enable CFMs to be interoperable and interchangeable, these are defined in Clause 6.
-   The functionality required by a CFM to support the operation of the System is defined in Clause 6.
1.1   Relationship with other ASAAC Standards
The definition of the complete CFM is partitioned and is covered by the following ASAAC standards:
-   CFM Mechanical properties and physical Interfaces - ASAAC Standards for Packaging.
-   CFM Communication functions - ASAAC Standards for Software.
-   CFM Network interface - ASAAC Standards for Communications and Network.
-   CFM Software architecture - ASAAC Standards for Software.
-   CFM Functional requirements - This document.

This standard specifies the rules for the representation of parts including core materials as well as the information to be indicated in technical drawings.
It applies to aerospace structures using core materials.
It shall be used together with EN 4408-1.

This standard specifies the representation of seams of composite materials as well as the information to be indicated in technical drawings.
It is applicable to aerospace structures using items linked by seams in dry fabrics, prepregs, film, etc.
It shall be used together with EN 4408-1.

This standard specifies the rules for the representation of laminated parts as well as the information to be indicated in technical drawings.
It applies to aerospace structures using laminated parts. It shall be used together with EN 4408-1.

This standard specifies the rules for the representation of preforms of composite materials as well as the information to be indicated in the technical drawings.
It is applicable to aerospace structures using preforms.
It shall be used together with EN 4408-1.

This standard specifies the rules for the representation of items in composite materials obtained by winding as well as the information to be indicated in technical drawings.
It is applicable to aerospace structures using items in composite materials obtained by winding.
It shall be used together with EN 4408-1.

This standard specifies the general rules for the representation of parts made of composite materials, in technical drawings.
It applies to aerospace structures using composites materials, and their applications when this standard is specified.

For a given aerospace project, the present document is intended to be used as a reference to current best practices. These can be used as a guideline for the creation and negotiation of the project management specification between a customer and a supplier, and hence lead to the creation of the project management plan.
It may be used for any project utilising several actors at different levels. In particular in the case of large projects it presents provisions recommended for the management of a project according to (see Figure 1):
- project organisation,
- work breakdown structure,
- phasing and scheduling,
- risk management,
- configuration management,
- documentation management,
- interfaces with other disciplines,
- project monitoring and control,
- technical performance control,
- cost control,
- schedule control,
- resource management,
- quality assurance,
- project closure.

This standard defines the method of indicating on drawings, with the exception of engine drawings, the instructions for the marking of parts and assemblies for aerospace applications

This standard specifies the indications to be shown on drawings or other documents dealing with welding of metallic materials in aerospace industries

This standard specifies the requirements to be met in the filming of documents on 16 mm film and preparation to ensure uniform presentation of the microform for the exchange of information in the aerospace industry.

This standard specifies the aperture card for 35 mm microfilm and the column allocation and data entry of the control and identification characteristics for areospace using card code A (see clause 4).

This standard specifies the deviations from ISO 2707 necessary for aerospace application. It shall be applied for filming documents on 150 mm microfilm (A6 microfiche) to ensure uniform presentation of the microform for the exchange of information in the aerospace industry.

This standard specifies the deviations from ISO 5126 necessary for aerospace application. It shall be applied for filming data (e.g. alpha-numeric data processing output) on A6 microfiche in order to ensure uniform presentation of the microform for the exchange of information in the aerospace industry.

This standard specifies the representation of rivets on drawings for aerospace equipment.

The purpose of this document is to provide customers and their suppliers with a document specifying the notions of product reliability "construction" and "management".
It offers programme directors and project managers information likely to help them:
-   to determine the tasks to be performed and the application procedures, according to the specific nature of the programme and its goals;
-   to define and implement the provisions necessary for performing these tasks;
-   within programme execution, to situate the various tasks involved in constructing and managing the reliability of a product.
This document applies to all programmes (in particular aeronautical, space and armament programmes).
These reliability construction procedures concern not only all the products and its constituents covered by these programmes, but also the means and manufacturing processes to be implemented for their realization.
The provisions of this document can be negotiated at all levels between the parties directly concerned by a given programme. This implies, on the part of the customer, that each lower level is provided with the information necessary to perform tasks and meet the specified targets.

The purpose of this document is to:
-   identify and describe, in a structured way, the principles of the integrated logistic support (ILS) activities and tasks for the main types of stakeholders in the system life cycle, from the expression of need to disposal;
-   place the activities, tasks and ILS deliverables within the programme execution;
-   identify the main selection and sizing of activities and tasks criteria according to the nature and the requirements of the programme;
-   control the relations with the other aspects of programme management.
This document covers the following subjects:
-   management of ILS (definition, implementation and running of the processes);
-   expression of the support requirements;
-   elaboration of the contracts (e.g. for development, maintenance, supply
-   implementation of the tasks and processes.
This document is also related to the following subjects:
-   relations with costs and lead times control, configuration management, performance and RAMS management, quality assurance, documentation management;
-   regulations (e.g. information system security, export controls, safety at work);
-   human and organisational factors (HOF);
-   environment (e.g. RoHS, REACh);
-   information systems (IS) and the links between them;
-   logistics information systems (LIS);
-   in-service support (ISS) activities;
-   configuration management of ILS objects;
-   life cycle.
The following stakeholders are concerned by ILS:
-   users in the broadest sense: operators, maintenance operators, administrators, dismantlers of the system, trainers;
-   the customer, who:
-   prepares technical and contractual specifications of need with which the system shall comply,
-   sets up the funding of the programme,
-   oversees the realization and commissioning of the main system and of the support system,
-   facilitates the feedback;
NOTE 1   At the highest level of the system, the customer can also be referred to as the "project owner".
NOTE 2   The "main system" can also be referred to as the "system of interest".
-   the supplier(s) who deliver a system (main and support) to the customer, which meets the performance specifications, including the regulatory requirements, on time and for the agreed cost, throughout the system life cycle;
NOTE   At the highest level of the system, the supplier can also be referred to as the "industrial prime contractor".
-   the regulatory authorities that supervise and approve the support processes and equipment, as needed.
The principles laid down in this document can be applied, after adaptation, to all the customer/supplier relations resulting from the breakdown of the main contract into sub-contracts.

This document enables the specific needs of the aeronautical, space and defence fields to be met. It can also apply to other fields.
However, the specificity of some fields can lead to the use of existing sectorial standards such as EN 16601-80, Space project management - Risk management (derived from ECSS-M-80).
This document:
-   proposes a framework for implementing organization of risk management and opportunity management within programme management; this framework may serve as a basis for writing risk management specifications and opportunity management specifications;
-   describes a process for keeping programme risks within the defined limitations that are considered tolerable; this standard process can be used as a methodological guide for writing the programme risk control plan;
-   describes a process for addressing and developing opportunities that have positive consequences on the execution of a programme; this standard process can be used as a methodological guide for writing the strategic programme opportunity control plan;
-   recognizes the need for knowledge management in order to capitalize and to share lessons learned with other programmes, as well as the maturity assessment of the risk management and opportunity management processes;
-   identifies useful documents for risk management and opportunity management;
-   proposes an example of a typical list of risks and opportunities.

The scope of this European Standard is to:
-   Provide a requirements document for RFID Tag Manufacturers to produce passive UHF tags for the Aerospace industry.
-   Identify the minimum performance requirements specific to passive UHF tags used on aircraft parts, accessed only during ground operations.
-   Specify the test requirements specific to passive UHF tags for airborne use, in addition to EUROCAE ED 14 / RTCA DO-160 latest issue compliance requirements separately called out in this document.
-   Identify existing standards applicable to passive UHF tags.
-   Provide a qualification standard for passive UHF tags which will use permanently-affixed installation on aircraft and aircraft parts.

The purpose of this European Standard is to establish uniform requirements for design and development of software architecture for modular avionics systems as defined per ASAAC.
1.1   Software Architecture Overview
The ASAAC Software Architecture is based on a three-layer stack as shown by a simplified Figure 2.
Each layer is described in terms of it dependency/independency on both the aircraft system and the underlying hardware.
1.2   Software Architectural Components
Figure 3 provides an overview of the software architectural components and software interfaces.
1.2.1   Functional Applications
The term "Functional Applications" relates to all functions that handle the processing of operational data, e.g.
-   Radar Applications,
-   Mission Management,
-   Stores Management,
-   Vehicle Management System,
-   Communication, Navigation and Identification.
1.2.2   Application Management (AM)
AM is responsible for the non-standardised system management, i.e. the AM performs the non-generic system management. As an example, the AM may perform the mission/moding management. The interface between the AM and GSM is the System Management Logical Interface (SMLI) (see 4.1.2).
1.2.3   Operating System (OS)
A Real-Time OS provides the particular part of OSL functionality that controls the real-time behaviour of the Processing Element and its associated resources (see Clause 0).
1.2.4   Generic System Management (GSM)
The GSM is responsible for the management of the core processing (see 4.1.1 and 5.2.1). This functionality is divided into four areas:
-   Health Monitoring,
-   Fault Management,
-   Configuration Management,
-   Security Management.
1.2.5   Run-Time Blueprints (RTBP)
The RTBP contain the information (e.g. process description, routing information, fault management data) required to configure and manage the core processing on which it is hosted (see 5.3).
(...)

The purpose of this standard is to establish uniform requirements for Packaging for the Common Functional Modules (CFM) within an Integrated Modular Avionic (IMA) system, as defined per ASAAC. It comprises the module physical properties and the Module Physical Interface (MPI) definitions together with guidelines for IMA rack and the operational environment.
The characteristics addressed by the Packaging Standard are:
Interchangeability:
   For a given cooling method all modules conforming to the packaging standard will function correctly when inserted into any rack slot conforming to the standard for the cooling method.
-   All modules conforming to the Module Physical Interface (MPI) definitions for connector, IED and cooling interface will function correctly when inserted into any rack slot conforming to the same MPI definition.
Maintainability:
-   All modules are easily removable at first line.
-   No special tools required at first line.
-   No manual adjustment is necessary when installing modules. No tool is required for installation or removal of the modules.
-   Mechanical keying is provided that prevents insertion of a module into a rack slot that may cause an unsafe condition.
The Module Physical Interface definition, contained within this standard, does not include the properties of the signalling used in the optical interface (e.g. wavelength). These are covered in EN 4660-003.

This standard details the functionality and principle interfaces for the ASAAC (Allied Standard Avionics Architecture Council) Network to ensure the interoperability of Common Functional Modules and design guidelines to assist in implementation of such a network. It is one of a set of standards that define an ASAAC Integrated Modular Avionics (IMA) System.
The purpose of this standard is to establish by means of well defined interfaces and functionality, a network design that is technology transparent, that is open to a multi-vendor market and that can make the best use of Commercial Off The Shelf (COTS) technologies. Therefore, the associated data communication network topology, protocols and technologies are not identified in this document. For these items the document identifies the issues that should be considered when defining a specific network implementation to support the ASAAC architecture and provides guidelines to assist.
Although the physical organisation and implementation of the network shall remain the System Designers choice, in accordance with the best use of the current technology, it is necessary to define interfaces and parameter sets in order to achieve a logical definition of the network with a defined functionality. This definition includes:
-   The generic functionality applicable to all networks.
-   The logical interfaces to the Operating System and Module Support Layers.
-   The physical interfaces to the Common Functional Modules (CFM).
The ASAAC Standards are intended to be independent of specific technologies, including network technologies.

This standard defines surfaces on visible components in the aircraft cabin. Surfaces will be considered under the aspects of technical feasibility of the industrial design.
This standard is a guideline between airlines, supplier and OEMs with regard to cosmetic issues.
This document aims to:
a) Provide the supplier with quality criteria, which need to be met during the production, testing- and quality-inspection-process,
b) Guide airline-, OEM- and supplier-quality assurance with a description of cosmetic standards for following inspections:
- Supplier internal QA inspection;
- First article inspection;
- Source inspection;
- Incoming inspection;
- Final assembly line cabin inspection.

The weight for cabin equipment is an important topic in the aviation business. The cabin equipment weight has a direct impact on the payload of the aircraft, operation cost and revenue of the airlines. Due to the number of aircraft seats, seats are one of the major weight drivers in the cabin. At this time a lot of seat weights are used without any clear definition, e.g. allowable max. weight, certified weight, defined weight. For the definition of each customer specific cabin definition it is important to get comparable seat weights. Aircraft seats are very different with regard to seat envelope dimensions and integrated features and options. For a weight calculation and product comparison it is very helpful to get comparable weight information based on a standard weight.
The aim of this European Standard is to define a clear definition for the different weight information and a baseline for a seat weight calculation to get comparable seat weights for set brochures and marketing reasons.

This standard prescribes the requirements and the procedure for approving the quality system implemented by the manufacturer, for manufacturing EN aerospace products. It also provides instructions for verifying that this approved system is maintained. It is applicable whenever referenced.

This standard specifies requirements and determination methods for newly certificated commercial passenger aircraft programmes.
This standard applies to newly certificated commercial passenger aircraft programmes. It may also apply to current production aircraft if it does not carry significant penalties, i.e. if it can be shown to be technically feasible and economically justifiable.
This standard covers the period from first crew embarkation to last crew disembarkation.
NOTE 1   During embarkation and disembarkation, reduced temperatures in the cabin may be desirable due to increased metabolic activity of the occupants. In some ground cases, the aircraft environmental control system (ECS) may not be able to compensate for the external conditions influencing the cabin comfort conditions, such as open doors, extreme hot/cold ground/air temperatures or radiant heat. In this case, external air-conditioning systems, for example conditioned low-pressure ground air or high-pressure supply, may be used to supplement the aircraft ECS. If the temperature range stated in this standard is regularly exceeded (either above or below the stated range), changes to airline and/or airport procedures and/or aircraft design should be introduced.
NOTE 2   During ground operations, the external air quality may adversely influence the air quality within the aircraft cabin. Contamination produced as a result of servicing activities or ground operations vehicles may enter the aircraft directly, for example via open doors, and the ECS may not be able to effectively control contaminant levels in the cabin. Airline and airport operational procedures should be organised so as to avoid direct contamination of the cabin from these pollutant sources. If the contaminant ranges stated in this standard are regularly exceeded, changes to airline and/or airport procedures and/or aircraft design should be introduced.
Outside air quality levels would usually be regulated by national authorities.(...)