DOCSLIB.ORG

Category 7—Page 1

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Category 7—Page 1 Commerce Control List Supplement No. 1 to Part 774 Category 7—page 1 CATEGORY 7 - NAVIGATION AND accelerometers that are “specially AVIONICS designed” and developed as Measurement While Drilling (MWD) sensors for use in downhole well service applications. A. “END ITEMS,” “EQUIPMENT,” Related Definitions: N/A “ACCESSORIES,” “ATTACHMENTS,” Items: “PARTS,” “COMPONENTS,” AND “SYSTEMS” a. Linear accelerometers having any of the following: N.B.1: For automatic pilots for underwater a.1. Specified to function at linear vehicles, see Category 8. For radar, see acceleration levels less than or equal to 15 g and Category 6. having any of the following: a.1.a. A “bias” “stability” of less 7A001 Accelerometers as follows (see List of (better) than 130 micro g with respect to a fixed Items Controlled) and “specially designed” calibration value over a period of one year; or “components” therefor. a.1.b. A “scale factor” “stability” of less License Requirements (better) than 130 ppm with respect to a fixed calibration value over a period of one year; Reason for Control: NS, MT, AT a.2. Specified to function at linear Country acceleration levels exceeding 15 g but less than Chart (See or equal to 100 g and having all of the following: Control(s) Supp. No. 1 to part 738) a.2.a. A “bias” “repeatability” of less NS applies to entire entry NS Column 1 (better) than 1,250 micro g over a period of one MT applies to commodities MT Column year; and that meet or exceed the 1 parameters of 7A101. a.2.b. A “scale factor” “repeatability” AT applies to entire entry AT Column 1 of less (better) than 1,250 ppm over a period of one year; or List Based License Exceptions (See Part 740 for a description of all license exceptions) a.3. Designed for use in inertial navigation or guidance systems and specified to function at LVS: N/A linear acceleration levels exceeding 100 g; GBS: N/A Note: 7A001.a.1 and 7A001.a.2 do not List of Items Controlled apply to accelerometers limited to measurement of only vibration or shock. Related Controls: (1) See USML Category XII(e) for accelerometers subject to the b. Angular or rotational accelerometers, ITAR. (2) See also ECCNs 7A101, specified to function at linear acceleration levels 7A611, and 7A994. (3) For angular or exceeding 100 g. rotational accelerometers, see ECCN 7A001.b. (4) MT controls do not apply to Export Administration Regulations Bureau of Industry and Security December 4, 2020 Commerce Control List Supplement No. 1 to Part 774 Category 7—page 2 7A002 Gyros or angular rate sensors, having of the following: any of the following, and “specially designed” “components” therefor. a.1. An angular rate range of less than 500 degrees per second and having any of the License Requirements following: Reason for Control: NS, MT, AT a.1.a. A “bias” “stability” of less (better) than 0.5 degree per hour, when Country measured in a 1 g environment over a period of Chart (See one month, and with respect to a fixed Control(s) Supp. No. 1 to calibration value; or part 738) NS applies to entire entry NS Column 1 a.1.b. An “angle random walk” of less MT applies to commodities MT Column 1 (better) than or equal to 0.0035 degree per that meet or exceed the square root hour; or parameters of 7A102. AT applies to entire entry AT Column 1 Note: 7A002.a.1.b does not control “spinning mass gyros”. License Requirement Note: For the purpose of MT controls only, the term ‘stability’ a.2. An angular rate range greater than or is defined as a measure of the ability of a specific equal to 500 degrees per second and having any mechanism or performance coefficient to remain of the following: invariant when continuously exposed to a fixed operating condition. (This definition does not a.2.a. A “bias” “stability” of less refer to dynamic or servo stability.) (IEEE STD (better) than 4 degrees per hour, when measured 528-2001 paragraph 2.247) in a 1 g environment over a period of three minutes, and with respect to a fixed calibration List Based License Exceptions (See Part 740 value; or for a description of all license exceptions) a.2.b. An “angle random walk” of less LVS: N/A (better) than or equal to 0.1 degree per square GBS: N/A root hour; or Note: 7A002.a.2.b does not apply to List of Items Controlled “spinning mass gyros”. Related Controls: (1) See USML Category b. Specified to function at linear acceleration XII(e) for gyros or angular rate sensors levels exceeding 100 g. subject to the ITAR. (2) See also ECCNs 7A102, 7A611, and 7A994. (3) For angular or rotational accelerometers, see 7A003 ‘Inertial measurement equipment or ECCN 7A001.b. systems’, having any of the following. Related Definitions: N/A Items: License Requirements a. Specified to function at linear acceleration Reason for Control: NS, MT, AT levels less than or equal to 100 g and having any Export Administration Regulations Bureau of Industry and Security December 4, 2020 Commerce Control List Supplement No. 1 to Part 774 Category 7—page 3 Country Chart Arrangement Participating States, see Control(s) (See Supp. No. Supplement No. 1 to part 743 of the EAR.. 1 to part 738) NS applies to entire entry NS Column 1 Technical Note: ‘Positional aiding references’ MT applies to MT Column 1 independently provide position, and include: commodities in 7A003.d that meet or exceed the a. “Satellite navigation system”; parameters of 7A103 AT applies to entire entry AT Column 1 b.”Data-Based Referenced Navigation” (“DBRN”). List Based License Exceptions (See Part 740 a. Designed for “aircraft”, land vehicles or for a description of all license exceptions) vessels, providing position without the use of ‘positional aiding references’, and having any of LVS: N/A the following “accuracies” subsequent to normal GBS: N/A alignment: a.1. 0.8 nautical miles per hour (nm/hr) List of Items Controlled “Circular Error Probable” (“CEP”) rate or less (better); Related Controls: (1) See also ECCNs 7A103, 7A611, and 7A994. (2) See a.2. 0.5% distanced travelled “CEP” or less USML Category XII(d) for guidance or (better); or navigation systems subject to the ITAR. Related Definitions: N/A a.3. Total drift of 1 nautical mile “CEP” or Items: less (better) in a 24 hr period; Note 1: ‘Inertial measurement equipment or Technical Note: The performance systems’ incorporate accelerometers or parameters in 7A003.a.1, 7A003.a.2 and gyroscopes to measure changes in velocity and 7A003.a.3 typically apply to ‘inertia orientation in order to determine or maintain measurement equipment or systems’ designed heading or position without requiring an for “aircraft”, vehicles and vessels, external reference once aligned. ‘Inertial respectively. These parameters result from the measurement equipment or systems’ include: utilization of specialized non-positional aiding references (e.g., altimeter, odometer, velocity - Attitude and Heading Reference log). As a consequence, the specified Systems (AHRSs); performance values cannot be readily converted - Gyrocompasses; between these parameters. Equipment designed - Inertial Measurement Units (IMUs); for multiple platforms are evaluated against - Inertial Navigation Systems (INSs); each applicable entry 7A003.a.1, 7A003.a.2, or - Inertial Reference Systems (IRSs); 7A003.a.3. - Inertial Reference Units (IRUs). b. Designed for “aircraft”, land vehicles or Note 2: 7A003 does not apply to ‘inertial vessels, with an embedded ‘positional aiding measurement equipment or systems’ which are reference’ and providing position after loss of all certified for use on “civil aircraft” by civil ‘positional aiding references’ for a period of up aviation authorities of one or more Wassenaar Export Administration Regulations Bureau of Industry and Security December 4, 2020 Commerce Control List Supplement No. 1 to Part 774 Category 7—page 4 to 4 minutes, having an “accuracy” of less therefor, as follows (see List of Items (better) than 10 meters “CEP”; Controlled). Technical Note: 7A003.b refers to systems License Requirements in which ‘inertial measurement equipment or systems’ and other independent ‘positional Reason for Control: NS, MT, AT aiding references’ are built into a single unit (i.e., embedded) in order to achieve improved Country Chart performance. Control(s) (See Supp. No. 1 to part 738) c. Designed for “aircraft”, land vehicles or NS applies to entire entry NS Column 1 vessels, providing heading or True North MT applies to entire entry MT Column 1 determination and having any of the following: AT applies to entire entry AT Column 1 c.1. A maximum operating angular rate less List Based License Exceptions (See Part 740 (lower) than 500 deg/s and a heading “accuracy” for a description of all license exceptions) without the use of ‘positional aiding references’ equal to or less (better) than 0.07 deg sec (Lat) LVS: N/A (equivalent to 6 arc minutes rms at 45 degrees GBS: N/A latitude); or List of Items Controlled c.2. A maximum operating angular rate equal to or greater (higher) than 500 deg/s and a Related Controls: (1) See USML Category heading “accuracy” without the use of XV for certain ‘star trackers’ that are ‘positional aiding references’ equal to or less “subject to the ITAR” (see 22 CFR parts (better) than 0.2 deg sec (Lat) (equivalent to 17 120 through 130). (2) See also 7A104 and arc minutes rms at 45 degrees latitude); 7A994. Related Definitions: N/A d. Providing acceleration measurements or Items: angular rate measurements, in more than one dimension, and having any of the following: a. ‘Star trackers’ with a specified azimuth “accuracy” of equal to or less (better) than 20 d.1.
Load more

Recommended publications
  • Juno Telecommunications
    The cover The cover is an artist’s conception of Juno in orbit around Jupiter.1 The photovoltaic panels are extended and pointed within a few degrees of the Sun while the high-gain antenna is pointed at the Earth. 1 The picture is titled Juno Mission to Jupiter. See http://www.jpl.nasa.gov/spaceimages/details.php?id=PIA13087 for the cover art and an accompanying mission overview. DESCANSO Design and Performance Summary Series Article 16 Juno Telecommunications Ryan Mukai David Hansen Anthony Mittskus Jim Taylor Monika Danos Jet Propulsion Laboratory California Institute of Technology Pasadena, California National Aeronautics and Space Administration Jet Propulsion Laboratory California Institute of Technology Pasadena, California October 2012 This research was carried out at the Jet Propulsion Laboratory, California Institute of Technology, under a contract with the National Aeronautics and Space Administration. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise, does not constitute or imply endorsement by the United States Government or the Jet Propulsion Laboratory, California Institute of Technology. Copyright 2012 California Institute of Technology. Government sponsorship acknowledged. DESCANSO DESIGN AND PERFORMANCE SUMMARY SERIES Issued by the Deep Space Communications and Navigation Systems Center of Excellence Jet Propulsion Laboratory California Institute of Technology Joseph H. Yuen, Editor-in-Chief Published Articles in This Series Article 1—“Mars Global
    [Show full text]
  • THE ATTITUDE CONTROL and DETERMINATION SYSTEMS of the SAS-A Satellite
    THE ATTITUDE CONTROL and DETERMINATION SYSTEMS of the SAS-A SATElliTE F. F. Mobley, A high-speed wheel inside the satellite provides the basic attitude sta­ B. E. Tossman, bilization for SAS-A. Wobbling of the spin axis is removed by an G. H. Fountain ultra-sensitive nutation damper which uses a copper vane pendulum on a taut-band suspension to dissipate energy by eddy-currents. The spin axis can be oriented anywhere in space as required for the X-ray ex­ periment by a magnetic control system operated by commands from the ground station at Quito, Ecuador. Magnetic torquing is also used to maintain the satellite spin rate at 1/ 12 revolution per minute. These systems are outgrowths of APL developments for previous satellites, chosen for simplicity and maximum expectation of satisfactory performance in orbit. The in-orbit performance has been essentially flawless. Introduction HE ATTITUDE CONTROL SYSTEM is used to a simple and reliable open-loop system, using orient SAS-A so that the X-ray detectors can commands from the ground. This is very appealing Tscan the regions of the celestial sphere in an or­ since the weight and power limitations on the derly and efficient manner to detect and measure SAS-A satellite do not permit an elaborate closed­ new X-ray sources. The two X-ray collimators loop control system. are mounted perpendicular to the satellite spin In addition to detecting and analyzing new (Z) axis. As the satellite rotates slowly about its X-ray sources, the experimenter is interested in Z axis, the detectors scan a 5-degree-wide great correlating X-ray sources with known visible stars, circle path in the celestial sphere.
    [Show full text]
  • Development and Flight Test Experiences with a Flight-Crucial Digital Control System
    NASA Technical Paper 2857 1 1988 Development and Flight Test Experiences With a Flight-Crucial Digital Control System Dale A. Mackall Ames Research Center Dryden Flight Research Facility Edwards, Calgornia I National Aeronautics I and Space Administration I Scientific and Technical Information Division I CONTENTS Page ~ SUMMARY ................................... 1 I 1 INTRODUCTION . 1 2 NOMENCLATURE . 2 3 SYSTEM SPECIFICATION . 5 3.1 Control Laws and Handling Qualities ................. 5 3.2 Reliability and Fault Tolerance ................... 5 4 DESIGN .................................. 6 4.1 System Architecture and Fault Tolerance ............... 6 4.1.1 Digital flight control system architecture .......... 6 4.1.2 Digital flight control system computer hardware ........ 8 4.1.3 Avionics interface ...................... 8 4.1.4 Pilot interface ........................ 9 4.1.5 Actuator interface ...................... 10 4.1.6 Electrical system interface .................. 11 4.1.7 Selector monitor and failure manager ............. 12 4.1.8 Built-in test and memory mode ................. 14 4.2 ControlLaws ............................. 15 4.2.1 Control law development process ................ 15 4.2.2 Control law design ...................... 15 4.3 Digital Flight Control System Software ................ 17 4.3.1 Software development process ................. 18 4.3.2 Software design ........................ 19 5 SYSTEM-SOFTWARE QUALIFICATION AND DESIGN ITERATIONS ............ 19 5.1 Schedule ............................... 20 5.2 Software Verification ........................ 21 5.2.1 Verification test plan .................... 21 5.2.2 Verification support equipment . ................ 22 5.2.3 Verification tests ...................... 22 5.2.4 Reverifying the design iterations ............... 24 5.3 System Validation .......................... 24 5.3.1 Validation test plan . ............... 24 5.3.2 Support equipment ....................... 25 5.3.3 Validation tests ....................... 25 5.3.4 Revalidation of designs ...................
    [Show full text]
  • Juno Spacecraft Description
    Juno Spacecraft Description By Bill Kurth 2012-06-01 Juno Spacecraft (ID=JNO) Description The majority of the text in this file was extracted from the Juno Mission Plan Document, S. Stephens, 29 March 2012. [JPL D-35556] Overview For most Juno experiments, data were collected by instruments on the spacecraft then relayed via the orbiter telemetry system to stations of the NASA Deep Space Network (DSN). Radio Science required the DSN for its data acquisition on the ground. The following sections provide an overview, first of the orbiter, then the science instruments, and finally the DSN ground system. Juno launched on 5 August 2011. The spacecraft uses a deltaV-EGA trajectory consisting of a two-part deep space maneuver on 30 August and 14 September 2012 followed by an Earth gravity assist on 9 October 2013 at an altitude of 559 km. Jupiter arrival is on 5 July 2016 using two 53.5-day capture orbits prior to commencing operations for a 1.3-(Earth) year-long prime mission comprising 32 high inclination, high eccentricity orbits of Jupiter. The orbit is polar (90 degree inclination) with a periapsis altitude of 4200-8000 km and a semi-major axis of 23.4 RJ (Jovian radius) giving an orbital period of 13.965 days. The primary science is acquired for approximately 6 hours centered on each periapsis although fields and particles data are acquired at low rates for the remaining apoapsis portion of each orbit. Juno is a spin-stabilized spacecraft equipped for 8 diverse science investigations plus a camera included for education and public outreach.
    [Show full text]
  • 19.1 Attitude Determination and Control Systems Scott R. Starin
    19.1 Attitude Determination and Control Systems Scott R. Starin, NASA Goddard Space Flight Center John Eterno, Southwest Research Institute In the year 1900, Galveston, Texas, was a bustling direct hit as Ike came ashore. Almost 200 people in the community of approximately 40,000 people. The Caribbean and the United States lost their lives; a former capital of the Republic of Texas remained a tragedy to be sure, but far less deadly than the 1900 trade center for the state and was one of the largest storm. This time, people were prepared, having cotton ports in the United States. On September 8 of received excellent warning from the GOES satellite that year, however, a powerful hurricane struck network. The Geostationary Operational Environmental Galveston island, tearing the Weather Bureau wind Satellites have been a continuous monitor of the gauge away as the winds exceeded 100 mph and world’s weather since 1975, and they have since been bringing a storm surge that flooded the entire city. The joined by other Earth-observing satellites. This weather worst natural disaster in United States’ history—even surveillance to which so many now owe their lives is today—the hurricane caused the deaths of between possible in part because of the ability to point 6000 and 8000 people. Critical in the events that led to accurately and steadily at the Earth below. The such a terrible loss of life was the lack of precise importance of accurately pointing spacecraft to our knowledge of the strength of the storm before it hit. daily lives is pervasive, yet somehow escapes the notice of most people.
    [Show full text]
  • Using an Autothrottle to Compare Techniques for Saving Fuel on A
    Iowa State University Capstones, Theses and Graduate Theses and Dissertations Dissertations 2010 Using an autothrottle ot compare techniques for saving fuel on a regional jet aircraft Rebecca Marie Johnson Iowa State University Follow this and additional works at: https://lib.dr.iastate.edu/etd Part of the Electrical and Computer Engineering Commons Recommended Citation Johnson, Rebecca Marie, "Using an autothrottle ot compare techniques for saving fuel on a regional jet aircraft" (2010). Graduate Theses and Dissertations. 11358. https://lib.dr.iastate.edu/etd/11358 This Thesis is brought to you for free and open access by the Iowa State University Capstones, Theses and Dissertations at Iowa State University Digital Repository. It has been accepted for inclusion in Graduate Theses and Dissertations by an authorized administrator of Iowa State University Digital Repository. For more information, please contact [email protected]. Using an autothrottle to compare techniques for saving fuel on A regional jet aircraft by Rebecca Marie Johnson A thesis submitted to the graduate faculty in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE Major: Electrical Engineering Program of Study Committee: Umesh Vaidya, Major Professor Qingze Zou Baskar Ganapathayasubramanian Iowa State University Ames, Iowa 2010 Copyright c Rebecca Marie Johnson, 2010. All rights reserved. ii DEDICATION I gratefully acknowledge everyone who contributed to the successful completion of this research. Bill Piche, my supervisor at Rockwell Collins, was supportive from day one, as were many of my colleagues. I also appreciate the efforts of my thesis committee, Drs. Umesh Vaidya, Qingze Zou, and Baskar Ganapathayasubramanian. I would also like to thank Dr.
    [Show full text]
  • + New Horizons
    Media Contacts NASA Headquarters Policy/Program Management Dwayne Brown New Horizons Nuclear Safety (202) 358-1726 [email protected] The Johns Hopkins University Mission Management Applied Physics Laboratory Spacecraft Operations Michael Buckley (240) 228-7536 or (443) 778-7536 [email protected] Southwest Research Institute Principal Investigator Institution Maria Martinez (210) 522-3305 [email protected] NASA Kennedy Space Center Launch Operations George Diller (321) 867-2468 [email protected] Lockheed Martin Space Systems Launch Vehicle Julie Andrews (321) 853-1567 [email protected] International Launch Services Launch Vehicle Fran Slimmer (571) 633-7462 [email protected] NEW HORIZONS Table of Contents Media Services Information ................................................................................................ 2 Quick Facts .............................................................................................................................. 3 Pluto at a Glance ...................................................................................................................... 5 Why Pluto and the Kuiper Belt? The Science of New Horizons ............................... 7 NASA’s New Frontiers Program ........................................................................................14 The Spacecraft ........................................................................................................................15 Science Payload ...............................................................................................................16
    [Show full text]
  • Cubesat Attitude Control System Based on Embedded Magnetorquers in Photovoltaic Panels Mario Castro Santiago Junio De 2018
    Trabajo Fin de Grado en F´ısica Cubesat Attitude Control System based on embedded magnetorquers in photovoltaic panels Mario Castro Santiago Junio de 2018 Tutor: Andres´ Mar´ıa Roldan´ Aranda Departamento de Electr´onicay Tecnolog´ıade Computadores Universidad de Granada Abstract The use of magnetic actuation in order to stabilize and control a small 1U Cubesat is studied and analyzed, as a required step for the devel- opment of the future university satellite GranaSAT-I. This thesis gather crucial theoretical contents concerning the attitude control of a satellite in an orbit below 500 km, where the International Space Station is able to deploy nano-satellites. Moreover, these contents have been imple- mented in a MATLAB simulator. One stabilizing control law has been succesfully tested with this tool, and two different control algorithms have shown partial success when a 3-axis control has been required. In parallel, an autonomous Cubesat prototype has been manufactured in the GranaSAT Laboratory. The stabilizing algorithm has been imple- mented on the onboard computer. Telemetry data during tests reflect an adequate performance of the prototype. Resumen Se estudia el uso de actuadores magneticos´ con el objetivo de estabi- lizar y controlar un pequeno˜ Cubesat 1U, como paso necesario para el desarrollo futuro satelite´ universitario GranaSAT-I. Esta tesis recaba contenidos teoricos´ fundamentales respecto al control de orientacion´ de un satelite´ en una orbita´ por debajo de 500 km, donde la Estacion´ Espacial Internacional es capaz de lanzar nano-satelites.´ Ademas,´ esta teor´ıa ha sido implementada en un simulador en MATLAB. Con esta herramienta, se ha probado con exito´ un algoritmo de estabilizacion,´ y dos algoritmos de control han mostrado un exito´ parcial cuando un control en los tres ejes ha sido necesario.
    [Show full text]
  • Basic Principles of Inertial Navigation
    Basic Principles of Inertial Navigation Seminar on inertial navigation systems Tampere University of Technology 1 The five basic forms of navigation • Pilotage, which essentially relies on recognizing landmarks to know where you are. It is older than human kind. • Dead reckoning, which relies on knowing where you started from plus some form of heading information and some estimate of speed. • Celestial navigation, using time and the angles between local vertical and known celestial objects (e.g., sun, moon, or stars). • Radio navigation, which relies on radio‐frequency sources with known locations (including GNSS satellites, LORAN‐C, Omega, Tacan, US Army Position Location and Reporting System…) • Inertial navigation, which relies on knowing your initial position, velocity, and attitude and thereafter measuring your attitude rates and accelerations. The operation of inertial navigation systems (INS) depends upon Newton’s laws of classical mechanics. It is the only form of navigation that does not rely on external references. • These forms of navigation can be used in combination as well. The subject of our seminar is the fifth form of navigation – inertial navigation. 2 A few definitions • Inertia is the property of bodies to maintain constant translational and rotational velocity, unless disturbed by forces or torques, respectively (Newton’s first law of motion). • An inertial reference frame is a coordinate frame in which Newton’s laws of motion are valid. Inertial reference frames are neither rotating nor accelerating. • Inertial sensors measure rotation rate and acceleration, both of which are vector‐ valued variables. • Gyroscopes are sensors for measuring rotation: rate gyroscopes measure rotation rate, and integrating gyroscopes (also called whole‐angle gyroscopes) measure rotation angle.
    [Show full text]
  • Space Sector Brochure
    SPACE SPACE REVOLUTIONIZING THE WAY TO SPACE SPACECRAFT TECHNOLOGIES PROPULSION Moog provides components and subsystems for cold gas, chemical, and electric Moog is a proven leader in components, subsystems, and systems propulsion and designs, develops, and manufactures complete chemical propulsion for spacecraft of all sizes, from smallsats to GEO spacecraft. systems, including tanks, to accelerate the spacecraft for orbit-insertion, station Moog has been successfully providing spacecraft controls, in- keeping, or attitude control. Moog makes thrusters from <1N to 500N to support the space propulsion, and major subsystems for science, military, propulsion requirements for small to large spacecraft. and commercial operations for more than 60 years. AVIONICS Moog is a proven provider of high performance and reliable space-rated avionics hardware and software for command and data handling, power distribution, payload processing, memory, GPS receivers, motor controllers, and onboard computing. POWER SYSTEMS Moog leverages its proven spacecraft avionics and high-power control systems to supply hardware for telemetry, as well as solar array and battery power management and switching. Applications include bus line power to valves, motors, torque rods, and other end effectors. Moog has developed products for Power Management and Distribution (PMAD) Systems, such as high power DC converters, switching, and power stabilization. MECHANISMS Moog has produced spacecraft motion control products for more than 50 years, dating back to the historic Apollo and Pioneer programs. Today, we offer rotary, linear, and specialized mechanisms for spacecraft motion control needs. Moog is a world-class manufacturer of solar array drives, propulsion positioning gimbals, electric propulsion gimbals, antenna positioner mechanisms, docking and release mechanisms, and specialty payload positioners.
    [Show full text]
  • FS/OAS A-24, Avionics Operational Test Standards for Contractually
    Avionics Operational Test Standards FS/OAS A-24 Revision F September 10, 2018 The following standards apply to all contractually required/offered avionics equipment under US Forest Service contracts and Department of the Interior interagency fire contracts. Abbreviations and Selected Definitions are in Section 7. 1. Communications Systems Interference No squelch breaks or interference with other transceivers with 1 MHz separation. No transmit interlock functions for communications transceivers on fire aircraft. VHF-AM Transceiver Type TSO approved, selectable frequencies in 25 kHz increments, 760 channel minimum, operation from 118.000 to 136.975 MHz, 720 channel acceptable for DOI if contractually permitted Display Visible in direct sunlight Operation To and from service monitor Transmitter System modulation from 50% to 95% and clear, 5 watts minimum output power, frequency within 20 PPM (+2.46 kHz @ 122.925 MHz) (47 CFR 87.133) Receiver Squelch opens when receiving a signal from 50 Nautical Miles or (All Aircraft) greater when no other radios on the aircraft are transmitting. (See FS/OAS A-30 Radio Interference Test Procedures) Receiver Squelch opens when receiving a signal from 24 Nautical Miles or (Fire aircraft approved greater while other radios on the aircraft are transmitting with a for passengers or aircraft spacing of 2 MHz or greater. (See FS/OAS A-30 Radio Interference requiring two pilots) Test Procedures) 1 Aeronautical VHF-FM Transceiver (P25 required for Fire) Type Listed on Approved Radios list, P25 meets FS/AMD A-19
    [Show full text]
  • Ac 120-67 3/18/97
    Advisory u.s. Department ofTransportation Federal Aviation Circular Ad.nnlstratlon Subject: CRITERIA FOR OPERATIONAL Date: 3/18/97 AC No: 120-67 APPROVAL OF AUTO FLIGHT Initiated By: AFS-400 Change: GUIDANCE SYSTEMS 1. PURPOSE. This advisory circular (AC) states an acceptable means, but not the only means, for obtaining operational approval of the initial engagement or use of an Auto Flight Guidance System (AFGS) under Title 14 of the Code of Federal Regulations (14 CFR) part 121, section 121.579(d); part 125, section 125.329(e); and part 135, section 135.93(e) for the takeoff and initial climb phase of flight. 2. APPLICABILITY. The criteria contained in this AC are applicable to operators using commercial turbojet and turboprop aircraft holding Federal Aviation Administration (FAA) operating authority issued under SPAR 38-2 and 14 CFR parts 119, 121, 125, and 135. The FAA may approve the AFGS operation for the operators under these parts, where necessary, by amending the applicant's operations specifications (OPSPECS). 3. BACKGROUND. The purpose of this AC is to take advantage of technological improvements in the operational capabilities of autopilot systems, particularly at lower altitudes. This AC complements a rule change that would allow the use of an autopilot, certificated and operationally approved by the FAA, at altitudes less than 500 feet above ground level in the vertical plane and in accordance with sections 121.189 and 135.367, in the lateral plane. 4. DEFINITIONS. a. Airplane Flight Manual (AFM). A document (under 14 CFR part 25, section 25.1581) which is used to obtain an FAA type certificate.
    [Show full text]