BS 3G 100-2 3 6-1972 Specification for general requirements for equipment for use in aircraft - All equipment - Environmental conditions - Acceleration requirements《航空器设备的一般要求规范 第2.pdf

1、BRITISH STANDARD AEROSPACE SERIES CONFIRMED OCTOBER 1983 BS 3G 100-2.3.6:1972 Incorporating Amendment No . 1 Specification for General requirements for equipment for use in aircraft Part 2: All equipment Section3:Environmental conditions Subsection3.6: Acceleration requirements UDC 629.7.05/.06:531.

2、113.001.4BS3G100-2.3.6:1972 This British Standard, having been approved by the Aerospace Industry Standards Committee, was published under the authority of the Executive Board of the Institution on 14June1972 BSI 09-1999 The following BSI references relate to the work on this standard: Committee ref

3、erence ACE/58 Draft for comment71/32816 ISBN 0 580 07233 9 Amendments issued since publication Amd. No. Date CommentsBS3G100-2.3.6:1972 BSI 09-1999 i Contents Page Foreword ii 1 Scope 1 2 Normal acceleration 1 2.1 Design requirements 1 2.2 Grades of normal acceleration 1 2.3 Declarations 1 3 Crash a

4、cceleration 1 3.1 Design requirements 1 3.2 Grades of crash acceleration 1 3.3 Declarations 1 4 Test requirements 1 5 Information to be stated in the relevant equipment specification 2 Table 1 Acceleration classes (normal conditions) at CG of aircraft 3 Table 2 Acceleration classes (crash conditions

5、) at CG of aircraft 4BS3G100-2.3.6:1972 ii BSI 09-1999 Foreword This British Standard is part of a composite standard in the Aerospace Series of British Standards that specifies general requirements for equipment in aircraft. An introduction to the complete British Standard is given in BS3G 100-0. T

6、his British Standard details requirements for grades of equipment and classes of acceleration (including crash requirements) for equipment in aircraft and also states general test requirements. It supersedes Clauses219 and220 in BS2G100-2 and is published with minimal changes pending a revision to t

7、ake account of international agreement by the International Organization for Standardization (ISO) Technical Committee TC20 in relation to acceleration requirements. This standard makes reference to the following British Standards: BS 3G 100, General requirements for equipment in aircraft Part0:Intr

8、oduction. BS 185, Glossary of aeronautical terms Section 4: Aerodynamics. NOTEInformation concerning metric (SI) units is given in BS350,“Conversion factors and tables”, and BS3763, “The International System of units (SI)”. A British Standard does not purport to include all the necessary provisions

9、of a contract. Users of British Standards are responsible for their correct application. Compliance with a British Standard does not of itself confer immunity from legal obligations. Summary of pages This document comprises a front cover, an inside front cover, pages i and ii, pages1 to 4 and a back

10、 cover. This standard has been updated (see copyright date) and may have had amendments incorporated. This will be indicated in the amendment table on the inside front cover.BS3G100-2.3.6:1972 BSI 09-1999 1 1 Scope This British Standard specifies design and test requirements for equipment in aircraf

11、t, some of which is required to operate during and after normal and crash acceleration phases. It relates these requirements to various grades of equipment and classes of acceleration. It does not apply to flight recorders or to passenger and freight restraint systems, for which reference should be

12、made to Air Navigation orders published by the Department of Trade and Industry. The standard should be read in conjunction with BS3G 100-0. 2 Normal Acceleration 2.1 Design requirements. Equipment shall be designed with an ultimate strength at least1.3times the proof load due to acceleration approp

13、riate to the relevant acceleration class stated inTable 1. Accelerations greater than those stated inTable 1 may be experienced by equipment in particular regions of an aircraft (e.g.undercarriage legs, tips of flexible wings, etc.). Aircraft designers shall therefore specify any increased loading r

14、equirements to which the equipment will be subjected. When equipment contains rotating parts that have an appreciable polar moment of inertia, account should be taken of gyroscopic couple effects that will arise during certain aircraft manoeuvres. The rate of precession shall be assumed to be as fol

15、lows: 2.2 Grades of normal acceleration. Equipment shall be graded as follows: 1) Grade C. Equipment that will continue to function correctly during and after being subjected to the proof load due to acceleration appropriate to its class. 2) Grade D. Equipment that regains its ability to function co

16、rrectly immediately after the removal of the proof load due to acceleration appropriate to its class, and will also continue to function correctly during and after being subjected to a smaller load due to acceleration, the value of which shall, if applicable, be specified in the relevant equipment s

17、pecification. 2.3 Declarations. The equipment manufacturer shall declare the normal acceleration grade and class to which the equipment conforms. He shall also declare any functional limitations that may exist during the acceleration periods. 3 Crash Acceleration 3.1 Design requirements. Under crash

18、 conditions accelerations greater than those specified in Clause2 may be encountered. The limiting requirements under these conditions consistent with safety during an emergency landing are stated inTable 2. Equipment shall be designed with an ultimate factor (greater than1.0) on the maximum proof l

19、oad due to acceleration appropriate to the acceleration class stated inTable 2. It shall also be designed and constructed not to break loose from its mountings under the application of limiting loads due to acceleration. Certain items of equipment, e.g.fire protection equipment, may be required to w

20、ithstand, or to continue to function, during local accelerations that are considerably greater than those stated in inTable 2. These limiting accelerations shall be stated in the relevant equipment specification. 3.2 Grades of crash acceleration. Equipment shall be graded as follows. 1) Grade E. Equ

21、ipment that is capable of functioning correctly during and after being subjected to limiting loads due to acceleration. 2) Grade F. Equipment that regains its ability to function correctly immediately after the removal of the limiting loads due to acceleration. 3) Grade G. Equipment that may cease t

22、o function during and after being subjected to limiting loads due to acceleration. 3.3 Declarations. The equipment manufacturer shall declare the crash acceleration grade and class to which the equipment conforms. 4 Test Requirements 4.1 Equipment shall be tested by appropriate methods to determine

23、its compliance with the foregoing requirements. 4.2 The loads applied to the equipment shall be the maximum proof loads due to acceleration stated inTable 1 andTable 2 appropriate to the mounting attitude (see4.2.1 and4.2.2) and its acceleration grade. 4.2.1 Equipment that may be mounted in any atti

24、tude shall be submitted to the appropriate resultant proof loads due to acceleration applied in the directions of: 1) three mutually perpendicular planes, and 2) the plane(s) of any suspected weakness(es). 1) acceleration class 1: 5 rad/s: 2) acceleration classes 2 and 3: 3 rad/s.BS3G100-2.3.6:1972

25、2 BSI 09-1999 4.2.2 Equipment that will always be mounted in one fixed attitude shall be subjected to the appropriate resultant proof loads due to acceleration applied in each of the resultant directions calculated from the component proof accelerations relative to the three aircraft body axes x, y

26、and z, as stated in the tables. It should be noted that the inertia loads would be in the opposing direction to the accelerations. NOTEThe three axes referred to above are related to the body axis system defined in Section4 of BS185 where: x represents the longitudinal axis (forward positive), y rep

27、resents the transverse axis, i.e.lateral (starboard positive), z represents the normal axis, i.e.vertical (downwards positive). 4.2.3 The maximum resultant proof loads due to acceleration shall be applied for a period not less than10s. 4.3 If the tests are made on a centrifuge, the radius of gyratio

28、n should be such as to ensure that the load due to acceleration is sensibly constant over the whole of the equipment under test. 5 Information to be stated in the relevant equipment specification When an acceleration test is a requirement in the relevant equipment specification the following informa

29、tion shall be stated, as far as is applicable. Relevant clauses 1) The acceleration class 2.1 andTable 1 2) The grade of normal acceleration 2.2 3) The graded crash acceleration 3.2 4) Functional requirements if any, before, during and/or after test 5) Special requirements, if any BS 3G 100-2.3.6:19

30、72 BSI 09-1999 3 Table 1 Acceleration classes (normal conditions) at CG of aircraft Typical application Installation Typical manoeuvres covered Resultant proof acceleration g n a Components of proof acceleration g n aAcceleration class Position Attitude x y z Highly manoeuvrable (military) aircraft

31、Any 17 in any direction 1A(i) Any Fixed Pull out and landing and assisted take off. 17 9 2 14 1B(i) Roll, down gust. 17 0 14 9 Fuselage b Any 13 in any direction 1A(ii) Fixed Pull out, spin, roll. 10 +2 2 9 1B(ii) Landing and assisted take off. 13 9 2 8 Down gust. 5 +1 0 +4 Other military aircraft a

32、nd fully aerobatic civil aircraft Any Any 7 in any direction 2A(i) Fixed Pull out. 7 2 1 6 2B(i) Down gust. 4 +1 0 + 3 Roll. 5 0 4 2 Fuselage b Any 6 in any direction 2A(ii) Fixed Pull out, roll. 6 2 1 6 2B(ii) Down gust. 4 +1 0 +3 Military and civil rotorcraft civil semi-aerobatic civil aircraft An

33、y Any 5 in any direction 3A Fixed Pull out, roll. 5 2 2 4 3B Down gust. 2 +1 0 +2 a The proof accelerations expressed in g nunits refer to the standard sea level acceleration due to gravity, i.e.9.807m/s 2 . b The “fuselage” position shall be taken as applying only to equipment within a radius of !

34、fuselage length from the centre of gravity.BS 3G 100-2.3.6:1972 4 BSI 09-1999 Table 2 Acceleration classes (crash conditions) at CG of aircraft Typical application Equipment location Maximum resultant proof acceleration g n a Maximum components of proof acceleration g n a Acceleration class x y z Mi

35、litary aircraft Where, if it broke loose, it could either injure occupants at their crash stations or prevent the use of emergency equipment or exits. 25 25 4 0 11 where, if it broken loose, it could not injure occupants at their crash stations. 11 10 4 0 12 Civil aircraft where, if it broke loose,

36、it could injure occupants at their crash stations or prevent the use of emergency equipment or exits. 10 9 2 4 + 4 13 Rotocraft (militaryand civil) where, if it broke loose, it could injure occupants at their crash stations or prevent the use of emergency equipment or exits. 6 (in any direction) 14

37、a The proof accelerations expressed in g nunits refer to the standard sea level acceleration due to gravity, i.e.9.807m/s 2 .5 blankBSI 389 Chiswick High Road London W4 4AL | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | |

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