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DO C tutorial is designed by TONEX to help you improve your overall DO- C is the modified and updated version of DOB/EDB (), which. The difference between creating aviation software and other software can be summarized in one simple phrase: “RTCA DOB”. If you are. In this Product How-To, Paul Anderson of GrammaTech takes you step by step through the DOB and how use his company’s static analysis.

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The difference between creating aviation software and other software can be summarized in one simple phrase: It plays an important role in defining turorial for various aviation practices.


It is not a government agency, but many of the guidelines it produces are essentially accepted as standards by the FAA. This is the case for document “DOB”, which defines the guidelines for development of aviation software. If you do-17b to develop aviation software, you’ll have to have a copy of DOB. The only way to get one legally is to buy one from the RTCA. What DOB attempts to do, and probably succeeds in doing, is to force you to consider and to precisely specify many things about your development effort that have little to do with coding, and much to do with project management and with software engineering.

This is a good thing in theory, and perhaps in practice, unless you are called upon personally to deal with it. As a newcomer, part of the problem with DOB tutoral the immense amount of detail involved in it.

Besides, DOB is not organized in a such a way as to allow you easily extract this detail. You need to know how to read it. Actually, there are a few non-DOB things you need to know before beginning software development. At the end of the project you’re going to want to achieve FAA approval.


Approval relates not just to the software used in your project, of course, but to your project as a whole. I do not understandand cannot give you advice onthe many other aspects of your project that this encompasses.

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You won’t be able to get FAA approvalor indeed, the time of dayunless an FAA project has been opened, and you are doing your work under the project number which has been assigned to you. So getting an FAA project number is usually the first thing to be done in a project. A TC is something that applies to an entire aircraft. For example, the Cessna CitationJet has a TC, and most of the equipment installed on that aircraft as delivered from the factory are included in that TC.

For example, if you have designed a piece of equipment that you want to install on Cessna CitationJets, you would obtain an STC allowing you to do so. To install the same equipment on another type of aircraft or rather, supplementing a different TCyou need to obtain a second STC.

As you may expect, the FAA project associated with a TC is opened by the manufacturer of the aircraft, and not by anyone who would benefit from reading my little web page. As do1-78b as an STC is concerned, the certification not only relates to a specific type of aircraft, but must actually be performed on a specific tuforial of that type.

In other words, before performing your software development as part of a project that doo-178b getting an STC, you must have such an aircraft at your disposal. This might involve negotiating a deal with a company that owns an aircraft of the necessary type and is eager to install your product on it.

Alternately, you may need to work with the aircraft manufacturer that holds the TC on that aircraft type, it thus it may be the aircraft manufacturer who opens the FAA project and receives the STC.

Seemingly, the simplest method of certifying the product is to do it under an existing TSO. Of course, that is not possible if your product is highly innovative, because then it will be the first of its kind and there won’t be any applicable TSO. In the future, though, it appears as though some rather generic TSOs may come into existence, and that these would apply to broad classes of products that pose no safety hazards. Software criticality Levels see below are typically determined by means of an analysis called a System Safety Assessment.


This assessment is really the responsibility of the installer of the product, since the criticality level can only be judged in the context of the overall system. Of course, if the FAA project aims at getting an aircraft TC, the aircraft manufacturer would perform this analysis and simply inform you, the sub-system manufacturer, of the necessary software Level of your sub-system.

I admit to ignorance as to what happens in the case of a TSO: In other cases, you’re really forced to guess what Level will be found necessary by the eventual installer. For small organizations, though, the software developers themselves often must implement DOB. In this case, the practical consequence is often to pervert the spirit of DOB by expediently reducing its implementation to a question of deliverables.

The “deliverables” are mainly documents, and successful certification depends on these documents saying all the right things. Inexpensive certification depends on the documents not only saying the right things, but saying them in the right way, in the right order. In other words, if you are ignorant enough to be seeking illumination from the Birds Project, you shouldn’t be undertaking airborne projects that are large enough or critical enough to interest certification authorities.

Sticking to levels C-E might be good advice.

A Simple Phrase

Don’t attempt to receive Type Certificates on the basis of the material you’ve read here. The signoff is via FAA form Once the DER has signed off, the product really is essentially “certified” for the holder of that form. The next time you update the software, you get to go through the same thing all over tutofial. Knowing that a DER may eventually examine your documentation, it may be a good idea to get a DER involved at an early stage in your development.

One reason is that the DER may insist on witnessing some things, such as portions of your software testing.

Another reason is that the DER may not like your documentation or processes and insist on changes to them before signoff.