- List
- Wassenaar Arrangement – List of Dual-Use Goods and Technologies – WA-LIST (25) 1
- Corresponding EU entry
- 7E004
a. "Technology" for the "development" or "production" of any of the following:
1. Not used since 2011
2. Air data systems based on surface static data only, i.e., which dispense with conventional air data probes;
3. Three dimensional displays for "aircraft";
4. Not used since 2010
5. Electric actuators (i.e., electromechanical, electrohydrostatic and integrated actuator package) specially designed for 'primary flight control';
Technical Note
For the purposes of 7.E.4.a.5., 'primary flight control' is "aircraft" stability or manoeuvring control using force/moment generators, i.e., aerodynamic control surfaces or propulsive thrust vectoring.
a. 6. 'Flight control optical sensor array' specially designed for implementing "active flight control systems"; or
Technical Note
For the purposes of 7.E.4.a.6., a 'flight control optical sensor array' is a network of distributed optical sensors, using "laser" beams, to provide real-time flight control data for on-board processing.
a. 7. "DBRN" systems designed to navigate underwater, using sonar or gravity databases, that provide a positioning "accuracy" equal to or less (better) than 0.4 nautical miles;
b. "Development" "technology", as follows, for "active flight control systems" (including "fly-by-wire systems" or "fly-by-light systems"):
1. Photonic-based "technology" for sensing "aircraft" or flight control component state, transferring flight control data, or commanding actuator movement, "required" for "fly-by-light systems" "active flight control systems";
2. Not used since 2012
3. Real-time algorithms to analyse component sensor information to predict and preemptively mitigate impending degradation and failures of components within an "active flight control system";
Note 7.E.4.b.3. does not include algorithms for the purpose of off-line maintenance.
b. 4. Real-time algorithms to identify component failures and reconfigure force and moment controls to mitigate "active flight control system" degradations and failures;
Note 7.E.4.b.4. does not include algorithms for the elimination of fault effects through comparison of redundant data sources, or off-line pre-planned responses to anticipated failures.
b. 5. Integration of digital flight control, navigation and propulsion control data, into a digital flight management system for "total control of flight";
Note 7.E.4.b.5. does not apply to:
1. "Technology" for integration of digital flight control, navigation and propulsion control data, into a digital flight management system for 'flight path optimisation';
2. "Technology" for "aircraft" flight instrument systems integrated solely for Very High Frequency Omni-directional Range (VOR), Distance Measuring Equipment (DME), Instrument Landing System (ILS) or Microwave Landing Systems (MLS) navigation or approaches.
Technical Note
'Flight path optimisation' is a procedure that minimises deviations from a four-dimensional (space and time) desired trajectory based on maximising performance or effectiveness for mission tasks.
b. 6. Not used since 2013
b. 7. "Technology" "required" for deriving the functional requirements for "fly-by-wire systems" having all of the following:
a. 'Inner-loop' airframe stability controls requiring loop closure rates of 40 Hz or greater; and
Technical Note
For the purposes of 7.E.4.b.7.a., 'inner-loop' refers to functions of "active flight control systems" that automate airframe stability controls.
b. Having any of the following:
1. Corrects an aerodynamically unstable airframe, measured at any point in the design flight envelope, that would lose recoverable control if not corrected within 0.5 seconds;
2. Couples controls in two or more axes while compensating for 'abnormal changes in aircraft state';
Technical Note
For the purposes of 7.E.4.b.7.b.2., 'abnormal changes in aircraft state' include in-flight structural damage, loss of engine thrust, disabled control surface, or destabilizing shifts in cargo load.
3. Performs the functions specified in 7.E.4.b.5.; or
Note 7.E.4.b.7.b.3. does not apply to autopilots.
4. Enables "aircraft" to have stable controlled flight, other than during take-off or landing, at greater than 18 degrees angle of attack, 15 degrees side slip, 15 degrees/second pitch or yaw rate, or 90 degrees/second roll rate;
b. 8. "Technology" "required" for deriving the functional requirements for "fly-by-wire systems" to achieve all of the following:
a. No loss of control of the "aircraft" in the event of a consecutive sequence of any two individual faults within the "fly-by-wire system"; and
b. Probability of loss of control of the "aircraft" being less (better) than 1x10⁻⁹ failures per flight hour;
Note 7.E.4.b. does not apply to "technology" associated with common computer elements and utilities (e.g., input signal acquisition, output signal transmission, computer "program" and data loading, built-in test, task scheduling mechanisms) not providing a specific flight control system function.
c. "Technology" for the "development" of helicopter systems, as follows:
1. Multi-axis fly-by-wire or fly-by-light controllers, which combine the functions of at least two of the following into one controlling element:
a. Collective controls;
b. Cyclic controls;
c. Yaw controls;
2. "Circulation-controlled anti-torque or circulation-controlled direction control systems";
3. Rotor blades incorporating 'variable geometry aerofoils', for use in systems using individual blade control.
Technical Note
For the purposes of 7.E.4.c.3., 'variable geometry aerofoils' use trailing edge flaps or tabs, or leading edge slats or pivoted nose droop, the position of which can be controlled in flight.
1. Not used since 2011
2. Air data systems based on surface static data only, i.e., which dispense with conventional air data probes;
3. Three dimensional displays for "aircraft";
4. Not used since 2010
5. Electric actuators (i.e., electromechanical, electrohydrostatic and integrated actuator package) specially designed for 'primary flight control';
Technical Note
For the purposes of 7.E.4.a.5., 'primary flight control' is "aircraft" stability or manoeuvring control using force/moment generators, i.e., aerodynamic control surfaces or propulsive thrust vectoring.
a. 6. 'Flight control optical sensor array' specially designed for implementing "active flight control systems"; or
Technical Note
For the purposes of 7.E.4.a.6., a 'flight control optical sensor array' is a network of distributed optical sensors, using "laser" beams, to provide real-time flight control data for on-board processing.
a. 7. "DBRN" systems designed to navigate underwater, using sonar or gravity databases, that provide a positioning "accuracy" equal to or less (better) than 0.4 nautical miles;
b. "Development" "technology", as follows, for "active flight control systems" (including "fly-by-wire systems" or "fly-by-light systems"):
1. Photonic-based "technology" for sensing "aircraft" or flight control component state, transferring flight control data, or commanding actuator movement, "required" for "fly-by-light systems" "active flight control systems";
2. Not used since 2012
3. Real-time algorithms to analyse component sensor information to predict and preemptively mitigate impending degradation and failures of components within an "active flight control system";
Note 7.E.4.b.3. does not include algorithms for the purpose of off-line maintenance.
b. 4. Real-time algorithms to identify component failures and reconfigure force and moment controls to mitigate "active flight control system" degradations and failures;
Note 7.E.4.b.4. does not include algorithms for the elimination of fault effects through comparison of redundant data sources, or off-line pre-planned responses to anticipated failures.
b. 5. Integration of digital flight control, navigation and propulsion control data, into a digital flight management system for "total control of flight";
Note 7.E.4.b.5. does not apply to:
1. "Technology" for integration of digital flight control, navigation and propulsion control data, into a digital flight management system for 'flight path optimisation';
2. "Technology" for "aircraft" flight instrument systems integrated solely for Very High Frequency Omni-directional Range (VOR), Distance Measuring Equipment (DME), Instrument Landing System (ILS) or Microwave Landing Systems (MLS) navigation or approaches.
Technical Note
'Flight path optimisation' is a procedure that minimises deviations from a four-dimensional (space and time) desired trajectory based on maximising performance or effectiveness for mission tasks.
b. 6. Not used since 2013
b. 7. "Technology" "required" for deriving the functional requirements for "fly-by-wire systems" having all of the following:
a. 'Inner-loop' airframe stability controls requiring loop closure rates of 40 Hz or greater; and
Technical Note
For the purposes of 7.E.4.b.7.a., 'inner-loop' refers to functions of "active flight control systems" that automate airframe stability controls.
b. Having any of the following:
1. Corrects an aerodynamically unstable airframe, measured at any point in the design flight envelope, that would lose recoverable control if not corrected within 0.5 seconds;
2. Couples controls in two or more axes while compensating for 'abnormal changes in aircraft state';
Technical Note
For the purposes of 7.E.4.b.7.b.2., 'abnormal changes in aircraft state' include in-flight structural damage, loss of engine thrust, disabled control surface, or destabilizing shifts in cargo load.
3. Performs the functions specified in 7.E.4.b.5.; or
Note 7.E.4.b.7.b.3. does not apply to autopilots.
4. Enables "aircraft" to have stable controlled flight, other than during take-off or landing, at greater than 18 degrees angle of attack, 15 degrees side slip, 15 degrees/second pitch or yaw rate, or 90 degrees/second roll rate;
b. 8. "Technology" "required" for deriving the functional requirements for "fly-by-wire systems" to achieve all of the following:
a. No loss of control of the "aircraft" in the event of a consecutive sequence of any two individual faults within the "fly-by-wire system"; and
b. Probability of loss of control of the "aircraft" being less (better) than 1x10⁻⁹ failures per flight hour;
Note 7.E.4.b. does not apply to "technology" associated with common computer elements and utilities (e.g., input signal acquisition, output signal transmission, computer "program" and data loading, built-in test, task scheduling mechanisms) not providing a specific flight control system function.
c. "Technology" for the "development" of helicopter systems, as follows:
1. Multi-axis fly-by-wire or fly-by-light controllers, which combine the functions of at least two of the following into one controlling element:
a. Collective controls;
b. Cyclic controls;
c. Yaw controls;
2. "Circulation-controlled anti-torque or circulation-controlled direction control systems";
3. Rotor blades incorporating 'variable geometry aerofoils', for use in systems using individual blade control.
Technical Note
For the purposes of 7.E.4.c.3., 'variable geometry aerofoils' use trailing edge flaps or tabs, or leading edge slats or pivoted nose droop, the position of which can be controlled in flight.