1.1 本指南适用于使用飞机数据创建飞机制动行动报告（ABAR）的任何自动化系统（参见术语 第3188页 ). 该系统可以安装在飞机上或远程操作。本标准旨在确保自动化系统创建的所有ABAR满足最低质量水平，并代表一组标准化的假设。本标准不为ABAR或相关信息的传播提供任何指导或方法。 1.1.1 产生ABAR或ABAR相关飞行机组警报的飞机系统包含在飞机认证的适当监管指南中。 1.2 本标准采用了FAA AC 25-32中记录的与飞机防滑系统相关的术语和方法。 1.3 单位- 以国际单位制表示的值应视为标准值。本标准不包括其他测量单位。 1.4 风险管理- 飞机制动动作报告包含可用于参考飞机运行极限的信息。 部分 6. 详细介绍了机载和远程操作系统的安全分析和具体指南。 1.5 操作使用- 本标准不涉及操作注意事项，也不建议使用飞机制动行动报告的政策。 1.6 授权和推荐短语- 为了提高理解力和清晰度，要求和建议的任务用以下术语列出: 1.6.1 术语“应”用于表示规定是强制性的。这些要求依次列为“REQXX”。 ” 1.6.2 “应”一词用于表示建议将某一条款作为良好做法。这些建议依次列为“RECXX” 1.7 本标准为执行一项或多项特定功能提供了指导。本文件不能代替教育或经验，应结合专业判断使用。并非本标准的所有方面都适用于所有情况。本ASTM标准不代表或取代必须判断给定专业服务是否充分的谨慎标准，也不应在不考虑项目的许多独特方面的情况下应用本文件。 标题中的“标准”一词仅表示该文件已通过ASTM共识程序获得批准。 1.8 本标准并不旨在解决与其使用相关的所有安全问题（如有）。本标准的使用者有责任在使用前建立适当的安全、健康和环境实践，并确定监管限制的适用性。 1.9 本国际标准是根据世界贸易组织技术性贸易壁垒（TBT）委员会发布的《国际标准、指南和建议制定原则决定》中确立的国际公认标准化原则制定的。 =====意义和用途====== 5.1 本指南中的术语参考ASTM术语 第3188页 。在完成对本指南的审查之前，应彻底熟悉这些术语。 5.2 美国和国际指南提倡运输飞机对所有跑道条件进行到达时间评估，包括干燥、潮湿和受污染的表面。该评估的功能是为操作员提供一种标准化的方法，用于预测着陆时的制动作用水平。 然后根据实际制动水平创建飞机制动动作报告。然后，可以传递该信息以进行分析。 5.3 使用飞机数据生成飞机制动行动报告旨在减轻飞行员制动行动报告中可能出现的训练、经验或认知偏差问题导致的人为错误。对于使用FAA AC 25-32或同等标准（例如ICAO Doc 10064和AMC 25.1592）评估着陆性能的飞机，飞机制动动作报告可被视为适用于广泛的飞机类型和制造商。 5.4 这种系统产生的ABAR可能不会产生代表整个准备表面的观测结果，用于着陆、减速或两者。 5.5 飞机和机场运营商有责任制定有关ABAR使用的政策和程序。充分了解这种系统的功能和可能存在的任何限制非常重要。飞机操作员有责任确保在使用这些系统之前进行适当的培训和系统知识。 5.6 FAA和ICAO指南使用术语飞机车轮制动系数或MU制动器（见术语 第3188页 )定义飞行机组在完成到达时间着陆评估时使用的参考距离。MU制动器也常用于研究项目和事故调查。虽然该术语的使用是标准的行业惯例，但也可以采用其他量化飞机车轮制动性能的方法。 5.7 不同制造商和类型设计的飞机可以使用各种数据源。 因此，这一量化过程不能对所有飞机进行普遍详细的描述。本标准描述了特定数据的要求，以及可测量或推断的数据类别，以便采用适当的计算方法。 5.8 本标准可用于支持各种预期功能的设计和操作。每个功能的具体描述将决定应遵循的合规方法。 注1: 预期功能可能包括简单的数据传输、飞行机组警报、两个制动级别之间的简单边界的识别或多个制动级别。 5.9 有多种方法可用于显示合规性。负责评估申请人合规性的一方应将本标准作为指南；然而，可以基于设计的细节来确定被认为可接受的具体方法。 5.10 本标准适用于具有防滑系统和可用飞行数据的任何飞机。标称数据采集速率为4 Hz代表飞行数据记录器的要求。数据样本要求旨在允许较旧型号的飞机和反- 防滑系统有足够的信息来证明稳定的性能特性。 5.11 ABAR系统旨在反映可合理认为与作战决策相关的着陆区域的一部分。最终用户有责任纳入政策和程序，以便在安全管理过程中适当利用这些信息。 5.12 测绘精度- 当使用FAA AC 25中记录的六（6）类制动作用报告时，符合本标准的目的是提供一个由系统产生的ABAR，在该系统中，有合理的信心报告的制动作用将在车轮制动的±一级范围内- 32或 10.2.2 。对于使用少于六（6）级制动作用的系统，数据精度标准将保持不变，因此精度将提高。 注2: 不使用制动动作描述干燥跑道条件。 5.13 如果对本标准的偏差进行了适当的记录和证明，则可以认为是可接受的。 5.14 包含的参数列表 附件A1 被分类以最大限度地提高设计者遵守本文所述原理的能力。 本标准中的列表应被视为通常可从飞机数据系统获得的参数的最小列表。这些参数随后用于空气动力学、推进力和其他力的建模。直接测量方法或确定车轮制动特性的替代方法可能会导致偏离此列表。

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. ====== Significance And Use ====== 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.