ASTM F3064 F3064M-2018 Standard Specification for Control Operational Characteristics and Installation of Instruments and Sensors of Propulsion Systems.pdf

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1、Designation: F3064/F3064M 18Standard 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, health, and environmental practices and deter-mine the applicability o

7、f regulatory limitations prior to use.1.5 This international standard was developed in accor-dance with internationally recognized principles on standard-ization established in the Decision on Principles for theDevelopment of International Standards, Guides and Recom-mendations issued by the World T

8、rade Organization TechnicalBarriers to Trade (TBT) Committee.2. Referenced Documents2.1 ASTM Standards:2F3060 Terminology for AircraftF3062/F3062M Specification for Installation of PowerplantSystemsF3063/F3063M Specification for Aircraft Fuel and EnergyStorage and DeliveryF3066/F3066M Specification

9、for Aircraft Powerplant Instal-lation Hazard MitigationF3116/F3116M Specification for Design Loads and Condi-tions2.2 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 definit

10、ions and abbreviations.3.2 Definitions:3.2.1 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 pow

11、er sources, to achieve thescheduled power 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 li

12、ne. The engine and APR failure flight pathline intersects the one-engine-inoperative flight path line at 122m (400 ft) above the takeoff surface. The engine and APR1This specification is under the jurisdiction ofASTM Committee F44 on GeneralAviation Aircraft and is the direct responsibility of Subco

13、mmittee F44.40 onPowerplant.Current edition approved Jan. 1, 2018. Published February 2018. Originallyapproved in 2015. Last previous edition approved in 2015 as F3064/F3064M 15.DOI: 10.1520/F3064_F3064M-18.2For referenced ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Customer

14、 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.access

15、.gpo.gov.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United StatesThis international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for theDevelopment

16、 of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.1failure 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

17、. 1.3.2.3 selected 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 a

18、pplication.4.1.3 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 to creep due to control loads or vibration.4.1.4 Each control must be able to withstand operating loadswithout failure or excessive deflection th

19、at will impede ornegatively affect intended operation.4.1.5 For turbine engine powered airplanes, no single failureor malfunction, or probable combination thereof, in anypowerplant control system may cause the failure of anypowerplant function necessary for safety.4.1.6 The portion of each powerplan

20、t 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 controls 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

21、 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; 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

22、 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, exceptignition switches for turbine engines for which continuousignition is not required, and each master ignition control musthave a means to

23、 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 separate control for each supercharger thatrequires a control.4.3.2 Each power, thrust, or supercharger control must givea positive and immediate re

24、sponsive means of controlling itsengine or supercharger.4.3.3 The power, thrust, or supercharger controls for eachengine or supercharger must be independent of those for everyother engine or supercharger.4.3.4 For each fluid injection (other than fuel) system and itscontrols not provided and approve

25、d 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 (other than amixture control) incorporates a fuel shutoff feature, the controlmust have a means to prevent the inadvertent movement of thecontrol i

26、nto the shutoff position. This means must:FIG. 1 Critical Time IntervalF3064/F3064M 1824.3.5.1 Have a positive lock or stop at the idle position; and4.3.5.2 Require a separate and distinct operation to place thecontrol in the shutoff position.4.3.6 Each power or thrust control must be designed so th

27、atif 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, each engine must have aseparate control.4.4.2 Aeroplanes with a manual engine mixture controlmust be d

28、esigned so that, if the control separates at the enginefuel/energy metering device, the airplane is capable of contin-ued safe flight and landing.4.5 Propeller 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 pr

29、opeller.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 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 Thru

30、st and Propeller Pitch Settings:4.6.1 For turbine engine installations, each control forreverse thrust and for propeller pitch settings below the flightregime 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 separ

31、ate and distinct operation by the crew todisplace the control from the flight regime (forward thrustregime for turbojet powered airplanes).4.7 Carburetor Air Temperature Controls:4.7.1 For carburetor equipped airplanes there must be aseparate carburetor air temperature control for each engine.4.8 Au

32、xiliary Power Unit Controls:4.8.1 Means must be provided on the flight deck for thestarting, stopping, monitoring, and emergency shutdown ofeach installed auxiliary 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 va

33、lve 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 Fuel 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 of

34、fuel/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 against inadvertent operation of each shutoffvalve; and4.10.2.2 Allow appropriate flight crew members to reopeneach valve rapidly after it has

35、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 not transmitted to the linesconnected to the valve.4.10.4 Each valve and fuel system control must be installedso that gravity and vibration wil

36、l not affect the selectedposition.4.10.5 Each shutoff valve handle and its connections to thevalve mechanism must have design features that minimize thepossibility 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

37、 “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” position when changing from one tank to another.5. Powerplant Operational Characteristics andInstallation5.1 Powerplant Operating Characteristics:5.1.

38、1 Turbine engine powerplant operating characteristicsmust:5.1.1.1 Be investigated in flight to determine that no adversecharacteristics (such as stall, surge, or flameout) are present, toa hazardous degree, during normal and emergency operationswithin the range of operating limitations of the airpla

39、ne 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 hazardous degree, during normal and emergency operationswithin the range of operating limitations of the airplane and ofthe engine.5.1.2 Forced air i

40、nduction engine operating characteristicsmust be investigated in flight to assure that no adversecharacteristics, as a result of an inadvertent overboost, surge,flooding, or vapor lock, are present during normal or emer-gency operation of the engine(s) throughout the range ofoperating limitations of

41、 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 component orsystem associated with the powerplant or auxiliary power unitmay occur when the airplane is operated at the negativeaccelerations wit

42、hin the flight envelopes prescribed in Speci-fication F3116/F3116M. This must be shown for the greatestvalue and duration of the acceleration expected in service.5.3 CoolingGeneral:5.3.1 The powerplant and auxiliary power unit coolingprovisions must:5.3.1.1 Maintain the temperatures of powerplant co

43、mpo-nents and engine fluids, and auxiliary power unit componentsand fluids within the limits established for those componentsand fluids under the most adverse ground, and water condi-tions; and5.3.1.2 Demonstrate flight operations to the maximum alti-tude and maximum ambient atmospheric temperature

44、condi-tions for which approval is requested, including after normalengine and auxiliary power unit shutdown.F3064/F3064M 1835.4 Cooling TestsCorrection Factors:5.4.1 GeneralCompliance 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

45、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, unless a more rationalcorrection method is applicable.5.4.1.2 No corrected temperature determined under 5.4.1.1of this sta

46、ndard may exceed established limits.5.4.1.3 The fuel used during the cooling tests must be of theminimum grade approved for the engine.5.4.1.4 For turbocharged engines, each turbocharger mustbe operated through that part of the climb profile for whichoperation with the turbocharger is requested.5.4.

47、1.5 For a reciprocating engine, the mixture settings mustbe the leanest recommended for climb.5.4.2 Maximum Ambient Atmospheric TemperatureAmaximum ambient atmospheric temperature corresponding tosea level conditions of at least 38C 100F must be estab-lished. The assumed temperature lapse rate is 2C

48、 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 constant at 56.5C69.7F.5.4.2.1 For winterization installations, the applicant mayselect a maximum ambient atmospheric temperature corre-sp

49、onding 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(except 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 firstoccurrence of the maximum fluid or component temperaturerecorded during the cooling test.5.4.