1、Designation: F2339 06 (Reapproved 2009)F2339 17Standard Practice forDesign and Manufacture of Reciprocating Spark IgnitionEngines for Light Sport Aircraft1This standard is issued under the fixed designation F2339; the number immediately following the designation indicates the year oforiginal adoptio
2、n or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. Asuperscript epsilon () indicates an editorial change since the last revision or reapproval.1. Scope1.1 This practice covers minimum requirements for the design and manufacture of
3、 reciprocating spark ignition engines for lightsport aircraft, VFR use.1.2 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 safety, health, and healthenvironment
4、al practices and determine theapplicability of regulatory limitations prior to use.1.3 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
5、 and Recommendations issuedby the World Trade Organization Technical Barriers to Trade (TBT) Committee.2. Significance and Use2.1 This practice provides designers and manufacturers of engines for light sport aircraft design references and criteria to usein designing and manufacturing engines.2.2 Dec
6、laration of compliance is based on testing and documentation during the design and testing or flight testing of the enginetype by the manufacturer or under the manufacturers guidance.3. Engine Model Designation3.1 Engine Parts ListA parts list is required for each engine model qualified in accordanc
7、e with this specification.3.2 New Engine Model Designations:3.2.1 Each new engine model must be qualified in accordance with this practice.3.2.2 Design or configuration changes that impact the installation interface, performance, or operability of the engine requirea new engine model designation.3.3
8、 Design Changes of PartsEach design change of a part or component of an engine model qualified to this specificationshould be evaluated relative to the requirements of this specification.4. Data Requirements4.1 Retained DataThe following data and information should be retained on file at the manufac
9、turers facility for at aminimum of 18 years after production is discontinued.4.1.1 Drawings that define the engine configuration.4.1.2 Material and process specifications referenced in the parts drawings.4.1.3 Engineering analyses and test data prepared for qualification with this specification.4.2
10、Delivered DataThe following data should be delivered to the airplane manufacturer to support design and operation ofthe applicable airplane.4.2.1 An engine performance specification that defines the engine performance under all anticipated operating environments.4.2.2 An installation manual that def
11、ines all functional and physical interface requirements of the engine. This should includean engine outline/installation drawing.4.2.3 An operating manual that defines normal and abnormal operating procedures and any applicable operating limitations.1 This practice is under the jurisdiction of ASTM
12、Committee F37 on Light Sport Aircraft and is the direct responsibility of Subcommittee F37.70 on Cross Cutting.Current edition approved Jan. 1, 2009Dec. 1, 2017. Published March 2009February 2018. Originally approved in 2004. Last previous edition approved in 20062009 asF2339 06.F2339 06 (2009). DOI
13、: 10.1520/F2339-06R09.10.1520/F2339-17.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 possible to adequately depict all changes accurately, ASTM
14、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 C700, West Conshohocken, PA 19428-2959. United States14.2.4 A m
15、aintenance manual that defines periodic installed maintenance, major inspection, overhaul intervals, and any othermaintenance limitations.4.2.5 An overhaul manual that provides instruction for disassembling the engine to replace or repair, or both, parts as requiredto return the engine to airworthy
16、condition that is safe for operation until the next major overhaul.5. Design Criteria5.1 MaterialsThe materials used in the engine must be adequate for the intended design conditions of the engine.5.2 Fire PreventionThe design and construction of the engine and the materials used must minimize the p
17、robability of theoccurrence and spread of fire by:5.2.1 Using fire-resistant lines, fittings, and other components that contain a flammable liquid when supplied with the engine;and5.2.2 Shielding or locating components to safeguard against the ignition of leaking flammable fluid.5.3 Engine CoolingTh
18、e engine design must include provisions for cooling; the installation manual must specify engine andcomponent temperature limitations.5.4 Engine MountingAttach points on the engine must have data for the correct design of mounting structures to the airframe.The maximum allowable limit and ultimate l
19、oads for the engine mounting attachments and related structure must be specified.5.5 Ignition SystemsEach spark ignition engine must have a dual-ignition system with at least two spark plugs for eachcylinder and two separate electric circuits with separate sources of electrical energy, or have an ig
20、nition system of equivalentin-flight reliability. System maintenance must be specified under the maintenance manual supplied by the manufacturer.5.5.1 Engines used in aircraft where the engine is not required for flight, for example, gliders, can be single ignition.5.5.2 Engines for use in only sing
21、le seat aircraft may use single ignition.5.6 Electronic Engine Controllers (EEC):5.6.1 Essentially Single Fault ToleranceThe EEC should system must be designed to accommodate single failures of theelectrical circuit. Loss of any single EEC should not cause significant power reduction or engine stopp
22、age.single-point failureswithout significant power reduction.5.6.2 The functioning of EECs must not be adversely affected by the declared environmental conditions of operation by themanufacturer, including temperature and moisture. The limits to which the system has been qualified shall be documente
23、d in theinstallation manual. For protection against radiated EMI/HIRF, the harnesses or cables should be shielded from each sensor to eachend point and electrically bonded to the engine. Filter pin connectors should be located at the controller housing interface andshunted to ground on the case. Fil
24、ter pin connectors should have 40 dB attenuation, minimum. For EMI emissions, powerline filterssuppress emissions from the controller on outgoing signals.5.6.3 The harnesses or cables in the EEC system must be shielded between components and electrically bonded to a commonground.5.7 Fuel and Inducti
25、on System:5.7.1 Induction System IcingThe fuel and air intake passages must be designed to minimize the accretion of ice.5.7.2 FilteringThe type and degree of fuel and air filtering necessary to prevent obstruction of air or fuel flow must bespecified.5.7.3 Liquid LockEach passage in the induction s
26、ystem that conducts a mixture of fuel and air must be self-draining ordemonstrated to not cause damage from hydraulic lock on starting.5.8 Lubrication System:5.8.1 The lubrication system of the engine must be designed and constructed so that it will function properly in all flightattitudes and atmos
27、pheric conditions in which the engine is expected to operate. In wet sump engines, this requirement must bemet when only one-half of the maximum lubricant supply is in the engine.5.8.2 The lubrication system of the engine must be designed and constructed to allow installing a means of cooling the lu
28、bricantif required.5.8.3 The crankcase on four-stroke engines must be vented to the atmosphere to preclude leakage of oil from excessive pressurein the crankcase. This venting must have a means to prevent the blockage of the vent by ice.5.9 Vibration GeneralThe engine must be designed and constructe
29、d to function throughout its normal operating range ofcrankshaft rotational speeds and engine powers without inducing excessive stress in any of the engine parts.5.9.1 The engine must have a crankshaft vibration survey to determine torsional and bending characteristics from idle speed upto maximum d
30、esired takeoff speed. This survey should be done with a representative propeller and no hazardous conditions wouldbe allowed.6. Qualification Tests6.1 Calibration TestEach engine design shall be tested and the characteristics of engine rated power, speeds, and fuelconsumption shall be determined.F23
31、39 1726.2 Detonation TestEach engine shall be tested to confirm that the engine will not detonate throughout its range of intendedconditions of operation using the fuel which the designer/manufacturer has specified for the engine.6.3 Durability TestingEach engine model must be subjected to an engine
32、 test that will verify durability by one of the followingmethods.6.3.1 Accelerated Overhaul TestThis test simulates an engine overhaul interval. A protocol for this test shall incorporate, asa minimum, the following elements:6.3.1.1 At least 100 % of the time at maximum power that would occur over t
33、he overhaul interval.NOTE 1For calculation, each hour of normal flight would have 5 min of full power.6.3.1.2 At least 10 % of the time at cruise power that would occur over the overhaul interval.6.3.1.3 At least one cycle per hour of test from maximum power to cruise power and back.6.3.1.4 At least
34、 one engine start for each 5 h of testing.6.3.1.5 During operation at maximum power, one cylinder must be maintained within 10F of the limiting cylinder headtemperature; the other cylinders must be operated at a temperature not lower than 50F below the limiting temperature, and theoil inlet temperat
35、ure must be maintained within 10F of the limiting temperature.6.3.1.6 The engine must be fitted with a propeller that thrust-loads the engine to the maximum thrust that the engine is designedto resist at each applicable operating condition specified in this section.6.3.1.7 Each accessory drive and m
36、ounting attachment must be loaded. During operation at maximum power, the load imposedby each accessory used only for an aircraft service must be the limit load specified by the applicant for the engine drive orattachment point.6.3.1.8 After completing the accelerated overhaul test, each engine must
37、 be completely disassembled and each component mustconform to the new or overhaul limits established by the designer/manufacturer.6.3.2 Endurance Testing by Fleet LeaderIn place of the accelerated overhaul test in 6.3.1, the engine may complete enduranceflight testing.6.3.2.1 The Fleet Leader Test M
38、ethod is the operation of the make and model of the engine being developed on a flying aircraftunder the control of the engine manufacturer.6.3.2.2 All engine maintenance must be documented on the engine, and no components may be replaced on the engine duringthe test. If components are changed, the
39、test must restart as 0 h.6.3.2.3 Periodic inspection must be performed. The flight tests shall subject the engine to all atmospheric conditions for whichthe manufacture states the engine may operate under in the operating manual required in 4.2.3.NOTE 2Atmospheric conditions in 6.3.2.3 are intended
40、to cover outside air temperatures, density altitudes, and humidity.6.3.2.4 There must be at least one engine start for each 5 h of operation.6.3.2.5 The engine must be fitted with a propeller that thrust-loads the engine to the maximum thrust that the engine is designedto resist at full power.6.3.2.
41、6 Each accessory drive and mounting attachment must be loaded. The load imposed by each accessory used only for anaircraft service must be the limit load specified by the applicant for the engine drive of attachment point.6.3.2.7 After completing the Endurance Test, each engine must be completely di
42、sassembled and each component must conformto the new or overhaul limits established by the designer/manufacturer.6.4 Engine Overhaul IntervalThe engine overhaul interval shall be reported in the operations manual (see 4.2.3) as either theoverhaul time used to complete the accelerated overhaul test i
43、n 6.3.1 or 80 % of the time accumulated on the engine model fleetleader method from 6.3.2.7. Manufacturing Requirements7.1 The engine manufacturer shall establish inspections and tests necessary to ensure that each article produced conforms to thedesign and is in a condition for safe operation, incl
44、uding as applicable:7.1.1 Inspections for raw materials, purchased items, and parts and assemblies produced by suppliers, including methods usedto ensure acceptable quality of parts and assemblies that cannot be completely inspected for conformity and quality when deliveredto the engine manufacturer
45、s facility.7.1.2 Production inspection of individual parts and complete assemblies, including the identification of any specialmanufacturing processes involved, the means used to control the processes, and the final test procedure for the completed engine.7.1.3 A nonconforming materials review syste
46、m that includes documentation of parts disposition decisions, and a system todispose of rejected parts.7.1.4 Asystem for informing company inspectors of current changes in engineering drawings, specifications, and quality controlprocedures.8. Keywords8.1 light sport aircraft; reciprocating spark ign
47、ition engineF2339 173ANNEXA1. RECIPROCATION OF SPARK IGNITION ENGINESA1.1 Electronic Engine Control SystemsA1.1.1 Software and Programmable Logic DevicesAny system, component, or sub-assembly which utilizes software orfirmware shall demonstrate that the software or firmware has been developed in acc
48、ordance with best industry practices, and thesoftware development and verification activities have been performed in accordance with DO-178, Software Considerations inAirborne Systems and Equipment Certification, methodologies, or an equivalent methodology generally accepted by the aviationindustry.
49、 Further, the verification levels shall be specified in the installation instructions as required, to ensure compatibility withsafety objectives.A1.1.2 The documentation and verification results shall be available for review by the relevant CAA as required.A1.1.3 Complex Electronic HardwareAny system, component, or sub-assembly which utilizes complex electronic hardwareshall demonstrate that the hardware has been developed in accordance with the best industry practices, and the hardware designand verification activities have been performed in accord
