ASTM F3064 F3064M-2015 Standard Specification for Control Operational Characteristics and Installation of Instruments and Sensors of Propulsion Systems《推进系统的仪器和传感器控制 操作特征以及安装的标准规格》.pdf

《ASTM F3064 F3064M-2015 Standard Specification for Control Operational Characteristics and Installation of Instruments and Sensors of Propulsion Systems《推进系统的仪器和传感器控制 操作特征以及安装的标准规格》.pdf》由会员分享，可在线阅读，更多相关《ASTM F3064 F3064M-2015 Standard Specification for Control Operational Characteristics and Installation of Instruments and Sensors of Propulsion Systems《推进系统的仪器和传感器控制 操作特征以及安装的标准规格》.pdf（7页珍藏版）》请在麦多课文档分享上搜索。

1、Designation: F3064/F3064M 15Standard Specification forControl, Operational Characteristics and Installation ofInstruments and Sensors of Propulsion Systems1This standard is issued under the fixed designation F3064/F3064M; the number immediately following the designation indicates the yearof original

2、 adoption 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 thecontrol, indi

3、cation, and operational characteristics of propul-sion systems. It was developed based on propulsion systeminstalled on aeroplanes, but may be applicable to other appli-cations as well.1.2 The applicant for a design approval must seek theindividual guidance to their respective CAA body concerningthe

4、 use of this standard 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/COM

5、ITTEE/F44.htm) which includes CAAwebsite links.1.3 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

6、in non-conformance with the standard.1.4 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 lim

7、itations prior to use.2. Referenced Documents2.1 ASTM Standards:2F3060 Terminology for AircraftF3062 Specification for the Installation of Powerplant Sys-temsF3063 Specification for Design and Integration of Fuel/Energy Storage and Delivery System InstallationsF3066 Specification for Powerplant Syst

8、ems Hazard Mitiga-tionF3116 Specification for Design Loads and Conditions2.2 Other Standards:3US 14 CFR (Code of Federal Regulations) Part 23 Amend-ment 623. Terminology3.1 The following are a selection of relevant terms. SeeTerminology F3060 for more definitions and abbreviations.3.2 Definitions:3.

9、2.1 automatic power reserve (APR) system, nthe auto-matic system used only during takeoff, including all devicesboth mechanical and electrical that sense engine failure,transmit signals, actuate fuel controls or power levers onoperating engines, including power sources, to achieve thescheduled power

10、 increase and furnish cockpit information onsystem operation.3.2.2 critical time interval, nperiod starting at V1minusone second and ending at the intersection of the engine andAPR failure flight path line with the minimum performance allengine flight path line. The engine and APR failure flight pat

11、hline intersects the one-engine-inoperative flight path line at 122m (400 ft) above the takeoff surface. The engine and APRfailure flight path is based on the airplanes performance andmust have a positive gradient of at least 0.5 % at 122 m (400ft) above the takeoff surface. See Fig. 1.3.2.3 selecte

12、d takeoff power, nthe power obtained fromeach initial power setting approved for takeoff.4. Engine Controls4.1 General Requirements:4.1.1 Powerplant controls must be located and arranged perUS 14 CFR 23.777.4.1.2 Each flexible control must be shown to be suitable forthe particular application.1This

13、specification is under the jurisdiction ofASTM Committee F44 on GeneralAviation Aircraft and is the direct responsibility of Subcommittee F44.40 onPowerplant.Current edition approved May 1, 2015. Published June 2015. DOI: 10.1520/F3064-15.2For referenced ASTM standards, visit the ASTM website, www.a

14、stm.org, orcontact ASTM Customer 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, Washin

15、gton, DC 20401, http:/www.access.gpo.gov.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States14.1.3 Each control must be able to maintain any necessaryposition without:4.1.3.1 Constant attention by flight crew members; or4.1.3.2 Tendency t

16、o creep due to control loads or vibration.4.1.4 Each control must be able to withstand operating loadswithout failure or excessive deflection that will impede ornegatively affect intended operation.4.1.5 For turbine engine powered airplanes, no single failureor malfunction, or probable combination t

17、hereof, in anypowerplant control system may cause the failure of anypowerplant function necessary for safety.4.1.6 The portion of each powerplant control located in theengine compartment that is required to be operated in the eventof fire must be at least fire resistant.4.1.7 Powerplant valve contro

18、ls located in the cockpit musthave:4.1.7.1 For manual valves, positive stops or in the case offuel valves suitable index provisions, in the open and closedposition; and4.1.7.2 For power-assisted valves, a means to indicate to theflight crew when the valve is in the fully open or fully closedposition

19、; or is moving between the fully open and fully closedposition.4.2 Ignition Switches:4.2.1 Aeroplanes with combustion based engines must:4.2.1.1 Have independent ignition switches that must con-trol and shut off each ignition circuit on each engine.4.2.1.2 Ensure that each group of ignition switches

20、, exceptignition switches for turbine engines for which continuousignition is not required, and each master ignition control musthave a means to prevent its inadvertent operation.4.3 Power, Thrust, Supercharger Controls:4.3.1 There must be a separate power or thrust control foreach engine and a sepa

21、rate control for each supercharger thatrequires a control.4.3.2 Each power, thrust, or supercharger control must givea positive and immediate responsive means of controlling itsengine or supercharger.4.3.3 The power, thrust, or supercharger controls for eachengine or supercharger must be independent

22、 of those for everyother engine or supercharger.4.3.4 For each fluid injection (other than fuel) system and itscontrols not provided and approved as part of the engine, theapplicant must show that the flow of the injection fluid isadequately controlled.4.3.5 If a power, thrust, or a fuel control (ot

23、her than amixture control) incorporates a fuel shutoff feature, the controlmust have a means to prevent the inadvertent movement of thecontrol into the shutoff position. This means must:4.3.5.1 Have a positive lock or stop at the idle position; and4.3.5.2 Require a separate and distinct operation to

24、 place thecontrol in the shutoff position.4.3.6 Each power or thrust control must be designed so thatif a control separates at the engine fuel/energy metering device,the airplane is capable of continued safe flight and landing.4.4 Fuel/Energy Mixture Controls:4.4.1 If there are mixture controls, eac

25、h engine must have aseparate control.4.4.2 Aeroplanes with a manual engine mixture controlmust be designed so that, if the control separates at the enginefuel/energy metering device, the airplane is capable of contin-ued safe flight and landing.FIG. 1 Critical Time IntervalF3064/F3064M 1524.5 Propel

26、ler Speed Pitch and Feathering Controls:4.5.1 If there are propeller speed or pitch controls, theymust:4.5.1.1 Allow separate control of each propeller.4.5.1.2 Allow ready synchronization of all propellers onmultiengine airplanes.4.5.2 If there are propeller feathering controls installed:4.5.2.1 It

27、must be possible to feather each propeller sepa-rately.4.5.2.2 Each control must have a means to prevent inadver-tent operation.4.6 Reverse Thrust and Propeller Pitch Settings:4.6.1 For turbine engine installations, each control forreverse thrust and for propeller pitch settings below the flightregi

28、me must have means to prevent its inadvertent operationthat includes:4.6.1.1 A positive lock or stop at the flight idle position.4.6.1.2 A separate and distinct operation by the crew todisplace the control from the flight regime (forward thrustregime for turbojet powered airplanes).4.7 Carburetor Ai

29、r Temperature Controls:4.7.1 For carburetor equipped airplanes there must be aseparate carburetor air temperature control for each engine.4.8 Auxiliary Power Unit Controls:4.8.1 Means must be provided on the flight deck for thestarting, stopping, monitoring, and emergency shutdown ofeach installed a

30、uxiliary power unit.4.9 Powered Operated Valves:4.9.1 Power Operated valves must have a means to:4.9.1.1 Indicate to the flight crew when the valve hasreached the selected position; and4.9.1.2 Not move from the selected position under vibrationconditions likely to exist at the valve location.4.10 Fu

31、el Valves and Energy Controls:4.10.1 There must be a means to allow appropriate flightcrew members to rapidly shut off, in flight, the supply offuel/energy to each engine individually.4.10.2 No shutoff valve may be on the engine side of anyfirewall. In addition, there must be means to:4.10.2.1 Guard

32、 against inadvertent operation of each shutoffvalve; and4.10.2.2 Allow appropriate flight crew members to reopeneach valve rapidly after it has been closed.4.10.3 Each valve and fuel system control must be sup-ported so that loads resulting from its operation or fromaccelerated flight conditions are

33、 not transmitted to the linesconnected to the valve.4.10.4 Each valve and fuel system control must be installedso that gravity and vibration will not affect the selectedposition.4.10.5 Each shutoff valve handle and its connections to thevalve mechanism must have design features that minimize theposs

34、ibility of incorrect installation.4.10.6 Fuel tank selector valves must:4.10.6.1 Have a separate and distinct action to place theselector in the “OFF” position; and4.10.6.2 Have the tank selector positions located in such amanner that it is impossible for the selector to pass through the“OFF” positi

35、on when changing from one tank to another.5. Powerplant Operational Characteristics andInstallation5.1 Powerplant Operating Characteristics:5.1.1 Turbine engine powerplant operating characteristicsmust:5.1.1.1 Be investigated in flight to determine that no adversecharacteristics (such as stall, surg

36、e, or flameout) are present, toa hazardous degree, during normal and emergency operationswithin the range of operating limitations of the airplane and ofthe engine.5.1.1.2 Be investigated in flight to determine that no adversecharacteristics (such as stall, surge, or flameout) are present, toa hazar

37、dous degree, during normal and emergency operationswithin the range of operating limitations of the airplane and ofthe engine.5.1.2 Forced air induction engine operating characteristicsmust be investigated in flight to assure that no adversecharacteristics, as a result of an inadvertent overboost, s

38、urge,flooding, or vapor lock, are present during normal or emer-gency operation of the engine(s) throughout the range ofoperating limitations of both airplane and engine.5.2 Negative Acceleration:5.2.1 No hazardous malfunction of an engine, an auxiliarypower unit approved for use in flight, or any c

39、omponent orsystem associated with the powerplant or auxiliary power unitmay occur when the airplane is operated at the negativeaccelerations within the flight envelopes prescribed in Speci-fication F3116. This must be shown for the greatest value andduration of the acceleration expected in service.5

40、.3 CoolingGeneral:5.3.1 The powerplant and auxiliary power unit coolingprovisions must:5.3.1.1 Maintain the temperatures of powerplant compo-nents and engine fluids, and auxiliary power unit componentsand fluids within the limits established for those componentsand fluids under the most adverse grou

41、nd, and water condi-tions; and5.3.1.2 Demonstrate flight operations to the maximum alti-tude and maximum ambient atmospheric temperature condi-tions for which approval is requested, including after normalengine and auxiliary power unit shutdown.5.4 Cooling TestsCorrection Factors:5.4.1 GeneralCompli

42、ance with 5.3 must be shown on thebasis of tests, for which the following apply:5.4.1.1 If the tests are conducted under ambient atmospherictemperature conditions deviating from the maximum for whichapproval is requested, the recorded powerplant temperaturesmust be corrected under 5.4.3 and 5.4.4, u

43、nless a more rationalcorrection method is applicable.5.4.1.2 No corrected temperature determined under 5.4.1.1of this standard may exceed established limits.5.4.1.3 The fuel used during the cooling tests must be of theminimum grade approved for the engine.F3064/F3064M 1535.4.1.4 For turbocharged eng

44、ines, each turbocharger mustbe operated through that part of the climb profile for whichoperation with the turbocharger is requested.5.4.1.5 For a reciprocating engine, the mixture settings mustbe the leanest recommended for climb.5.4.2 Maximum Ambient Atmospheric TemperatureAmaximum ambient atmosph

45、eric temperature corresponding tosea level conditions of at least 38C 100F must be estab-lished. The assumed temperature lapse rate is 2C per 305meter 3.6F per thousand feet of altitude above sea level untila temperature of 56.5C 69.7F. is reached, above whichaltitude the temperature is considered c

46、onstant at 56.5C69.7F.5.4.2.1 For winterization installations, the applicant mayselect a maximum ambient atmospheric temperature corre-sponding to sea level conditions of less than 38C 100F.5.4.3 Correction Factor (Except for Cylinder Barrels)Temperatures of engine fluids and powerplant components(e

47、xcept cylinder barrels) for which temperature limits areestablished, must be corrected by adding to them the differencebetween the maximum ambient atmospheric temperature forthe relevant altitude for which approval has been requested andthe temperature of the ambient air at the time of the firstoccu

48、rrence of the maximum fluid or component temperaturerecorded during the cooling test.5.4.4 Correction Factor for Cylinder Barrel TemperaturesCylinder barrel temperatures must be corrected by adding tothem 0.7 times the difference between the maximum ambientatmospheric temperature for the relevant al

49、titude for whichapproval has been requested and the temperature of theambient air at the time of the first occurrence of the maximumcylinder barrel temperature recorded during the cooling test.5.5 Cooling Test Procedures for Turbine Engine PoweredAirplanes:5.5.1 Compliance with 5.3 must be shown for all phases ofoperation. The airplane must be flown in the configurations, atthe speeds, and following the procedures recommended in theAirplane Flight Manual for the relevant stage of flight, thatcorrespond to the applicable performance requirements th