ASTM F3083 F3083M-2015 Standard Specification for Emergency Conditions Occupant Safety and Accommodations《紧急条件 乘员安全和住宿的标准规格》.pdf

《ASTM F3083 F3083M-2015 Standard Specification for Emergency Conditions Occupant Safety and Accommodations《紧急条件 乘员安全和住宿的标准规格》.pdf》由会员分享，可在线阅读，更多相关《ASTM F3083 F3083M-2015 Standard Specification for Emergency Conditions Occupant Safety and Accommodations《紧急条件 乘员安全和住宿的标准规格》.pdf（11页珍藏版）》请在麦多课文档分享上搜索。

1、Designation: F3083/F3083M 15Standard Specification forEmergency Conditions, Occupant Safety andAccommodations1This standard is issued under the fixed designation F3083/F3083M; the number immediately following the designation indicates the yearof original adoption or, in the case of revision, the yea

2、r 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 addresses emergency conditions, oc-cupant safety and accommodations for occupants and cargo.1.

3、2 The applicant for a design approval must seek theindividual guidance of their respective CAA body concerningthe 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 totheir airw

4、orthiness regulations (Hereinafter referred to as “theRules”), refer to ASTM F44 webpage (www.ASTM.org/COMITTEE/F44.htm) which includes CAA website links.1.3 The values stated in either SI units or inch-pound unitsare to be regarded separately as standard. The values stated ineach system may not be

5、exact equivalents; therefore, eachsystem shall be used independently of the other. Combiningvalues from the two systems may result in non-conformancewith 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

6、the user of this standard to establish appro-priate safety and health practices and determine the applica-bility of regulatory limitations prior to use.2. Referenced Documents2.1 ASTM Standards:2F3060 Terminology for Aircraft2.2 U.S. Code of Federal Regulations:314 CFR Part 23 Airworthiness Standard

7、s: Normal, Utility,Aerobatic and Commuter Category Airplanes49 CFR Part 572 Anthropomorphic Test Devices (Subpart B)2.3 European Aviation Safety Agency Regulations:4CS-23 Certification Specifications for Normal, Utility,Aerobatic, and Commuter Category Aeroplanes (Amend-ment 3)CS-VLA Certifications

8、Specifications for Very Light Aero-planes (Amendment 1)2.4 Other Standard:PH1.25 Standard Specification for Safety Photographic Film3. Terminology3.1 See Terminology F3060 for definitions of terms used inthis standard.3.2 Abbreviations:3.2.1 gppeak deceleration for seat/restraint system test3.2.2 HI

9、Chead injury criteria3.2.3 trrise time to the peak deceleration, gp4. Emergency Landing Conditions4.1 General:4.1.1 The airplane, although it may be damaged in emer-gency landing conditions, must be designed as prescribed inthis section to protect each occupant under those conditions.4.1.2 The struc

10、ture must be designed to give each occupantevery reasonable chance of escaping serious injury when:4.1.2.1 Proper use is made of the seats, safety belts, andshoulder harnesses provided for in the design.4.1.2.2 The occupant experiences the static inertia loadscorresponding to the following ultimate

11、load factors:(1) Upward, 3.0 g, or 4.5 g for airplanes approved foraerobatics;(2) Forward, 9.0 g;(3) Sideward, 1.5 g; and(4) Downward, 6.0 g when certification to the emergencyexit provisions of 5.6.4.4 is requested.4.1.2.3 The items of mass within the cabin, that could injurean occupant, experience

12、 the static inertia loads correspondingto the following ultimate load factors:(1) For Level 1 aircraft with a VS0not more than 83 km/h45 kts:1This specification is under the jurisdiction ofASTM Committee F44 on GeneralAviation Aircraft and is the direct responsibility of Subcommittee F44.30 onStruct

13、ures.Current edition approved June 1, 2015. Published September 2015. DOI:10.1520/F3083_F3083M-15.2For referenced ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Customer Service at serviceastm.org. For Annual Book of ASTMStandards volume information, refer to the standards Docu

14、ment Summary page onthe ASTM website.3Available from the U.S. Government Printing Office at www.ecfr.gov.4Available from the European Aviation Safety Agency at www.easa.europa.eu.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States1(a) Upw

15、ard, 3.0 g;(b) Forward, 9.0 g; and(c) Sideward, 1.5 g.(2) For all other aircraft:(a) Upward, 3.0 g;(b) Forward, 18.0 g; and(c) Sideward, 4.5 g.4.1.3 Each airplane with retractable landing gear must bedesigned to protect each occupant in a landing:4.1.3.1 With the wheels retracted;4.1.3.2 With modera

16、te descent velocity; and4.1.3.3 Assuming, in the absence of a more rational analy-sis:(1) A downward ultimate inertia force of 3 g; and(2) A coefficient of friction of 0.5 at the ground.4.1.4 Unless it is established that a turnover is unlikelyduring an emergency landing, the structure must be desig

17、ned toprotect the occupants in a complete turnover. For determiningthe loads to be applied to the inverted airplane after a turnover,in the absence of a more rational analysis, an upward ultimateinertia load factor of 3.0 g and a coefficient of friction with theground of 0.5 must be used.4.1.4.1 For

18、 Level 1 aircraft, it must be assumed thatturnover is likely.4.1.4.2 For Level 2 through 4 aircraft, the likelihood of aturnover may be shown by an analysis assuming the followingconditions:(1) The most adverse combination of weight and center ofgravity position;(2) Longitudinal load factor of 9.0 g

19、;(3) Vertical load factor of 1.0 g; and(4) For airplanes with tricycle landing gear, the nose wheelstrut failed with the nose contacting the ground.4.1.5 Except as provided in 5.5.1.4, the supporting structuremust be designed to restrain, under loads up to those specifiedin 4.1.2.3, each item of mas

20、s that could injure an occupant if itcame loose in a minor crash landing.4.1.6 Engine mount and supporting structure must with-stand 15 g forward for engines installed behind and above theseating compartment.4.1.7 For engines mounted inside the fuselage, aft of thecabin, it must be shown by test or

21、analysis that the engine andattached accessories, and the engine mounting structure:4.1.7.1 Can withstand a forward acting static ultimate iner-tia load factor of 18.0 g plus the maximum takeoff enginethrust; or4.1.7.2 The airplane structure is designed to preclude theengine and its attached accesso

22、ries from entering or protrudinginto the cabin should the engine mounts fail.4.2 Dynamic Conditions:4.2.1 Each seat/restraint system must be designed to protecteach occupant during an emergency landing when:4.2.1.1 Proper use is made of seats, safety belts, andshoulder harnesses provided for in the

23、design; and4.2.1.2 The occupant is exposed to the loads resulting fromthe conditions prescribed in this section.4.2.2 Except for those seat/restraint systems that are re-quired to meet 4.2.4 or 4.2.5, each seat/restraint system forcrew or passenger occupancy during takeoff and landing, mustsuccessfu

24、lly complete dynamic tests, or be demonstrated byrational analysis supported by dynamic tests, in accordancewith each of the following conditions. These tests must beconducted with an occupant simulated by an anthropomorphictest device (ATD) defined by 49 CFR part 572, subpart B, or anapproved equiv

25、alent, with a nominal weight of 77 kg 170 lband seated in the normal upright position.4.2.2.1 For the first test, the change in velocity must not beless than 9.4 m/s 31 ft/s. The seat/restraint system must beoriented in its nominal position with respect to the airplane andwith the horizontal plane o

26、f the airplane pitched up 60, withno yaw, relative to the impact vector. For seat/restraint systemsto be installed in the first row of the airplane, peak decelerationmust occur in not more than 0.05 s after impact and must reacha minimum of 19 g. For all other seat/restraint systems, peakdeceleratio

27、n must occur in not more than 0.06 s after impactand must reach a minimum of 15 g.4.2.2.2 For the second test, the change in velocity must notbe less than 12.8 m/s 42 ft/s. The seat/restraint system mustbe oriented in its nominal position with respect to the airplaneand with the vertical plane of th

28、e airplane yawed 10, with nopitch, relative to the impact vector in a direction that results inthe greatest load on the shoulder harness. For seat/restraintsystems to be installed in the first row of the airplane, peakdeceleration must occur in not more than 0.05 s after impactand must reach a minim

29、um of 26 g. For all other seat/restraintsystems, peak deceleration must occur in not more than 0.06 safter impact and must reach a minimum of 21 g.4.2.2.3 To account for floor warpage, the floor rails orattachment devices used to attach the seat/restraint system tothe airframe structure must be prel

30、oaded to misalign withrespect to each other by at least 10 vertically (that is, pitch outof parallel) and one of the rails or attachment devices must bepreloaded to misalign by 10 in roll prior to conducting the testdefined by 4.2.2.2.4.2.3 Compliance with the following requirements must beshown dur

31、ing the dynamic tests conducted in accordance with4.2.2:4.2.3.1 The seat/restraint system must restrain the ATDalthough seat/restraint system components may experiencedeformation, elongation, displacement, or crushing intended aspart of the design.4.2.3.2 The attachment between the seat/restraint sy

32、stemand the test fixture must remain intact, although the seatstructure may have deformed.4.2.3.3 Each shoulder harness strap must remain on theATDs shoulder during the impact.4.2.3.4 The safety belt must remain on the ATDs pelvisduring the impact.4.2.3.5 The results of the dynamic tests must show t

33、hat theoccupant is protected from serious head injury.(1) When contact with adjacent seats, structure, or otheritems in the cabin can occur, protection must be provided sothat the head impact does not exceed a head injury criteria(HIC) of 1000.(2) The value of HIC is defined as:F3083/F3083M 152HIC 5

34、H t22 t1!F1t22 t1!*t1t2at!dtG2.5JMax(1)where:t1= the initial integration time, expressed in seconds;t2= the final integration time, expressed in seconds; anda(t) = the total acceleration vs. time curve for the head strikeexpressed as a multiple of g (units of gravity).(3) Compliance with the HIC lim

35、it must be demonstratedby measuring the head impact during dynamic testing asprescribed in 4.2.2.1 and 4.2.2.2 or by a separate showing ofcompliance with the head injury criteria using test or analysisprocedures.4.2.3.6 Loads in individual shoulder harness straps must notexceed 7784 N 1750 lbf. If d

36、ual straps are used for retainingthe upper torso, the total strap loads must not exceed 8896 N2000 lbf.4.2.3.7 The compression load measured between the pelvisand the lumbar spine of the ATD must not exceed 6672 N1500 lbf.4.2.4 For all single-engine airplanes with a VS0of more than113 km/h 61 kts at

37、 maximum weight, and those multiengineairplanes of 2722 kg 6000 lb or less maximum weight with aVS0of more than 113 km/h 61 kts at maximum weight that donot comply with 23.67(a)(1) of 14 CFR Part 23.4.2.4.1 The ultimate load factors of 4.1.2 must be increasedby multiplying the load factors by the sq

38、uare of the ratio of theincreased stall speed to 113 km/h 61 kts. The increasedultimate load factors need not exceed the values reached at aVS0of 146 km/h 79 kts. The upward ultimate load factor foraircraft approved for aerobatics need not exceed 5.0 g.4.2.4.2 The seat/restraint system test required

39、 by 4.2.2.1 ofthis section must be conducted in accordance with the follow-ing criteria:(1) The change in velocity must not be less than 9.4 m/s 31ft/s.(2) The peak deceleration (gp) of 19 g and 15 g must beincreased and multiplied by the square of the ratio of theincreased stall speed to Vnormalize

40、= 113 km/h 61 kts:gp5 19.0 VS0 Vnormalize!2or gp5 15.0 VS0 Vnormalize!2(2)(a) The peak deceleration need not exceed the valuereached at a VS0of 146 km/h 79 kts.(3) The peak deceleration must occur in not more than time(tr), which must be computed as follows:tr53132.2gp!50.96gp(3)where:gp= the peak d

41、eceleration calculated in accordance with4.2.4.2(2); andtr= the rise time (in seconds) to the peak deceleration.4.2.5 For Level 1 aircraft with a maximum takeoff weight ofnot more than 750 kg 1653 lb and a stalling speed in thelanding configuration of not more than 83 km/h 45 kts, therequirements of

42、 4.2.2 and 4.2.3 are not required if the follow-ing conditions are met:4.2.5.1 Each seat and its supporting structure must bedesigned for occupants weighing at least 86 kg 190 lb, andfor the maximum load factors corresponding to the specifiedflight and ground load conditions, including the emergency

43、landing conditions prescribed in 4.1.2.2.4.2.5.2 Each occupant must be protected from serious headinjury by a safety belt and shoulder harness when the occupantexperiences the inertia forces prescribed in 4.1.2.2. (Forreference, see Appendix X1.)4.2.6 An alternate approach that achieves an equivalen

44、t, orgreater, level of occupant protection to that required by thissection may be used if substantiated on a rational basis.5. Occupant and Cargo Accommodations5.1 Seats, Berths, Litters, Safety Belts, and Shoulder Har-nesses:5.1.1 There must be a seat or berth for each occupant thatmeets the follow

45、ing:5.1.1.1 Each seat/restraint system and the supporting struc-ture must be designed to support occupants weighing at least98 kg 215 lb when subjected to the maximum load factorscorresponding to the specified flight and ground loadconditions, as defined in the approved operating envelope ofthe airp

46、lane. In addition, these loads must be multiplied by afactor of 1.33 in determining the strength of all fittings and theattachment of:(1) Each seat to the structure; and(2) Each safety belt and shoulder harness to the seat orstructure.5.1.1.2 Each forward-facing or aft-facing seat/restraint sys-tem

47、in Level 1 through 3 airplanes must consist of a seat, asafety belt, and a shoulder harness, with a metal-to-metallatching device, that are designed to provide the occupantprotection provisions required in 4.2. Other seat orientationsmust provide the same level of occupant protection as aforward-fac

48、ing or aft-facing seat with a safety belt and ashoulder harness, and must provide the protection provisions of4.2.5.1.1.3 For Level 4 airplanes, each seat and the supportingstructure must be designed for occupants weighing at least 77kg 170 lb when subjected to the inertia loads resulting fromthe ul

49、timate static load factors prescribed in 4.1.2.2. Eachoccupant must be protected from serious head injury whensubjected to the inertia loads resulting from these load factorsby a safety belt and shoulder harness, with a metal-to-metallatching device, for the front seats and a safety belt, or a safetybelt and shoulder harness, with a metal-to-metal latchingdevice, for each seat other than the front seats.5.1.1.4 Each restraint system must have a single-pointrelease for occupant evacuation.5.1.1.5 The restraint system for each cr