SAE ARP 5305-2010 Structural Design and Construction Considerations for Enclosed Turbofan Turbojet Engine Test Cells《封闭的涡轮风扇发动机 涡轮喷气飞机引擎测试单元的构设计与施工考虑》.pdf

《SAE ARP 5305-2010 Structural Design and Construction Considerations for Enclosed Turbofan Turbojet Engine Test Cells《封闭的涡轮风扇发动机 涡轮喷气飞机引擎测试单元的构设计与施工考虑》.pdf》由会员分享，可在线阅读，更多相关《SAE ARP 5305-2010 Structural Design and Construction Considerations for Enclosed Turbofan Turbojet Engine Test Cells《封闭的涡轮风扇发动机 涡轮喷气飞机引擎测试单元的构设计与施工考虑》.pdf（17页珍藏版）》请在麦多课文档分享上搜索。

1、_SAE Technical Standards 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 theref

2、rom, is the sole responsibility 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 2010 SAE International All rights reserved. No part of this publication ma

3、y be reproduced, stored in 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: +1 724-776-4970 (outside US

4、A) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.orgSAE values your input. To provide feedback on this Technical Report, please visit http:/www.sae.org/technical/standards/ARP5305AEROSPACERECOMMENDEDPRACTICEARP5305 Issued 2010-06Structural Design and Construction Con

5、siderations for Enclosed Turbofan/Turbojet Engine Test Cells RATIONALThis SAE Aerospace Recommended Practice is intended to provide guidance and recommendations for concrete test cell structures that must resist the effects of normal engine operating loads, dynamic loads due to engine failure, over

6、pressures and cell depression loads, acoustic and environmental loads and engine projectiles. FOREWORDThis document discusses the structural design and construction considerations for design of structures used for testing turbofan and turbojet engines. The document presents general design and constr

7、uction information along with information for limiting damage and injuries from projectiles. Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE ARP5305 Page 2 of 17TABLE OF CONTENTS 1. SCOPE 31.1 Pu

8、rpose . 32. REFERENCES 32.1 Applicable Documents 32.2 Terms and Abbreviations 53. BACKGROUND 54. TEST CELL STRUCTURAL DESIGN CONSIDERATIONS . 64.1 Structural Loads 64.2 Selection of a Structural System . 84.3 Foundations 94.4 Reinforcement Design 94.5 Materials 104.5.1 General . 104.5.2 Concrete Str

9、ength . 104.5.3 Aggregate Size 114.5.4 Concrete Slump 114.5.5 Chemical Admixtures 114.5.6 Reinforcing Steel . 114.5.7 Fiber Reinforcement . 114.5.8 Ballistic Wall Coverings . 124.6 Construction 124.6.1 General . 124.6.2 Quality of Work 124.6.3 Concrete Cover . 134.6.4 Anchorage . 134.6.5 Form Ties 1

10、34.6.6 Connections to Prevent Engine FOD (Captivation of Fasteners) . 134.6.7 Final Cleanup and Repairs to Concrete Surfaces 134.6.8 Joints . 144.7 Older Facilities 145. ANCILLARY STRUCTURES 146. NON-STRUCTURAL CONSIDERATIONS . 146.1 General . 146.2 Protective Coatings . 156.3 Explosion Venting . 16

11、6.4 Other Considerations 177. CONCLUSION 178. NOTES 17Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE ARP5305 Page 3 of 171. SCOPE This SAE Aerospace Recommended Practice (ARP) is written for ind

12、ividuals associated with the ground-level testing of large and small gas turbine engines and particularly for those who might be interested in constructing new or adding to existing engine test cell facilities. 1.1 Purpose The purpose of this document is to provide general guidelines for the design

13、and construction of concrete test cell structures that will resist the effects of normal engine operating loads, dynamic loads due to engine failure, over pressures and cell depression loads, acoustic and environmental loads and engine projectiles. 2. REFERENCES 2.1 Applicable Documents The followin

14、g publications form a part of this document to the extent specified herein. The latest issue of SAE publications shall apply. The applicable issue of the 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

15、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 Coomonwealth Drive, Warrendale, PA 15096-0001

16、, Tel: 877-606-7323 (inside USA and Canada) or 724-776-4970 (outside USA), www.sae.org.2.1.1.1 AIR4869 Design Considerations for Enclosed Turbofan/Turbojet Engine Test Cells 2.1.1.2 AS567 Safety Cable, Safety Wire, Key Washers and Cotter Pins for Propulsion Systems, General Practices for Use of 2.1.

17、2 AIA Publications Available from Aerospace Industries Association, 1000 Wilson Boulevard, Suite 1700, Arlington, VA 22209-3928, Tel: 358-1000, www.aia-aerospace.org.2.1.2.1 NASM33540 Safety Wiring, Safety Cabling, Cotter Pinning, General Practices for 2.1.3 FAA Publications Available from Federal A

18、viation Administration, 800 Independence Avenue, SW, Washington, DC 20591, Tel: 866-835-5322, www.faa.gov.2.1.3.1 DOT/FAA/AR-99/71 Full-Scale Tests of Lightweight Fragment Barriers on Commercial Aircraft 2.1.3.2 DOT/FAA/AR-99/8, I Improved Barriers to Turbine Engine Fragments: Interim Report I 2.1.3

19、.3 DOT/FAA/AR-99/8, II Improved Barriers to Turbine Engine Fragments: Interim Report II 2.1.3.4 DOT/FAA/AR-99/8, III Improved Barriers to Turbine Engine Fragments: Interim Report III 2.1.3.5 DOT/FAA/AR-99/8, IV Improved Barriers to Turbine Engine Fragments: Interim Report IV 2.1.3.6 DOT/FAA/AR-99/8,

20、 V Improved Barriers to Turbine Engine Fragments: Interim Report V 2.1.3.7 DOT/FAA/AR-98/22 T53-L-13L Turbine Fragment Containment Test Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE ARP5305 Pag

21、e 4 of 172.1.4 NFPA Publications Available from National Fire Protection Agency, 1 Batterymarch Park, Quincy, MA 02169-7471, Tel: 617-770-3000, www.nfpa.org.2.1.4.1 NFPA 68 Technical Committee on Explosion Protection Systems, Guide for Venting of Deflagrations 2.1.4.2 NFPA 423 Technical Committee on

22、 Airport Facilities, Standard for Construction and Protection of Aircraft Engine Test Facilities 2.1.4.3 NFPA 220 Technical Committee on Building Construction, Standard on Types of Building Construction 2.1.5 U.S. Government Publications Available from Documant Automation and Production Service (DAP

23、S), Building 4/D, 700 Robbins Avenue, Philadelphia, PA 19111-5094, Tel: 215-697-6257, http:/assist.daps.dla.mil/quicksearch/.2.1.5.1 ARMY TM 5-1300 Structures to Resist the Effects of Accidental Explosions 2.1.6 Other Publications 2.1.6.1 American Concrete Institute (ACI), Building Code Requirements

24、 for Reinforced Concrete (ACI 318-95) and Commentary (ACI 318R-95), ACI Committee 318, 1995. 2.1.6.2 American Concrete Institute (ACI), Code Requirements for Nuclear Safety Related Concrete Structures, Special Provisions for Impulsive and Impactive Effects, ACI Committee 349, Appendix C, 1985. 2.1.6

25、.3 American Society of Civil Engineers (ASCE), Design of Blast Resistant Buildings in Petrochemical Facilities, Task Committee on Blast Resistant Design of the Petrochemical Committee of the Energy Division of ASCE, 1998.2.1.6.4 Smith, P.D. and Hetherington, J.G.: Blast and Ballistic Loading of Stru

26、ctures, Butterworth-Heinemann Ltd., Oxford, England, 1994. 2.1.6.5 Samara, Mufid: Nonstructural Considerations in Design of Blast-Resistant Buildings, Practice Periodical on Structural Design and Construction, ASCE, 1998. 2.1.6.6 Mays, G.C. and Smith, P.D., Eds: Blast Effects on Buildings, Thomas Te

27、lford, London, England, 1995. 2.1.6.7 Kar, A.K., Local Effects of Tornado-Generated Missiles, Journal of the Structural Division, Proceeding of ASCE, Vol. 104, No. ST5, May 1978. 2.1.6.8 American Concrete Institute (ACI), Environmental Engineering Concrete Structures (ACI 350), ACI Committee 350, 19

28、89. 2.1.6.9 American Concrete Institute (ACI), Fiber Reinforced Concrete (ACI 544.1R), ACI Committee 544, 1996. 2.1.6.10 American Concrete Institute (ACI), Measurement of Properties of Fiber Reinforced Concrete (ACI 544.2R), ACI Committee 544, 1989. 2.1.6.11 Shockey, Donald, Erlich, David, and Simon

29、s, Jeffrey, Lightweight Fragment Barriers for Commercial Aircraft, 18thInternational Symposium on Ballistics, San Antonio, Texas, November, 1999.2.1.6.12 American Society of Civil Engineers (ASCE), Minimum Design Loads for Buildings and Other Structures, ANSI/ASCE 7. 2.1.6.13 International Code Coun

30、cil, International Building Code (IBC). Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE ARP5305 Page 5 of 172.2 Terms and Abbreviations The following terms and abbreviations are used in this repo

31、rt. ACI American Concrete Institute areal density dry fabric weight, a two-dimensional measure of density ASCE American Society of Civil Engineers cm centimeterFOD Foreign Object Damage - caused by items being ingested into the engine ft foot or feet ft-lb foot-pound, a measure of energy f/s feet pe

32、r second g gram or grams IBC International Building Code kips 1000 pounds lb pound or pounds m/s meters per second OSHA Occupational Safety so much so, that the interior of the test cell should be treated as an exterior structure. Exposed materials should be protected as if they were fully exposed t

33、o exterior weather conditions. Flexible items such as hoses, seals, belts should not be painted. After flexing, the coating may crack, peal, dislodge and become FOD. Coatings may be shop-applied or field-applied. Regardless of where the coating is applied, the same preparation, application and inspe

34、ction procedures should be followed. b. Selection Coating products and systems change over time. The current trend is for coatings with less volatile organic compounds (VOC), not containing lead and similar dangerous components, more environmentally friendly (“green”) with improved air quality and s

35、afer for applicators and occupants. Because adhesion and longevity are important considerations, high-quality or very high-quality products with high amounts of solids and a record of successful use should be selected. Selection criteria should consider: the substrate (such as: concrete, steel), the

36、 local weather extremes, the intended area of use, the method and ease of application and the desired service life. Some surfaces may require coatings that are resistant to high-temperatures if they are exposed to engine exhaust. Some surfaces may require coatings that are resistant to jet fuel and

37、lubricants (such as the floors, sumps and pits). Hot-Dip Galvanizing provides a metallurgical bond to the steel base metal and may be used for stairs, platforms and hand rails where other coatings may easily wear off. Electro-galvanizing and powder-coating are systems that rely on a chemical/mechani

38、cal process of bonding to the base material that may experience adhesions problems, come loose and become ingested by the engine causing severe damage. Typically, white or near-white colors are used in the test bay, to reflect as much light as possible back to the engine. Smooth (untextured) gloss o

39、r near-gloss sheen enhances reflection and reduces accumulation of dirt and stains and is easier to clean. Lubricants, water and jet fuels, may cause floors, stairs and platforms to be slippery. Products should be chosen that offer easy housekeeping and maintenance and non-slip surfaces.Copyright SA

40、E International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE ARP5305 Page 16 of 17c. Preparation As with any coating project, preparation is extremely important to the viability of the coating. Coatings must be applied t

41、o clean competent, sound substrates. If the substrate is weak or deteriorated, the coating may mask the defect only for the coated defect to become FOD at a later date. For new construction and for existing facilities, complete, thorough cleanup must precede any coating operation. The substrates mus

42、t be free of all materials that hamper the adherence of the coating to the substrate. Such things as oil, dirt, grease, solvents, rust and moisture must be removed. All surfaces should be wiped and vacuumed. Each surface should be prepared according to the coating manufacturers recommendations. Typi

43、cally manufacturers recommend surfaces preparations in accordance with the Surface Preparation Specifications system established by the Society for Protective Coating (SSPC) or with ASTM surface preparations. Paint should not be used to encapsulate potential FOD. Corners, cracks and crevices should

44、be cleaned. Spider webs should be removed because once painted, they will attract and accumulate dirt and debris becoming long strands or wads of potential FOD.d. Application Coatings are typically applied in successive layers. After preparing the substrate, the first layer is the Prime Coat. For ha

45、rsh environments, coating manufactures typically recommend using prime coats, to achieve the maximum adhesion to the surface. Prime materials may have slightly different formulation from the normal and finish coats Each coat should be allowed to properly cure (as instructed by the manufacturer) at t

46、he proper temperature and humidity, prior to applying successive coats.Apply each coat to the manufacturers recommended thickness. Excessive thickness does not improve the coating system. Protect adjacent areas from overspray because overspray may not adhere properly to the adjacent surfaces, vibrat

47、e off the surface and become FOD. Finish coats may be slightly different than undercoats because the finish coat typically contains the sheen. Weak coatings, excessive coatings, flakes, peals, hardened drips, beads, fins, strings and globules (typical of the hot-dip process, usually occurring along

48、edges) should be removed so they do not vibrate off to become FOD. e. Inspection Due to the importance of eliminating potential sources of FOD, it is recommended that the coatings not be applied until there has been an inspection of the cleanup and preparation by persons experienced in FOD mitigation.Coating thicknesses should be periodically inspected as they are being applied to insure that the product is being applied to the manufacturers recommendations