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AASSEP-01
Aircraft and ground-support-equipment manufacturers who fit jacking points and build the jacks that service them
AASSEP-01 is a NATO standard that sets a common jacking-pad and jack-clearance interface for aircraft, so ground equipment from one nation can jack an aircraft supplied by another.
AASSEP-01 is a short NATO Allied Technical Publication, promulgated in May 2014, that standardises one narrow piece of an aircraft's design: the interface between an aircraft's jacking points and the jacks used to lift it. Its aim, at clause 1.2, is to ensure aircraft are provided, at every jacking point, with a jacking pad of common form and with enough clearance space to fit a jack around it. The document is thin by design - four requirements under clause 2.1 and one under clause 2.2 - because it works almost entirely by pointing at two civil standards, ISO 43 and ISO 1464, rather than restating their content.
Clause 2.1 sets four requirements for jacking pads. They must be hemispherical and conform to ISO 43, and a jack's socket - its jack head - must be a detachable, compatible fit for that pad, so a jack built to this standard seats on any aircraft built to it too. The pad's ball part may be a permanent fixture on the aircraft or a detachable fitting; where it is detachable, the fitting may be carried on the aircraft itself or pre-positioned at the bases that will service it. Pad strength is set from probable load conditions and normally accepted design safety factors, a calculation rather than a fixed figure in the document.
Clause 2.2 adds one further requirement: jacks used at an aircraft's primary jacking points must fit within the minimum space envelope ISO 1464 sets out. AASSEP-01 does not restate that envelope; the figure lives in ISO 1464, not here.
Nothing in AASSEP-01 mentions an operator, a maintainer or an inspector. Its clauses of substance are addressed to whoever designs and builds a jacking pad or a jack: the requirement is that the hardware conforms to a named specification, which is an engineering check, not an operational one.
It binds the way most NATO Allied Publications do: through the agreement nations record. AASSEP-01's own promulgation letter states that nations' agreement to use the publication "is recorded in STANAG 3098", and NATO's own catalogue lists AASSEP-01 as covered by that STANAG. A nation carries the obligation into its own procurement once it has ratified; a supplier meets AASSEP-01 because a contract, a type specification or a tender calls it up, not because it exists in NATO's catalogue.
AASSEP-01 names no certification body, no audit cycle and no inspection regime. It is an interface specification: a jacking pad or jack either matches the geometry ISO 43 and ISO 1464 set out, or it does not, and checking that is a design review against those two standards, not a scheme an organisation is certified against.
AASSEP-01 points to two civil standards for its actual technical content: ISO 43, which sets the jacking-pad geometry clause 2.1 requires, and ISO 1464, which sets the clearance envelope clause 2.2 requires. Both bind directly - AASSEP-01 adopts them by reference rather than citing them for background. Neither is in our catalogue at the time of writing. AASSEP-01 is itself carried by STANAG 3098, the NATO agreement recording nations' agreement to use it.
AASSEP-01 describes a mechanical interface, not a management system, so the work it demands is engineering: designing a jacking pad's geometry, verifying it and the matching jack against ISO 43, and checking a jack's fit against ISO 1464's clearance envelope. That work is done by an aircraft or ground-support-equipment manufacturer, not by a compliance platform.
What ComplyTrain supports is the paperwork around that engineering: holding the design record that shows a jacking pad or jack was checked against ISO 43, ISO 1464 and AASSEP-01's own clauses, the sign-off from whoever ran that check, and any deviation raised - for example, where a detachable fitting's storage location needed agreeing with a customer. It can also hold training records for staff who need to know AASSEP-01 and STANAG 3098 exist and what each covers.
It does not calculate jacking-pad strength, verify geometry, or decide whether a design conforms to ISO 43 or ISO 1464. Which standards and which tier of support apply on a given contract is set by the customer's quality clause. If AASSEP-01 sits alongside other requirements on a NATO airframe programme, the standards explorer shows what else is in play, and we're glad to talk through how you'd evidence it.
Tell us how you need to work with AASSEP-01 and what you need from it. We will come back to you about what ComplyTrain can do.
Thank you. Your list is on its way to your inbox, and we will come back to you on what working with these standards in ComplyTrain involves, usually within one business day.
Only through the mechanism a NATO Allied Technical Publication always uses: nations record their agreement to use it in a STANAG, in this case STANAG 3098, and a nation carries that into its own procurement once it has ratified. A supplier is bound where a contract, a type specification or a tender calls up AASSEP-01, not because the publication exists in NATO's catalogue.
STANAG 3098 is the agreement by which NATO nations commit to use AASSEP-01; AASSEP-01 is the technical publication itself, setting the jacking-pad and jack-clearance requirements. AASSEP-01's own promulgation letter records that the agreement to use it sits in STANAG 3098.
No. AASSEP-01 requires jacking pads to conform to ISO 43 and jacks to fit within the clearance envelope ISO 1464 sets out. The dimensions themselves live in those two ISO standards, not in AASSEP-01.
No. AASSEP-01 names no certification body, audit or inspection process. Conformance is a design and engineering question, checked against ISO 43 and ISO 1464, not a scheme an organisation is certified against.
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