ASTM F3117 F3117M-2018c Standard Specification for Crew Interface in Aircraft.pdf

1、Designation: F3117 18bF3117/F3117M 18cStandard Specification forCrew Interface in Aircraft1This standard is issued under the fixed designation F3117;F3117/F3117M; the number immediately following the designation indicatesthe year of original adoption or, in the case of revision, the year of last rev

2、ision. A number in parentheses indicates the year of lastreapproval. A superscript epsilon () indicates an editorial change since the last revision or reapproval.1. Scope1.1 This specification covers international standards for the crew interface aspects of airworthiness and design for aircraft.“Cre

3、w” includes flight crew and maintenance crew. The material was developed through open consensus of international expertsin general aviation. This information was created by focusing on Normal Category aeroplanes. The content may be more broadlyapplicable; it is the responsibility of the applicant to

4、 substantiate broader applicability as a specific means of compliance.1.2 The applicant An applicant intending to propose this information as Means of Compliance for a design approval must seekthe individual guidance of their respective Civil Aviation Authority (CAA) body concerning the use of this

5、standard as part of acertification plan. from their respective oversight authority (for example, published guidance from applicable CAAs) concerningthe acceptable use and application thereof. For information on which CAA regulatory bodies oversight authorities have acceptedthis standardspecification

6、 (in whole or in part) as a means of compliancean acceptable Means of Compliance to their airworthinessregulations (hereinafter referred to as regulatory requirements (hereinafter “the Rules”), refer to ASTM F44 webpage(www.ASTM.org/COMMITTEE/F44.htm) which includes CAA website links.Committee F44 w

7、eb page (https:/www.astm.org/COMMITTEE/F44.htm).1.3 UnitsThis document may present information in either SI units, English Engineering units, or both. The values stated ineach system may not be exact equivalents; therefore, each system shall be used independently of the other. Combining values fromt

8、he two systems may result in nonconformance 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 safety, health, and environmental practices and deter

9、mine 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 International Standards, Guides and Recommendations i

10、ssuedby the World Trade Organization Technical Barriers to Trade (TBT) Committee.2. Referenced Documents2.1 ASTM Standards:2F3060 Terminology for AircraftF3061/F3061M Specification for Systems and Equipment in Small AircraftF3064/F3064M Specification for Aircraft Powerplant Control, Operation, and I

11、ndicationF3116/F3116M Specification for Design Loads and ConditionsF3173/F3173M Specification for Aircraft Handling CharacteristicsF3174/F3174M Specification for Establishing Operating Limitations and Information for AeroplanesF3179/F3179M Specification for Performance of AircraftF3233/F3233M Specif

12、ication for Instrumentation in Small AircraftF3235 Specification for Aircraft Storage Batteries2.2 Code of Federal Regulations (CFR):314 CFR Part 23 Amendment 621 This specification is under the jurisdiction of ASTM Committee F44 on General Aviation Aircraft and is the direct responsibility of Subco

13、mmittee F44.10 on General.Current edition approved May 1, 2018Nov. 1, 2018. Published July 2018December 2018. Originally approved in 2015. Last previous edition approved in 2018 asF3117 18a.F311718b. DOI: 10.1520/F3117-18B.10.1520/F3117_F3117M18C.2 For referencedASTM standards, visit theASTM website

14、, www.astm.org, or contactASTM Customer Service at serviceastm.org. For Annual Book of ASTM Standardsvolume information, refer to the standardsstandards Document Summary page on the ASTM website.3 Available from U.S. Government Printing Office, Superintendent of Documents, Publishing Office (GPO), 7

15、32 N. Capitol St., NW, Washington, DC 20401-0001,http:/www.access.gpo.gov.20401, http:/www.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. Becauseit may not be technically

16、 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, 100 Barr Harbor Drive, PO Box C70

17、0, West Conshohocken, PA 19428-2959. United States13. Terminology3.1 Refer to Terminology F3060.4. Pilot / Occupant Pilot/Occupant Compartment4.1 Pilot Compartment:4.1.1 For each pilot compartment, the compartment and its equipment must allow each pilot to perform flight crew dutieswithout unreasona

18、ble concentration or fatigue.4.1.2 For each pilot compartment, where the flight crew are separated from the passengers by a partition, there must be a meansto facilitate two-way communication between flight crew and cabin occupants, such as an opening or openable window or dooror other means.F3117/F

19、3117M 18c2NOTE 1A single intercom port from passenger compartment to crew may suffice as other means. If an opening is not provided to allow visualverification of occupant compartment conditions, such as Oxygen System status in Specification F3061/F3061M, other indication means may be requiredfor ot

20、her systems.4.1.3 If communication between flight crew and cabin occupants relies on electrical power, the one-way communication fromthe flight crew to the cabin occupants must be considered an essential electrical load.4.2 Pilot Compartment View:4.2.1 Each pilot compartment must be arranged with su

21、fficiently clear and undistorted view to enable the pilot to safely taxi,takeoff, approach, land, and perform any maneuvers within the operating limitations of the aircraft.4.2.2 Each pilot compartment must be free from glare and reflections that could interfere with the pilots vision. Compliancemus

22、t be shown in all operations for which certification is requested.4.2.3 Each pilot compartment must be designed so that each pilot is protected from the elements so that moderate rain conditionsdo not unduly impair the pilots view of the flight path in normal flight and while landing.4.2.4 A vision

23、system with a transparent display surface located in the pilots outside field of view, such as a head up-display,head mounted display, or other equivalent display, must meet the following requirements:4.2.4.1 While the vision system display is in operation, it must compensate for interference with t

24、he pilots outside field of viewsuch that the combination of what is visible in the display and what remains visible through and around it, enables the pilot toperform the maneuvers specified in 4.2.1 and the pilot compartment to meet the provisions of 4.2.2.4.2.4.2 The pilots view of the external sc

25、ene must be free of interference, distortion, and glare, that would adversely affect thepilots normal performance and workload, considering possible distortion both from windscreen or canopy and from transparentdisplay surface.4.2.4.3 The following tasks associated with the use of the pilots view mu

26、st not be degraded below the level of safety that existedwithout the video imagery:(1) Detection, accurate identification and maneuvering, as necessary, to avoid traffic, terrain, obstacles, and other hazards offlight.(2) Accurate identification and utilization of visual references required for ever

27、y task relevant to the phase of flight.(3) Although, the vision system image requirements relate primarily to the approach and landing phases of flight, the visionsystem image when viewed head up during ground operations should not create unacceptable distractions due to sensor proximityto the taxiw

28、ay surface.4.2.4.4 When the vision system displays imagery and any symbology referenced to the imagery and outside scene topography,including attitude symbology, flight path vector, and flight path angle reference cue, that imagery and symbology must be alignedwith, and scaled to, the external scene

29、.4.2.4.5 The vision system must provide a means to allow the pilot using the display to immediately deactivate and reactivatethe vision system imagery, on demand, without removing the pilots hands from the primary flight controls or thrust controls.4.2.4.6 When the vision system is not in operation,

30、 it may not restrict the pilot from performing the maneuvers specified in 4.2.1and the pilot compartment from meeting the provisions of 4.2.2.5. Controls General5.1 Flight Control Systems Controls:5.1.1 Each control must operate easily, smoothly, and positively enough to allow proper performance of

31、its functions.5.1.2 Controls must be arranged and, except where their function is obvious, identified to provide for convenience in operationand to not create confusion and subsequent inadvertent operation.5.1.3 Airplane aerodynamic flight controls must be designed so that they operate in accordance

32、 with the following movementand actuation for aerodynamic controls:(1) Primary Controls Motion and effectRoll Right (clockwise) for right wing down.Pitch Rearward for nose up.Yaw Right pedal forward for nose right.(2) Secondary ControlsFlaps (or auxiliary liftdevices)Forward or up for flaps up or au

33、xiliary devicestowed; rearward or down for flaps down orauxiliary device deployed.Trim tabs (or equivalent) Switch motion or mechanical rotation orcontrol to produce similar rotation of theairplane about an axis parallel to the axiscontrol. Axis of roll trim control may bedisplaced to accommodate co

34、mfortableactuation by the pilot. Direction of pilots handmovement must be in the same sense asairplane response for rudder trim if only aportion of a rotational element is accessible.5.2 Cockpit Controls:F3117/F3117M 18c35.2.1 Each cockpit control must be located and, except where its function is ob

35、vious, identified to provide convenient operationand to not create confusion or be prone to inadvertent operation.5.2.2 The controls must be located and arranged so that the pilot, in the normal seated position in the cockpit, has full andunrestricted movement of each control without interference fr

36、om either clothing or cockpit structure.5.2.3 Detents are an acceptable means to establish control positions associated with particular actions.5.2.4 Powerplant controls must be located:5.2.4.1 For multiengine airplanes, powerplant controls must be located on the pedestal or overhead at or near the

37、center of thecockpit.5.2.4.2 For single and tandem seated single-engine airplanes, powerplant controls must be located on the left side of the consoleor instrument panel.5.2.4.3 For other single-engine airplanes, powerplant controls must be located at or near the center of the cockpit, on thepedesta

38、l, instrument panel, or overhead.5.2.4.4 For airplanes with side-by-side pilot seats and with two sets of powerplant controls, powerplant controls must be locatedon the left and right consoles.5.2.5 When separate and distinct control levers are co-located (such as located together on the pedestal),

39、the control locationorder from left to right must be power (thrust) lever, propeller (rpm control), and mixture control (condition lever and fuel cut-offfor turbine-powered airplanes).5.2.5.1 Power (thrust) levers must be easily distinguishable from other controls, and provide for accurate, consiste

40、nt operation.5.2.5.2 Carburetor heat or alternate air control must be to the left of the throttle or at least 20 cm (8 in.)8 in. from the mixturecontrol when located other than on a pedestal.5.2.5.3 Carburetor heat or alternate air control, when located on a pedestal, must be aft or below the power

41、(thrust) lever.5.2.5.4 Supercharger controls must be located below or aft of the propeller controls.5.2.5.5 Airplanes with tandem seating or single-place airplanes may utilize control locations on the left side of the cabincompartment; however, location order from left to right must be power (thrust

42、) lever, propeller (rpm control), and mixture control.5.2.6 Identical powerplant controls for each engine must be located to prevent confusion as to the engines they control.5.2.6.1 Conventional multiengine powerplant controls must be located so that the left control(s) operates the left engine(s) a

43、ndthe right control(s) operates the right engine(s).5.2.6.2 On twin-engine airplanes with front and rear engine locations (tandem), the left powerplant controls must operate thefront engine and the right powerplant controls must operate the rear engine.5.2.7 Wing flap and auxiliary lift device contr

44、ols.5.2.7.1 Wing flap and auxiliary lift device controls, if present, must be located centrally, or to the right of the pedestal orpowerplant throttle control centerline.5.2.7.2 Wing flap and auxiliary lift device controls, if present, must be located far enough away from the landing gear controlto

45、avoid confusion.5.2.8 The landing gear control, if present, must be located to the left of the throttle centerline or pedestal centerline.5.2.9 If nose/tail wheel steering is installed, it must be demonstrated that its use does not require exceptional pilot skill duringtakeoff and landing, in crossw

46、inds, or in the event of an engine failure, or its use must be limited to low speed maneuvering.5.2.10 Each fuel feed selector control, if present, must be located and arranged so that the pilot can see and reach it withoutmoving any seat or primary flight control or requiring undue or disorienting

47、head/body movement when his seat is at any positionintended for use in flight.5.2.10.1 For a mechanical fuel selector:(1) The indication of the selected fuel valve position must be by means of a pointer and must provide positive identificationand feel (detent, etc.) of the selected position.(2) The

48、position indicator pointer must be located at the part of the handle that is the maximum dimension of the handlemeasured from the center of rotation.5.2.10.2 For electrical or electronic fuel selector:(1) Digital controls or electrical switches must be properly labeled.(2) Means must be provided to

49、indicate to the flight crew the tank or function selected. Selector switch position is notacceptable as a means of indication. The “off” or “closed” position must be indicated in red.5.2.10.3 If the fuel valve selector handle or electrical or digital selection is also a fuel shut-off selector, the off position markingmust be colored red.5.2.10.4 If there is a selector position other than “off” that does not provide adequate fuel flow for normal engine operation,these positions must be indicated in red and/or a red annunciation must be provided to the pilot.5