1、Designation: F3066/F3066M 17F3066/F3066M 18Standard Specification forAircraft Powerplant Installation Hazard Mitigation1This standard is issued under the fixed designation F3066/F3066M; the number immediately following the designation indicates the yearof original adoption or, in the case of revisio
2、n, 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 minimum requirements for hazard mitigation in propulsion systems installed on
3、 small aeroplanes.1.2 The applicant for a design approval must seek the individual guidance to their respective CAA body concerning the use ofthis standard as part of a certification plan. For information on which CAAregulatory bodies have accepted this standard (in wholeor in part) as a means of co
4、mpliance to their SmallAircraftAirworthiness regulations (Hereinafter referred to as “the Rules”), referto ASTM F44 webpage (www.ASTM.org/COMITTEE/F44.htm) which includes CAA website links.1.3 UnitsThe values stated are SI units followed by imperial units in brackets. The values stated in each syste
5、m may not beexact equivalents; therefore, each system shall be used independently of the other. Combining values from the two systems mayresult in non-conformance 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 re
6、sponsibilityof the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability ofregulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardizatio
7、nestablished in the Decision on Principles for the Development of International Standards, Guides and Recommendations issuedby the World Trade Organization Technical Barriers to Trade (TBT) Committee.2. Referenced Documents2.1 ASTM Standards:2F3060 Terminology for AircraftF3061/F3061M Specification
8、for Systems and Equipment in Small AircraftF3062/F3062M Specification for Aircraft Powerplant InstallationF3114 Specification for StructuresF3116/F3116M Specification for Design Loads and ConditionsF3120/F3120M Specification for Ice Protection for General Aviation Aircraft2.2 Federal Aviation Regula
9、tions:314 CFR Part 23 Amendment 623. Terminology3.1 See Terminology F3060 for definitions and abbreviations.4. Engines4.1 For Turbine Engine Installations:4.1.1 Design precautions must be taken to minimize the hazards to the aeroplane in the event of an engine rotor failure or ofa fire originating i
10、nside the engine which burns through the engine case.1 This specification is under the jurisdiction ofASTM Committee F44 on GeneralAviationAircraft and is the direct responsibility of Subcommittee F44.40 on Powerplant.Current edition approved Dec. 1, 2017May 1, 2018. Published January 2018May 2018.
11、Originally approved in 2015. Last previous edition approved in 20152017 asF3066/F3066M 15.F3066/F3066M 17. DOI: 10.1520/F3066_F3066M-17.10.1520/F3066_F3066M-18.2 For referencedASTM standards, visit theASTM website, www.astm.org, or contactASTM Customer Service at serviceastm.org. For Annual Book of
12、ASTM Standardsvolume information, refer to the standards Document Summary page on the ASTM website.3 Available from U.S. Government Printing Office Superintendent of Documents, 732 N. Capitol St., NW, Mail Stop: SDE, Washington, DC 20401, http:/www.access.gpo.gov.This document is not an ASTM standar
13、d 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 recommends that users consult prior editions as appropriate. In all cases o
14、nly 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 States14.1.2 The powerplant systems associated with engine control devices, systems, and in
15、strumentation must be designed to givereasonable assurance that those operating limitations that adversely affect turbine rotor structural integrity will not be exceeded inservice.4.1.3 For turbine engines installations embedded in the fuselage behind the cabin, the effects of a fan exiting forward
16、of the inletcase (fan disconnect) must be addressed, the passengers must be protected, and the aeroplane must be controllable to allow forcontinued safe flight and landing.4.2 Engine IsolationThe powerplants must be arranged and isolated from each other to allow operation, in at least oneconfigurati
17、on, so that the failure or malfunction of any engine, or the failure or malfunction (including destruction by fire in theengine compartment) of any system that can affect an engine (other than a fuel tank if only one fuel tank is installed), will not:4.2.1 Prevent the continued safe operation of the
18、 remaining engines; or4.2.2 Require immediate action by any crewmember for continued safe operation of the remaining engines.5. Powerplant Ice Protection5.1 Induction System Icing Protection:5.1.1 Reciprocating engines. Each reciprocating engine air induction system must have means to prevent and el
19、iminate icing.Unless this is done by other means, it must be shown that, in air free of visible moisture at a temperature of 1C 30F.5.1.2 Each aeroplane with sea level engines using conventional venturi carburetors has a preheater that can provide a heat riseof 50C 90F. with the engines at 75 % of m
20、aximum continuous power.5.1.3 Each aeroplane with altitude engines using conventional venturi carburetors has a preheater that can provide a heat riseof 67C 120F. with the engines at 75 % of maximum continuous power.5.1.4 Each aeroplane with altitude engines using fuel metering device (carburetor) t
21、ending to prevent icing has a preheater that,with the engines at 60 % of maximum continuous power, can provide a heat rise of:5.1.4.1 56C 100F, or5.1.4.2 22C 40F, if a fluid deicing system meeting the carburetor deicing requirements of Specification F3062/F3062M isinstalled.5.1.5 Each single-engine
22、aeroplane with a sea-level engine using a carburetor tending to prevent icing has a sheltered alternatesource of air with a preheat of not less than that provided by the engine cooling air downstream of the cylinders; or altitude engineusing fuel injection systems having metering components on which
23、 impact ice may accumulate has a preheater capable ofproviding a heat rise of 24C 75F with the engine operating at 75 % of maximum continuous power; and5.1.5.1 Each aeroplane with a sea level engine(s) using a fuel metering device tending to prevent icing has a sheltered alternatesource of air with
24、a preheat (higher than ambient) of not less than 16C 60F with the engines at 75 % of maximum continuouspower;5.1.6 Each twin-engined aeroplane with sea-level engines using a carburetor tending to prevent icing has a preheater that canprovide a heat rise (higher than ambient) of 50C 90F with the engi
25、nes at 75 % of maximum continuous power.5.1.7 Each aeroplane with sea level or altitude engine(s) using fuel injection systems not having fuel metering componentsprojecting into the airstream on which ice may form, and introducing fuel into the air induction system downstream of anycomponents or oth
26、er obstruction on which ice produced by fuel evaporation may form, has a sheltered alternate source of air witha preheat of not less than 16C 60F with the engines at 75 % of maximum continuous power.5.2 Turbine Engines:5.2.1 Each turbine engine and its air inlet system with all icing protection syst
27、ems operating must:5.2.1.1 Operate throughout its flight power range, including minimum descent idle speeds, in the icing and snow conditionsspecified in Specification F3120/F3120M, without the accumulation of ice on engine, inlet system components, or airframecomponents that would do any of the fol
28、lowing:(1) Adversely affect installed engine operation or cause a sustained loss of power or thrust; or an unacceptable increase in gaspath operating temperature; or an airframe/engine incompatibility; or(2) Result in unacceptable temporary power or thrust loss or unacceptable engine damage of the e
29、ngine (including idling),without the accumulation of ice on engine or inlet system components that would adversely affect engine operation or cause aserious loss of power or thrust.5.2.2 Each turbine engine must idle for 30 min on the ground, with the air bleed available for engine icing protection
30、at itscritical condition, without adverse effect, in the ground icing conditions specified in Specification F3120/F3120M.5.2.2.1 Followed by momentary operation at takeoff power or thrust.5.2.2.2 During the 30 min of idle operation, the engine may be run up periodically to a moderate power or thrust
31、 setting.5.3 For aeroplanes with reciprocating engines having superchargers to pressurize the air before it enters the fuel metering device(carburetor), the heat rise in the air caused by that supercharging at any altitude may be utilized in determining compliance with5.1.1 if the heat rise utilized
32、 is that which will be available, automatically, for the applicable altitudes and operating conditionbecause of supercharging.F3066/F3066M 1825.4 Propellers and other components of complete engine installations must be protected against the accumulation of ice (asspecified in 14 CFR Part 23) as nece
33、ssary to enable satisfactory functioning without appreciable loss of thrust when operated inthe icing conditions for which approval is sought.5.5 All areas of the aeroplane forward of the pusher propeller that are likely to accumulate and shed ice into the propeller discduring any operating conditio
34、n must be suitably protected to prevent ice formation (as defined in 14 CFR Part 23), or it must beshown that any ice shed into the propeller disc will not create a hazardous condition.5.5.1 Propeller ice impact results compliance may be used for showing compliance.5.6 Each drain must be protected f
35、rom hazardous ice accumulation under any operating condition.5.7 Engine Rain Hail Ice and Bird Ingestion:5.7.1 Each turbine engine installation must be constructed and arranged to:5.7.1.1 Ensure that the capability of the installed engine to withstand the ingestion of rain, hail, ice, and birds into
36、 the engineinlet is not less than the capability established for the engine itself under 5.7.2.5.7.2 Each turbine engine and its installation must comply with one of the following:5.7.2.1 US 14 CFR Sections 33.76, 33.77 and 33.78 in effect on December 13, 2000, or as subsequently amended; or5.7.2.2
37、US 14 CFR Sections 33.77 and 33.78 in effect on April 30, 1998, or as subsequently amended before December 13;2000; or5.7.2.3 US 14 CFR Section 33.77 in effect on October 31, 1974, or as subsequently amended before April 30, 1998, unless thatengines foreign object ingestion service history has resul
38、ted in an unsafe condition; or5.7.2.4 Be shown to have a foreign object ingestion service history in similar installation locations which has not resulted inany unsafe condition.6. Designated Fire Zones6.1 Designated Fire ZonesRegions include:6.1.1 For reciprocating engines:6.1.1.1 The power section
39、;6.1.1.2 The accessory section;6.1.1.3 Any complete powerplant compartment in which there is no isolation between the power section and the accessorysection.6.1.2 For turbine engines:6.1.2.1 The compressor and accessory sections;6.1.2.2 The combustor, turbine and tailpipe sections that contain lines
40、 or components carrying flammable fluids or gases;6.1.2.3 Any complete powerplant compartment in which there is no isolation between compressor, accessory, combustor,turbine, and tailpipe sections.6.1.3 Other types of aeroplane engines;6.1.4 Any auxiliary power unit compartment; and6.1.5 Any fuel-bu
41、rning heater, and other combustion equipment installation described in 7.1.6.2 No fuel tanks may reside in a fire zone.6.2.1 There must be at least 13 mm 12 in. of clearance between the fuel tank and the firewall. No part of the engine nacelleskin that lies immediately behind a major air opening fro
42、m the engine compartment may act as the wall of an integral tank.6.3 Each fuel/oil tank must be isolated from personnel compartments by a fume-proof and fuel-proof enclosure that is ventedand drained to the exterior of the aeroplane. The required enclosure must sustain any personnel compartment pres
43、surization loadswithout permanent deformation or failure under the conditions defined in (Specifications F3114 and F3116/F3116M). Abladder-type fuel cell, if used, must have a retaining shell at least equivalent to a metal fuel tank in structural integrity.7. Fire Protection7.1 Combustion Heater:7.1
44、.1 Combustion Heater Fire RegionsThe following combustion heater fire regions must be protected from fire in accordancewith the applicable provisions of 11.6 and Sections 8 and 9:7.1.1.1 The region surrounding the heater, if this region contains any flammable fluid system components (excluding the h
45、eaterfuel system) that could, be damaged by heater malfunctioning; or allow flammable fluids or vapors to reach the heater in case ofleakage.7.1.1.2 The region surrounding the heater, if the heater fuel system has fittings that, if they leaked, would allow fuel vapor toenter this region.7.1.1.3 The
46、part of the ventilating air passage that surrounds the combustion chamber.7.1.2 Ventilating Air DuctsEach ventilating air duct passing through any fire region must be fireproof. In addition:F3066/F3066M 1837.1.2.1 Unless isolation is provided by fireproof valves or by equally effective means, the ve
47、ntilating air duct downstream ofeach heater must be fireproof for a distance great enough to ensure that any fire originating in the heater can be contained in theduct; and7.1.2.2 Each part of any ventilating duct passing through any region having a flammable fluid system must be constructed orisola
48、ted from that system so that the malfunctioning of any component of that system cannot introduce flammable fluids or vaporsinto the ventilating airstream.7.1.3 Combustion Air DuctsEach combustion air duct must be fireproof for a distance great enough to prevent damage frombackfiring or reverse flame
49、 propagation. In addition:7.1.3.1 No combustion air duct may have a common opening with the ventilating airstream unless flames from backfires orreverse burning cannot enter the ventilating airstream under any operating condition, including reverse flow or malfunctioning ofthe heater or its associated components; and7.1.3.2 No combustion air duct may restrict the prompt relief of any backfire that, if so restricted, could cause heater failure.7.1.4 Provision must be made to heater controls which prevent the hazardous accumulation
