Browse Topic: Test procedures
The scope of the test method is to provide stakeholders including fluid manufacturers, airport operators, brake manufacturers, aircraft constructors, aircraft operators and airworthiness authorities with a relative assessment of the effect of deicing chemicals on carbon oxidation. This simple test is only designed to assess the relative effects of runway deicing chemicals by measuring mass change of contaminated and bare carbon samples tested under the same conditions. It is not possible to set a general acceptance threshold oxidation limit based on this test method because carbon brake stack oxidation is a function of heat sink design and the operating environment.
The added connectivity and transmission of personal and payment information in electric vehicle (EV) charging technology creates larger attack surfaces and incentives for malicious hackers to act. As EV charging stations are a major and direct user interface in the charging infrastructure, ensuring cybersecurity of the personal and private data transmitted to and from chargers is a key component to the overall security. Researchers at Southwest Research Institute® (SwRI®) evaluated the security of direct current fast charging (DCFC) EV supply equipment (EVSE). Identified vulnerabilities included values such as the MAC addresses of both the EV and EVSE, either sent in plaintext or encrypted with a known algorithm. These values allowed for reprogramming of non-volatile memory of power-line communication (PLC) devices as well as the EV’s parameter information block (PIB). Discovering these values allowed the researchers to access the IPv6 layer on the connection between the EV and EVSE
This paper reviews the current situation in the terms and definitions that influence the development of testing and prediction in automotive, aerospace and other areas of engineering. The accuracy of these terms and definitions is very important for correct simulation, testing and prediction. This paper aims to define accurate terms and definitions. It also includes the author’s recommendations for improving this situation and preparing new standards.
The half vehicle spindle-coupled multi-axial input durability test has been broadly used in the laboratory to evaluate the fatigue performance of the vehicle chassis systems by automotive suppliers and OEMs. In the lab, the front or rear axle assembly is usually held by fixtures at the interfaces where it originally connects to the vehicle body. The fixture stiffness is vital for the laboratory test to best replicate the durability test in the field at a full vehicle level especially when the subframe of the front or rear axle is hard mounted to the vehicle body. In this work, a multi-flexible body dynamics (MFBD) model in Adams/Car was utilized to simulate a full vehicle field test over various road events (rough road, braking, steering). The wheel center loads were then used as inputs for the spindle coupled simulations of the front axle with a non-isolated subframe. Three types of fixtures including trimmed vehicle body, a rigid fixture with softer connections and a rigid fixture
This SAE Aerospace Recommended Practice (ARP) provides recommendations on cavity design, the installation of elastomer type spare seals in these cavities, and information surrounding elastomer material properties after contact with typical shock absorber hydraulic fluid(s) or grease. This ARP is primarily concerned with the use of spare seals on shock absorbers where only a single dynamic seal is fitted and in contact with the slider/shock absorber piston at any one time. These shock absorbers typically have a spare (dynamic) seal gland located on the outer diameter of the lower seal carrier. This spare seal gland is intended to house a spare elastomer contact seal. Split Polytetrafluoroethylene (PTFE) backup rings can also be installed in the spare seal cavity. During operation, if the fitted dynamic shock absorber standard seal begins to fail/leak, then the aircraft can be jacked up, allowing the lower gland nut of the shock absorber to be dropped down. The current used dynamic seal
This document establishes the minimum requirements for an environmental test chamber and test procedures to carry out anti-icing performance tests according to the current materials specification for aircraft deicing/anti-icing fluids. The primary purpose for such a test method is to determine the anti-icing performance under controlled laboratory conditions of AMS1424 Type I and AMS1428 Type II, III, and IV fluids.
This document is intended to describe how to conduct lightning direct effects tests and indirect system upset effects tests. Indirect effects upset and damage tolerance tests for individual equipment items are addressed in RTCA DO-160/ED-14. Documents relating to other aspects of the certification process, including definition of the lightning environment, zoning, and indirect effects certification, are listed in Section 2. This document presents test techniques for simulated lightning testing of aircraft and the associated systems. This document does not include design criteria, nor does it specify which items should or should not be tested. Acceptable levels of damage and/or pass/fail criteria for the qualification tests must be approved by the appropriate airworthiness authority for each particular case. When lightning tests are a part of a certification plan, the test methods described herein are an acceptable means, but not the only means, of meeting the test requirements of the
This recommended practice covers the attachment of bonded anti-noise brake pad shims only. Mechanically attached shims (those without bonding) are not covered by this procedure.
This document applies primarily to mobile cranes that lift loads by means of a drum and hoist line mechanism. It can be used to determine the hoist line speed and power of other hoist line mechanisms if the load can be held constant and hoist line travel distance is sufficient for the accuracy of the line speed measurements prescribed. This recommended practice applies to all mechanical, hydraulic, and electric powered hoist mechanisms.
This SAE Recommended Practice provides standardized laboratory tests, test methods, and performance requirements applicable to signal and marking devices used on vehicles 2032 mm or more in overall width.
This SAE Recommended Practice establishes uniform test procedures and performance requirements for the defrosting system of enclosed cab trucks, buses, and multipurpose vehicles. It is limited to a test that can be conducted on uniform test equipment in commercially available laboratory facilities. For laboratory evaluation of defroster systems, current engineering practice prescribes that an ice coating of known thickness be applied to the windshield and left- and right-hand side windows to provide more uniform and repeatable test results, even though - under actual conditions - such a coating would necessarily be scraped off before driving. The test condition, therefore, represents a more severe condition than the actual condition, where the defroster system must merely be capable of maintaining a cleared viewing area. Because of the special nature of the operation of most of these vehicles (where vehicles are generally kept in a garage or warmed up before driving), and since
This SAE Aerospace Standard (AS) establishes vibration and transmissibility test procedures which compare the relative strengths of various loop and saddle type support clamps. This procedure is intended for conducting fatigue testing which is standard throughout the aerospace industry thereby establishing a clamp strength comparison that can be used in an evaluation process. The testing required by this document ensures that clamps will meet adequate fatigue requirements only. It does not infer qualification of the clamp installation techniques or its ability to meet in-service environments or operating conditions. Separate qualification testing should be performed to ensure satisfactory service of the installed clamp.
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