1、Designation: F3061/F3061M 15Standard Specification forSystems and Equipment in Small Aircraft1This standard is issued under the fixed designation F3061/F3061M; the number immediately following the designation indicates the yearof original adoption or, in the case of revision, the year of last revisi
2、on. 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 international standards for thesystems and equipment aspects of airworthiness and design for“small” air
3、craft.1.2 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 toth
4、eir Small Aircraft Airworthiness regulations (hereinafterreferred to as “the Rules”), refer to ASTM F44 webpage(www.ASTM.org/COMMITTEE/F44.htm) which includesCAA website links.1.3 The values stated in either SI units or inch-pound unitsare to be regarded separately as standard. The values stated ine
5、ach system may not be 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
6、 theresponsibility of 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 Following is a list of external standards referencedthroughout this document; the earliest revision
7、 acceptable foruse is indicated. In all cases later document revisions areacceptable if shown to be equivalent to the listed revision, or ifotherwise formally accepted by the governing civil aviationauthority; earlier revisions are not acceptable.2.2 ASTM Standards:2F3066/F3066M Specification for Po
8、werplant Systems Spe-cific Hazard MitigationF3083/F3083M Specification for Emergency Conditions,Occupant Safety and AccommodationsF3116/F3116M Specification for Design Loads and Condi-tions2.3 Other Standards:14 CFR Part 23 Amendment 62 Airworthiness Standards:Normal, Utility, Acrobatic, and Commute
9、r Category Air-planesEUROCAE ED-107, Rev A Guide to Certification of Air-craft in a High-Intensity Radiated Field (HIRF) Environ-mentFAA-S-8081-14B, Change 5 Private Pilot Practical TestStandards for AirplaneRTCA/DO-178, Rev B Software Considerations in AirborneSystems and Equipment CertificationRTC
10、A/DO-254 Design Assurance Guidance for AirborneElectronic HardwareRTCA/DO-335 Guidance for Installation of AutomaticFlight Guidance and Control Systems (AFGCS) for Part23 Airplanes2.4 SAE Standards:3SAE AIR825/4, Rev A Chemical Oxygen SystemsSAE ARP4754, Rev A Guidelines for Development of CivilAirc
11、raft SystemsSAE ARP4761 Guidelines and Methods for Conducting theSafetyAssessment Process on CivilAirborne Systems andEquipmentSAEARP5583, RevA Guide to Certification ofAircraft in aHigh-Intensity Radiated Field (HIRF) EnvironmentSAE AS8017, Rev A Minimum Performance Standard forAnticollision Light
12、SystemsSAE AS8037, Rev Minimum Performance Standard forAircraft Position Lights3. Terminology3.1 Terminology specific to this standard is provided below.For general terminology, refer to the Terminology standardreferenced in Section 2.1This specification is under the jurisdiction ofASTM Committee F4
13、4 on GeneralAviation Aircraft and is the direct responsibility of Subcommittee F44.50 onSystems and Equipment.Current edition approved March 1, 2015. Published October 2015. DOI:10.1520/F3061_F3061M-15.2For referenced ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Customer Serv
14、ice at serviceastm.org. For Annual Book of ASTMStandards volume information, refer to the standards Document Summary page onthe ASTM website.3Available from SAE International (SAE), 400 Commonwealth Dr., Warrendale,PA 15096, http:/www.sae.org.Copyright ASTM International, 100 Barr Harbor Drive, PO B
15、ox C700, West Conshohocken, PA 19428-2959. United States13.2 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 b
16、ased upon risk-based criteria. An ATC is ex-pressed as an alphanumeric character string as illustrated inFig. 1. An explanation of each character in the string isprovided below.3.2.1.1 DiscussionThe first character in the Aircraft TypeCode indicates the risk-based airworthiness level of the air-craf
17、t.(1) A “1” indicates an airworthiness level corresponding toLevel 1; this corresponds to seating for one or fewer passengers(excluding crew).(2) A “2” indicates an airworthiness level corresponding toLevel 2; this corresponds to seating for two or more passengersbut no more than six (excluding crew
18、).(3) A “3” indicates an airworthiness level corresponding toLevel 3; this corresponds to seating for seven or morepassengers but no more than nine (excluding crew).(4) A “4” indicates an airworthiness level corresponding toLevel 4; this corresponds to seating for ten or more passengersbut no more t
19、han nineteen (excluding crew).3.2.1.2 DiscussionThe second character in the AircraftType Code indicates the number of engines employed on theaircraft.(1) An “S” indicates a single-engine aircraft.(2) An “M” indicates a multiengine aircraft.3.2.1.3 DiscussionThe third character in theAircraft TypeCod
20、e indicates the type of engine(s) employed on the aircraft.(1) An “R” indicates use of a reciprocating engine.(2) A “T” indicates use of a turbine engine.3.2.1.4 DiscussionThe fourth character in the AircraftType Code indicates the stall speed of the aircraft.(1) An “L” indicates a stall speed less
21、than or equal to 83km/h 45 knots.(2) An “M” indicates a stall speed greater than 83 km/h 45knots but less than or equal to 113 km/h 61 knots.(3) An “H” indicates a stall speed greater than 113 km/h61 knots.3.2.1.5 DiscussionThe fifth character in the Aircraft TypeCode indicates the cruise speed of t
22、he aircraft.(1) An “L” indicates a cruise speed less than or equal to463 km/h 250 knots.(2) An “H” indicates a cruise speed greater than 463 km/h250 knots.3.2.1.6 DiscussionThe sixth character in theAircraft TypeCode indicates the allowed meteorological conditions of theaircraft.(1) A “D” indicates
23、an aircraft limited to Day VFR condi-tions only.(2) An “N” indicates an aircraft limited to Day or NightVFR conditions only.(3) A “I” indicates an aircraft certified for IFR operations.3.2.1.7 DiscussionThe seventh character in the AircraftType Code indicates the maximum operational altitude of thea
24、ircraft.(1) An “L” indicates an aircraft with a maximum opera-tional altitude equal to or less than 7620 m 25 000 ft.(2) An “H” indicates an aircraft with a maximum opera-tional altitude greater than 7620 m 25 000 ft.3.2.1.8 DiscussionThe eighth character in the AircraftType Code indicates the allow
25、ed flight maneuvers for theaircraft.(1) An “N” indicates an aircraft that is limited to non-acrobatic maneuvers.(2) An “A” indicates an aircraft that is certified for acro-batic maneuvers.3.2.2 BTPS, nBTPS stands for “Body Temperature andPressure, Saturated.” This is defined to be a temperature of37
26、C and a pressure equal to the ambient pressure to which thebody is exposed minus 6.27 kPa 47 mmHg; this is thetracheal pressure displaced by water vapor pressure when thebreathed air becomes saturated with water vapor at 37C.3.2.3 catastrophic failure condition, na catastrophic fail-ure condition is
27、 one that would result in multiple fatalities ofthe occupants, or incapacitation or fatal injury to a flight crewmember, normally with the loss of the aircraft.FIG. 1 Illustration of Aircraft Type CodeF3061/F3061M 1523.2.4 chemical oxygen generator, na chemical oxygengenerator is defined as a device
28、 which produces oxygen bychemical reaction; for more detailed information, refer to SAEAIR 825/4.3.2.5 complex system, nA complex system is a systemwhose operation, failure modes, or failure effects are difficult tocomprehend without the aid of analytical methods or structuredassessment methods, suc
29、h as Failure Modes and EffectsAnaly-sis (FMEA) or Fault Tree Analysis (FTA). Increased systemcomplexity is often caused by such items as sophisticatedcomponents and multiple interrelationships.3.2.6 continued safe flight and landing, ncontinued safeflight and landing is defined as the capability for
30、 continuedcontrolled flight and landing, possibly using emergencyprocedures, but without requiring pilot skill beyond thatneeded to pass the Private Pilot Practical Test Standard forAirplane (refer to FAA-S-8081-14B), or requiring pilot forcesbeyond those defined in 14 CFR 23.143. Landing may occure
31、ither at an airport or at an emergency landing locationconsistent with established emergency procedures. Some air-craft damage may be realized, either during flight or uponlanding.3.2.7 conventional system, na conventional system is asystem whose function, the technological means to implementits fun
32、ction, and its intended usage are all the same as, orclosely similar to, that of previously approved systems that arecommonly used.3.2.8 design appraisal, na design appraisal is a qualitativeappraisal of the integrity and safety of the system design. Aneffective appraisal requires experienced judgme
33、nt.3.2.9 development assurance level, na development assur-ance level is an indication of the level of those planned andsystematic actions used to substantiate, to an adequate level ofconfidence, that errors in requirements, design, and implemen-tation have been identified and corrected such that th
34、e systemsatisfies the applicable certification basis.3.2.10 extremely improbable, nextremely improbablemeans that an event is considered so unlikely that it is notanticipated to occur during the entire operational life of allaircraft of one type.3.2.11 extremely remote, nextremely remote means thata
35、n event is not anticipated to occur to each aircraft during itstotal life, but may occur a few times when considering the totaloperational life of all aircraft of the type.3.2.12 failure condition, na failure condition is a condi-tion having an effect on the aircraft or its occupants or both,either
36、direct or consequential, which is caused or contributed toby one or more failures or errors. The severity of a failurecondition may be affected by flight phase, relevant adverseoperational or environmental conditions, and/or other externalevents.3.2.13 hazardous failure condition, na hazardous failu
37、recondition is one that would reduce the capability of the aircraftor the ability of the crew to cope with adverse operatingconditions to the extent that there would be: a large reductionin safety margins or functional capabilities; physical distress orexcessive workload such that the flight crew ca
38、nnot be reliedupon to perform their tasks accurately or completely; or,serious or fatal injuries to a relatively small number of personsother than the flight crew.3.2.14 high speed, nan aircrafts performance level isconsidered High Speed if VNEor VNOis greater than 463 km/h(250 knots), or MMOis grea
39、ter than M0.6.3.2.15 installation appraisal, nan installation appraisal isa qualitative appraisal of the integrity and safety of theinstallation. Any deviations from normal industry-acceptedinstallation practices should be evaluated.3.2.16 instrument, nthe term instrument includes devicesthat are ph
40、ysically contained in one unit or component, anddevices that are composed of two or more physically separateunits or components connected together (such as a remoteindicating gyroscopic direction indicator that includes a mag-netic sensing element, a gyroscopic unit, an amplifier, and anindicator co
41、nnected together).3.2.17 low speed, nan aircrafts performance level isconsidered low speed if VNEor VNOis less than or equal to 463km/h (250 knots), or MMOis less than or equal to M0.6.3.2.18 major failure condition, na major failure conditionis one that would reduce the capability of the aircraft o
42、r theability of the flight crew to cope with adverse operatingconditions to the extent that there would be: a significantreduction in safety margins or functional capabilities; a signifi-cant increase in flight crew workload or in conditions impairingthe efficiency of the flight crew; discomfort to
43、the flight crew;or, physical distress to passengers or cabin crew, possiblyincluding injuries.3.2.19 minor failure condition, na minor failure conditionis one that would not significantly reduce aircraft safety, andwhich involves crew actions that are well within their capa-bilities. Minor Failure C
44、onditions may include: a slight reduc-tion in safety margins or functional capabilities; a slightincrease in crew workload, such as routine flight plan changes;or, some physical discomfort to passengers or cabin crew.3.2.20 negligible failure condition, na negligible failurecondition is one that wou
45、ld have no procedural or operationaleffect on the flight crew as documented in the Airplane FlightManual, or on the operation or capabilities of the aircraft;however, the event may result in an inconvenience to aircraftoccupants.3.2.21 primary display, nprimary display refers to thedisplay of a para
46、meter that is located such that the pilot looksat it first when wanting to view that parameter.3.2.22 primary function, na primary function is a functionthat is installed to comply with applicable requirements for arequired function and that provides the most pertinent controlsor information instant
47、ly and directly to the pilot.3.2.23 primary system, na primary system is a system thatprovides a primary function.3.2.24 probable, nprobable means that the event is antici-pated to occur one or more times during the entire operationallife of each aircraft.F3061/F3061M 1533.2.25 qualitative analysis,
48、 na qualitative analysis relieson analytical processes that assess system and aircraft safety inan objective, non-numerical manner.3.2.26 quantitative analysis, na quantitative analysis re-lies on analytical processes that apply mathematical methods toassess the system and aircraft safety.3.2.27 red
49、undancy, nthe term redundancy refers to thepresence of more than one independent means for accomplish-ing a given function. Each means of accomplishing thefunction need not be identical.3.2.28 remote, nremote means that the event is not antici-pated to occur to each aircraft during its total life, but mayoccur several times when considering the total operational lifeof all aircraft of the type.3.2.29 secondary system, na secondary system is a redun-dancy system that provides the same function as the primarysystem.3.2.30
