Welcome
ASTM International
& Committee F37
Developing
International Sport
Aircraft Standards
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About ASTM International
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108 years of developing standards in an
open forum for standards development
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ASTM International’s
Primary Objective
… is to be the foremost developer and provider
of consensus standards, related technical information,
and services having globally recognized quality
and market relevance.
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The ASTM International
Standards Development Process
 Developing Voluntary, Full-Consensus Standards
for Materials, Products, Systems & Services World-Wide through
Direct-Member participation
 ASTM International Has Approximately 12,000 Standards Used
Internationally
 ASTM International Standards Reflect the Most Current Technology
Because they are Living Documents that are Continually Revised
 Over 31,000 Members from 123 Countries Participate on ASTM
International Committees; Users from 175 countries
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ASTM International:
The Power of Partnership
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All stakeholders involved
Neutral forum
Consensus-based procedures
Private and public sector cooperation
EXAMPLES:
Aircraft manufacturers • Federal agencies
Pilot associations • Insurance professionals
Health professionals • Trade associations
Financial organizations • Academia
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140 Technical Committees
 A01 on Steel, Stainless Steel, and Related Alloys
 D01 on Paint
 D02 on Petroleum Products and Lubricants
 D20 on Plastics
 E50 on Environmental Assessment
 F04 on Medical Devices
 F15 on Consumer Products
 F24 on Amusement Rides and Devices
 F37 on Light Sport Aircraft
 F38 on Unmanned Air Vehicle Systems
 F39 on General and Utility Category Aircraft Electrical Wiring Systems
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Time Frame for
Developing Information
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Complexity of the job
Urgency of needs
Time devoted by members
Utilization of new informational technologies
 ASTM’s average standard development
time is 13 months – 18 months (newer
committees average lesser times)
 F37 developed 5 standards within 9
months, and a total of 26 standards over
30 months
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Focus on F37: Purpose
 Purpose:
• To support regulatory standards needs
• Within 20 months [of May 2004] provide
increase in safety by defining standards for
regulatory reference addressing LSA presently
operating without guidance
• Set world standards for recreational aircraft
operations
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Focus on F37:
Management Direction
 Implementation / Phases to Achieve:
• 1. Standardize minimum safety, performance, and flight
proficiency requirements
• 2. Install standard controls for QA - ensuring aircraft conform
to design criteria
• 3. Support QA with acceptance tests / procedures requiring
completed aircraft to meet reported performance
• 4. Roadmap the future of LSA by developing additional
standards that continue to build a safe LSA environment
beyond those initially envisioned
• 5. Maintain currency and relevancy of standards
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F37 Snapshot
 F37 Snapshot
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230 Members
26 Published standards; 6 drafts
Over 18 countries participating
Users and adoptions in dozens of countries
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F37:Non-US Participation
Australia
Austria
Bahamas
Canada
Czech Republic
Finland
France
Germany
Iraq
Italy
New Zealand
Russian Federation
Slovakia
Spain
Sweeden
Switzerland
United Kingdom
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Standards Compliance
ASTM Light Sport Aircraft Standards
Compliance Overview
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Demonstrating Compliance
ASTM Standards are available for:
 Airplane
 Glider
 Lighter than Air
 Powered Parachute
 Weight Shift
 Reciprocating Spark Ignition Engines
 Airframe Emergency Parachute
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Accepted ASTM Consensus Standards
Consensus Standard Topics [See Note 1]
Airplanes
Gliders
[See Note 2]
Lighter
Than Air
Powered
Parachutes
Weight Shift Control
Gyroplanes
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Design and Performance
F2245-04 or
-06
F2564-06
F2352-05
F2355-05a
F2244-05
F2317/F2317M-05
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Required Equipment
F2245-04 or
-06
F2564-06
F2352-05
F2427-05a
F2243-05
F2457-05
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Quality Assurance
F2279-03 or
-06
F2279-06
F2449-05
F2353-05
F2240-05
F2448-04
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Production Acceptance Tests
F2279-03 or
-06
F2279-06
F2449-05
F2356-05a
F2242-05
F2447-05
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Aircraft Operating Instructions
F2245-04 or
-06
F2564-06
F2352-05
F2427-05a
F2243-05
F2457-05
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Maintenance and Inspection Procedures
F2483-05
F2483-05
F2483-05
F2483-05
F2483-05
F2483-05
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Identification and Recording of Major Repairs and
Major Alterations
F2483-05
F2483-05
F2483-05
F2483-05
F2483-05
F2483-05
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Continued Airworthiness
F2295-03 or
-06
F2295-06
F2415-05 or
-06
F2354-05b
F2241-05a
F2425-05a
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Manufacturers Assembly Instructions
[Kit builders only]
F2563-06
F2563-06
F2563-06
F2563-06
F2563-06
F2563-06
N/A
N/A
N/A
N/A
F2426-05a
N/A
Wing Interface Documentation
NOTE 1: Numbered topics are specified by the rule.
NOTE 2: Gyroplanes are not eligible for a special light-sport airworthiness certificate.
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There are four basic steps to be completed for an aircraft to
comply with Special Light Sport Aircraft standards.
 Produce Aircraft
 Produce Documents
 Establish Authority
 Declare Compliance
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STEP 1 – Produce Aircraft
 Design, manufacture
and test an aircraft
meeting the LSA
definition using the
relevant ASTM
standards.
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STEP 2 – Produce Documents
Produce documents and manuals per the relevant
ASTM standards covering:
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Design and Performance
Required Equipment
Quality Assurance
Production Acceptance
Aircraft Operating Instructions
Maintenance and Inspection Procedures
Identification and Recording of Major Repairs and Major Alterations
Continued Airworthiness
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STEP 3 – Establish Authority
Declarative system requires delegation of authority for
certain areas such as:
 Quality Assurance Administration
 Satellite manufacturing, assembly, and distribution facilities
 Safety monitoring and continuing airworthiness support
 Overhaul and repair facilities
 Level of certification for line maintenance, repairs, alterations,
heavy maintenance, overhaul, major repairs and task-specific work
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STEP 4 – Declare Compliance
 Present aircraft and documents to aviation authority for a
compliance review and an airworthiness inspection.
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Design and Performance
Compliance Overview
 Production Testing
• Flight
• Structure
• Design and Construction
• Integrity of novel or unusual design feature
• Materials
• Fabrication Methods
• Powerplant
• Required Equipment
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Design and Performance
Compliance Overview
Additional requirements for:
Glider Towing
 Minimum Climb Performance
 Design and Construction
 Flight Loads
Water Loads
 Design Weights and Center of Gravity Positions
 Hull and Main Float Load Factors
 Hull and Main Float Takeoff Conditions
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Design and Performance
Compliance Overview
 Engine Design and Manufacture
 Airframe Emergency Parachutes
 Propellers
 Canopies
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Quality Assurance Program
Compliance Overview
Manufacturers of LSA shall develop a Quality
Assurance Program including:
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Program Administration
Quality Assurance Manual
Quality Assurance Record
Revision System
Annual Audits
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Quality Assurance Program
Compliance Overview
 Engineering and Manufacture
• Record of Compliance
• Configuration Control
• Production Documentation
• Special Processes
 Quality Assurance Inspections
 Production Acceptance
 Assignment of QA Duties and
Responsibilities
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Safety Monitoring Plan
Compliance Overview
 Continued Airworthiness Support
• Assignment of Duties
• Manufacturer’s Responsibilities
• Owner/Operator Responsibilities
 Determination of Corrective Action
 Notice Of Corrective Action
 Discontinued Airworthiness Support
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Continued Operational Safety Monitoring
of a Light Sport Aircraft
 The standard sets out the duties of both the manufacturer
and the owner/operator of a LSA as it relates to continued
operational safety.
 The standard sets out a method for determining when a
manufacturer may issue a “mandatory” bulletin.
 If the issue does not qualify for a mandatory bulletin, then
the standard allows for two other types of non-mandatory
notices to be issued.
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Types of Notices
 SAFETY ALERT for notifications that require
immediate action. (FAA final rule asked for this term to
be changed to “SAFETY DIRECTIVE”)
 SERVICE BULLETIN for notifications that do not
require immediate action but do recommend future
action.
 NOTIFICATION for notifications that do not
necessarily recommend future action but are primarily
for promulgation of continued airworthiness
information; e.g. revisions to the maintenance manual.
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Safety Monitoring Plan
Compliance Overview
Operational Safety Risk Assessment Procedure
• Used to determine appropriate corrective action based on
level of safety effect and safety risk factor.
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Safety Risk Factor = (a) x (b) x (c) + (d) + (e) + (f)
(a) = Safety Effect:
Catastrophic = (4)
Hazardous = (3)
Major = (2)
Minor = (1)
(b) = Operational Use:
For hire = (2)
Personal = (1)
(c) = % Use by Population:
>75 % For hire = (4)
>50 % For hire = (3)
>25 % For Hire = (2)
<25 % For Hire = (1)
(d) = Number of Occurrences:
5+ = (3)
3 to 5 = (2)
1 to 3 = (1)
(e) = Events vs. Population:
10 %+ = (2)
1 %+ = (1)
0.1 % = (0)
Less than 0.1 % = (-1)
(f) = Time between Events:
Over 3 years = (-1)
Over 2 years = (0)
1 to 2 years = (1)
Less than 1 year = (2)
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Safety Monitoring Plan
Compliance Overview
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Continued Operational Safety Monitoring
of a Light Sport Aircraft
 The standard also establishes the requirements for
the support of a product should a manufacturer no
longer be able to support the product.
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Aircraft Operating Instructions
Compliance Overview
 General Information
 Normal Procedures
 Airplane Systems and
Description
 Aircraft Ground Handling
and Servicing
 Operating Limitations
 Required Placards and
Markings
 Weight and Balance information
 Performance
 Supplementary
Information
 Emergency Procedures
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Aircraft Operating Instructions
Compliance Overview
 Each aircraft shall include a handbook
 All flight speeds will be in CAS
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Major Repairs and Alterations SLSA
 Only the manufacturer can approve major repairs and
alterations on Special Light Sport Aircraft (NO FAA
involvement, NO 337’s)
 Manufacturer must provide all instructions and
specifically designate who can perform the change.
 Manufacturer, NOT the FAR’s, provides instructions on
how to document change in the aircraft records.
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Section 5
ASTM LSA Standards as used by
Civil Aviation Authorities
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U.S. FAA System of Airworthiness
for LSA under ASTM Standards
No production certificate or type certificate is
used in this system.
Compliance is enforced on an
as-needed basis. (So far)
Australia CASA
The definition of LSA is slightly different than
FAA. For instance, CASA defines LSA as
having a max stall speed of 45kts at gross and a
Vne of no more than 135kts. There is no max
cruise speed.
CASA has not created any airman certificates
specifically to match LSA.
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