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AEROSPACE ARP6001™ REV. B

RECOMMENDED PRACTICE Issued 2012-07

Revised 2020-04

Superseding ARP6001A

(R) Aerospace - Passive Side Stick Unit

General Requirements for Fly-by Wire Transport and Business

RATIONALE

The document has been updated to incorporate comments from the industry.

TABLE OF CONTENTS

1. SCOPE ....................................................................................................................................................... 3

2. REFERENCES........................................................................................................................................... 3
2.1 Applicable Documents ............................................................................................................................... 3
2.1.1 SAE Publications........................................................................................................................................ 3
2.1.2 Transport Canada Publications .................................................................................................................. 3
2.1.3 EASA Publications ..................................................................................................................................... 3
2.1.4 FAA Publications ........................................................................................................................................ 4
2.1.5 RTCA Publications ..................................................................................................................................... 4
2.1.6 U.S. Government Publications ................................................................................................................... 4
2.2 Definitions .................................................................................................................................................. 5
2.2.1 Inceptors .................................................................................................................................................... 5
2.2.2 Specific Side Stick Terms .......................................................................................................................... 5

3. FUNCTIONS AND GENERAL DESCRIPTION ......................................................................................... 8

4. INTEGRATION IN THE COCKPIT ............................................................................................................. 8

4.1 Location in Typical Two-Crew Cockpit ....................................................................................................... 8
4.2 Pilot hand position ...................................................................................................................................... 9
4.3 Captain and the First Officer Controls ...................................................................................................... 10
4.4 Envelope and General Geometry ............................................................................................................ 10
4.5 Pilot Validation ......................................................................................................................................... 11

5. DESIGN REQUIREMENTS ..................................................................................................................... 11

5.1 Applicable Airworthiness Requirements .................................................................................................. 11
5.1.1 Normal, Utility, Acrobatic, and Commuter Category Airplanes ................................................................ 11
5.1.2 Transport Category Airplane .................................................................................................................... 13
5.1.3 Special Requirements .............................................................................................................................. 13
5.2 General Requirements ............................................................................................................................. 14
5.2.1 Mechanical Rigging Device ...................................................................................................................... 14
5.2.2 Equipment Finish and Color ..................................................................................................................... 14
5.2.3 Mass and Center of Gravity ..................................................................................................................... 15
5.2.4 Hard Stop ................................................................................................................................................. 15

__________________________________________________________________________________________________________________________________________
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Copyright © 2020 SAE International
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying,
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Tel: +1 724-776-4970 (outside USA)
For more information on this standard, visit
Fax: 724-776-0790 https://www.sae.org/standards/content/ARP6001B
Email: [email protected]
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5.3 Artificial Feel Requirements ..................................................................................................................... 15

5.3.1 Breakout and Centering ........................................................................................................................... 17
5.3.2 Autopilot Breakout .................................................................................................................................... 17
5.3.3 Grip Force Gradient ................................................................................................................................. 18
5.3.4 Soft Stop .................................................................................................................................................. 18
5.3.5 Damping Force ......................................................................................................................................... 18
5.4 Position Sensors ...................................................................................................................................... 18
5.5 Dynamics ................................................................................................................................................. 19
5.5.1 Inertia ....................................................................................................................................................... 19
5.5.2 Feel Dynamics ......................................................................................................................................... 19
5.6 Handgrip Functionalities and Requirements ............................................................................................ 19
5.6.1 Tactile Indication Function ....................................................................................................................... 19
5.6.2 Grip Switches ........................................................................................................................................... 20
5.6.3 Mass and Center of Gravity ..................................................................................................................... 20
5.7 Design and Certification Loads ................................................................................................................ 20
5.8 Life Cycles ................................................................................................................................................ 21
5.8.1 Design Service Life .................................................................................................................................. 21
5.8.2 Operational Data ...................................................................................................................................... 22
5.8.3 Duty Cycle ................................................................................................................................................ 22
5.9 Fatigue and Wear..................................................................................................................................... 23
5.10 Electrical Interface.................................................................................................................................... 23
5.11 Safety and Reliability Requirements ........................................................................................................ 23
5.11.1 Safety Requirements................................................................................................................................ 23
5.11.2 Reliability Requirements .......................................................................................................................... 24
5.12 Development Assurance Level ................................................................................................................ 24

6. TEST REQUIREMENTS .......................................................................................................................... 24

6.1 Production Acceptance Testing ............................................................................................................... 24
6.2 Qualification Test Requirements .............................................................................................................. 25
6.2.1 Test Conditions ........................................................................................................................................ 25
6.2.2 Environmental Requirements ................................................................................................................... 25
6.2.3 Constant Acceleration .............................................................................................................................. 25
6.2.4 Aircraft Attitude ......................................................................................................................................... 26
6.2.5 Equipment Electrical Requirements ......................................................................................................... 26

7. NOTES ..................................................................................................................................................... 26
7.1 Revision Indicator..................................................................................................................................... 26
7.2 Unit Conversions ...................................................................................................................................... 26

APPENDIX A RESEARCH PUBLICATIONS RELATED TO HUMAN FACTORS ......................................................... 27

Figure 1 Side stick geometry definitions at mechanical null .................................................................................... 5

Figure 2 Typical grip force profile in pitch ................................................................................................................ 7
Figure 3 Typical location of the side sticks in a flight deck ...................................................................................... 9
Figure 4 Typical installation of a side stick in the pilot’s side console...................................................................... 9
Figure 5 Typical dimensions overview ................................................................................................................... 10
Figure 6 Notional grip force profile in roll ............................................................................................................... 16

Table 1 Pitch and roll loads - components between and including the handle and its control stops .................... 20
Table 2 Pitch and roll loads - all other components of the side stick control assembly ........................................ 21
Table 3 Environmental requirements .................................................................................................................... 25
Table 4 Constant acceleration requirements ........................................................................................................ 25
Table 5 Equipment electrical requirements ........................................................................................................... 26
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1. SCOPE

This SAE Aerospace Recommended Practice (ARP) provides recommendations for design and test requirements for a
generic “passive” side stick that could be used for fly-by wire transport and business aircraft.

It addresses the following:

• The functions to be implemented

• The geometric and mechanical characteristics

• The mechanical and electrical interfaces

• The safety and certification requirements

2. REFERENCES

NOTE: A list of research publications related to human factors is provided in Appendix A.

2.1 Applicable Documents

The following publications form a part of this document to the extent specified herein. The latest issue of SAE publications
shall apply. The applicable issue of other publications shall be the issue in effect on the date of the purchase order. In the
event of conflict between the text of this document and references cited herein, the text of this document takes precedence.
Nothing in this document, however, supersedes applicable laws and regulations unless a specific exemption has been
obtained.

2.1.1 SAE Publications

Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA
and Canada) or +1 724-776-4970 (outside USA), www.sae.org.

ARP4386 Terminology and Definitions for Aerospace Fluid Power, Actuation and Control Technologies

ARP4754 Guidelines for Development of Civil Aircraft and Systems

ARP4761 Guidelines and Methods for Conducting the Safety Assessment Process on Civil Airborne Systems and
Equipment

2.1.2 Transport Canada Publications

Transport Canada documents are available from Transport Canada, Tower C, Place de Ville, 330 Sparks Street Ottawa,
Ontario K1A 0N5, Tel: 1-800-305-2059, www.tc.gc.ca.

Part V Airworthiness Manual Chapter 525 - Transport Category Aeroplanes

2.1.3 EASA Publications

Available from European Aviation Safety Agency, Konrad-Adenauer-Ufer 3, D-50668 Cologne, Germany (for visitors and
for mail over 1 kg) and Postfach 10 12 53, D-50452 Cologne, Germany (for mail 1 kg or less); Tel: +49 221 8999 000,
www.easa.europa.eu.

CS-23 Certification Specifications for Normal, Utility, Aerobatic and Commuter Aeroplanes

CS-25 Certification Specifications for Large Aeroplanes

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2.1.4 FAA Publications

Available from Federal Aviation Administration, 800 Independence Avenue, SW, Washington, DC 20591,
Tel: 866-835-5322, www.faa.gov.

14 CFR Part 23 Code of Federal Regulations, Part 23 Airworthiness Standards: Normal, Utility, Acrobatic and
Commuter Category Airplanes

14 CFR Part 25 Code of Federal Regulations, Part 25 Airworthiness Standards: Transport Category Airplanes

Special Conditions No. 25-498-SC: Embraer S.A., Model EMB-550 Airplanes; Side Stick Controllers

Federal Aviation Administration (1995). FAA Policy Statement PS-ANM100-1995-00020: Policy Regarding Flight Control
Jams for Normally Encountered Positions. Washington, DC: Federal Aviation Administration.

Federal Aviation Administration (2015). FAA Policy Statement (PS)ASW-27,29-09: Rotorcraft Advanced Flight Controls
(AdFC) Handbook. Washington, DC: Federal Aviation Administration.

NextGen Final Report: Data for Updating 14 CFR Part 25.143 and Potential Reference Standards for Part 23, 27, and 29
Aircraft: An Evaluation of Muscular Force That can be Applied to Flight Controls.

2.1.5 RTCA Publications

Available from RTCA, Inc., 1150 18th Street, NW, Suite 910, Washington, DC 20036, Tel: 202-833-9339, www.rtca.org.

RTCA/DO-160 Environmental Conditions and Test Procedures for Airborne Equipment

RTCA/DO-178 Software Considerations in Airborne Systems and Equipment Certification

RTCA/DO-254 Design Assurance Guidance for Airborne Electronic Hardware Considerations in Airborne Systems and
Equipment Certification

2.1.6 U.S. Government Publications

Copies of these documents are available online at https://quicksearch.dla.mil.

DOD-HDBK-743 Anthropometry of U.S. Military Personnel

MIL-E-5400 Military Specification, Electronic Equipment, Airborne, General Specification

MIL-F-83300 Flying Qualities of Piloted V/STOL Aircraft

MIL-STD-461 Requirements for the Control of Electromagnetic Interference Characteristics of Subsystems and
Equipment

MIL-STD-810 Environmental Engineering Considerations and Laboratory Tests

MIL-STD-883 Test Method Standard Microcircuits

MIL-STD-1797 Flying Qualities of Piloted Aircraft

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2.2 Definitions

2.2.1 Inceptors

INCEPTOR: This is a device that is used to provide pilot control inputs and covers a variety of aircraft pilot controls including:

• Side sticks

• Center sticks or central control wheel

• Pedals

• Throttles

• Rotorcraft cyclic and collective controls

PASSIVE INCEPTOR: This is a passive control inceptor system that primarily generates the artificial feel by passive
mechanical elements like springs and dampers to achieve grip force profile gradients without active variation of grip feel
forces or position (back drive function).

PASSIVE SIDE STICK: This is a passive side stick is a passive inceptor used for pitch and roll (or lateral) control without a
back drive or active feel force mechanism.

2.2.2 Specific Side Stick Terms

The definitions of the angular positions/displacements of a left-hand side stick are provided in Figure 1.

βC θC

βI
βO θA θF

Figure 1 - Side stick geometry definitions at mechanical null

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NOTE: ISO first angle projection.

Legend:

θC GRP angle null position in pitch regarding the pivot point (null GRP pitch angle)

θA Side stick angle displacement in pitch in aft direction, driving the aircraft nose up

θF Side stick angle displacement in pitch in forward direction, driving the aircraft nose down

βC GRP angle null position in roll regarding the pivot point (null GRP roll angle)

βO Side stick angle displacement in roll in outboard direction, driving the aircraft on the left when apply by Captain (left
hand)

βI Side stick angle displacement in roll in inboard direction, driving the aircraft on the right when apply by First Officer
(right hand)

GRIP REFERENCE POSITION (GRP): This is the position on the controller/inceptor defined on an interface control drawing,
through which grip forces are measured.

NOTES:

1. This is defined by the customer.

2. These force inputs are input perpendicular to the planes defined by the GRP and the rotation axes.

SIDE STICK PITCH AXIS: This is the axis around which the inceptor grip rotates when the grip is deflected in the pitch
direction.

SIDE STICK ROLL AXIS: This is the axis around which the inceptor grip rotates when the grip is deflected in the roll direction.

NOTES:

1. The pitch and roll axis are orthogonal and define the reference plane.

2. The specific aircraft application will determine the orientation of this plane relative to the aircraft structure.

SIDE STICK PIVOT POINT: This is the intersection of the pitch and roll axis.

SIDE STICK AXIS: This is the axis from the pivot point and perpendicular to the side stick reference plan.

GRIP AXIS: This is the axis through the grip reference position and intersects the side stick axis at the side stick pivot point

NOTES:

1. This is the center line of the grip.

2. This axis may or may not coincide with the side stick axis and may be at an angle to the side stick axis due to human
factors considerations.

MECHANICAL NULL OR MECHANICAL NEUTRAL POSITION: This is the geometric null position of the side stick with no
deflection in the pitch or roll axis.

TRUE POSITION: This is the grip angular displacement from the mechanical null.

REPORTED OR SENSED POSITION: This is the side stick positions measured by the position sensors.
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ZERO FORCE NULL BAND OR NULL BACKLASH: This is the range of inceptor displacement, with no applied force, over
which the side stick is statically stable.

NOTE: The zero-force null band is typically determined by releasing the side stick from deflected positions and determining
where it comes to rest.

SENSED POSITION HYSTERESIS: This is the difference in sensor position signal at the same hand grip position when
approached from opposite directions.

FORCE HYSTERESIS: This is the difference in hand grip force when reporting the same hand grip position when
approached from opposite directions.

SENSED POSITION ERROR: This is the maximum deviation of the sensor position signal from the nominal sensor output
as predicted from the side stick gain.

POSITION GRADIENT: This is the slope of the best fit straight line through a series of sensor outputs corresponding to
known sensor positions covering the sensor range.

NOTE: Typically, the position of the grip sensed by the external sensors is compared to the sensed position of the side
stick.

SENSED POSITION RESOLUTION: This is the smallest side stick position change that the sensor can measure.

HARD STOP: This is a mechanical stop which define the maximum displacement in pitch and roll for the grip.

NOTE: This stop should not be over path by the pilot and shall comply with certification loads.

SOFT STOP: This is an increase of pilot force feel gradient as shown in Figure 2.

Figure 2 - Typical grip force profile in pitch

NOTES:

1. Variations A and B show typical force/displacement curve shape which might be achieved in a passive side stick.

2. The soft stop should allow the pilot to push through and continue the grip displacement after a clear increase load feel.

3. The indicated breakout gradient and backlash effect are a result of imperfections in typical centering mechanisms. It is
generally desirable to maximize the breakout gradient and minimize backlash.
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3. FUNCTIONS AND GENERAL DESCRIPTION

The passive side stick described in this document includes the following functions which might be included in the side stick
customer specification, depending on the cockpit architecture and other factors.

a. A handgrip which transmits the pilot commands to pitch and roll sensors. Pitch and roll movements can be combined.

b. Position sensors for pitch axis, which provide increasing signals relative to the handle position to flight control
computers, their number depending on the system architecture.

c. Position sensors for roll axis, which provide increasing signals relative to the handle position to flight control computers,
their number depending on the system architecture.

d. Pitch and roll artificial feel and centering devices.

e. Pitch and roll damping devices.

f. An autopilot break out or a detent that keeps the handgrip at neutral to prevent inadvertent commands while autopilot
is engaged. This may be a provision for the pilot to override this detent function by applying a given force.

g. Switches in the hand grip.

h. A redundant structure depending on the safety assessment.

i. Segregated electrical harnesses including aircraft interface connectors.

j. Protection devices against foreign object ingress.

k. Mechanical stops in pitch and in roll axis.

l. Balance mass.

m. An access for a standard rigging pin to hold the handle in neutral position.

n. A tactile indicator operated following a discrete input from flight control computers.

4. INTEGRATION IN THE COCKPIT

4.1 Location in Typical Two-Crew Cockpit

Figures 3 and 4 present a typical flight deck installation.

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Captain side stick unit

First Officer side stick unit

Figure 3 - Typical location of the side sticks in a flight deck

The Captain and the First Officer units have the same functionalities and are not mechanically connected.

The geometrical shapes of the Captain and the First Officer units are mirror images to suit left handed and right-handed
operation, respectively.

Figure 4 - Typical installation of a side stick in the pilot’s side console

Each side stick shall be located to provide convenient operation and to prevent confusion and inadvertent operation
according to 14 CFR/CS 25.777 and 25.779. The integration in the cockpit should be such that there is full and unrestricted
movement of each side stick without interference from the cockpit structure or any other equipment around each side stick
(arm rest, steering wheel, etc.)

The two side sticks shall be installed to comply with 14 CFR/CS 25.1302.

The integration in the cockpit should also consider other objects like pens, phone, pad, camera, etc. which could be present
in the cockpit and might create interferences with the side stick motion. Side stick design and side stick position on the flight
desk should be defined by the aircraft manufacturer to mitigate risk of loss of full authority due to foreign object around the
side stick.

4.2 Pilot hand position

When the flight crew is seated and belted, the Pilot’ hand should be able to catch the side stick hand grip at the grip reference
position.

A arm rest or similar design feature in the cockpit is recommended to provide to the pilot a reference position when the side
stick is used.
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4.3 Captain and the First Officer Controls

The side stick specification should define the requirements to enable the side stick to comply with advisory material
contained in AMC25.1302.

The specification should define requirements related to the priority logic between the two side stick to mitigate the risk of
dual inputs.

4.4 Envelope and General Geometry

Figure 5 shows a typical envelope for a Captain’s passive side stick.

Figure 5 - Typical dimensions overview

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NOTE: ISO first angle projection.

The key parameters are:

a. Handgrip deflection for both axes

b. Distances from side stick pivot axes to GRP

c. Pivot point position

d. Reference plane position regarding the aircraft structure

e. Mounting face and method of mounting

f. Envelope

g. Mounting surface angles

h. Side stick axis

i. Hand grip shape

j. Side stick position in cockpit

k. Weight and center of gravity location

All this information should be described in the source control drawing and/or the side stick specification.

The side stick pitch axis and the side stick roll axis should be defined according to the aircraft pitch and/or roll axis, especially
if there are not exactly parallel to the aircraft pitch and/or roll axis due to ergonomic consideration or other constraints.

4.5 Pilot Validation

The pilot evaluation of the feel of the passive side stick is an important part of validating the specification requirements. In
addition to all recommended requirements, a specific validation plan should be planned between all parties.

In addition, it should be shown by flight tests that the use of side stick controllers does not produce unsuitable pilot-in-
the-loop control characteristics when considering precision path control/tasks, buffet, and turbulence.

NOTE: Typically, this has been requested in Special Conditions No. 25-498-SC.

5. DESIGN REQUIREMENTS

This section defines generic design requirements in addition to the certification requirements detailed in 5.1.

Where the requirement is a generic recommendation, but the final value depends of the customer specification, some typical
values are proposed.

5.1 Applicable Airworthiness Requirements

5.1.1 Normal, Utility, Acrobatic, and Commuter Category Airplanes

The following paragraphs from 14 CFR Part 23/CS 23 Airworthiness Standards are applicable to passive side stick units.

23.2135 Controllability

23.2140 Trim

23.2205 Interaction of Systems and Structures

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23.2250 Design and Construction Principles

23.2300 Flight Control Systems

23.2500 General Requirements on Systems and Equipment Function

23.2505 General Requirements on Equipment Installation

23.2510 Equipment, Systems, and Installations

23.2515 Electrical and Electronic System Lightning Protection

23.2520 High-Intensity Radiated Fields (HIRF) Protection

23.2600 Flight Crew Compartment

23.2605 Installation and Operation Information

23.2610 Instrument markings, control markings and placards

The following paragraphs from 14 CFR Part 23/CS 23 Airworthiness previous Standards are considered as mean of
compliance to passive side stick units.

23.143 General

23.145 Longitudinal Control

23.175 Demonstration of Static Longitudinal Stability

23.303 Factor of Safety

23.397 Limit Control Forces and Torques

23.671 Control Systems - General

23.672 Stability Augmentation and Automatic and Power-Operated Systems

23.673 Primary Flight Controls

23.679* Control System Locks

23.685 Control System Details

23.1301 Functions and Installation

23.1308* High-Intensity Radiated Fields (HIRF) Protection

23.1309 Equipment, Systems and Installations

23.1329 Automatic Pilot System

121.344a Digital Flight Data Recorders for Transport Category Airplanes

* 14 CFR Part 23 only.

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5.1.2 Transport Category Airplane

The following paragraphs from 14 CFR Part 25/CS 25 Airworthiness Standards are applicable to passive side stick units.

25.143 General

25.145 Longitudinal Control

25.175 Demonstration of Static Longitudinal Stability

25.303 Factor of Safety

25.397 Control System Loads

25.671 Control Systems - General

25.672 Stability Augmentation and Automatic and Power-Operated Systems

25.679 Control System Locks

25.685 Control System Details

25.777 Cockpit Controls

25.779 Motion and Effect of Cockpit Controls

25.1301 Functions and Installation

25.1302 Installed Systems and Equipment Used by the Flight Crew

25.1309 Equipment, Systems, and Installations

25.1316 System Lightning Protection

25.1317** High-Intensity Radiated Fields (HIRF) Protection

25.1329 Flight Guidance System

121.344 Digital Flight Data Recorders for Transport Category Airplanes

** 14 CFR Part 25 only.

5.1.3 Special Requirements

In the absence of specific requirements for side stick controllers, the following applies:

5.1.3.1 Pilot Strength

For the FAA, in lieu of the “pilot strength” limits shown in 14 CFR Part 25 Section 25.143(d) for pitch and roll, and in lieu of
specific pitch force requirement of 25.145(b) and 25.175(d), it shall be shown that the temporary and maximum prolonged
force levels for the side stick controllers are suitable for all expected operating conditions and configurations, whether normal
or non-normal.

NOTE: Typically, this has been requested in Special Conditions No. 25-498-SC.

For EASA, the side stick design shall comply with CS 25.143(k) at Amendment 13 or later.
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5.1.3.2 Pilot Control Authority

The electronic side stick controller coupling design shall provide for corrective and/or overriding control inputs by either pilot
with no unsafe characteristics. The annunciation of the controller status shall be provided and shall not be confusing to the
flight crew (Special Conditions No. 25-498-SC).

The side stick specification should define requirements to comply with AMC25.1302.

The specification should define requirements related to the priority logic between the two side stick to mitigate the risk of
dual inputs.

5.1.3.3 Pilot Control

It should be shown by flight tests that the use of side stick controllers does not produce unsuitable pilot-in-the-loop control
characteristics when considering precision path control/tasks and turbulence. In addition, pitch and roll control force and
displacement sensitivity should be compatible, so that normal inputs on one control axis will not cause significant
unintentional inputs on the other.

5.2 General Requirements

The side stick should comprise a main body and a handgrip.

The side stick pivot point should be located in the main body.

The side stick handgrip should be able to pivot around the side stick pitch and roll axis.

The pitch and roll axes should be orthogonal to one another and pitch and roll cross coupling should be minimized.

In addition, pitch and roll control force and displacement sensitivity shall be compatible, so that normal inputs on one control
axis will not cause significant unintentional inputs on the other (Special Conditions No. 25-498-SC).

All forces are to be measured at the GRP, perpendicular to the planes defined by the GPR and the rotation axes.

Typical values are:

• Distance from pivot point to GRP: 6 to 7 inches (152.4 to 177.8 mm)

• Roll stroke: ±10 to 20 degrees

• Pitch stroke: ±10 to 20 degrees

• Mechanical stroke tolerance: ±0.5 degree

5.2.1 Mechanical Rigging Device

Immobilization at the neutral position might be desired for rigging or safety purpose on ground, using one standard pin,
which is typically Φ 0.3125 inch (8 mm).

Once the handle is immobilized, the sensors will transmit signals corresponding to 0 degree ± 0.5 degree (typically).

5.2.2 Equipment Finish and Color

The specification should define:

• The color

• The surface finish and texture for the hand grip

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• The foreign object damage (FOD) protection device according to CS/CFR 25.685

• The visible surfaces

Specific care should be taken in the material selection and the protection of these parts to reduce wear over time.

Specific care should be taken to select a texture that allows for good grip (gloved or un-gloved) on the controls.

5.2.3 Mass and Center of Gravity

The center of gravity should be indicated on the interface control drawing.

NOTE: The typical weight of a side stick is 20 pounds (9.1 kg).

5.2.4 Hard Stop

The side stick shall include pitch and roll hard stops that are capable of withstanding limit loads without permanent
deformation and ultimate loads without rupture.

5.3 Artificial Feel Requirements

The artificial feel requirements will define regarding either the grip angle (grip displacement) or the sensor angle (sensed
position). Figures 1 and 6 show presented artificial feel versus grip displacement.
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Figure 6 - Notional grip force profile in roll

NOTES:

1. F and xF units are in pound-force (lbf) or in newtons (N).

2. The friction effect is an additional load felt by pilot when the grip displacement increases and a reduction of load when
the pilot brings the grip back to null. The friction effect corresponds to twice the friction value around the nominal force
feel value.

3. The zero-force null band shown in Figures 2 and 6 includes the friction effect and the mechanical backlash.

4. The asymmetry in the roll force profile between outboard and inboard travel is intended to compensate different
ergonomic perceptions of force.

5. The indicated breakout gradient and backlash effect are a result of imperfections in typical centering mechanisms. It is
generally desirable to maximize the breakout gradient and minimize backlash.
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5.3.1 Breakout and Centering

See Figures 2 and 6.

The handgrip should return to the neutral position when released from any position outside the zero-null force band.

The friction levels should be minimized.

The breakout force should be optimized to ensure return to null requirements, friction requirements and pilot force feel
requirements. The break out force should be defined in the customer specification.

The backlash between the handgrip and the feel and damping devices should be minimized.

The customer specification should define acceptable value for these parameters.

Typical requirements are:

a. After grip release and return to null, sensors should transmit signals corresponding to 0 degree ± 0.5 degree.

b. The transient motion should not generate oscillations or overshoot over ±0.5 degree.

c. The handgrip should stay centered within ±0.5 degree (typical) when submitted to the environmental conditions as per
Section 6 and to their combinations (typical example: constant acceleration + aircraft attitude + vibration), with no
autopilot break out engaged.

d. The typical friction value is 0.45 lbf (2 N).

e. The typical breakout force value is 0.9 lbf (4 N).

f. The typical backlash value is 0.01 inch (0.25 mm) at GRP.

g. The typical breakout gradient is 10 lbf/degree (45 N/degree) of sensed position (see Figure 4).

h. The typical null band is 0.3 degree of sensed position.

5.3.2 Autopilot Breakout

An autopilot additional breakout force or detent device may be required. It is to be engaged while the handgrip is in the null
region, within a range to be specified.

The autopilot breakout force or detent device may be activated by a signal from flight control computer.

It should be possible to de-activate the auto-pilot breakout force or detent device in any stick position using an autopilot
(A/P) disconnect device. In lieu of compliance with AWM 525.1329(a), the autopilot quick release (emergency) controls
should be on both side stick controllers. The quick release means should be located so that it can readily and easily be
used by the flight crew.

The side stick specification should include requirements based on the customer autopilot breakout configuration, activation,
and de-activation logic including safety requirement for each failure case.

Typical requirements are:

The force that the pilot has to apply to move the handgrip from null in A/P mode:

• Pitch: 10 lbf (44.5 N)

• Roll: 7 lbf (31 N)

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5.3.3 Grip Force Gradient

The force felt at the handgrip should be smooth, without any shock or other parasitic feeling, with minimum ripple whatever
the position, amplitude, speed, or frequency of the commanded movement.

For any combination of pitch and roll deflection, the feel force shall be the vector sum of the pitch and roll forces.

The maximum roll and pitch rate should be defined in customer specification

The force gradient should be defined in the side stick specification.

For roll, inboard and outboard force gradient should be specified separately.

For pitch, one or two force gradients, soft stops could be required.

Typical maximum deflection static forces are:

• Pitch, nose up and nose down, 20 lbf (89 N)

• Roll, inboard 7 lbf (31 N), outboard 4 lbf (18 N)

Typical force gradient tolerance: ±0.1 lbf/degree (0.44 N/degree)

5.3.4 Soft Stop

A soft stop could be defined in pitch or roll to be used by the pilot in specific mode.

The side stick could include pitch and/or roll soft stops according to customer specification.

A typical curve for soft stop is provided in Figure 2.

Typical soft stop requirement parameters are:

• The break or detent position

• The extra grip force

• The detent gradient

• After detent gradient

5.3.5 Damping Force

A linear or parabolic damping force may be required, with the primary purpose of:

• Preventing handgrip oscillation when released from a deflected position

• Giving a feel variation in viscous damping (i.e., variable force per degree per second)

• Slowing the pilot input in critical stress conditions

5.4 Position Sensors

Both roll and pitch axis should be mechanically connected to a set of position sensors that transforms their mechanical
movement into electrical signals.
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For each axis:

• A number of sensors are used by the flight control computers for command or monitoring, the number of sensors
depends on the system architecture.

• The sensor drive kinematics should be compatible with the system accuracy requirement within the full range.

• At neutral position, handgrip position total error as delivered by the sensors (mechanical and electrical error) should be
lower than ±0.3 degree handgrip (typical).

• Within the full range of pitch and roll, handgrip position total error as delivered by the sensors (mechanical and electrical
error) should be lower than ±0.5 degree handgrip (typical). The maximum discrepancy between the signals delivered
by two position sensors should be lower than 1 degree handgrip (typical).

• Sensors should be suitable for the system interface, duty cycle, reliability, and environmental conditions.

Typical sensors types are:

• Rotary variable displacement transformer (RVDT)

• Potentiometer

• Linear variable displacement transformer (LVDT)

• Optical or magnetic encoder

• Hall effect sensors

5.5 Dynamics

5.5.1 Inertia

The inertia felt at the GRP should be minimized.

5.5.2 Feel Dynamics

For analysis purposes the side stick can be defined as a second order transfer function of force to position. In this case, the
analysis does not include breakout non-linearity and static friction.

Pitch and roll axis natural frequency should be defined in the specification.

The damping ratio should be defined in the specification (typical ratio value = 0.7 to 0.9).

5.6 Handgrip Functionalities and Requirements

The handgrip might include a large number of functionalities depending on cockpit interface concept. The following sections
detail typical handgrip functionality.

5.6.1 Tactile Indication Function

In case of the implementation of a tactile indication (i.e., buzzer, shaker), this function shall not induce any commands to
the pitch and roll sensors.

Typical requirements for the tactile shaker are:

a. Acceleration and frequency at GRP.

b. Maximum current.
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5.6.2 Grip Switches

Depending on human factors considerations, some functions and switches could be placed in the hand grip, including:

a. A/P disconnect and priority switch.

b. Trim control switches for roll or pitch.

c. Push-to-talk switch.

For these switches and other switches requested by the customer, the design should make them easily and readily
accessible to the flight crew.

The force to active each switch should not require excessive force such that an unintended input is provided to the side
stick that could induce a command to the airplane.

For these switches and other switches requested by the customer, the location in the hand grip, the mechanical
specification, and the electrical performance should be defined in the product specification.

5.6.3 Mass and Center of Gravity

The mass and the center of gravity of the hand grip have an impact on the side stick performances defined in this ARP6001.
When the handgrip mass is unbalanced, the breakout force should be adjusted to comply with all requirements of this
ARP6001.

The center of gravity of the grip should be indicated on the interface control drawing.

5.7 Design and Certification Loads

For EASA, the side stick design shall comply with CS 25.397(d) at Amendment 13 or later.

For the FAA, the following applies in lieu of limit pilot forces requirements defined in 14 CFR Part 25 section 25.397(c):

NOTE: For each new application, the applicant should require the FAA applicable limit pilots force value.

For airplanes equipped with stick controls designed for forces to be applied by one wrist and not arms, the limit pilot forces
are as follows:

a. For all components between and including the handle and its control stops, the pitch and roll forces are defined in
Table 1.

Table 1 - Pitch and roll loads - components between and including the handle and its control stops

Pitch Roll
Nose up 200 lbf (890 N) Nose left 100 lbf (445 N)
Nose down 200 lbf (890 N) Nose right 100 lbf (445 N)

b. The design of the side stick and the grip should also consider the torque induced by pilot actions (twist) when applying
roll and pitch commands.

c. For all other components of the side stick control assembly but excluding the internal components of the electrical
sensor assemblies, to avoid damage as a result of an in-flight jam, are defined in Table 2.
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Table 2 - Pitch and roll loads - all other components of the side stick control assembly

Pitch Roll
Nose up 125 lbf (556 N) Nose left 50 lbf (222 N)
Nose down 125 lbf (556 N) Nose right 50 lbf (222 N)

The application of the limit load shall not result in any permanent deformation on mechanical parts.

The application of the ultimate load shall not result in any rupture, ultimate load being equivalent to limit load x 1.5.

The application of the limit load when a rigging pin is installed shall not result in any deformation of the side stick unit.

For dual load path architectures, the limit load of each path should be 100% of the global limit load.

The limit load applied to the push buttons and to the trigger should be 20 lbf (89 N).

5.8 Life Cycles

The customer specification should define the roll and pitch life cycles for the side stick. Depending of the aircraft model and
mission, these life cycles could be very application specific.

The duty cycle definition should take into consideration that the side stick will be subjected to simultaneous roll and pitch
movements.

5.8.1 Design Service Life

5.8.1.1 Typical Commercial Aircraft Missions

5.8.1.1.1 Medium Flight Cycle (FC) 300 Minutes and Long Range

The design service life based on 300 minutes per flight cycle should be whichever occurs first of the following:

• 150000 flight hours (FH)

• 30000 flight cycles (FC)

• 25 years life

5.8.1.1.2 Short Range

The design service life based on 75 minutes per flight cycle should be whichever occurs first of the following:

• 35000 flight cycles (FC)

• 25 years life

5.8.1.2 Typical Regional Aircraft Missions

The design service life based on 120 minutes per flight cycle should be whichever occurs first of the following:

• 90000 flight hours (FH)

• 45000 flight cycles (FC)

• 25 years life
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5.8.1.3 Typical Business Jet Aircraft Missions

The design service life based on 75 minutes per flight cycle should be whichever occurs first of the following:

• 20000 flight hours (FH)

• 16000 flight cycles (FC)

• 20 years life

5.8.1.4 Typical Military Transport Aircraft Missions

The design service life based on 180 minutes per flight cycle should be whichever occurs first of the following:

• 30000 flight hours (FH)

• 10000 flight cycles (FC)

• 30 years life

5.8.2 Operational Data

5.8.2.1 Typical Commercial Aircraft Missions

• 1000 flight cycles per year

• 300 minutes per flight cycle

• Total annual utilization 5000 flight hours (FH)

• Daily utilization (flight hours): 12 FH

• Average turnaround time: 90 minutes

• Operating hour to flight hour: 1.2

5.8.2.2 Typical Business Jet Aircraft Missions

• 800 flight cycles per year

• 75 minutes per flight cycle

• Total annual utilization 1000 flight hours (FH)

• Operating hour to flight hour: 1.4

5.8.3 Duty Cycle

This should be defined in the specification for the side stick unit.

The specification should include mechanical and electrical duty cycle for:

• Pitch and roll side stick motion

• Each switch on the grip activation

• Each electrical signal cycles (ON/OFF, etc.)

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• Other mechanisms cycles such as:

○ Auto-pilot push through disconnection

○ Locks and detents

○ Soft-stop and gradient changes

5.9 Fatigue and Wear

The life of the unit should comply with the FC and FH design service life that is defined above.

Each component submitted to fatigue should be tested to the applicable duty cycle.

The equipment should not incorporate any component which life (endurance and fatigue) is lower than the specified service
life.

5.10 Electrical Interface

The side stick specification should define all electrical interfaces (the number and location of the connectors, connectors
standard reference, electrical schematic, etc.) in order to allow all of the users the correct safe electrical connection of the
unit.

The supplier should comply with the following typical requirements:

a. The internal wiring route should meet segregation per safety assessment defined in the side stick unit specification.

b. The connectors should be defined and located so that that water ingress is not possible.

c. The connectors should meet fluid susceptibility requirement.

d. The connectors should be defined and located such that wrong connections are impossible.

5.11 Safety and Reliability Requirements

The procurements Specification should define the side stick unit the safety and reliability requirements..

NOTE: The processes detailed in ARP4754 and ARP4761 should be utilized when analyzing the safety requirements.

The internal design architecture shall comply with the certification requirements for dual pilot aircraft as per 5.1.

5.11.1 Safety Requirements

It shall not be possible to have an incorrect assembly and adjustment that could result in a malfunction.

Depending on how the system architecture complies with 14 CFR/CS 25.671 and 25.1309, typical failures to avoid by design
are the ones which lead to:

• The loss of sensors associated to more than two flight control computers out of three (or one out of two)

• The simultaneous loss of all sensors associated to the same computer other than neutral position output

• The loss of sensor self-return to neutral

• Handle grip back drive

• An un-commanded and undetected modification of pilot command at sensors level

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The effects of failures of the side stick controller tactile functions (e.g., autopilot engaged breakout force, force gradient,
damping, soft stop, stick shaker, etc.) should be commensurate with their failure probability.

Typical safety probabilities measured over 1 flight hour and for each of the two-side stick are listed below:

• Simultaneous double failure of sensors/sensor drive resulting in an incorrect command: lower than 1 x 10-9/flight hour;
consider system architecture for refined requirements

• Total loss of feel forces: lower than 1 x 10-9/flight hours

• Jamming of the handgrip: lower than 1 x 10-7/flight hours

• Inadvertent A/P immobilization: lower than 1 x 10-6/flight hours

• Loss of the damping function: lower than 1 x 10-6/flight hours

• Damping device back driving the handgrip: lower than 1 x 10-9/flight hours

• Degraded damping torque (ripple): lower than 1 x 10-7/flight hours

• Switch jammed in closed or open circuit: lower than 10-6 flight hours

5.11.2 Reliability Requirements

The specification should define the guaranteed MTBF/MTBUR.

NOTES:

1. The typical guaranteed MTBF is 30000 flight hours.

2. The typical guaranteed MTBUR is 25000 flight hours.

5.12 Development Assurance Level

The typical development assurance level relevant for the side stick unit is B per ARP4754.

This is because there are two side sticks providing redundancy for the same functionality.

6. TEST REQUIREMENTS

6.1 Production Acceptance Testing

Each side stick should be tested with at least the following records:

• Static force versus angle

• Damping force versus rate

• Sensors signal versus angle

• Weight

• Autopilot mechanism

• Switches
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6.2 Qualification Test Requirements

6.2.1 Test Conditions

The side stick should meet customer’s specification under the environmental conditions with respect to its cockpit area
location.

Tests should be conducted as far as possible in conditions (position, reference plan angle, direction of acceleration, etc.)
that are as close to that as installed in the aircraft.

6.2.2 Environmental Requirements

The equipment should meet the environmental requirements of RTCA DO-160 for commercial applications or in
MIL-STB-810 for military applications, as detailed in Table 3.

Table 3 - Environmental requirements

Test Description Section RTCA/DO-160 Category Method MIL-STD-810

Temperature 4 A1 Method 501 & 502
Temperature variation 5 C Method 503
Humidity 6 A Method 507
Operational shocks and crash safety 7 E Method 506 and Method 517
8 S
Vibration H Method 514
R
Explosive atmosphere 9 Not applicable Not applicable
10 Method 506 and
Waterproofness W
Method 512
Fluids susceptibility 11 F Method 504
Sand and dust 12 S Method 510
Fungus resistance 13 F Method 508
Icing 24 Not applicable Not applicable
Flammability/smoke/toxicity 26 C No requirements

NOTE: For some specific applications, salt fog test or additional special conditions test(s) may be included in the customer
specification.

6.2.3 Constant Acceleration

The equipment should meet the functional and structural test requirements of ISO 2669 Cat. B with the levels defined in
Table 4.

Table 4 - Constant acceleration requirements

Acceleration for Non-Arbitrarily Mounted Equipment

Forward Backward Up Down Lateral
Functional Test Category B 2G 2G 5G 3G 3G
Structural Test Category B 9G 3G 7.5 G 6G 4.5 G
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6.2.4 Aircraft Attitude

Equipment operation should remain within specification limits if it is subjected to any of the operating attitudes:

• Pitch up to ±30 degrees

• Roll up to ±67 degrees

6.2.5 Equipment Electrical Requirements

The equipment should meet the following sections of RTCA/DO-160 (commercial applications) or MIL-STD-461 (military
applications), as shown in Table 5.

Table 5 - Equipment electrical requirements

Test Description Section RTCA/DO-160 Category MIL-STD-461

Magnetic effect 15 A1 -
Power input 16 C -
Voltage spike 17 A -
Audio frequency conduct susceptibility CS 101, 103, 104, 105, 106,
18 E
power inputs 109, 114, 115, 116
S
Induced signal susceptibility 19 H CE 101, 102 et 106
R
Radio frequency susceptibility 20 Not applicable RS 101, 103, 105
Emission of radio frequency energy 21 W RE 101, 102, 103
Lightning induced transient susceptibility 22 F -
Lightning direct effect 23 Not applicable -
Electrostatic discharge 25 F -

NOTE: For those requirements where there are no MIL-STD-461 requirements, use the RTCA DO-160 requirements,
unless defined otherwise in the procurement specification.

7. NOTES

7.1 Revision Indicator

A change bar (I) located in the left margin is for the convenience of the user in locating areas where technical revisions, not
editorial changes, have been made to the previous issue of this document. An (R) symbol to the left of the document title
indicates a complete revision of the document, including technical revisions. Change bars and (R) are not used in original
publications, nor in documents that contain editorial changes only.

7.2 Unit Conversions

Conversions of distances (inches to mm) and forces (lbf to N) may appear inexact. This reflects that numbers are only
typical orders of magnitude given as references. Too many significant figures would be misleading.

PREPARED BY SAE PANEL A-6A3, FLIGHT CONTROL SYSTEMS OF

COMMITTEE A-6, AEROSPACE ACTUATION, CONTROL AND FLUID POWER SYSTEMS
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APPENDIX A - RESEARCH PUBLICATIONS RELATED TO HUMAN FACTORS

Baskett, B.J. (2000). Aeronautical Design Standard performance specification Handling Qualities requirements for military
rotorcraft (No. ADS-33E-PRF). Army Aviation And Missile Command Redstone Arsenal AL.

Beringer, D.B. (2006). Anthropometric standards on the flight deck: Origins of control-force-exertion limits and comparisons
with recent surveys of human performance limitations. In Proceedings of the 50th Annual meeting of the Human Factors &
Ergonomics Society, 116-120.

Beringer, D.B., Ball, J.D., and Haworth, L.A. (2007). Control-force-exertion limits and comparisons with pilot and nonpilot
populations. In Proceedings of the 2007 International Symposium on Aviation Psychology, 31-37.

Beringer, D.B. (2008). An updating of data regarding the forces pilots can apply in the cockpit, Part II: Yoke, rudder, stick,
and seatbelt-release forces. In Proceedings of the 51st Annual meeting of the Human Factors & Ergonomics Society, 64-68.

Beringer, D.B. (2009). Control-force inputs obtained from pilots and nonpilots (flight attendants): Comparison with
established handbook distributions of performance. In Proceedings of the 2009 International Symposium on Aviation
Psychology, 431-436.

Dunlap, J.W. (1948). The Human Factor in the Design of Stick and Rudder Controls for Aircraft. (AD-639-028; TR 1514-8).
Psychological Corp New York, NY.

Gordon, C.C., Blackwell, C.L., Bradtmiller, B., Parham, J.L., et al. (2012). Anthropometric Survey of U.S. Army Personnel
(ANSUR II): Methods and Summary Statistics. Technical Report (In Press) Natick, MA: U.S. Army Natick Research,
Development and Engineering Center. http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA611869.

Hasbrook, A.H., Snow, C.C., Karim, B., Bergey, K.H., et al. (1972). A Preliminary Study of Maximal Control Force Capability
of Female Pilots. Federal Aviation Administration Oklahoma City OK Civil Aeromedical Inst.

Hertzberg, H.T.E. and Burke, F.E. (1971). Foot forces exerted at various aircraft brake-pedal angles. Human Factors: The
Journal of the Human Factors and Ergonomics Society, 13(5), 445-456.

Kroemer, K.H. (1971). Foot Operation of Controls. Air Force Aerospace Medical Research Lab Wright-Patterson AFB OH.

Joslin, R.E. (2014, September). Examination of Anthropometric Databases for Aircraft Design. In Proceedings of the Human
Factors and Ergonomics Society Annual Meeting (Vol. 58, No. 1, pp. 1-5). SAGE Publications.

Joslin, R. (April 2017). “The Force Awakens,” Aerospace-Royal Aeronautical Society, pp. 24-25.

Leeper, R.C., Hasbrook, A.H., and Purswell, J.L. (1973). Study of control force limits for female pilots. Federal Aviation
Administration Oklahoma City OK Civil Aeromedical Institute.

Lyons, T.J. (1991). Women in the military cockpit (No. AL-TR-1991-0068). Armstrong Labortatory, Brooks AFB TX.

McDaniel, J.W. (1995). Strength capability for operating aircraft controls. Safe Journal, 25(1), 28-34.

McDaniel, J.W. (1981). Male and female strength capabilities for operating aircraft controls (No. AFAMRL-TR-81-39). Air
Force Aerospace Medical Research Lab Wright-Patterson AFB OH.

Meyer, L.G., Pokorski, B.E., and Ortel, J.L. (1996). Muscular Strength and Anthropometric Characteristics of Male and
Female Naval Aviation Candidates. Pensacola, FL: Naval Aerospace Medical Research Laboratory, Technical Report
NAMRL-1396.

National Advisory Committee for Aeronautics (NACA) (1936). Limitation of the Pilot Applying Forces to Airplane Controls
(NACA TN-550), Langley Memorial Aeronautical Library, Washington, DC.

National Advisory Committee for Aeronautics (NACA) (1937). Maximum Force Applied by Pilots To Wheel-Type Controls
(NACA TN-623), Langley Memorial Aeronautical Library, Washington, DC.
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National Advisory Committee for Aeronautics (NACA) (1957). Some Ground Measurements of the Forces Applied by Pilots
to a Side-Located Aircraft Controller, Langley Aeronautical Laboratory, Langley Field, VA.

Shender, B.S. (1995). Female Upper Body Dynamic Strength Requirements in High Performance Aircraft. A Selected
Bibliography (No. NAWCADWAR-95041-4.6). Naval Air Warfare Center Aircraft Division Warminster, PA.

Weber, R.N. (1997). Manufacturing gender in commercial and military cockpit design. Science, Technology, and Human
Values, 22(2), 235-253.