ASTM F3064 F3064M-2018a Standard Specification for Aircraft Powerplant Control Operation and Indication《飞机动力装置控制操作和指示的标准规范》.pdf

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1、Designation: F3064/F3064M 18F3064/F3064M 18aStandard Specification forControl, Operational Characteristics and Installation ofInstruments and Sensors of Propulsion SystemsAircraftPowerplant Control, Operation, and Indication1This standard is issued under the fixed designation F3064/F3064M; the numbe

2、r immediately following the designation indicates the yearof original 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.

3、1 This specification covers minimum requirements for the control, indication, and operational characteristics of propulsionsystems. It was developed based on propulsion system installed on aeroplanes, but may be applicable to other applications as well.1.2 The applicant for a design approval must se

4、ek the individual guidance to their respective CAA body concerning the use ofthis standard as part of a certification plan. For information on which CAAregulatory bodies have accepted this standard (in wholeor in part) as a means of compliance to their Aeroplane Airworthiness regulations (Hereinafte

5、r referred to as “the Rules”), referto ASTM F44 webpage (www.ASTM.org/COMITTEE/F44.htm) which includes CAA website links.1.3 UnitsThe values stated are SI units followed by imperial units in brackets. The values stated in each system may not beexact equivalents; therefore, each system shall be used

6、independently of the other. Combining values from the two systems mayresult in non-conformance with the standard.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibilityof the user of this standard to establish appropriate sa

7、fety, health, and environmental practices and determine the applicability ofregulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardizationestablished in the Decision on Principles for the Development of In

8、ternational Standards, Guides and Recommendations issuedby the World Trade Organization Technical Barriers to Trade (TBT) Committee.2. Referenced Documents2.1 ASTM Standards:2F3060 Terminology for AircraftF3062/F3062M Specification for Installation of Powerplant SystemsF3063/F3063M Specification for

9、 Aircraft Fuel and Energy Storage and DeliveryF3066/F3066M Specification for Aircraft Powerplant Installation Hazard MitigationF3116/F3116M Specification for Design Loads and ConditionsF3117 Specification for Crew Interface in Aircraft2.2 Other Standards:3US 14 CFR (Code of Federal Regulations) Part

10、 23 Amendment 623. Terminology3.1 The following are a selection of relevant terms. See Terminology F3060 for more definitions and abbreviations.3.2 Definitions:3.2.1 automatic power reserve (APR) system, nthe automatic system used only during takeoff, including all devices bothmechanical and electri

11、cal that sense engine failure, transmit signals, actuate fuel controls or power levers on operating engines,including power sources, to achieve the scheduled power increase and furnish cockpit information on system operation.1 This specification is under the jurisdiction ofASTM Committee F44 on Gene

12、ralAviationAircraft and is the direct responsibility of Subcommittee F44.40 on Powerplant.Current edition approved Jan. 1, 2018Feb. 1, 2018. Published February 2018. Originally approved in 2015. Last previous edition approved in 20152018 asF3064/F3064M 15.F3064/F3064M 18. DOI: 10.1520/F3064_F3064M-1

13、8.10.1520/F3064_F3064M-18A.2 For referencedASTM standards, visit theASTM website, www.astm.org, or contactASTM Customer Service at serviceastm.org. For Annual Book of ASTM Standardsvolume information, refer to the standards Document Summary page on the ASTM website.3 Available from U.S. Government P

14、rinting Office Superintendent of Documents, 732 N. Capitol St., NW, Mail Stop: SDE, Washington, DC 20401, http:/www.access.gpo.gov.This document is not an ASTM standard and is intended only to provide the user of an ASTM standard an indication of what changes have been made to the previous version.

15、Becauseit may not be technically possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current versionof the standard as published by ASTM is to be considered the official document.Copyright ASTM International, 1

16、00 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States13.2.2 critical time interval, nperiod starting at V1 minus one second and ending at the intersection of the engine and APRfailure flight path line with the minimum performance all engine flight path line. The engine a

17、nd APR failure flight path lineintersects the one-engine-inoperative flight path line at 122 m (400 ft)400 ft above the takeoff surface. The engine and APRfailure flight path is based on the airplanes performance and must have a positive gradient of at least 0.5 % at 122 m (400 ft)400ft above the ta

18、keoff surface. See Fig. 1.3.2.3 selected takeoff power, nthe power obtained from each initial power setting approved for takeoff.4. Engine Controls4.1 General Requirements:4.1.1 Powerplant controls must be located and arranged per USSpecification F311714 CFR 23.7774.1.2 Each flexible control must be

19、 shown to be suitable for the particular application.4.1.3 Each control must be able to maintain any necessary position 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 load

20、s without failure or excessive deflection that will impede ornegatively affect intended operation.4.1.5 For turbine engine powered airplanes, no single failure or malfunction, or probable combination thereof, in any powerplantcontrol system may cause the failure of any powerplant function necessary

21、for safety.4.1.6 The portion of each powerplant control located in the engine compartment that is required to be operated in the event offire must be at least fire resistant.4.1.7 Powerplant valve controls located in the cockpit must have:4.1.7.1 For manual valves, positive stops or in the case of f

22、uel valves suitable index provisions, in the open and closed position;and4.1.7.2 For power-assisted valves, a means to indicate to the flight crew when the valve is in the fully open or fully closedposition; or is moving between the fully open and fully closed position.4.2 Ignition Switches:4.2.1 Ae

23、roplanes with combustion based engines that utilize spark ignition must:4.2.1.1 Have independent ignition switches that must control and shut off each ignition circuit on each engine.4.2.1.2 Ensure that each group of ignition switches, except ignition switches for turbine engines for which continuou

24、s ignitionis not required, and each master ignition control must have a means to prevent its inadvertent operation.4.3 Power, Thrust, Supercharger Controls:FIG. 1 Critical Time IntervalF3064/F3064M 18a24.3.1 There must be a separate power or thrust control for each engine and a separate control for

25、each supercharger that requiresa control.4.3.2 Each power, thrust, or supercharger control must give a positive and immediate responsive means of controlling its engineor supercharger.4.3.3 The power, thrust, or supercharger controls for each engine or supercharger must be independent of those for e

26、very otherengine or supercharger.4.3.4 For each fluid injection (other than fuel) system and its controls not provided and approved as part of the engine, theapplicant must show that the flow of the injection fluid is adequately controlled.4.3.5 If a power, thrust, or a fuel control (other than a mi

27、xture control) incorporates a fuel shutoff feature, the control must havea means to prevent the inadvertent movement of the control 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 place the

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

29、must have a separate control.4.4.2 Aeroplanes with a manual engine mixture control must be designed so that, if the control separates at the enginefuel/energy metering device, the airplane is capable of continued safe flight and landing.4.5 Propeller Speed Pitch and Feathering Controls:4.5.1 If ther

30、e are propeller speed or pitch controls, they must:4.5.1.1 Allow separate control of each propeller.4.5.1.2 Allow ready synchronization of all propellers on multiengine airplanes.4.5.2 If there are propeller feathering controls installed:4.5.2.1 It must be possible to feather each propeller separate

31、ly.4.5.2.2 Each control must have a means to prevent inadvertent operation.4.6 Reverse Thrust and Propeller Pitch Settings:4.6.1 For turbine engine installations, each control for reverse thrust and for propeller pitch settings below the flight regime musthave means to prevent its inadvertent operat

32、ion that 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 to displace the control from the flight regime (forward thrust regime forturbojet powered airplanes).4.7 Carburetor Air Temperature Controls:4.7.1 For carburetor equipp

33、ed airplanes there must be a separate 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 the starting, stopping, monitoring, and emergency shutdown of eachinstalled auxiliary power unit.4.9 Powered Operated Valves:

34、4.9.1 Power Operated valves must have a means to:4.9.1.1 Indicate to the flight crew when the valve has reached the selected position; and4.9.1.2 Not move from the selected position under vibration conditions likely to exist at the valve location.4.10 Fuel Valves and Energy Controls:4.10.1 There mus

35、t be a means to allow appropriate flight crew members to rapidly shut off, in flight, the supply of fuel/energyto each engine individually.4.10.2 No shutoff valve may be on the engine side of any firewall. In addition, there must be means to:4.10.2.1 Guard against inadvertent operation of each shuto

36、ff valve; and4.10.2.2 Allow appropriate flight crew members to reopen each valve rapidly after it has been closed.4.10.3 Each valve and fuel system control must be supported so that loads resulting from its operation or from accelerated flightconditions are not transmitted to the lines connected to

37、the valve.4.10.4 Each valve and fuel system control must be installed so that gravity and vibration will not affect the selected position.4.10.5 Each shutoff valve handle and its connections to the valve mechanism must have design features that minimize thepossibility of incorrect installation.4.10.

38、6 Fuel tank selector valves must:4.10.6.1 Have a separate and distinct action to place the selector in the “OFF” position; and4.10.6.2 Have the tank selector positions located in such a manner that it is impossible for the selector to pass through the “OFF”position when changing from one tank to ano

39、ther.F3064/F3064M 18a35. Powerplant Operational Characteristics and Installation5.1 Powerplant Operating Characteristics:5.1.1 Turbine engine powerplant operating characteristics must:5.1.1.1 Be investigated in flight to determine that no adverse characteristics (such as stall, surge, or flameout) a

40、re present, to ahazardous degree, during normal and emergency operations within the range of operating limitations of the airplane and of theengine.5.1.1.2 Be investigated in flight to determine that no adverse characteristics (such as stall, surge, or flameout) are present, to ahazardous degree, du

41、ring normal and emergency operations within the range of operating limitations of the airplane and of theengine.5.1.2 Forced air induction engine operating characteristics must be investigated in flight to assure that no adverse characteristics,as a result of an inadvertent overboost, surge, floodin

42、g, or vapor lock, are present during normal or emergency operation of theengine(s) throughout the range of operating limitations of both airplane and engine.5.2 Negative Acceleration:5.2.1 No hazardous malfunction of an engine, an auxiliary power unit approved for use in flight, or any component or

43、systemassociated with the powerplant or auxiliary power unit may occur when the airplane is operated at the negative accelerations withinthe flight envelopes prescribed in Specification F3116/F3116M. This must be shown for the greatest value and duration of theacceleration expected in service.5.3 Co

44、olingGeneral:5.3.1 The powerplant and auxiliary power unit cooling provisions must:5.3.1.1 Maintain the temperatures of powerplant components and engine fluids, and auxiliary power unit components and fluidswithin the limits established for those components and fluids under the most adverse ground,

45、and water conditions; and5.3.1.2 Demonstrate flight operations to the maximum altitude and maximum ambient atmospheric temperature conditions forwhich approval is requested, including after normal engine and auxiliary power unit shutdown.5.4 Cooling TestsCorrection Factors:5.4.1 GeneralCompliance wi

46、th 5.3 must be shown on the basis of tests, for which the following apply:5.4.1.1 If the tests are conducted under ambient atmospheric temperature conditions deviating from the maximum for whichapproval is requested, the recorded powerplant temperatures must be corrected under 5.4.3 and 5.4.4, unles

47、s a more rationalcorrection method is applicable.5.4.1.2 No corrected temperature determined under 5.4.1.1 of this standard may exceed established limits.5.4.1.3 The fuel used during the cooling tests must be of the minimum grade approved for the engine.5.4.1.4 For turbocharged engines, each turboch

48、arger must be operated through that part of the climb profile for which operationwith the turbocharger is requested.5.4.1.5 For a reciprocating engine, the mixture settings must be the leanest recommended for climb.5.4.2 Maximum Ambient Atmospheric TemperatureA maximum ambient atmospheric temperatur

49、e corresponding to sea levelconditions of at least 38C 100F must be established. The assumed temperature lapse rate is 2C per 305 meter 3.6F perthousand feet of altitude above sea level until a temperature of 56.5C 69.7F.69.7F is reached, above which altitude thetemperature is considered constant at 56.5C 69.7F.5.4.2.1 For winterization installations, the applicant may select a maximum ambient atmospheric temperature corresponding tosea level conditions of less than 38C 100F.5.4.3 Correction Factor (Except for Cylinder Barrels)Tempera