Airborne Instruments: Preparation for Flight and Certification

1. Al Cooper and Al Rodi NSF Facilities Users’ Workshop Sept 2007 Airborne Instruments:Preparation for Flight and Certification

2. Preparing Instruments for Flighton Research Aircraft • Procedures vary by aircraft, but all require attention to factors affecting safety, esp. in regard to: • Structural properties: Ability to withstand loads arising in flight or in emergencies • Resistance to combustion: use of appropriate wire insulation and other components to avoid flames or hazardous fumes in the cockpit.

3. Special Requirements for theNSF/NCAR Gulfstream-V • We maintain standard transport-category certification as a civil aircraft • As delivered from Gulfstream, the aircraft had a type certificate certifying compliance with the Federal Aviation Regulations. We (NSF), as owner, then obtained an airworthiness certificate – the required evidence that this particular aircraft is certified for flight. • Modifications invalidate that airworthiness certificate, and we must obtain further approval to resume operations.

4. Some Apertures Certified on Delivery

5. Wing-Stores Certification:

6. What This Means for Investigators Bringing Equipment for Installation • First, equipment must comply with requirements for structural strength and for use of appropriate components including wiring. Cf. web sites, incl. http://www.hiaper.ucar.edu/handbook • Help us meet needs for documentation, with drawings, parts lists, and analyses (by a DER). • Allow time for the required process, including inspections and FAA approval.

7. The Investigator’s Handbooks • Handbooks are available for both the G-V and the C-130. They include sections that describe the procedures in detail. For the G-V, see http://www.hiaper.ucar.edu/handbook • Information on mounting points, racks, load requirements, safety margins, and other design criteria are included there. • The handbook also includes advice on acceptable materials for construction, acceptable fasteners, welding, weight limits for racks, overturning moments, floor loading limits, etc. There is additional information (e.g., on approved wire) at http://www.eol.ucar.edu/raf/Approved_and_Tested_RAF_Wires.html.

8. CONSTRUCTING A CERTIFIED INSTRUMENT Develop Design Data Submit Data to DER (RAF or outside) DER checks for compliance with FARs Purchase Components Test as Necessary Build Instrument Check Conformity to Data Install on G-V Check Conformity of Installation Ready for Flight – after FAA approval

9. The Data Package The Data Package • The G-V handbook also describes the data package needed from each investigators who brings equipment for installation. This package is typically needed about 8 wks prior to the start of flights. • Descriptive data: drawings, with dimensions, weights, materials, etc. • Substantiating data, including: • Structural loads analysis • Electrical loads analysis • There are some sample data packages on the RAF web site (http://www.eol.ucar.edu/raf) • There are also many special cases, including lasers, cryogens, toxic gases, batteries, pressure vessels, etc.

10. Some Important Consequences: Consequences for Investigators • We need drawings ahead of time so that we can do the required analyses and submit the information in time to allow approval by the FAA. • We are very limited in regard to what can be changed during a project. We can't change instrument configurations or make significant changes to an instrument. • Large complements of new instruments can be difficult to handle in the short time prior to a project, so it is desirable to install and test instruments ahead of time.

11. New Recommended Policy re Testing New Recommended Policy Re Testing • Required instruments for a field program will need to be tested (and, for the G-V, certified) 3 mo prior to installation. • Others may test first in pre-deployment testing, but failure will result in removal from the payload. • Instruments previously flown are exempt if they have not been modified significantly. • The status of the instrumentation will be considered appropriately in assessing the feasibility of the experiment. • To assist users in testing and certifying instruments, EOL will provide periodic opportunities for installation, certification, and flight testing.

12. How Does the C-130 Differ? How Does the C-130 Differ? • We are moving to the same procedures, except that FAA approval is not required. We assume responsibility (but therefore must enforce similar safety requirements). As a result: • The process does not require the same lead time or formality in documentation • There is a little more flexibility in regard to what components are acceptable and what in-field procedures are possible.

13. Important Conclusion: Important Summary: • Contact us early and often! • We can help guide developers through this process, often saving us all time; • Knowing about developments helps us prepare for their arrival and avoid last-minute surprises. • http://www.eol.ucar.edu/raf

14. How does the UWKA differ? Certification: FAR Part 91 restricted: A few operational restrictions that usually can be waived All modifications require FAA approval Submission of package of drawings, DER analyses, Forms 8110, etc., to the FAA via Form 337. We have our own staff of aircraft maintenance technicians, one with Inspection Authorization (IA) who can approve mods via the 337 or STC process.

15. UWKA certification issues UW has done some major modifications in-house. In most instances, this has involved purchasing engineering with FAA Supplemental Type Certificates (STC) 20” nadir port (AVCON) Radar ‘wing’ (NOAA) For “minor” alterations: UW contracts with DER to do engineering. This is becoming increasingly time consuming and expensive. We cannot easily accommodate 19” rack mountable gear (especially the “standard” long racks) due to aisle (egress) requirements. Often, special racks have to be constructed and/or equipment repackaged. Nadir port installation Contacting us early and often - even at the 'just thinking about it' stage – is the key. Radar wing

16. NB: Previous approval on other aircraft does notinsure approval on the King Air. Our standards are not necessarily higher, but the restrictions are different. UWKA certification issues

17. UWKA certification issues Legacy issues: Aircraft is 30 years old, and contains much material that does not conform to current standards. However, in new installations, we will conform to use of only certified materials (i.e. appropriate wire insulation and other components to avoid flames or hazardous fumes in the cockpit). Contact us for details