5.1 Introduction—Mu numbers (friction values) measured by CFME can be used as guidelines for evaluating the surface friction deterioration of runway pavements and for identifying appropriate corrective actions required for safe aircraft operations. The original levels were based on the work of the FAA/AS-90-1 (3). The report states that based on friction values from a Mu Meter Mark II using Dunlop tires, and tests conducted by NASA in the 1970s using a Boeing 727, Table 1 of Mu Meter friction level classifications for runway pavement surfaces was established for friction measurements at test speeds of 65 km/hr. Additionally, tests were conducted again with the Mu Meter Mark II outfitted with the Dico tire at 95 km/h. Then a second-order correlation was performed for the Mu Meter operating at 95 km/h and at 65 km/h resulting in the values shown in Table 2. These values were then fixed and used with correlations of other CFMEs to establish the present maintenance levels given in Table 3.2 of FAA Advisory Circular AC/150/5320-12. From the Wallops 1993 data, the IFI values were calculated and the 65 km/hr data in Table 2 was used to calculate the FM60 value for each level. The data for the two speeds for the four CFMEs in the FAA report (3) were used to establish the SMp values for each level. Then a new level, New Grooved, was added based on the differences of grooved and un-grooved sites at the NASA Wallops test facility. Table 3 is a list of these values to be the standard values FM60 and SMp for any future calibration of CFME. 5.2 Airports—Routine testing is carried out in order to obtain data for scheduling remedial work on the runway surface. A single run on either side of the centerline may be regarded as sufficient or a set of runs covering the whole width of the runway may be preferred. At 3 m spacing, the friction map which can be prepared from a set of runs of this kind provides excellent information on rubber buildup and surface polishing. Standard test speeds are typically 65 km/hr or 95 km/hr and standard test water film thickness is typically 1 mm. 1.1 This practice covers the method of calculating frictional values from correlations of continuous friction measurement equipment (CFME), using the Specification E1551 tire, for use in performing airport summer maintenance evaluations. 1.2 The practice is intended to provide a unified friction index of levels for use in harmonizing the output of devices. 1.3 Airport operators use a variety of CFMEs to assess the friction levels of their paved runway surfaces. The measurements are used to determine when the surfaces should be considered for or subjected to maintenance. However, many are built differently and produce different values when measuring the same pavement surfaces. This practice provides a method to harmonize these measurements so that the friction values generated can be used to determine the maintenance requirements as established by the operating authority. 1.4 The practice provides correlations for four maintenance levels of friction: New Design/Construction with grooves, New Design/Construction without grooves, Maintenance Planning, and Minimum Acceptable. 1.5 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. 1.6 ASTM International takes no position with respect to the validity of any patent rights asserted in connection with any item mentioned in this standard. Users of this standard are expressly advised that determination of the validity of any such patent rights, and the risk of infringement of such rights, are entirely their own responsibility. 1.7 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. 1.8 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 515元 / 折扣价： 438 元 加购物车

This specification deals with the requirements for chromium-carbon bearing quality stainless steel to be used in the manufacture of anti-friction bearings. Chemical requirements shall conform to the required compositions of carbon, manganese, phosphorus, sulfur, silicon, chromium, nickel, copper, and molybdenum. Heat analysis and product analysis shall made. Decarburization and surface imperfection limits are specified. When annealing will be made, the steel should have a completely spheroidized microstructure and the hardness is specified.1.1 This specification covers the requirements for chromium-carbon bearing quality stainless steel to be used in the manufacture of anti-friction bearings.1.2 Supplementary Requirements of an optional nature are provided and when desired shall be so stated in the order.1.3 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 515元 / 折扣价： 438 元 加购物车

5.1 This test method is intended to simulate the slip of a flexible web on a roller in a machine or tribosystem that conveys web materials. Flexible webs such as plastic sheeting, paper, elastomers, metal foils, and cloth are often transported in manufacturing processes by combinations of driving and idler rollers. The friction characteristics of the web/roller interface often affects the web transport process. If the web/roller friction is too low, the web can slip on the rollers and be damaged or damage the roller. High friction on the other hand, can lead to steering problems and overloading of driving motors.5.2 This test method can be used to rank rollers for their ability to resist slip versus a particular web material (high friction). Conversely this test method can assess web materials or web surface coatings such as waxes and lubricants. In this latter case, the goal may be a low-friction product made from a web (film, magnetic media, paper, and so forth).5.3 If a tribosystem involves transport of a flexible web on a roller, this is an appropriate test to use to measure the friction characteristics of the roller/web couple.1.1 This test method covers the simulation of a roller/web transport tribosystem and the measurement of the static and kinetic coefficient of friction of the web/roller couple when sliding occurs between the two. The objective of this test method is to provide users with web/roller friction information that can be used for process control, design calculations, and for any other function where web/roller friction needs to be known.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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1.1 This test method covers the measurement of skid resistance of paved surfaces or laboratory-prepared specimens using the North Carolina State University Variable-Speed Friction Tester.1.2 The Variable-Speed Friction Tester (VST) is a pendulum-type tester with a locked-wheel smooth rubber tire at its lower end. A stream of water at a selected water test velocity is directed by a nozzle along the specimen surface in the path of contact between the locked-pendulum tire and the specimen. The friction between the tire and the specimen is measured from the energy lost in the pendulum. The tester is suitable for field tests on pavement surfaces as well as laboratory use (see Note 1).1.3 The values measured, VSN (variable-speed (tester) number), represent the frictional properties obtained with the apparatus and procedures stated herein and do not necessarily agree or correlate directly with those obtained by other skid-resistance measuring methods.Note 1—Uneven pavement surfaces in the field may provide inaccurate VSN measurements. Extreme care should be taken when using the VST in the field.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

定价： 0元 / 折扣价： 0 元

5.1 This test method can be used to determine wear properties and coefficient of friction of lubricating greases at selected temperatures and loads specified for use in applications where high-speed vibrational or start-stop motions are present for extended periods of time under initial high Hertzian point contact pressures. This test method has found application in qualifying lubricating greases used in constant velocity joints of front-wheel-drive automobiles and for lubricating greases used in roller bearings. Users of this test method should determine whether results correlate with field performance or other applications.1.1 This test method covers a procedure for determining a lubricating grease's coefficient of friction and its ability to protect against wear when subjected to high-frequency, linear-oscillation motion using an SRV test machine at a test load of 200 N, frequency of 50 Hz, stroke amplitude of 1.00 mm, duration of 2 h, and temperature within the range of the test machine, specifically, ambient to 280 °C. Other test loads (10 N to 1200 N for SRVI-model, 10 N to 1400 N for SRVII-model, and 10 N to 2000 N for SRVIII-model), frequencies (5 Hz to 500 Hz) and stroke amplitudes (0.1 mm up to 4.0 mm) can be used, if specified. The precision of this test method is based on the stated parameters and test temperatures of 50 °C and 80 °C. Average wear scar dimensions on ball and coefficient of friction are determined and reported.NOTE 1: Optimol Instruments supplies an upgrade kit to allow SRVI/II-machines to operate with 1600 N, if needed.1.2 This test method can also be used for determining a fluid lubricant's ability to protect against wear and its coefficient of friction under similar test conditions.1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车

This specification covers high-carbon bearing-quality steel to be used in the manufacture of anti-friction bearings. Materials shall conform to chemical compositions as specified herein, and to physical size and shape as agreed upon between the manufacturer and purchaser. Steels shall exhibit fine fracture grain size when quenched from normal austenitizing temperatures. Decarburization and surface imperfections shall not exceed the limits also specified herein. When annealing is specified in the order, the steel shall adhere to hardness requirements and have a completely spheroidized microstructure, which shall accordingly be rated and reported as carbide size, carbide network, and lamellar content.1.1 This specification covers high-carbon bearing-quality steel to be used in the manufacture of anti-friction bearings.1.2 Supplementary requirements of an optional nature are provided and when desired shall be so stated in the order.1.3 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system are not necessarily exact equivalents; therefore, to ensure conformance with the standard, each system shall be used independently of the other, and values from the two systems shall not be combined.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车

5.1 This test method can be used to determine the coefficient of friction of lubricating fluids under the prescribed test conditions. The user of this test method should determine to his own satisfaction whether results of this test method correlate with field performance or other bench test machines.1.1 This test method covers a procedure for determining the coefficient of friction by means of the Four-Ball Wear Test Machine.21.2 The values stated in either SI units or in the former cm-kgf metric units are to be regarded separately as the standard. Within the text the cm-kgf units are shown in parentheses. The values stated in each system are not exact equivalents, therefore each system must be used independently of the other. Combining values from the two systems can result in nonconformance to specification.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific warning statements are given in 7.3 and 7.4.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车

3.1 The reliability of any of the practices using panels prepared by these procedures may be dependent upon the manner and care in which the test panels are prepared. Having these practices in a single procedure eliminates the necessity for covering these details in all of the practices wherein the panels are used.1.1 This practice covers procedures for the preparation of OVCT (Official Vinyl Composition Tile) and wood panels for subsequent use in tests to measure the coefficient of friction.1.2 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.1.3 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 515元 / 折扣价： 438 元 加购物车

5.1 The user-level calibration process may be used to verify that the DF tester is functioning properly, that it is within manufacturer specifications, and to perform minor adjustments to bring the unit back into conformance with manufacturer specifications.5.2 The DF tester user-level calibration described herein does not eliminate all error sources, nor does it guarantee the proper operation of the device. Several adjustments and repairs are beyond the scope of this standard, and manufacturer-approved calibrations are still recommended on an annual basis.1.1 This test method describes the equipment and procedure to ensure that the calibration performed by various dynamic friction tester (DF tester) users is uniform and in accordance with manufacturer specifications. There are three models of the DF tester in use: (1) USB/personal computer, (2) controller, and (3) X-Y plotter. Procedures specific to the different models are noted. User-level calibration software is separate from the operation software and must be obtained from the manufacturer for the USB/personal computer model.1.2 This test method is a static calibration of the vertical load, friction (µ) force, and speed of the DF tester. Compliance to this user-level calibration procedure ensures a higher level of repeatable and reproducible performance of the DF tester when used in accordance with Test Method E1911.1.3 The user-level calibration doesn’t include the replacement of the mu spring or the adjustment of linearity of the DF tester. It is recommended that DF testers be inspected by a manufacturer-approved laboratory on an annual basis to replace the mu spring, ensure linearity, and to identify other non user-serviceable wear.1.4 The values stated in SI (metric) units are to be regarded as standard. The inch-pound equivalents are rationalized, rather than exact mathematical conversions.1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 646元 / 折扣价： 550 元 加购物车

5.1 This test procedure provides a method of evaluating the frictional torque and friction factor of hip replacement bearings.5.2 The procedure may be used as a standardized method of measuring friction to investigate the effects of specific test parameters such as hip materials, sizes, designs, radial or diametral clearance, different lubricants, different deformation levels of the acetabular cup, clamping (non-uniform sphericity), damaged/scratched bearings, artificial ageing, misalignments during installation, etc.5.3 Friction torque, and in particular the maximum value, is useful to assess the applicable torques that may compromise fixation, or even risk disassociation of modular components in the acetabular cup or liner/shell assemblies through a lever-out or torsion-out mechanism.5.4 Friction factor is a useful parameter for comparison of materials and designs, and provides insights into the lubrication regime operating in the implant system. Friction factor measurement may also be able to detect acetabular liner deformation (clamping referred to earlier).5.5 The loading and motion of a hip replacement in vivo differ from the loading and the motion defined in this standard. The amount of frictional forces in vivo will, in general, differ from the frictional forces evaluated by this standard test method. The results obtained from this test method cannot be used to directly predict in vivo performance. However, this standard is designed to allow for in-vitro comparisons for different hip designs, when tested under similar conditions.5.6 Although this test method can be used to investigate the many variables listed in 1.2 and 5.2, it does not either provide a method to determine beforehand the combination of these variables that will produce the worst-case couple(s) among a range of sizes; the worst-case testing condition(s) for “normal” or “adverse” conditions; or provide specific methods to deform the acetabular cup, simulate Mode 3 wear conditions (for example, third-body particles, scratched heads), or artificially aged materials. As these methods are not included in the standard and if they are to become the subject of the investigation then it is up to the user to justify the couple(s) selected and method(s) used in the test and, if necessary, provide a rationale for how the “worst-case” couple(s) and method(s) were selected to represent clinically relevant “normal” and “adverse” conditions as part of the report.1.1 This test procedure provides a method of determining the frictional torque and friction factor of artificial hip joint bearings used in total hip replacement (THR) systems under laboratory conditions using a reciprocal friction simulator. This test method specifies the angular movement between the articulating components, the pattern of applied force, and the way data can be measured and analyzed.1.2 Many variables can be investigated using this test method including, but not limited to, the effect of head size, different inclination/version angles, different deformation levels of the acetabular cup, bearing clearances, lubrication, scratched heads, and artificial ageing.1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车

5.1 This test procedure provides a method of evaluating the frictional torque and friction factor of artificial hip joint bearings under the stated in-vitro test conditions.5.2 Friction is not simply a materials property. The specimen system and the effects on its friction are multi-factorial, including the materials and processing of the components, the design and assembly of the components, the test parameters, and environmental factors (lubricant, temperature, etc.).5.3 The procedure may be used as a standardized method of measuring friction for a particular system, or as a method of investigating the effects of specific test parameters such as hip sizes, designs, radial clearance, different lubricants, clamping (nonuniform sphericity), misalignments during installation, etc.5.4 The procedure may be used to study the variation of friction with time as the specimens wear, which is particularly useful for samples that undergo a transition from “run-in” to “steady-state” wear behavior. Since the motion and load waveforms are identical to those specified in ISO 14242-1:2014, standardized friction and wear measurements may be combined and viewed in the correct perspective where they affect each other.5.5 Frictional torque, and in particular the maximum value, are useful to assess the torques that may compromise fixation, or cause disassociation of modular components in acetabular cup or liner/shell assemblies through a lever-out or torsion-out mechanism.5.6 Friction factor is a useful parameter for comparison of materials and designs, and provides insights into the lubrication regime operating in the implant system. Friction factor measurement may also be able to detect acetabular liner deformation (clamping referred to earlier).1.1 This test procedure provides a method of evaluating the frictional torque and friction factor of artificial hip joint bearings used in Total Hip Replacement systems. The method presented here was based on a published study, first as a conference paper in 2008 (1)2 and then as a peer-reviewed journal paper (2). The method is compatible with and is capable of being carried out during actual wear testing of total hip replacement implants on wear simulators equipped with multiple degrees of freedom force and moment sensors.1.2 Although the methodology described does not replicate all physiological loading conditions, it is a means of in-vitro comparison of the frictional torque and friction factor of artificial hip joint bearings used in Total Hip Replacement systems under the stated test conditions.1.3 Units—The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车

定价： 156元 / 折扣价： 133 元

5.1 The amount of wear in any system will, in general, depend upon the number of system factors such as the applied load, machine characteristics, sliding speed, sliding distance, the environment, and the material properties. The value of any wear test method lies in predicting the relative ranking of material combinations. Since the pin-on-disk test method does not attempt to duplicate all the conditions that may be experienced in service (for example, lubrication, load, pressure, contact geometry, removal of wear debris, and presence of corrosive environment), there is no insurance that the test will predict the wear rate of a given material under conditions differing from those in the test.5.2 The use of this test method will fall in one of two categories: (1) the test(s) will follow all particulars of the standard, and the results will have been compared to the ILS data (Table 2), or (2) the test(s) will have followed the procedures/methodology of Test Method G99 but applied to other materials or using other parameters such as load, speed, materials, etc., or both. In this latter case, the results cannot be compared to the ILS data (Table 2). Further, it must be clearly stated what choices of test parameters/materials were chosen.1.1 This test method covers a laboratory procedure for determining the wear of materials and friction during sliding using a pin-on-disk apparatus. Materials are tested in pairs under nominally non-abrasive conditions. The principal areas of experimental attention in using this type of apparatus to measure wear are described.1.2 This test method standard uses a specific set of test parameters (load, sliding speed, materials, etc.) that were then used in an interlaboratory study (ILS), the results of which are given here (Tables 1 and 2). (This satisfies the ASTM form in that “The directions for performing the test should include all of the essential details as to apparatus, test specimen, procedure, and calculations needed to achieve satisfactory precision and bias.”) Any user should report that they “followed the requirements of ASTM G99,” where that is true.1.3 Now it is often found in practice that users may follow all instructions given here, but choose other test parameters, such as load, speed, materials, environment, etc., and thereby obtain different test results. Such a use of this standard is encouraged as a means to improve wear testing methodology. However, it must be clearly stated in any report that, while the directions and protocol in Test Method G99 were followed (if true), the choices of test parameters were different from Test Method G99 values, and the test results were therefore also different from the Test Method G99 results. This use should be described as having “followed the procedure of ASTM G99.” All test parameters that were used in such case must be stated.1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车

This guide describes the procedures for evaluating and calibrating friction measurement systems known as Continuous Friction Measuring Equipment (CFMEs) using the specialized equipment, instruments, pavement surfaces, trained personnel, and approved facilities. It serves as a process to identify and quantify the variables that affect system performance, to minimize the effect of these variables, and to provide a means to relate CFMEs to reference skid measurement systems. The standard covers the apparatus to be used in evaluation and calibration, physical measurements, static force evaluation and calibration, tire pressure gauge calibration, speed and distance calibration, slip ratio or yaw angle verification, water flow and distribution, force plate calibration, final testing and reporting, documentation, reporting of results, and frequency of system correlation and calibration.1.1 This guide describes the evaluation and calibration of friction measurement systems which are known as Continuous Friction Measuring Equipment (CFMEs). The evaluation and calibration processes, using the specialized equipment, instruments, pavement surfaces, trained personnel, and approved facilities, are performed using the procedures described below.1.2 This guide is offered as a process to identify and quantify the variables that affect system performance, to minimize the effect of these variables, and to provide a means to relate CFMEs to reference skid measurement systems.1.3 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车

5.1 The terminology within this guide references ASTM Terminology E3188. These terms should be thoroughly familiarized before a review of this guide is accomplished.5.2 U.S. and international guidance advocate that transport aircraft perform a time-of-arrival landing assessment for all runway conditions to include dry, wet, and contaminated surfaces. The function of this assessment is to provide an operator with a standardized means for anticipating the level of braking action upon landing. An aircraft braking action report is then created based on the actual level of braking achieved. This information can then be communicated for analysis.5.3 The use of aircraft data to generate an aircraft braking action report is intended to mitigate human errors due to issues of training, experience, or cognitive bias that may occur with pilot braking action reports. For aircraft that use FAA AC 25-32 or equivalent (ICAO Doc 10064 and AMC 25.1592, for example) to assess landing performance, aircraft braking action reports can be considered applicable to a wide range of aircraft types and manufacturers.5.4 The ABAR produced by such a system may not result in an observation representative of the entire prepared surface intended to be used for landing, deceleration, or both.5.5 It is the responsibility of the aircraft and airport operator to create policies and procedures regarding the use of an ABAR. It is important to fully understand the capabilities and any limitations that may exist with such a system. It is the responsibility of the aircraft operator to ensure that proper training and system knowledge are in place prior to the use of these systems.5.6 FAA and ICAO guidance use the term Aircraft Wheel Brake Coefficient or MU Brakes (see Terminology E3188) to define the reference distances to be used by the flight crew in accomplishing a time-of-arrival landing assessment. MU Brakes is also commonly used in research programs and accident investigations. While the use of this term is a standard industry practice, other means of quantifying aircraft wheel braking performance may be employed.5.7 Aircraft of different manufacturers and type designs may use a variety of data sources. Therefore, this process of quantification cannot be universally detailed for all aircraft. This standard describes requirements for specific data, as well as categories of data that may be measured or inferred so that an appropriate calculation method may be employed.5.8 This standard may be used to support the design and operation of a variety of intended functions. The specific description of each function will determine the compliance methods that should be followed.NOTE 1: Intended functions may include the simple transmission of data, flight crew alerting, the discrimination of a simple boundary between two braking levels, or a multitude of braking levels.5.9 There is a wide range of methods that may be used to show compliance. The party responsible for assessing an applicant’s compliance should use this standard as a guide; however, the specific methods deemed acceptable may be determined based on the specifics of the design.5.10 This standard is intended to be applicable to any aircraft with an anti-skid system and available flight data. A nominal rate of data acquisition of 4 Hz represents requirements for flight data recorders. Data sample requirements are intended to allow older model aircraft and anti-skid systems enough information to demonstrate stable performance characteristics.5.11 ABAR systems are intended to reflect a portion of the landing area that can reasonably be considered relevant for operational decision-making. It is incumbent on the end user to incorporate policies and procedures to appropriately utilize this information in a safety management process.5.12 Mapping Accuracy—Compliance with this standard is intended to provide an ABAR produced by a system in which there is reasonable confidence that the reported braking action will be within ± one level of wheel braking, when using the six (6) categories of braking action reports as documented in FAA AC 25-32 or 10.2.2. For systems using fewer than six (6) levels of braking action, the standard for data precision will remain the same and the accuracy therefore increased.NOTE 2: Dry runway conditions are not described using braking action.5.13 Deviations from this standard may be considered acceptable if they are appropriately documented and justified.5.14 The list of parameters included in Annex A1 is categorized to maximize the ability of the designer to adhere to the philosophies documented herein. The list in this standard should be considered a minimum list of parameters normally available from an aircraft’s data system. These parameters are then used in modeling aerodynamics, propulsion, and other forces. A method of direct measurement or alternate means of determining wheel braking characteristics may result in a deviation from this list.1.1 This guide applies to any automated system that uses data from an aircraft to create an Aircraft Braking Action Report (ABAR) (see Terminology E3188). The system may be installed on an aircraft or operated remotely. This standard is intended to ensure that all ABARs created by automated systems meet a minimum level of quality and represent a standardized set of assumptions. This standard does not provide any guidance or means for the dissemination of an ABAR or related information.1.1.1 Aircraft systems producing ABARs or ABAR-related flight crew alerts are covered by the appropriate regulatory guidance for aircraft certification.1.2 This standard utilizes the terms and methods relating to aircraft anti-skid systems as documented in FAA AC 25-32.1.3 Units—The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.4 Risk Management—Aircraft braking action reports contain information that may be used to reference the operating limits of an aircraft. Section 6 details the safety analysis and specific guidelines for airborne and remotely operated systems.1.5 Operational Use—This standard does not address operational considerations nor recommend policies regarding the use of an aircraft braking action report.1.6 Mandating and Recommended Phrases—To enhance comprehension and clarity, required and recommended tasks are listed with the following nomenclature:1.6.1 The term “shall” is used to indicate a provision is mandatory. Such requirements are sequentially listed as “REQXX.”1.6.2 The term “should” is used to indicate that a provision is recommended as a good practice. Such recommendations are sequentially listed as “RECXX.”1.7 This standard provides guidance for performing one or more specific functions. This document cannot replace education or experience and should be used in conjunction with professional judgment. Not all aspects of this standard may be applicable in all circumstances. This ASTM standard is not intended to represent or replace the standard of care by which the adequacy of a given professional service must be judged, nor should this document be applied without consideration of a project’s many unique aspects. The word “Standard” in the title means only that the document has been approved through the ASTM consensus process.1.8 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.9 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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