ASTM F3316 F3316M-2018 Standard Specification for Electrical Systems for Aircraft with Electric or Hybrid-Electric Propulsion.pdf

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1、Designation: F3316/F3316M 18Standard Specification forElectrical Systems for Aircraft with Electric or Hybrid-Electric Propulsion1This standard is issued under the fixed designation F3316/F3316M; the number immediately following the designation indicates the yearof original adoption or, in the case

2、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 the electrical systems, electri-cal equipment, and electrical power

3、 distribution aspects ofairworthiness and design for aircraft with Electric or Hybrid-Electric Propulsion. This material was developed through openconsensus of international experts in general aviation. Thismaterial was created by focusing on Normal Category Air-planes. The content may be more broad

4、ly applicable; it is theresponsibility of the applicant to substantiate broader applica-bility as a specific means of compliance.1.2 An applicant intending to propose this information as ameans of compliance for design approval must seek guidancefrom their respective oversight authority (for example

5、, pub-lished guidance from applicable CAAs) concerning the accept-able use and application thereof. For information on whichoversight authorities have accepted this standard (in whole orin part) as a Means of Compliance to their regulatory require-ments (Hereinafter referred to as “the Rules”), refe

6、r to ASTMF44 webpage (www.ASTM.org/COMMITTEE/F44.htm).1.3 UnitsThis standard may present information in eitherSI units, English Engineering units, or both; the values statedin each system may not be exact equivalents. Each system shallbe used independently of the other; combining values from thetwo

7、systems may result in nonconformance 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 t

8、he applicability of 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 iss

9、ued by the World Trade Organization TechnicalBarriers to Trade (TBT) Committee.2. Referenced Documents2.1 ASTM Standards:2F2490 05 Standard Guide for Aircraft Electrical Load andPower Source Capacity AnalysisF3060 Terminology for AircraftF3061/F3061M Specification for Systems and Equipment inSmall A

10、ircraftF3066/F3066M Specification for Aircraft Powerplant Instal-lation Hazard MitigationF3235 Specification for Aircraft Storage Batteries2.2 FAA Standard:3DOT/FAA/AR-00/12 Aircraft Materials Fire Test Handbook3. Terminology3.1 Terminology specific to this specification is providedbelow. For genera

11、l terminology, refer to Terminology F3060.3.2 Definitions of Terms Specific to This Standard:3.2.1 aircraft type code, nan Aircraft Type Code (ATC) isdefined by considering both the technical considerations re-garding the design of the aircraft and the airworthiness levelestablished based upon risk-

12、based criteria; the method ofdefining an ATC applicable to this specification is defined inSpecification F3061/F3061M.3.2.2 continued safe flight and landing, ncontinued safeflight and landing as applicable to this specification is definedin Specification F3061/F3061M.3.2.3 Battery Management System

13、 (BMS)a battery man-agement system is any electronic system that manages arechargeable battery (cell or battery pack), such as by protect-ing the battery from operating outside its Safe Operating Area,monitoring its state, calculating secondary data, reporting thatdata, controlling its environment,

14、authenticating it or balancingit, or both.3.2.4 Electric Propulsion System (EPS)installation thatincludes at least one EPU and hardware required to produce1This specification is under the jurisdiction ofASTM Committee F44 on GeneralAviation Aircraft and is the direct responsibility of Subcommittee F

15、44.50 onSystems and Equipment.Current edition approved May 15, 2018. Published June 2018. DOI: 10.1520/F3316_F3316M-18.2For 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

16、to the standards Document Summary page onthe ASTM website.3Available from Federal Aviation Administration (FAA), 800 IndependenceAve., SW, Washington, DC 20591, http:/www.faa.gov.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United StatesThis int

17、ernational standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for theDevelopment of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) C

18、ommittee.1propulsive thrust. Multiple EPUs may be in different arrange-ments such as serial or parallel or a combination of the two.3.2.5 Electric Propulsion Unit (EPU)the EPU shall as aminimum consist of the electric motor, associated controllersdisconnects and wiring, motor generator, and monitori

19、nggauges and meters.3.2.6 Energy Storage System (ESS)any manner that storessome form of energy that can be drawn upon at a later time toprovide energy for propulsion. Typical energy storage devicesinclude but are not limited to: batteries, fuel cells, or capaci-tors.3.3 Abbreviations:3.3.1 BMSBatter

20、y Management System3.3.2 EPSElectric Propulsion System3.3.3 EPUElectric Propulsion Unit3.3.4 ESSEnergy Storage System4. Electrical Systems for Electric PropulsionNOTE 1Table 1 provides correlation between various Aircraft TypeCodes and the individual requirements contained within this section; refer

21、to 3.2.1. For each subsection, an indicator can be found under each ATCcharacter field; three indicators are used:An empty cell()inal applicable ATC character field columnsindicates that an aircraft must meet the requirements of that subsection.A white circle () in multiple columns indicates that th

22、e requirementsof that subsection are not applicable to an aircraft only if all such ATCcharacter fields are applicable.A mark-out () in any of the applicable ATC character field columnsindicates that the requirements of that subsection are not applicable to anaircraft if that ATC character field is

23、applicable.ExampleAn aircraft with anATC of 1SRLLDLN is being considered.Since all applicable columns are empty for 4.2.1, that subsection isapplicable to the aircraft. Since both the “L” stall speed column and the“D” meteorological column for 4.1.1 contain white circles, then thatsubsection is not

24、applicable; however, for an aircraft with an ATC of1SRMLDLN, 4.1.1 would be applicable since the “M” stall speed columndoes not contain a white circle.4.1 Power Source Capacity and Distribution:4.1.1 Each installation whose functioning is required fortype certification or under operating rules and t

25、hat requires apower supply is an “essential load” on the power supply. Thepower sources and the system must be able to supply the powerloads specified in 4.1.1.1 4.1.1.3 in probable operatingcombinations and for probable durations. The power loads maybe assumed to be reduced under a monitoring proce

26、dureconsistent with safety in the kinds of operation authorized.4.1.1.1 The power sources and the electrical distributionsystem, when functioning normally, must be able to support allconnected loads.4.1.1.2 The power sources and the electrical distributionsystem must be able to support all essential

27、 loads after thefailure of any one ESS or primary electrical power source. AnEPU designed to be connected to only one ESS is excludedfrom this requirement.4.1.1.3 The power sources and the electrical distributionsystem must be able to support all essential loads for which analternate source of power

28、 is required, after any failure ormalfunction in any one ESS, any one power supply system, anyone distribution system, or any other utilization system. AnEPU designed to be connected to only one ESS is excludedfrom this requirement.4.1.2 The power source and the electrical distribution sys-tem used

29、to satisfy the probable duration requirement of 4.1.1is required to provide electrical power to those loads that areessential to continued safe flight and landing including non-continuous essential loads with enough capacity to meet therequirements of either 4.1.2.1, 4.1.2.2,or4.1.2.3 as appropriate

30、per Table 1.4.1.2.1 The time needed to complete the function required,for continued safe flight and landing.4.1.2.2 A time period of at least 30 minutes which includesthe time to recognize the loss of primary power and to takeappropriate load shedding action.4.1.2.3 A time period of at least 60 minu

31、tes which includesthe time to recognize the loss of primary power and to takeappropriate load shedding action.4.1.3 The electrical capacity duration requirement of 4.1.2shall be demonstrated by test or analysis including all loadsessential to continued safe flight.4.2 Electrical Systems and Equipmen

32、t:4.2.1 Electric power sources, their transmission cables, andtheir associated control and protective devices, must be able tofurnish the required power at the proper voltage and frequency,if applicable to each load circuit essential for safe operationand maintained within the limits for which the e

33、quipment isdesigned during any probable operating conditions.4.2.2 Compliance with 4.2.1 must be shown by an electricalload analysis or by electrical measurements that account for theelectrical loads applied to the electrical system in probablecombinations and for probable durations.NOTE 2Guide F249

34、0 provides information and methodology for anelectrical load analysis.4.2.3 Each electrical system, when installed, must be freefrom hazards in itself, in its method of operation, and in itseffects on other parts of the aeroplane.4.2.4 Each electrical system, when installed, must be pro-tected from

35、fuel, oil, water, other detrimental substances, andmechanical damage.4.2.5 Each electrical system, when installed, must be de-signed so that the risk of electrical shock to crew, passengers,and ground personnel is reduced to a minimum.4.2.6 Electric power sources must function properly whenconnected

36、 in combination or independently.4.2.7 No failure or malfunction of any electric power sourcemay impair the ability of any remaining source to supply loadcircuits essential for safe operation.4.2.8 Each electrical system must be designed so thatessential load circuits can be supplied in the event of

37、 reason-ably probable faults or open circuits including faults in heavycurrent carrying cables.4.2.9 Ameans must be accessible in flight to the appropriateflight crewmembers for the individual and rapid disconnectionof the electrical power sources from the distribution systemwhich includes the distr

38、ibution busses, their associated feeders,each control device, and each protective device.F3316/F3316M 182TABLE 1 ATC Compliance Matrix, Section 4SectionCertification LevelNumber ofEnginesType ofEngine(s)Stall Speed Cruise SpeedMeteorologicalConditionsAltitude Maneuvers1234SMRTLMHLHDNILHNA44.14.1.1 C

39、C4.1.1.14.1.1.24.1.1.34.1.24.1.2.1 CC4.1.2.2 4.1.2.3 4.1.34.24.2.14.2.24.2.34.2.44.2.54.2.64.2.74.2.84.2.94.2.104.2.114.2.124.2.134.2.144.2.154.2.164.2.174.34.3.14.3.24.3.34.3.44.3.54.44.4.14.4.24.4.34.54.5.14.5.24.64.6.14.6.24.6.34.6.44.6.54.6.64.6.74.6.84.74.7.14.7.24.7.34.84.8.14.8.24.94.9.14.9.2

40、4.9.34.9.44.9.54.9.64.9.74.9.84.9.9F3316/F3316M 1834.2.10 If any particular system or item of equipment re-quires two independent sources of electrical power, theirelectrical energy supply must be ensured by means such asduplicate electrical equipment, throw over switching, or by theuse of multichan

41、nel or loop circuits separately routed.4.2.11 There must be a means to give immediate warning tothe appropriate flight crew members of a failure of any primaryelectrical power source.4.2.12 Each electrical power source must have a means toprevent damage to the electrical system, or to equipmentsuppl

42、ied by the electrical system that could result if the powersource provided electrical power outside the qualified limitsthat would damage the electrical system or equipment.4.2.13 A means must exist to indicate to appropriate flightcrewmembers the electric power system quantities essential forsafe o

43、peration.4.2.14 If provisions are made for connecting external powerto the aeroplane, a means must be provided to ensure that noexternal power supply having an over voltage, an undervoltage, a reverse polarity, or a reverse phase sequence, cansupply power to the aeroplane electrical system.4.2.15 If

44、 provisions are made for connecting external powerto the aeroplane, the external power connection must belocated so that its use will minimize the hazard to the aeroplaneand ground personnel.4.2.16 If provisions are made for connecting external powerto the aeroplane to charge the aeroplane battery,

45、a means mustbe provided to automatically disconnect the external power inthe event of a malfunction of the aeroplane battery or batterymanagement system.4.2.17 If equipped with a combustion engine that is part ofthe Hybrid-Electric Propulsion System, electrical equipmentmust be so designed and insta

46、lled that in the event of a fire inthe combustion engine compartment, during which the surfaceof the firewall adjacent to the fire is heated to 1095C 2000Ffor five minutes or to a lesser temperature substantiated by theapplicant, the equipment essential to continued safe operationand located behind

47、the firewall will function satisfactorily andwill not create an additional fire hazard.4.3 Circuit Protective Devices:4.3.1 Circuit protective devices must be installed in allelectrical circuits other than circuits in which no hazard ispresented by their omission.4.3.2 A protective device for a circ

48、uit essential to flightsafety may not be used to protect any other circuit.4.3.3 Each resettable circuit protective device (“trip free”device in which the tripping mechanism cannot be overriddenby the operating control) must be designed so that a manualoperation is required to restore service after

49、tripping.4.3.4 Each resettable circuit protective device (“trip free”device in which the tripping mechanism cannot be overriddenby the operating control) must be designed so that if anoverload or circuit fault exists, the device will open the circuitregardless of the position of the operating control.4.3.5 If the ability to reset a circuit protective device isrequired for continued safe flight and landing, a means must beprovided so that it can be readily reset in flight.4.4 Master Switch Arrangement:4.4.1 There must be a master switch or equivalent functi