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21-398: This Recommended Practice defines a process for using common modeling techniques to assess the safety of a system being put together. The first 30 pages of the document covers that process. The next 140 pages give an overview of the modeling techniques and how they should be applied. The last 160 pages give an example of the process in action. Some of the methods covered: The general flow of

42-471: A non-profit organisation whose membership comprises aviation stakeholders made up of regulators, manufacturers, services providers, users (such as airlines and airports) and academia. The membership is not limited to the European region. From the outset, EUROCAE has developed performance specifications and other documents exclusively dedicated to the aviation community. EUROCAE documents are widely referenced by

63-410: A fluid line bursting. The Common Mode Analysis (CMA) looks at the redundant critical components to find failure modes which can cause all to fail at about the same time. Software is always included in this analysis as well as looking for manufacturing errors or "bad lot" components. A failure such as a bad resistor in all flight control computers would be addressed here. The mitigations for CMA discoveries

84-515: A specific subsystem component failure. The CCA may be many separate documents, may be one CCA document, or may be included as sections in the SSA document. The Particular Risk Analysis (PRA) looks for external events which can create a hazard such as a birdstrike or engine turbine burst. The Zonal Safety Analysis (ZSA) looks at each compartment on the aircraft and looks for hazards that can affect every component in that compartment, such as loss of cooling air or

105-635: Is an international organisation that deals exclusively with aviation standardisation, for both airborne and ground systems and equipment. It was created in 1963 in Lucerne , Switzerland by a decision of the European Civil Aviation Conference as a European forum focusing on electronic equipment for air transport. The organisation's offices are based in Saint-Denis , France near Paris. EUROCAE has now been operating for more than 50 years as

126-559: Is assigned a hazard classification. Hazard classifications are closely related to Development Assurance Levels (DALs) and are aligned between ARP4761 and related aviation safety documents such as ARP4754A, 14 CFR 25.1309, and Radio Technical Commission for Aeronautics (RTCA) standards DO-254 and DO-178B . FHA results are normally shown in spreadsheet form, with columns identifying function, failure condition, phase of flight, effect, hazard classification, DAL, means of detection, aircrew response, and related information. Each hazard

147-446: Is assigned a unique identifier that is tracked throughout the entire safety life cycle. One approach is to identify systems by their ATA system codes and the corresponding hazards by derivative identifiers. For example, the thrust reverser system could be identified by its ATA code 78-30. Untimely deployment of thrust reverser would be a hazard, which could be assigned an identifier based on ATA code 78-30. FHA results are coordinated with

168-749: Is composed of senior staff from full members of the Association who are elected by the annual General Assembly. A Technical Advisory Committee consisting of technical experts in various aviation domains advises the Council in technical decisions. The day-to-day work of the organisation is carried out by the EUROCAE Secretariat, a collective term for the Secretary General, Programme Managers and administrative staff. This article about an organization in Europe

189-599: Is not an agency of the United States government but works with regulators around the globe to develop standards that may be referenced in their regulatory framework. RTCA is an official observer to the International Civil Aviation Organization (ICAO). This article about an aviation -related organization is a stub . You can help Misplaced Pages by expanding it . EUROCAE The European Organisation for Civil Aviation Equipment ( EUROCAE )

210-470: Is often DO-254 or DO-178B components. The SSA includes quantitative FMEA, which is summarized into FMES. Normally FMES probabilities are used in quantitative FTA to demonstrate that the hazard probability limits are in fact met. Cutset analysis of the fault trees demonstrates that no single failure condition will result in a hazardous or catastrophic event. The SSA may include the results of all safety analysis and be one document or may be many documents. An FTA

231-440: Is only one method for performing the SSA. Other methods include dependence diagram or reliability block diagram and Markov Analysis . The PSSA and CCA often result in recommendations or design requirements to improve the system. The SSA summarizes the residual risks remaining in the system and should show all hazards meet the 1309 failure rates. The ARP4761 analyses also feed into Crew Alerting System (CAS) message selection and

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252-727: The International Civil Aviation Organisation (ICAO) as Guidance Material and by the European Aviation Safety Agency (EASA) as means of compliance to European Technical Standard Orders (ETSOs) and other regulatory documents. To achieve the desired global harmonisation of aviation standards, EUROCAE has a close cooperation with RTCA, Inc. and SAE International . About 50% of the EUROCAE Working Groups (WG) work jointly with RTCA, and another 10% with SAE. The joint development of standards and

273-472: The Working Groups (WG) composed of voluntary experts from the member organisations of EUROCAE and – in case of joint activities - RTCA and SAE. Before publication EDs undergo a rigorous internal and external scrutiny process (Open Consultation) to ensure the high quality of the approved standards. Since its creation EUROCAE has published more than 250 EDs. The EUROCAE governance is led by the Council, which

294-600: The aviation industry and are willing to provide those skills through the work of their employees who volunteer their time and energy to produce usable and complete engineering standards documents. Standards are developed and drafted by Special Committees (SC) and are approved by the Program Management Committee, which oversees the activities of the Special Committees. Documents are developed are consensus documents meaning that all participants can agree with

315-520: The content, not that they agree 100% with everything that is said in the document. Many of RTCA documents begin with the letters DO which stands for DOcument. RTCA develops Minimum Operating Performance Standards for aviation-based technology (typically avionics) but has developed standards for such far-ranging topics as Airport Security, Counter UAS Detection standards, and Aircraft Cockpit and Cabin Cleaning standards. The documents of RTCA include: RTCA

336-494: The development of critical maintenance tasks under ATA MSG3. In 2004, SAE Standard Committee S-18 began working on Revision A to ARP4761. When released, EUROCAE plans to jointly issue the document as ED–135. Radio Technical Commission for Aeronautics RTCA, Inc. (formerly known as Radio Technical Commission for Aeronautics ) is a United States non-profit organization that develops technical guidance for use by government regulatory authorities and by industry. It

357-549: The safety life cycle under ARP4761 is: The Functional Safety process is focused on identifying functional failure conditions leading to hazards. Functional Hazard Analyses / Assessments are central to determining hazards. FHA is performed early in aircraft design, first as an Aircraft Functional Hazard Analysis (AFHA) and then as a System Functional Hazard Analysis (SFHA). Using qualitative assessment, aircraft functions and subsequently aircraft system functions are systematically analyzed for failure conditions, and each failure condition

378-612: The subsequent reference of those standards by EASA and the FAA as Acceptable Means of Compliance allows for a globally harmonised implementation of specific applications or systems based on the state of the art technology. This includes aircraft but also satellites. EUROCAE documents are also produced in the context of the applicable ICAO standards and are coherent with existing ARINC specifications to ensure global interoperability. EUROCAE has currently more than 450 members, according to its own statements. EUROCAE documents (ED) are developed by

399-457: The subsystems. The safety design requirements are captured and traced. These may include preventive or mitigation strategies selected for particular subsystems. The PSSA and CCA generate separation requirements to identify and eliminate common mode failures. Subsystem failure rate budgets are assigned so that hazard probability limits can be met. The CCA consists of three separate types of analyses which are designed to uncover hazards not created by

420-627: The system design process as aircraft functions are allocated to aircraft systems. The FHA also feeds into the PSSA, which is prepared while the system architecture is developed. The PSSA may contain qualitative FTA, which can be used to identify systems requiring redundancy so that catastrophic events do not result from a single failure (or dual failure where one is latent). A fault tree is prepared for each SFHA hazard rated hazardous or catastrophic. Fault trees may be performed for major hazards if warranted. DALs and specific safety design requirements are imposed on

441-463: Was founded in 1935 and was re-incorporated in 1991 as a private not-for-profit corporation. It has over 20 active committees with multiple working groups under each committee and develops industry standards in cooperation with aviation regulators from around the world including the FAA . Requirements for membership are limited to organizations (e.g., private industry, government, academic, and research and development) that have an interest and skill in

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