SAE AIR 5354-2000 History of the SAE A-10 Aircraft Oxygen Equipment Committee《SAE A-10飞机氧气设备委员会的历史》.pdf

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1、AEROSPACEINFORMATIONREPORTAIR5354Issued 2000-12History of the SAE A-10 Aircraft Oxygen Equipment Committee1. SCOPE:The following is the history of SAE Committee A-10.2. HISTORY:The SAE Committee A-10, Aircraft Oxygen Equipment, started its existence in the early to mid-1950s as a subcommittee of the

2、 A-9 Aerospace Environmental Control Systems Group. It was during this period that Boeing, Douglas, and later Convair announced the development of their new jet-transports which were for the first time to regularly fly to the “horrendous“ altitude of 40,000 ft. de Havillands “Comet“ Transport was al

3、ready flying at these altitudes, but with disastrous explosive-decompression consequences.Because of concerns that cabin pressure decompression in these new transport aircraft could be a recurring hazard, a mid-1950s meeting of Industry and Government Regulatory Agencies resulted in the decision tha

4、t emergency standby oxygen equipment for passengers would be provided. The Federal Aviation Administration (FAA) then recognized the lack of commercial oxygen systems rules for crew and passenger hypoxia protection covering these altitudes. Therefore, they were going to have to promulgate new Civil

5、Aviation Regulations for these new aircraft. They asked for help from the Society of Automotive Engineers. An SAE A-9 Subcommittee, then known as “Aircraft Air Conditioning,“ responded to FAAs request. This group formed a central forum of industry experts. In an all-night session at Denvers Brown Pa

6、lace Hotel, an ad-hoc subcommittee of A-9 produced a “minimum physiological requirements“ proposal, which was subsequently adopted by FAA.Concurrent with this effort, A-9 labored over what was to later become AIR505, “Oxygen Equipment, Provisioning and Use in High Altitude (to 40,000 ft) Commercial

7、Transport Aircraft“, a system performance specification.Recognizing the need for a separate Oxygen Committee in early 1957, the SAE split-off the group from A-9 and designated it A-10. Later in 1957, they met as the newly-formed A-10 Committee to revise and finalize AIR505. It was completed and pres

8、ented to FAA, who wrote their jet-transport CAR (Civil Air Regulation) around it. Inexplicably, AIR505 did not finally “issue“ until 1961. The reason for this delay is lost. Issued or not, it was acknowledged to be “the only authoritative guide“ of the time.Reaffirmed 2011-06SAE Technical Standards

9、Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising therefrom, is the sole responsi

10、bility of the user.” SAE reviews each technical report at least every five years at which time it may be reaffirmed, revised, or cancelled. SAE invites your written comments and suggestions. Copyright 2011 SAE International All rights reserved. No part of this publication may be reproduced, stored i

11、n a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada) Tel: 724-776-4970 (outside USA) Fax: 724-776-0790 Email:

12、CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.orgSAE values your input. To provide feedbackon this Technical Report, please visit http:/www.sae.org/technical/standards/AIR5354SAE AIR5354- 2 -2. (Continued):Some of the principals (and early A-10 members) who participated in the drafting of AI

13、R505 were: Art Miller (Scott Aviation), Vince Blockley (North American), D. R. Good (USAF), W. P. Hannan (American Airlines), Carl Jonasson (Boeing), R. Maddock (Douglas), Bob Stringer (Firewel), A. C. Princeau (United Airlines), and others. Guidance on physiological needs was provided by Dr. Charle

14、s Barron (Lockheed), and Dr. Thrift Hanks (Boeing).AIR505 established the physiological requirements and operating rules for passengers and crew members to 40,000 ft. Still needed were crew and passenger mask-equipment specifications.Concurrent with the AIR505 effort, Aeronautical Standard AS452 for

15、 the commercial transport flight deck crew masks (demand and pressure-demand) was developed and published.Until then, continuous flow systems for the passenger were generally limited to below 30,000 ft.Therefore, it was realized that a standard for an extremely lightweight “get-me-down“ passenger ma

16、sk from 40,000 ft was needed. Many of the A-10 experts who were responsible for AIR505 undertook the writing of an equipment specification for commercial continuous flow masks. NAS 1179, a National Aerospace Standard published by Aerospace Industries Association, was the result, and the efficient “p

17、hased-dilution“ mask system was introduced to provide short-term hypoxia protection to 40,000 ft.The jet-transport manufacturers later wrote their passenger mask specifications around NAS 1179.Later on, the SAE A-10 Standard AS8025 superseded NAS 1179 as the basis for FAA TSO C-64a (TSO meaning: Tec

18、hnical Standard Order).The completion of these basic documents provided the FAA and the oxygen equipment manufacturer with the oxygen specifications necessary for the commercial jet age.The highly respected Art Miller (a Scott Aviation Vice President) was made “permanent“ Chairman of the new A-10 Ai

19、rcraft Oxygen Equipment Committee. Under Arts leadership, the committee was off to a flying start. His interesting meetings were punctuated with real oxygen equipment demonstrations of especially slow opening oxygen shut-off valves the need for which he was totally committed. He even demonstrated th

20、e explosive results of mixing oxygen with oil. Under Art a period of prolific committee activity followed. Several of the early documents were:AIR822: Oxygen Systems for General AviationAIR825: Oxygen Systems for Aircraft (This document covered not only systems, but outlined physiological requiremen

21、ts which the oxygen systems are designed to meet. Through the years it has become the standard for the industry.)AS845: Smoke Protection for Crew MembersSAE AIR5354- 3 -2. (Continued):In 1962, after chairing the committee for five years, Art Miller handed the reins over to Dick Coulter (United Airli

22、nes).After Arts death in January 1972, fellow A-10 member Dudley Grimm (Puritan Equipment Incorporated) wrote a moving tribute to him: “The world of oxygen breathing equipment will benefit for years to come from the contributions of Art Miller, a scientist, a leader of men, and a humanist“.Following

23、 Coulter, came Bill Trammell (Lockheed-Georgia). The next Chairman-appointee was Jules Duval (TWA) to 1976. Following them in order were George Hanff (Lockheed and later Boeing), Kay Nakagiri (Lockheed), Bob Richter (Puritan Aerospace), Ken Lorenz (Douglas), and Ken Warner (Interspiro Corp.). Starti

24、ng with the spring meeting of 1999, Burt Parry (O2Corporation) has chaired the committee.Throughout the life of A-10 both as a subcommittee of A-9 and under its own identity, over forty AIRs (Aerospace Information Reports), ARPs (Aerospace Recommended Practices), and ASs (Aeronautical Standards) hav

25、e been written and published. As expected, they cover all aspects of oxygen physiology, systems, components, and regulations.Notable amongst these documents are:AIR171C: Glossary of Technical & Physiological Terms Related to Aerospace Oxygen SystemsAIR1059A: Transfilling & Maintenance of Oxygen Cyli

26、nders (1968). Sponsored by then Chairman Jules Duval of TWA. This report was undertaken following a series of oxygen-induced fires caused by improper maintenance and recharging of aircraft oxygen systemsWith the advent of the Douglas DC-10 and Lockheed L-1011, a major departure from the cylinder-sto

27、red high pressure oxygen occurred. Then A-10 members George Hanff (Lockheed) and Bob Maddock (Douglas) participated in the development and qualification of a new and different source of oxygen for aircraft passenger systems. A-10 member Bob Bovard (Mine Safety Appliances Corp. and later Puritan Aero

28、space) was the chemist who led the way in the formulation and controlled chemical generation of oxygen. Dr. Charles Baron (Lockheed) provided much of the required physiological expertise. “Chemical“ or “solid-state“ oxygen was generated by decomposition of chemicals sealed in metal canisters. This c

29、oncept precluded the need to “top-off“ or to continually re-charge the old gaseous oxygen cylinders. In fact the chemical generators could remain installed in-place in the aircraft for a minimum of ten years. Many newly-designed passenger carrying transports following the DC-10 and L-1011 utilized t

30、his passenger oxygen system.Committee A-10 published AIR1133A: “Chemical Oxygen-General Information,“ AS1303: “Portable Chemical Oxygen,“ and ARP1304: “Continuous Flow Oxygen Generators.“SAE AIR5354- 4 -2. (Continued):The commercial jet-age also caused the crew oxygen mask systems to undergo a serie

31、s of evolutionary changes. They were necessary because the jets were regularly flying to altitudes of 40,000 ft or more, and an increased emphasis on smoke protection. Committee A-10 and its members were a significant influence in not only writing the SAE documents for the equipment, but were also a

32、ctively engaged in developing the hardware as well.The documents were:AS452, which later became AS8026, “Crew Member Demand Oxygen Mask for Transport Aircraft.“AS1194, superseded by AS8027, “Regulator Oxygen Diluter Demand, Pressure Breathing.“AS8031 and AS8047, “Protective Breathing Equipment (Smok

33、e) for Flight-Deck & Cabin Crew Members.“ (1980 and 1987) These two specifications were the first A-10 documents to become FAA TSOs (Technical Standard Orders).These evolutionary system changes were:In the 1950s most of the masks were slow-donning, i.e., simple strap suspension. The first of the qui

34、ck-donning masks was the so-called “horse collar“ which was hung in stand-by position (a major restrictive nuisance) around the crew members neck. It included the first of the mask-mounted diluter demand regulators. In the 1960s with the advent of the commercial jets (DC-8 and B-707), because these

35、aircraft were flying at plus 40,000 ft, in event of aircraft decompression the length of time required for oxygen to reach the user was of vital importance. At pilot insistence, FAA allowed that the mask could now be moved from “stand-by“ (around his neck), to be hung nearby in the cockpit so long a

36、s he could be donned in less than 5 s with one hand over glasses and headsets. This change became known as the “five second rule,“ and the masks became known as the “hanging quick-donning“ (HQD) type. Concurrently, mask-mounted demand regulator designs were also significantly improved. With the adve

37、nt of the HQD-type, these systems also underwent major improvement of their smoke protection capabilities. Ex-A10 members Dudley Grimm (Puritan Equipment Co.), Aaron Bloom (Sierra Engineering Co.), and Bob Stringer and Bob Hamilton (Robertshaw Corp.) each had a significant role in HQD development. F

38、inally, from the 1970s until today, the mask/regulator is neatly “boxed“ or stowed in “standby“ to be grasped by the user and donned in accordance with the 5 s rule.It also represents a hygenic improvement in that, where it was previously tested by each crew member by actually donning it and breathi

39、ng into it, it is now pre-flight tested “in-situ“ while remaining in its stowage box. One of the A-10 members who led the way in development of these latest mask/regulator systems was George Gutman (Eros/Intertechnique).SAE AIR5354- 5 -2. (Continued):A new trend began to develop in the 1970s and has

40、 continued to this day. That is, the committee membership has become international in scope (mostly from Europe). Twelve members total (six still active) helped to greatly expand the knowledge-base and experience level of the committee. Their vitality and dedication has been of inestimable value. A

41、few of the early European members now retired (or deceased) are:From Britain: Dick Cosher (British Airways) and Fred Baker (Normalair-Garrett).From France: Georges Gutman (Intertechnique).From Germany: George Reinwald (Lufthansa) and Ralf Cronjager (Drager).Committee A-10 with its voting members and

42、 consultants meets twice yearly and is meeting the challenges of the new millenium with a dedicated and significant international membership, the Government Regulatory Agencies, the Airframe Manufacturers, Military Persons, Oxygen Equipment Manufacturers, and the Oxygen Equipment Users.The SAE docum

43、ents: Aerospace Specifications, Aerospace Information Reports, and Aerospace Recommended Practices, are available from: SAE Customer Sales, 400 Commonwealth Drive, Warrendale, PA 15096-0001, USA, Phone: 724-776-4841, Fax: 724-776-0790, Web address:www.sae.org.An SAE Aerospace Standards Index is published annually to assist in finding documents by title, subject, document number, and keywords. The order number for it is ASIN98.A representative is also available to discuss your needs with you.PREPARED UNDER THE JURISDICTION OFSAE COMMITTEE A-10, AIRCRAFT OXYGEN EQUIPMENT