It Depends Aero

A latent failure is a fault or malfunction within a system, component, or function that is not immediately evident to the flight crew or maintenance personnel during normal operation; if a latent failure in combination with another failure results in major, hazardous or catastrophic failure conditions, they are considered significant latent failures...

STPA (System Theoretic Process Analysis) is a systems thinking approach to safety analysis rooted in Systems Theory and Control Theory. Unlike traditional methods like Fault Tree Analysis (FTA) or Failure Modes and Effects Analysis (FMEA) that focus on component failures, STPA examines how interactions between components, software, humans, and the environment can lead to unsafe conditions—even when no single component fails...

AERO is the leading trade show for innovation in general aviation! it brings together aircraft manufacturers, industry experts, and aviation enthusiasts from all over the world. If you’re planning to be there, we’d love the chance to connect and discuss how we can support your aviation needs or explore new opportunities together. Feel free to reach out to arrange a meeting during the event.

Aerospace Tech Week Europe is an event focused on driving innovation and technology advancements in the aerospace sector. If you’re planning to be there, we’d love the chance to connect and discuss how we can support your aviation needs or explore new opportunities together. Feel free to reach out to arrange a meeting during the event.

EUROCAE Standards WG-127 is developing a software assurance standard for lower-risk applications that is expected to be published this year! Why a new standard? Three main arguments: 1. Proportionality: The development assurance level of aircraft functions depends on two things: the aircraft class and the failure condition of the function. While for a passenger plane a catastrophic failure condition always results in a DAL A for a function, a General Aviation (GA) plane with safety Assessment Level I or II (according to CS-23 AMC) only demands a DAL C for a function with catastrophic failure condition. As a result, this doesn’t allow to tune the effort to be spent with the failure condition severity, resulting on assigning a SW level C, where less than that, but more than level D would be more appropriate. 2. 𝗡𝗲𝘄𝗰𝗼𝗺𝗲𝗿𝘀: Newcomers to the field of aviation, or to the concept of development assurance (by applying the standard) have had difficulties to understand the “real” meaning of the objectives and activities defined in ED-12C/DO-178C. This is especially true for the field of drones or Unmanned Aircraft Systems (UAS) with many startups or small to medium companies entering the market.

Our Safety Expert Maria Kimmerle attended the EUROCAE Standards WG63 plenary meeting hosted in EASA - European Union Aviation Safety Agency, where she had the opportunity to present the current status on the EUROCAE ER for the Intrinsic Hazard Analysis (IHA) and learn more about STPA (System-Theoretic Process Analysis) and common mode errors. It was also a great experience to engage in exchanges with the authority and fellow professionals, helping to deepen our understanding of regulatory challenges and advancements in the industry. Looking forward to applying the takeaways from these discussions in future projects.

An Intrinsic Hazard Analysis (IHA) is a proactive approach to identifying and assessing potential hazards within an aerospace system from the earliest stages of design. By focusing on intrinsic (or inherent) risks, an IHA helps to understand potential safety concerns that are embedded within systems, design choices, and component interactions before these elements are designed in detail. This assessment is crucial for developing safer, more resilient systems and is a great tool if you design novel technologies in aerospace. ...

The SC VTOL requires the no single failure criteria for Catastrophic failure effects paying particular attention to common cause failures, including common mode errors. ED-79B/ARP4754B and ED-135/ARP4761A are the two main documents which currently describe how to conduct a Common Mode Analysis (CMA), covering the definition of single failure, common mode error and cascading failures. The objective of this new ED material is not to supersede those documents but to specifically highlight within a very limited scope a methodology for lift and thrust systems fitted to VTOL enhanced category. The document doesn't offer a defined list of acceptable mitigations but defines a non-exhaustive list of potential common mode mitigations for a set of technology bricks; in this version propellers and batteries for VTOL. Electric motors will follow in next up-issue...

In case you missed it, Safran just hit a huge milestone - their ENGINUS® 100 electric engine has officially been certified by EASA! ⚡✈️ This certification marks an exciting development for the future of sustainable aviation. With the growing interest in electric propulsion, this achievement shows the industry's commitment to exploring new technologies that could help reduce aviation's environmental impact. This is the first certified product using the EASA E-19....

A key aspect of following the ARP4754B is maintaining independence, but which type can be used in your FDAL/IDAL assignment? There are four vital types of independence:1. Functional Independence: Functional independence is an attribute where the functions are different in order to minimize the likelihood of a common development error. For example, using both wheel brakes and thrust reversers for deceleration. 2. Item Development Independence: Item development independence is an attribute where the items are different in order to minimize the likelihood of a common development error between the individually developed items. For example, using different software platforms or microprocessors for different parts of a system. 3. Physical Independence:...

If you’re planning to be there, we’d love the chance to connect and discuss how we can support your aviation needs or explore new opportunities together. Feel free to reach out to arrange a meeting during the event....

As drone technology evolves, so do the regulations. EASA’s Specific Operations Risk Assessment (SORA) framework - version 2.5 - provides a structured approach to assessing and mitigating risks in drone operations. Why is SORA 2.5 important for your drone business? SORA 2.5 isn’t just a regulatory checklist - it’s a vital tool for defining risk management strategies and ensuring compliance with EASA’s safety standards. Whether you’re operating BVLOS, in controlled airspace, or in critical infrastructure, SORA 2.5 helps you navigate the complexities of drone operations...

What is MBSE? MBSE stands for Model-Based Systems Engineering. It's a collection of methods and activities which support the development and the assessment of complex systems by leveraging a formal modeling language, such as SysML. The central idea of MBSE is to create a single, unified model that fully describes the system of interest through various perspectives such as: stakeholder needs and requirements, the system context and the logical system architecture, use cases, functions and system behaviors. Why Apply MBSE?...

In aerospace, reliability and safety assessments are often mistakenly seen as interchangeable. While both are critical, they serve different purposes and require unique approaches. Reliability Assessments analyze whether a system will function as expected under specific conditions over time. The goal is to minimize failures, keeping operations consistent and dependable. Safety Assessments, on the other hand, examine whether a system remains safe even when failures do occur. The focus is on identifying and mitigating hazards that could impact the safety of passengers, crew, and aircraft. Why the confusion? Reliability and safety both aim to protect lives and maintain flight standards, but they address risk differently. A reliable product is not necessarily a safe one. In the fast-paced, high-stakes world of aerospace, these differences can become unclear, especially as reliability issues can sometimes trigger safety concerns...

In today’s aerospace industry, cybersecurity is no longer optional; it's essential. As systems become increasingly interconnected, from onboard avionics to ground control networks, the risks associated with cyber threats continue to grow. A successful cyberattack can compromise flight safety, data integrity, and operational continuity - making robust cybersecurity measures a priority. Why is cybersecurity critical in aerospace?...

We are thrilled to announce the launch of It Depends Aero, a new venture dedicated to providing hands-on assessments and innovative solutions for the aerospace industry. Our dedicated team is ready to tackle the complexities of aerospace projects, ensuring compliance, safety, and operational excellence - because it depends… on your needs! We pride ourselves on not just advising but actively conducting thorough assessments that drive results. As we embark on this journey, we look forward to partnering with industry leaders and organizations eager to elevate their operations and achieve their goals. Let’s work together to shape the future of aerospace!

We have some exciting news to share! There is a new kid on the block coming very soon! November 2024 marks an important date for us, since “It Depends Aero” will be legally founded and fully operational January 2025. However, we are ready to answer your requests. Our mission is to provide outstanding aerospace consulting services with a focus on safety critical applications. Through our expert knowledge and commitment to excellence, we aim to guide our clients through the intricacies of the aerospace standards, ensuring safety, efficiency, and compliance in all their aviation endeavours.

Our commitment to excellence for our provided services to our customers, requires us to always stay on top of the regulatory changes. That is why we actively participate, contribute and try to pave the industry standards for our areas of expertise. Most probably you will see us in the following WGs: EUROCAE WG-63 Complex Aircraft Systems, EUROCAE WG-72 Aeronautical Systems Security, EUROCAE WG-112 Vertical Take off and Landing (VTOL), EUROCAE WG-113 Hybrid Electric Propulsion and EUROCAE WG-127 Lower Risk Aviation Applications.

EASA is soon to release (currently in the last steps of consultation) a new Certification memorandum (ref. CM-DASA-002 Issue 01) calling for Development Assurance (DA) for most products; not only newly developed systems but also modification of already certified ones. The main reason mandating the DA is the trend for ever increasing complexity and integration of systems which is not limited to new products or types. Some products certified more than 20 years ago have undergone extensive changes, including the introduction of complex systems that were absent in their initial design. On top of that, other considerations in the development of this CM include: the current lack of guidance on the applicability of Development Assurance for some categories of products, the emergence of products with new technologies, architecture and/or operational use, ensuring the approach is proportionate and consistent with the expected level of safety across the different products, and credit given to ETSO authorisation when installed on a product. Whether you are developing from scratch a new system or just performing a modification, we can support you with your DA levels so that you meet your certification and your development cost.