ASTM F2339-2006(2009) Standard Practice for Design and Manufacture of Reciprocating Spark Ignition Engines for Light Sport Aircraft《轻型运动飞行器用往复式火花点火式发动机的设计和制造的标准实施规程》.pdf

《ASTM F2339-2006(2009) Standard Practice for Design and Manufacture of Reciprocating Spark Ignition Engines for Light Sport Aircraft《轻型运动飞行器用往复式火花点火式发动机的设计和制造的标准实施规程》.pdf》由会员分享，可在线阅读，更多相关《ASTM F2339-2006(2009) Standard Practice for Design and Manufacture of Reciprocating Spark Ignition Engines for Light Sport Aircraft《轻型运动飞行器用往复式火花点火式发动机的设计和制造的标准实施规程》.pdf（4页珍藏版）》请在麦多课文档分享上搜索。

1、Designation: F 2339 06 (Reapproved 2009)Standard Practice forDesign and Manufacture of Reciprocating Spark IgnitionEngines for Light Sport Aircraft1This standard is issued under the fixed designation F 2339; the number immediately following the designation indicates the year oforiginal adoption or,

2、in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. Asuperscript epsilon () indicates an editorial change since the last revision or reapproval.1. Scope1.1 This practice covers minimum requirements for thedesign and manufacture of recipr

3、ocating spark ignition enginesfor light sport aircraft, VFR use.1.2 This standard does not purport to address all of thesafety concerns, if any, associated with its use. It is theresponsibility of the user of this standard to establish appro-priate safety and health practices and determine the appli

4、ca-bility of regulatory limitations prior to use.2. Significance and Use2.1 This practice provides designers and manufacturers ofengines for light sport aircraft design references and criteria touse in designing and manufacturing engines.2.2 Declaration of compliance is based on testing anddocumenta

5、tion during the design and testing or flight testing ofthe engine type by the manufacturer or under the manufactur-ers guidance.3. Engine Model Designation3.1 Engine Parts ListA parts list is required for eachengine model qualified in accordance with this specification.3.2 New Engine Model Designati

6、ons:3.2.1 Each new engine model must be qualified in accor-dance with this practice.3.2.2 Design or configuration changes that impact the in-stallation interface, performance, or operability of the enginerequire a new engine model designation.3.3 Design Changes of PartsEach design change of a partor

7、 component of an engine model qualified to this specificationshould be evaluated relative to the requirements of thisspecification.4. Data Requirements4.1 Retained DataThe following data and informationshould be retained on file at the manufacturers facility for at aminimum of 18 years after product

8、ion is discontinued.4.1.1 Drawings that define the engine configuration.4.1.2 Material and process specifications referenced in theparts drawings.4.1.3 Engineering analyses and test data prepared for quali-fication with this specification.4.2 Delivered DataThe following data should be deliv-ered to

9、the airplane manufacturer to support design andoperation of the applicable airplane.4.2.1 An engine performance specification that defines theengine performance under all anticipated operating environ-ments.4.2.2 An installation manual that defines all functional andphysical interface requirements o

10、f the engine. This shouldinclude an engine outline/installation drawing.4.2.3 An operating manual that defines normal and abnor-mal operating procedures and any applicable operating limita-tions.4.2.4 A maintenance manual that defines periodic installedmaintenance, major inspection, overhaul interva

11、ls, and anyother maintenance limitations.4.2.5 An overhaul manual that provides instruction fordisassembling the engine to replace or repair, or both, parts asrequired to return the engine to airworthy condition that is safefor operation until the next major overhaul.5. Design Criteria5.1 MaterialsT

12、he materials used in the engine must beadequate for the intended design conditions of the engine.5.2 Fire PreventionThe design and construction of theengine and the materials used must minimize the probability ofthe occurrence and spread of fire by:5.2.1 Using fire-resistant lines, fittings, and oth

13、er compo-nents that contain a flammable liquid when supplied with theengine; and5.2.2 Shielding or locating components to safeguard againstthe ignition of leaking flammable fluid.5.3 Engine CoolingThe engine design must include pro-visions for cooling; the installation manual must specify engineand

14、component temperature limitations.1This practice is under the jurisdiction of ASTM Committee F37 on Light SportAircraft and is the direct responsibility of Subcommittee F37.70 on Cross Cutting.Current edition approved Jan. 1, 2009. Published March 2009. Originallyapproved in 2004. Last previous edit

15、ion approved in 2006 as F 2339 06.1Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.5.4 Engine MountingAttach points on the engine musthave data for the correct design of mounting structures to theairframe. The maximum allowable limit

16、and ultimate loads forthe engine mounting attachments and related structure must bespecified.5.5 Ignition SystemsEach spark ignition engine must havea dual-ignition system with at least two spark plugs for eachcylinder and two separate electric circuits with separate sourcesof electrical energy, or

17、have an ignition system of equivalentin-flight reliability. System maintenance must be specifiedunder the maintenance manual supplied by the manufacturer.5.5.1 Engines used in aircraft where the engine is notrequired for flight, for example, gliders, can be single ignition.5.5.2 Engines for use in o

18、nly single seat aircraft may usesingle ignition.5.6 Electronic Engine Controllers (EEC):5.6.1 Essentially Single Fault ToleranceThe EEC shouldbe designed to accommodate single failures of the electricalcircuit. Loss of any single EEC should not cause significantpower reduction or engine stoppage.5.6

19、.2 The functioning of EECs must not be adverselyaffected by the declared environmental conditions of operationby the manufacturer, including temperature and moisture. Thelimits to which the system has been qualified shall be docu-mented in the installation manual. For protection againstradiated EMI/

20、HIRF, the harnesses or cables should be shieldedfrom each sensor to each end point and electrically bonded tothe engine. Filter pin connectors should be located at thecontroller housing interface and shunted to ground on the case.Filter pin connectors should have 40 dB attenuation, minimum.For EMI e

21、missions, powerline filters suppress emissions fromthe controller on outgoing signals.5.7 Fuel and Induction System:5.7.1 Induction System IcingThe fuel and air intake pas-sages must be designed to minimize the accretion of ice.5.7.2 FilteringThe type and degree of fuel and air filter-ing necessary

22、to prevent obstruction of air or fuel flow must bespecified.5.7.3 Liquid LockEach passage in the induction systemthat conducts a mixture of fuel and air must be self-draining ordemonstrated to not cause damage from hydraulic lock onstarting.5.8 Lubrication System:5.8.1 The lubrication system of the

23、engine must be designedand constructed so that it will function properly in all flightattitudes and atmospheric conditions in which the engine isexpected to operate. In wet sump engines, this requirementmust be met when only one-half of the maximum lubricantsupply is in the engine.5.8.2 The lubricat

24、ion system of the engine must be designedand constructed to allow installing a means of cooling thelubricant if required.5.8.3 The crankcase on four-stroke engines must be ventedto the atmosphere to preclude leakage of oil from excessivepressure in the crankcase. This venting must have a means topre

25、vent the blockage of the vent by ice.5.9 Vibration GeneralThe engine must be designed andconstructed to function throughout its normal operating rangeof crankshaft rotational speeds and engine powers withoutinducing excessive stress in any of the engine parts.5.9.1 The engine must have a crankshaft

26、vibration survey todetermine torsional and bending characteristics from idle speedup to maximum desired takeoff speed. This survey should bedone with a representative propeller and no hazardous condi-tions would be allowed.6. Qualification Tests6.1 Calibration TestEach engine design shall be testeda

27、nd the characteristics of engine rated power, speeds, and fuelconsumption shall be determined.6.2 Detonation TestEach engine shall be tested to confirmthat the engine will not detonate throughout its range ofintended conditions of operation using the fuel which thedesigner/manufacturer has specified

28、 for the engine.6.3 Durability TestingEach engine model must be sub-jected to an engine test that will verify durability by one of thefollowing methods.6.3.1 Accelerated Overhaul TestThis test simulates anengine overhaul interval. A protocol for this test shall incorpo-rate, as a minimum, the follow

29、ing elements:6.3.1.1 At least 100 % of the time at maximum power thatwould occur over the overhaul interval.NOTE 1For calculation, each hour of normal flight would have 5 minof full power.6.3.1.2 At least 10 % of the time at cruise power that wouldoccur over the overhaul interval.6.3.1.3 At least on

30、e cycle per hour of test from maximumpower to cruise power and back.6.3.1.4 At least one engine start for each5hoftesting.6.3.1.5 During operation at maximum power, one cylindermust be maintained within 10F of the limiting cylinder headtemperature; the other cylinders must be operated at a tempera-t

31、ure not lower than 50F below the limiting temperature, andthe oil inlet temperature must be maintained within 10F of thelimiting temperature.6.3.1.6 The engine must be fitted with a propeller thatthrust-loads the engine to the maximum thrust that the engineis designed to resist at each applicable op

32、erating conditionspecified in this section.6.3.1.7 Each accessory drive and mounting attachment mustbe loaded. During operation at maximum power, the loadimposed by each accessory used only for an aircraft servicemust be the limit load specified by the applicant for the enginedrive or attachment poi

33、nt.6.3.1.8 After completing the accelerated overhaul test, eachengine must be completely disassembled and each componentmust conform to the new or overhaul limits established by thedesigner/manufacturer.6.3.2 Endurance Testing by Fleet LeaderIn place of theaccelerated overhaul test in 6.3.1, the eng

34、ine may completeendurance flight testing.6.3.2.1 The Fleet Leader Test Method is the operation of themake and model of the engine being developed on a flyingaircraft under the control of the engine manufacturer.F 2339 06 (2009)26.3.2.2 All engine maintenance must be documented on theengine, and no c

35、omponents may be replaced on the engineduring the test. If components are changed, the test must restartas0h.6.3.2.3 Periodic inspection must be performed. The flighttests shall subject the engine to all atmospheric conditions forwhich the manufacture states the engine may operate under inthe operat

36、ing manual required in 4.2.3.NOTE 2Atmospheric conditions in 6.3.2.3 are intended to coveroutside air temperatures, density altitudes, and humidity.6.3.2.4 There must be at least one engine start for each 5 hof operation.6.3.2.5 The engine must be fitted with a propeller thatthrust-loads the engine

37、to the maximum thrust that the engineis designed to resist at full power.6.3.2.6 Each accessory drive and mounting attachment mustbe loaded. The load imposed by each accessory used only foran aircraft service must be the limit load specified by theapplicant for the engine drive of attachment point.6

38、.3.2.7 After completing the Endurance Test, each enginemust be completely disassembled and each component mustconform to the new or overhaul limits established by thedesigner/manufacturer.6.4 Engine Overhaul IntervalThe engine overhaul inter-val shall be reported in the operations manual (see 4.2.3)

39、aseither the overhaul time used to complete the acceleratedoverhaul test in 6.3.1 or 80 % of the time accumulated on theengine model fleet leader method from 6.3.2.7. Manufacturing Requirements7.1 The engine manufacturer shall establish inspections andtests necessary to ensure that each article prod

40、uced conforms tothe design and is in a condition for safe operation, including asapplicable:7.1.1 Inspections for raw materials, purchased items, andparts and assemblies produced by suppliers, including methodsused to ensure acceptable quality of parts and assemblies thatcannot be completely inspect

41、ed for conformity and qualitywhen delivered to the engine manufacturers facility.7.1.2 Production inspection of individual parts and com-plete assemblies, including the identification of any specialmanufacturing processes involved, the means used to controlthe processes, and the final test procedure

42、 for the completedengine.7.1.3 A nonconforming materials review system that in-cludes documentation of parts disposition decisions, and asystem to dispose of rejected parts.7.1.4 A system for informing company inspectors of currentchanges in engineering drawings, specifications, and qualitycontrol p

43、rocedures.8. Keywords8.1 light sport aircraft; reciprocating spark ignition engineANNEXA1. RECIPROCATION OF SPARK IGNITION ENGINESA1.1 Electronic Engine Control SystemsA1.1.1 Software and Programmable Logic DevicesAnysystem, component, or sub-assembly which utilizes software orfirmware shall demonst

44、rate that the software or firmware hasbeen developed in accordance with best industry practices, andthe software development and verification activities have beenperformed in accordance with DO-178, Software Consider-ations in Airborne Systems and Equipment Certification, meth-odologies, or an equiv

45、alent methodology generally accepted bythe aviation industry. Further, the verification levels shall bespecified in the installation instructions as required, to ensurecompatibility with safety objectives.A1.1.2 The documentation and verification results shall beavailable for review by the relevant

46、CAA as required.A1.1.3 Complex Electronic HardwareAny system, com-ponent, or sub-assembly which utilizes complex electronichardware shall demonstrate that the hardware has been devel-oped in accordance with the best industry practices, and thehardware design and verification activities have been per

47、-formed in accordance with DO-254, Design Assurance Guid-ance for Airborne Electronic Hardware, methodologies, or anequivalent methodology generally accepted by the aviationindustry. Further, the verification levels shall be specified in theinstallation instructions as required, to ensure compatibil

48、itywith the safety objectives. The documentation and verificationresults shall be available for review by the relevant CAA asrequired.A1.2 Study DocumentsA1.2.1 FAA AC 33.282Guidance Material for 14 CFR33.28 Reciprocation Engines, Electrical and Electronic ControlSystemsF 2339 06 (2009)3ASTM Interna

49、tional takes no position respecting the validity of any patent rights asserted in connection with any item mentionedin this standard. Users of this standard are expressly advised that determination of the validity of any such patent rights, and the riskof infringement of such rights, are entirely their own responsibility.This standard is subject to revision at any time by the responsible technical committee and must be reviewed every five years andif not revised, either reapproved or withdrawn. Your comments are invited either for revision of this sta