{"id":323070,"date":"2025-11-28T11:09:19","date_gmt":"2025-11-28T11:09:19","guid":{"rendered":"https:\/\/peraltafinancing.com\/airbus\/bjorns-corner-faster-aircraft-development-part-18-prototype-parts-and-systems\/"},"modified":"2025-11-28T11:09:19","modified_gmt":"2025-11-28T11:09:19","slug":"bjorns-corner-faster-aircraft-development-part-18-prototype-parts-and-systems","status":"publish","type":"post","link":"https:\/\/fivemor.com\/?p=323070","title":{"rendered":"Bjorn’s Corner: Faster aircraft development. Part 18. Prototype Parts and Systems."},"content":{"rendered":"


\n<\/p>\n

\n
\"\"<\/a><\/p>\n

By Bjorn Fehrm and Henry Tam.<\/p>\n<\/div>\n

November 28, 2025, \u00a9. Leeham News:<\/strong> We do a series about ideas on how the long development times for large airliners can be shortened. New projects talk about cutting development time and reaching certification and production faster than previous projects.<\/p>\n

The series will discuss the typical development cycles for an FAA Part 25 aircraft, called a transport category aircraft, and what different ideas there are to reduce the development times.<\/p>\n

We will use the Gantt plan in Figure 1 as a base for our discussions. We have exited the Detailed Design phase after conducting Critical Design Reviews, CDRs, and now enter into Prototype Manufacturing.<\/p>\n

\"\"<\/a><\/p>\n

Figure 1. A generic new Part 25 airliner development plan. Source: Leeham Co. Click to see better.<\/p>\n<\/div>\n

\u00a0 \u00a0 ** Special thanks to Ron Everlove for helping with this article **<\/strong><\/p>\n

Here are a couple of\u00a0 terms you will see in the following articles:<\/em>
Designated Engineering Representative (DER)<\/strong> \u2013 In the United States, a DER<\/strong> is an individual who is appointed by the FAA to act on their behalf to approve or recommend approval of regulatory compliance and related technical data to the FAA.\u00a0 These individuals can be working as an independent consultant or an employee of the aircraft manufacturer.\u00a0 Aircraft manufacturers that have an Organization Designation Authorization (ODA)<\/strong> organization utilize these Unit Members, UMs<\/strong>, who operate in a similar manner to DERs.\u00a0 Please note that the title is different in other jurisdictions.<\/em><\/p>\n

Designated Manufacturing Inspection Representative (DMIR)<\/strong> \u2013 A DMIR, in the US, is an individual who is appointed by the FAA to conduct conformity inspections during the manufacturing process.\u00a0 A DMIR must possess aeronautical knowledge and experience, be employed by a Production Approval Holder (PAH)<\/strong>, or a PAH\u2019s approved supplier, and meet the FAA\u2019s qualification requirements.<\/em><\/p>\n

Prototype Parts and Systems Manufacturing<\/strong><\/h5>\n

Now that the program has completed all Critical Design Reviews and exited the Detailed Design phase, the team has to focus on getting parts for qualification tests, test rigs, and the flight test aircraft.\u00a0 The suppliers have started producing parts and preparing to ship them to the appropriate test and manufacturing sites.<\/p>\n

First Article Inspection<\/strong><\/p>\n

First Article Inspection (FAI)<\/strong> is an important step when getting parts from a supplier.\u00a0 Engineering and quality teams send representatives to the supplier to inspect the first shipset against requirements and specifications.\u00a0 The process allows the supplier to demonstrate that the production setup, manufacturing process, tooling, etc., are capable of consistently meeting requirements and specifications.\u00a0 If a part fails the inspection, the supplier needs to rework the part and apply appropriate corrective actions to ensure future parts will meet requirements and specifications.\u00a0 Additional inspections may also be required depending on the situation.<\/p>\n

Component\/Part Qualification<\/strong><\/p>\n

As previously mentioned, parts need to go through qualification campaigns to generate compliance data to support aircraft certification.\u00a0 Qualification plans were already created and discussed with the authority during the last phase.\u00a0 The plan needs to be approved by the authority or their designee (DER\/UM<\/strong>) before the qualification test begins.\u00a0 The step-by-step test procedure also needs to be reviewed and approved by the authority.<\/p>\n

Let\u2019s use a bleed air valve as an example.\u00a0 The supplier of the valve needs to demonstrate that the valve can operate and survive in a defined set of environmental conditions.\u00a0 The authority and the OEM agree to use specific chapters of the DO-160, Environmental Conditions and Test Procedures for Airborne Equipment, as qualification requirements and test procedures.\u00a0 These tests include, but are not limited to, temperature, altitude, humidity, vibration, and shock.<\/p>\n

\"\"<\/a><\/p>\n

Figure 2. Environmental Chamber.\u00a0 Source: Wikipedia.<\/p>\n<\/div>\n

In addition, the bleed valve may be required to demonstrate that it is fireproof as well.\u00a0 To do so, the supplier needs to use approved test methods, such as those provided in FAA Advisory Circular (AC) 20-135, Powerplant Installation and Propulsion System Component Fire Protection Test Methods, Standards, and Criteria, to qualify the component as fireproof.<\/p>\n

According to the Advisory Circular, this means that the capability of a material or component to withstand, as well as or better than steel, a 2000\u00b0F flame (\u00b1150\u00b0F) for 15 minutes minimum while still fulfilling its design purpose. The term \u201cfireproof\u201d, when applied to materials and parts used to confine fires within designated fire zones, means that the material or part will perform this function under conditions likely to occur in such zones and will withstand a 2000\u00b0F flame (\u00b1150\u00b0F) for 15 minutes minimum.<\/em><\/p>\n

Related test equipment, test criteria, etc., are presented in this Advisory Circular.\u00a0 If a Type Certificate applicant wants to use other methods to show compliance, they need to negotiate with the authority and obtain approval for these methods.<\/p>\n

Prior to a qualification test, authority-authorized personnel, such as a DMIR, need to conduct a conformity inspection.\u00a0 The purpose of the inspection is to ensure that test articles, installations, functions, and test setups conform to the FAA-approved design data.\u00a0 An OEM cannot use data from a test with nonconforming test articles or setups for compliance demonstrations.<\/p>\n

When witnessing a test, an authority-authorized witness, such as a DER, needs to witness that test procedures are followed and that the instrumentation appears to provide valid data.\u00a0 A test report is then generated to document that the part meets the design requirements.\u00a0 This report will later be used to substantiate compliance with airworthiness standards.<\/p>\n

System Level Tests<\/strong><\/h5>\n

Suppliers also need to demonstrate that their systems can comply with the requirements.\u00a0 Let\u2019s use the fuel system as an example.\u00a0 Here are a few rules related to fuel flow:<\/p>\n

(a) Each fuel system must provide at least 100 percent of the fuel flow required under each intended operating condition and maneuver. Compliance must be shown as follows:<\/p>\n

    \n
  1. Fuel must be delivered to each engine at a pressure within the limits specified in the engine type certificate.<\/li>\n
  2. The quantity of fuel in the tank may not exceed the amount established as the unusable fuel supply for that tank under the requirements of \u00a7 25.959, plus that necessary to show compliance with this section.<\/li>\n
  3. Each main pump must be used that is necessary for each operating condition and attitude for which compliance with this section is shown, and the appropriate emergency pump must be substituted for each main pump so used.<\/li>\n
  4. If there is a fuel flowmeter, it must be blocked, and the fuel must flow through the meter or its bypass.<\/li>\n
  5. If an engine can be supplied with fuel from more than one tank, the fuel system must:<\/li>\n<\/ol>\n
      \n
    • (1) For each reciprocating engine, supply the full fuel pressure to that engine in not more than 20 seconds after switching to any other fuel tank containing usable fuel when engine malfunctioning becomes apparent due to the depletion of the fuel supply in any tank from which the engine can be fed; and<\/li>\n
    • (2) For each turbine engine, in addition to having appropriate manual switching capability, be designed to prevent interruption of fuel flow to that engine, without attention by the flight crew, when any tank supplying fuel to that engine is depleted of usable fuel during normal operation, and any other tank, that normally supplies fuel to that engine alone, contains usable fuel.<\/li>\n<\/ul>\n

      In order to show compliance to these rules, the fuel system supplier may use a fuel system rig representative of our aircraft\u2019s fuel system for tests.\u00a0 Similar to component qualification, the system test plan needs to be approved by the authority.<\/p>\n

      An authority-authorized personnel, such as a DMIR, needs to conduct a conformity inspection, and a DER must witness the test.\u00a0 A test report is then generated and can be used to show compliance with airworthiness standards.\u00a0 There is a potential to reduce the number of flight test cases if agreed by the authorities.<\/p>\n

      Next Article<\/strong><\/h5>\n

      We have now described some aspects of the parts and systems production and testing that precede the manufacturing of the first Prototype aircraft. In the next article, we look at putting together the first test aircraft.<\/p>\n

      Related<\/em><\/h3>\n<\/p>\n

      \n<\/div>\n\n","protected":false},"excerpt":{"rendered":"

      By Bjorn Fehrm and Henry Tam. November 28, 2025, \u00a9. Leeham News: We do a series about ideas on how the long development times for large airliners can be shortened. New projects talk about cutting development time and reaching certification and production faster than previous projects. The series will discuss the typical development cycles for […]<\/p>\n","protected":false},"author":1,"featured_media":308323,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[12027],"tags":[12950,13642,3651,2993,11027,3341,1099,15419,11355],"dealstore":[],"offerexpiration":[],"class_list":["post-323070","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-airbus","tag-aircraft","tag-bjorns","tag-corner","tag-development","tag-faster","tag-part","tag-parts","tag-prototype","tag-systems"],"yoast_head":"\nBjorn's Corner: Faster aircraft development. Part 18. 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