ASTM F3063 F3063M-2015 Standard Specification for Design and Integration of Fuel Energy Storage and Delivery System Installations for Aeroplanes《飞机使用燃料 能量存储和传送系统的设计和整合的标准规格》.pdf

《ASTM F3063 F3063M-2015 Standard Specification for Design and Integration of Fuel Energy Storage and Delivery System Installations for Aeroplanes《飞机使用燃料 能量存储和传送系统的设计和整合的标准规格》.pdf》由会员分享，可在线阅读，更多相关《ASTM F3063 F3063M-2015 Standard Specification for Design and Integration of Fuel Energy Storage and Delivery System Installations for Aeroplanes《飞机使用燃料 能量存储和传送系统的设计和整合的标准规格》.pdf（7页珍藏版）》请在麦多课文档分享上搜索。

1、Designation: F3063/F3063M 15Standard Specification forDesign and Integration of Fuel/Energy Storage and DeliverySystem Installations for Aeroplanes1This standard is issued under the fixed designation F3063/F3063M; the number immediately following the designation indicates the yearof original adoptio

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

3、n of Fuel/Energy Storage and Deliverysystem installations for aeroplanes.1.2 This specification is applicable to aeroplanes as definedin the F44 terminology standard.1.3 The applicant for a design approval must seek theindividual guidance to their respective CAA body concerningthe use of this standa

4、rd as part of a certification plan. Forinformation on which CAA regulatory bodies have acceptedthis standard (in whole or in part) as a means of compliance totheirAeroplaneAirworthiness regulations (Hereinafter referredto as “the Rules”), refer to ASTM F44 webpage(www.ASTM.org/COMITTEE/F44.htm) whic

5、h includes CAAwebsite links.1.4 UnitsThe values stated are SI units followed byimperial units in brackets. The values stated in each systemmay not be exact equivalents; therefore, each system shall beused independently of the other. Combining values from thetwo systems may result in non-conformance

6、with the standard.1.5 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 applica-bility of regulatory limitations prior to u

7、se.2. Referenced Documents2.1 ASTM Standards:2F3060 Terminology for AircraftF3083/F3083M Specification for Emergency Conditions,Occupant Safety, and AccommodationsF3116/F3116M Specification for Design Loads and Condi-tions2.2 Other Standard:US 14 CFR Part 23 Airworthiness Standards: Normal,Utility,

8、Aerobatic and Commuter Category Airplanes(Amendment 62)33. Terminology3.1 The following are a selection of relevant terms. SeeTerminology F3060 for more definitions and abbreviations.3.2 Definitions:3.2.1 main pump, na pump that supplies sufficient fuel tosustain the engine during normal operations.

9、3.2.2 emergency pump, na pump that can sustain engineoperation at full power in the event the main pump fails.3.2.3 auxiliary pump, na pump that can provide some fuelflow during emergency operations but not enough to sustainengine operation at full power. Its function is to aid in primingthe engine

10、and suppressing fuel vapors.3.3 Abbreviations:3.3.1 cccubic centimeter3.3.2 CFRCode of Federal Regulations3.3.3 RPMrotation per minute4. Fuel System4.1 General:4.1.1 Each fuel system must be constructed and arranged toensure fuel flow at a rate and pressure established for properengine and auxiliary

11、 power unit functioning under each likelyoperating condition, including any maneuver for which certi-fication is requested and during which the engine or auxiliarypower unit is permitted to be in operation.4.1.2 Each fuel system for a turbine engine and compressionignition engine must be capable of

12、sustained operationthroughout its flow and pressure range with fuel initiallysaturated with water at 27C 80F and having 0.75 cc of freewater per 3.8 L 1 US-gal added and cooled to the most criticalcondition for icing likely to be encountered in operation.1This specification is under the jurisdiction

13、 ofASTM Committee F44 on GeneralAviation Aircraft and is the direct responsibility of Subcommittee F44.40 onPowerplant.Current edition approved June 1, 2015. Published August 2015. DOI: 10.1520/F3063_F3063M-15.2For referenced ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Custo

14、mer Service at serviceastm.org. For Annual Book of ASTMStandards volume information, refer to the standards Document Summary page onthe ASTM website.3Available from U.S. Government Printing Office Superintendent of Documents,732 N. Capitol St., NW, Mail Stop: SDE, Washington, DC 20401, http:/www.acc

15、ess.gpo.gov.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States14.1.3 Each fuel system for a turbine engine powered aero-plane must meet the applicable fuel venting requirements of 14CFR part 34 for the US or the applicable fuel ventingre

16、quirements as contained in the rules specified by the appli-cants local civil aviation authority.4.1.4 Each fuel system must be arranged so that:4.1.4.1 No fuel pump can draw fuel from more than onetank at a time; or4.1.4.2 There are means to prevent introducing air into thesystem.4.1.5 Fuel system

17、components in an engine nacelle or in thefuselage must be protected from damage which could result inspillage of enough fuel to constitute a fire hazard as a result ofa wheels-up landing on a paved runway.4.1.6 Each check valve must be constructed, or otherwiseincorporate provisions, to preclude inc

18、orrect assembly orconnection of the valve.4.2 Independence:4.2.1 Each fuel system for a multiengine aeroplane must bearranged so that, in at least one system configuration, thefailure of any one component will not result in the loss ofpower of more than one engine or require immediate action bythe p

19、ilot to prevent the loss of power of more than one engine.4.2.2 If a single fuel tank (or series of fuel tanks intercon-nected to function as a single fuel tank) is used on amultiengine aeroplane, the provision of 4.2.2.1 through 4.2.2.3must be met.4.2.2.1 For each engine, provisions of 4.2.2.1(1) a

20、nd (2)must be met:(1) Independent tank outlets.(2) A shut-off valve at each tank outlet. This shutoff valvemay also serve as the fire wall shutoff valve required if the linebetween the valve and the engine compartment does notcontain more than 1 L 1 US qt of fuel (or any greater amountshown to be sa

21、fe) that can escape into the engine compartment.4.2.2.2 At least two vents arranged to minimize the prob-ability of both vents becoming obstructed simultaneously mustbe provided.4.2.2.3 A fuel system in which those parts of the systemfrom each tank outlet to any engine are independent of eachpart of

22、 the system supplying fuel to any other engine must beprovided.4.3 Drains:4.3.1 There must be at least one drain to allow safe drainageof the entire fuel system with the aeroplane in its normalground attitude.4.3.2 Each drain installed for the purposes of draining theentire fuel system or for the pu

23、rposes of draining hazardousquantities of water must meet the provision of 4.3.2.1 through4.3.2.2.4.3.2.1 Discharge clear of all parts of the aeroplane.4.3.2.2 Have a drain valve that meets 4.3.2.2(1) through (6).(1) That has manual or automatic means for positivelocking in the closed position.(2) T

24、hat is readily accessible.(3) That can be easily opened and closed.(4) That is either located or protected to prevent fuelspillage in the event of a landing with landing gear retracted.(5) That allows the fuel to be caught for examination.(6) That can be observed for proper closing.5. Fuel Tanks5.1

25、General:5.1.1 Each fuel tank must be able to withstand, withoutfailure, the vibration, inertia, fluid, and structural loads that itmay be subjected to in operation.5.1.2 Each flexible fuel tank liner must be shown to besuitable for the particular application.5.1.3 The total usable capacity of the fu

26、el tanks must beenough for at least 30 min of operation at maximum continuouspower.5.2 Installation:5.2.1 Each fuel tank must be supported so that tank loads arenot concentrated.5.2.1.1 There must be pads, if necessary, to prevent chafingbetween each tank and its supports.5.2.1.2 Padding must be non

27、absorbent or treated to preventthe absorption of fuel.5.2.1.3 If a flexible tank liner is used, it must be supportedso that it is not required to withstand fluid loads.5.2.1.4 Interior surfaces adjacent to the liner must besmooth and free from projections that could cause wear, unlessprovisions are

28、made for protection of the liner at those points;or the construction of the liner itself provides such protection.5.2.1.5 A positive pressure must be maintained within thevapor space of each bladder cell under any condition ofoperation, except for a particular condition for which it isshown that a z

29、ero or negative pressure will not cause thebladder cell to collapse.5.2.1.6 Siphoning of fuel (other than minor spillage) orcollapse of bladder fuel cells may not result from impropersecuring or loss of the fuel filler cap.5.2.2 Fuel tanks must be designed, located, and installed soas to retain fuel

30、 when subjected to the inertia loads resultingfrom the ultimate static load factors prescribed in SpecificationF3083/F3083M; and under conditions likely to occur when theaeroplane lands on a paved runway at a normal landing speedunder the conditions specified in 5.2.2.1 through 5.2.2.3.5.2.2.1 The a

31、eroplane is in a normal landing attitude and itslanding gear is retracted.5.2.2.2 The most critical landing gear leg is collapsed andthe other landing gear legs are extended.5.2.2.3 In showing compliance with 5.2.2.1 and 5.2.2.2, thetearing away of an engine mount must be considered unless allthe en

32、gines are installed above the wing or on the tail orfuselage of the aeroplane.5.2.3 Each integral fuel tank must have adequate facilitiesfor interior inspection and repair.5.2.4 For Level 4 aeroplanes, fuel tanks within the fuselagecontour must be able to resist rupture and be in a protectedposition

33、 so that exposure of the tanks to scraping action withthe ground is unlikely.5.3 Compartments:5.3.1 Each tank compartment must be ventilated anddrained to prevent the accumulation of flammable fluids orvapors.F3063/F3063M 1525.3.2 Each compartment adjacent to a tank that is an integralpart of the ae

34、roplane structure must also be ventilated anddrained.5.4 Expansion Space:5.4.1 Each fuel tank must have an expansion space of notless than2%ofthetank capacity, unless the tank ventdischarges clear of the aeroplane (in which case no expansionspace is required).5.4.2 It must be impossible to fill the

35、expansion spaceinadvertently with the aeroplane in the normal ground attitude.5.5 Vents and Carburetor Vapor Vents:5.5.1 Each fuel tank must be vented from the top part of theexpansion space.5.5.1.1 Each vent outlet must be located and constructed ina manner that minimizes the possibility of its bei

36、ng obstructedby ice or other foreign matter.5.5.1.2 Each vent must be constructed to prevent siphoningof fuel during normal operation.5.5.1.3 The venting capacity must allow the rapid relief ofexcessive differences of pressure between the interior andexterior of the tank.5.5.1.4 Airspaces of tanks w

37、ith interconnected outlets mustbe interconnected.5.5.1.5 There may be no point in any vent line wheremoisture can accumulate with the aeroplane in either theground or level flight attitudes, unless drainage is provided.Any drain valve installed must be accessible for drainage.5.5.1.6 No vent may ter

38、minate at a point where the dis-charge of fuel from the vent outlet will constitute a fire hazardor from which fumes may enter personnel compartments.5.5.1.7 Vents must be arranged to prevent the loss of fuel,except fuel discharged because of thermal expansion, when theaeroplane is parked in any dir

39、ection on a ramp havinga1%slope.5.5.2 Each carburetor with vapor elimination connectionsand each fuel injection engine employing vapor return provi-sions must meet the conditions specified in 5.5.2.1 through5.5.2.2.5.5.2.1 Each vapor elimination connections and each vaporreturn provisions must have

40、a separate vent line to lead vaporsback to the top of one of the fuel tanks.5.5.2.2 If there is more than one tank and it is necessary touse these tanks in a definite sequence for any reason, the vaporvent line must lead back to the fuel tank to be used first, unlessthe relative capacities of the ta

41、nks are such that return toanother tank is preferable.5.5.3 For aeroplanes approved for aerobatics, the require-ments in 5.5.3.1 through 5.5.3.2 must be prevented for eachacrobatic maneuver for which certification is requested.5.5.3.1 Excessive loss of fuel, including short periods ofinverted flight

42、.5.5.3.2 Siphoning of fuel from the vent when normal flighthas been resumed.5.6 Sump:5.6.1 Each fuel tank must have a drainable sump with aneffective capacity, in the normal ground and flight attitudes, of0.25 % of the tank capacity, or 0.24 L 116 US-gal, whicheveris greater.5.6.2 Each fuel tank mus

43、t allow drainage of any hazardousquantity of water from any part of the tank to its sump with theaeroplane in the normal ground attitude.5.6.3 Each reciprocating engine fuel system must have asump that meets the requirements of 5.6.3.1 through 5.6.3.3.5.6.3.1 Have a sediment bowl or chamber that is

44、accessiblefor drainage.5.6.3.2 Have a capacity of 30 cm31 oz for every 75.7 L20 US-gal of fuel tank capacity.5.6.3.3 Each fuel tank outlet must be located so that, in thenormal flight attitude, water will drain from all parts of the tankexcept the sump to the sediment bowl or chamber.5.7 Filler Conn

45、ection:5.7.1 Each fuel tank filler connection must be marked asprescribed in 14 CFR 23.1557(c).5.7.2 Fuel tank filler connections must be located outsidethe personnel compartment.5.7.3 Spilled fuel must be prevented from entering the fueltank compartment or any part of the aeroplane other than theta

46、nk itself.5.7.4 Each filler cap must provide a fuel-tight seal for themain filler opening. However, there may be small openings inthe fuel tank cap for venting purposes or for the purpose ofallowing passage of a fuel gauge through the cap provided suchopenings comply with the requirements of 5.5.1.5

47、.7.5 Each fuel filling point, except pressure fueling con-nection points, must have a provision for electrically bondingthe aeroplane to ground fueling equipment.5.7.6 Fuel filler openings should be designed to preclude theuse of fuels other than those approved for use.5.7.6.1 Fuel filler openings n

48、o larger than 60 mm 2.36 in.are appropriate for aeroplanes with engines requiring gasolineas the only permissible fuel.5.7.6.2 Fuel filler openings no smaller than 75 mm 2.95 in.are appropriate for aeroplanes with engines requiring turbinefuel as the only permissible fuel.5.7.7 For single fuel tanks

49、 on multiengine aeroplanes thefiller caps should be designed to prevent inflight loss, incorrectinstallation, or have means to indicate that the cap is notproperly installed.5.8 Strainers or through the ASTM website(www.astm.org). Permission rights to photocopy the standard may also be secured from the Copyright Clearance Center, 222Rosewood Drive, Danvers, MA 01923, Tel: (978) 646-2600; http:/ 157