1、Designation: F3117 18bStandard Specification forCrew Interface in Aircraft1This standard is issued under the fixed designation F3117; the number immediately following the designation indicates the year oforiginal adoption or, in the case of revision, the year of last revision. A number in parenthese
2、s indicates the year of last reapproval. Asuperscript epsilon () indicates an editorial change since the last revision or reapproval.1. Scope1.1 This specification covers international standards for thecrew interface aspects of airworthiness and design for aircraft.“Crew” includes flight crew and ma
3、intenance crew.1.2 The applicant for a design approval must seek theindividual guidance of their respective CivilAviationAuthority(CAA) body concerning the use of this standard as part of acertification plan. For information on which CAA regulatorybodies have accepted this standard (in whole or in p
4、art) as ameans of compliance to their airworthiness regulations (here-inafter referred to as “the Rules”), refer toASTM F44 webpage(www.ASTM.org/COMMITTEE/F44.htm) which includesCAA website links.1.3 This standard does not purport to address all of thesafety concerns, if any, associated with its use
5、. It is theresponsibility of the user of this standard to establish appro-priate safety, health, and environmental practices and deter-mine the applicability of regulatory limitations prior to use.1.4 This international standard was developed in accor-dance with internationally recognized principles
6、 on standard-ization established in the Decision on Principles for theDevelopment of International Standards, Guides and Recom-mendations issued by the World Trade Organization TechnicalBarriers to Trade (TBT) Committee.2. Referenced Documents2.1 ASTM Standards:2F3060 Terminology for AircraftF3061/F
7、3061M Specification for Systems and Equipment inSmall AircraftF3064/F3064M Specification for Aircraft PowerplantControl, Operation, and IndicationF3173/F3173M Specification for Aircraft Handling Charac-teristicsF3174/F3174M Specification for Establishing OperatingLimitations and Information for Aero
8、planesF3179/F3179M Specification for Performance of Aircraft2.2 Code of Federal Regulations (CFR):314 CFR Part 23 Amendment 623. Terminology3.1 Refer to Terminology F3060.4. Pilot / Occupant Compartment4.1 Pilot Compartment:4.1.1 For each pilot compartment, the compartment and itsequipment must allo
9、w each pilot to perform flight crew dutieswithout unreasonable concentration or fatigue.4.1.2 For each pilot compartment, where the flight crew areseparated from the passengers by a partition, there must be ameans to facilitate two-way communication between flightcrew and cabin occupants, such as an
10、 opening or openablewindow or door or other means.NOTE 1A single intercom port from passenger compartment to crewmay suffice as other means. If an opening is not provided to allow visualverification of occupant compartment conditions, such as Oxygen Systemstatus in Specification F3061/F3061M, other
11、indication means may berequired for other systems.4.1.3 If communication between flight crew and cabinoccupants relies on electrical power, the one-way communica-tion from the flight crew to the cabin occupants must beconsidered an essential electrical load.4.2 Pilot Compartment View:4.2.1 Each pilo
12、t compartment must be arranged with suffi-ciently clear and undistorted view to enable the pilot to safelytaxi, takeoff, approach, land, and perform any maneuverswithin the operating limitations of the aircraft.4.2.2 Each pilot compartment must be free from glare andreflections that could interfere
13、with the pilots vision. Compli-ance must be shown in all operations for which certification isrequested.4.2.3 Each pilot compartment must be designed so that eachpilot is protected from the elements so that moderate rain1This specification is under the jurisdiction ofASTM Committee F44 on GeneralAvi
14、ation Aircraft and is the direct responsibility of Subcommittee F44.10 onGeneral.Current edition approved May 1, 2018. Published July 2018. Originally approvedin 2015. Last previous edition approved in 2018 as F3117 18a. DOI: 10.1520/F3117-18B.2For referenced ASTM standards, visit the ASTM website,
15、www.astm.org, orcontact ASTM Customer Service at serviceastm.org. For Annual Book of ASTMStandards volume information, refer to the standards Document Summary page onthe ASTM website.3Available from U.S. Government Printing Office, Superintendent ofDocuments, 732 N. Capitol St., NW, Washington, DC 2
16、0401-0001, http:/www.access.gpo.gov.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United StatesThis international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Pr
17、inciples for theDevelopment of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.1conditions do not unduly impair the pilots view of the flightpath in normal flight and while landing.4.2.4 A vision system with a tra
18、nsparent display surfacelocated in the pilots outside field of view, such as a headup-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, itmust compensate for interference with the pilots outside fi
19、eldof view such that the combination of what is visible in thedisplay and what remains visible through and around it,enables the pilot to perform the maneuvers specified in 4.2.1and the pilot compartment to meet the provisions of 4.2.2.4.2.4.2 The pilots view of the external scene must be free ofint
20、erference, distortion, and glare, that would adversely affectthe pilots normal performance and workload, consideringpossible distortion both from windscreen or canopy and fromtransparent display surface.4.2.4.3 The following tasks associated with the use of thepilots view must not be degraded below
21、the level of safety thatexisted without the video imagery:(1) Detection, accurate identification and maneuvering, asnecessary, to avoid traffic, terrain, obstacles, and other hazardsof flight.(2) Accurate identification and utilization of visual refer-ences required for every task relevant to the ph
22、ase of flight.(3) Although, the vision system image requirements relateprimarily to the approach and landing phases of flight, thevision system image when viewed head up during groundoperations should not create unacceptable distractions due tosensor proximity to the taxiway surface.4.2.4.4 When the
23、 vision system displays imagery and anysymbology referenced to the imagery and outside scenetopography, including attitude symbology, flight path vector,and flight path angle reference cue, that imagery and symbol-ogy must be aligned with, and scaled to, the external scene.4.2.4.5 The vision system
24、must provide a means to allow thepilot using the display to immediately deactivate and reactivatethe vision system imagery, on demand, without removing thepilots hands from the primary flight controls or thrust controls.4.2.4.6 When the vision system is not in operation, it maynot restrict the pilot
25、 from performing the maneuvers specifiedin 4.2.1 and the pilot compartment from meeting the provisionsof 4.2.2.5. Controls General5.1 Flight Control Systems Controls:5.1.1 Each control must operate easily, smoothly, and posi-tively enough to allow proper performance of its functions.5.1.2 Controls m
26、ust be arranged and, except where theirfunction is obvious, identified to provide for convenience inoperation and to not create confusion and subsequent inadver-tent operation.5.1.3 Airplane aerodynamic flight controls must be de-signed so that they operate in accordance with the followingmovement a
27、nd 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 auxiliarydevice stowed; rearwar
28、d or down forflaps down or auxiliary device deployed.Trim tabs (or equivalent) Switch motion or mechanical rotation orcontrol to produce similar rotation of theairplane about an axis parallel to theaxis control. Axis of roll trim control maybe displaced to accommodatecomfortable actuation by the pil
29、ot.Direction of pilots hand movementmust be in the same sense as airplaneresponse for rudder trim if only aportion of a rotational element isaccessible.5.2 Cockpit Controls:5.2.1 Each cockpit control must be located and, exceptwhere its function is obvious, identified to provide convenientoperation
30、and to not create confusion or be prone to inadvertentoperation.5.2.2 The controls must be located and arranged so that thepilot, in the normal seated position in the cockpit, has full andunrestricted movement of each control without interferencefrom either clothing or cockpit structure.5.2.3 Detent
31、s are an acceptable means to establish controlpositions associated with particular actions.5.2.4 Powerplant controls must be located:5.2.4.1 For multiengine airplanes, powerplant controls mustbe located on the pedestal or overhead at or near the center ofthe cockpit.5.2.4.2 For single and tandem sea
32、ted single-engineairplanes, powerplant controls must be located on the left sideof the console or instrument panel.5.2.4.3 For other single-engine airplanes, powerplant con-trols must be located at or near the center of the cockpit, on thepedestal, instrument panel, or overhead.5.2.4.4 For airplanes
33、 with side-by-side pilot seats and withtwo sets of powerplant controls, powerplant controls must belocated on the left and right consoles.5.2.5 When separate and distinct control levers are co-located (such as located together on the pedestal), the controllocation order from left to right must be po
34、wer (thrust) lever,propeller (rpm control), and mixture control (condition leverand fuel cut-off for turbine-powered airplanes).5.2.5.1 Power (thrust) levers must be easily distinguishablefrom other controls, and provide for accurate, consistentoperation.5.2.5.2 Carburetor heat or alternate air cont
35、rol must be tothe left of the throttle or at least 20 cm (8 in.) from the mixturecontrol when located other than on a pedestal.5.2.5.3 Carburetor heat or alternate air control, when lo-cated on a pedestal, must be aft or below the power (thrust)lever.5.2.5.4 Supercharger controls must be located bel
36、ow or aftof the propeller controls.5.2.5.5 Airplanes with tandem seating or single-place air-planes may utilize control locations on the left side of the cabinF3117 18b2compartment; however, location order from left to right mustbe power (thrust) lever, propeller (rpm control), and mixturecontrol.5.
37、2.6 Identical powerplant controls for each engine must belocated to prevent confusion as to the engines they control.5.2.6.1 Conventional multiengine powerplant controls mustbe located so that the left control(s) operates the left engine(s)and the right control(s) operates the right engine(s).5.2.6.
38、2 On twin-engine airplanes with front and rear enginelocations (tandem), the left powerplant controls must operatethe front engine and the right powerplant controls must operatethe rear engine.5.2.7 Wing flap and auxiliary lift device controls.5.2.7.1 Wing flap and auxiliary lift device controls, if
39、present, must be located centrally, or to the right of the pedestalor powerplant throttle control centerline.5.2.7.2 Wing flap and auxiliary lift device controls, ifpresent, must be located far enough away from the landing gearcontrol to avoid confusion.5.2.8 The landing gear control, if present, mu
40、st be located tothe left of the throttle centerline or pedestal centerline.5.2.9 If nose/tail wheel steering is installed, it must bedemonstrated that its use does not require exceptional pilotskill during takeoff and landing, in crosswinds, or in the eventof an engine failure, or its use must be li
41、mited to low speedmaneuvering.5.2.10 Each fuel feed selector control, if present, must belocated and arranged so that the pilot can see and reach itwithout moving any seat or primary flight control or requiringundue or disorienting head/body movement when his seat is atany position intended for use
42、in flight.5.2.10.1 For a mechanical fuel selector:(1) The indication of the selected fuel valve position mustbe by means of a pointer and must provide positive identifi-cation and feel (detent, etc.) of the selected position.(2) The position indicator pointer must be located at thepart of the handle
43、 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 properlylabeled.(2) Means must be provided to indicate to the flight crewthe tank or function selected. Selector sw
44、itch 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 ordigital selection is also a fuel shut-off selector, the off positionmarking must be colored red.5.2.10.4 If there is a selector p
45、osition other than “off” thatdoes not provide adequate fuel flow for normal engineoperation, these positions must be indicated in red and/or a redannunciation must be provided to the pilot.5.2.10.5 If a separate emergency shut-off means is provided,it must be colored red.5.2.11 Ignition Switches.5.2
46、.11.1 Ignition switches must control each ignition circuiton each engine.5.2.11.2 Ignition switches must shut off each ignition circuiton each engine.5.2.11.3 There must be means to quickly shut off all ignitionon multiengine airplanes by the groupings of switches or by amaster ignition control.5.2.
47、11.4 Each group of ignition switches, except ignitionswitches for turbine engines for which continuous ignition isnot required, must have a means to prevent its inadvertentoperation.5.2.11.5 Each master ignition control must have a means toprevent its inadvertent operation.5.2.12 If there are mixtur
48、e controls, each mixture controlmust have guards or must be shaped and arranged to preventconfusion by feel with other controls.5.2.12.1 The mixture controls must be grouped and ar-ranged to allow:(1) Separate control of each engine, and(2) Simultaneous control of all engines.5.2.13 Propeller Speed
49、and Pitch Controls.5.2.13.1 If there are propeller speed or pitch controls, theymust be grouped and arranged to allow separate control of eachpropeller.5.2.13.2 If there are propeller speed or pitch controls, theymust be grouped and arranged to allow simultaneous control ofall propellers.5.2.13.3 The controls must allow ready synchronization ofall propellers on multiengine airplanes.5.3 Motion and Effect of Cockpit Controls:5.3.1 Cockpit controls must be designed so that they operatein accordance with the following movement and actuation forpowerplant and auxiliary cont
