ASTM F2339-06(2009)

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. Because
it may not be technically possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current version
of the standard as published by ASTM is to be considered the official document.
Designation:F2339–05 Designation: F 2339 – 06 (Reapproved 2009)
Standard Practice for
Design and Manufacture of Reciprocating Spark Ignition
Engines for Light Sport Aircraft
This standard is issued under the fixed designation F 2339; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, 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. Scope
1.1 This practice covers minimum requirements for the design and manufacture of reciprocating spark ignition engines for light
sport aircraft, day 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 responsibility
of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory
limitations prior to use.
2. Significance and Use
2.1 This practice provides designers and manufacturers of engines for light sport aircraft design references and criteria to use
in designing and manufacturing engines.
2.2 Declaration of compliance is based on testing and documentation during the design and testing or flight testing of the engine
type by the manufacturer or under the manufacturers’ guidance.
3. Engine Model Designation
3.1 Engine Parts List—A parts list is required for each engine model qualified in accordance 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 require
a new engine model designation.
3.3 Design Changes of Parts—Each design change of a part or component of an engine model qualified to this specification
should be evaluated relative to the requirements of this specification.
4. Data Requirements
4.1 Retained Data—The following data and information should be retained on file at the manufacturer’s facility for at a
minimum 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 Delivered Data—The following data should be delivered to the airplane manufacturer to support design and operation of
the 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 defines all functional and physical interface requirements of the engine. This should include
an engine outline/installation drawing.
4.2.3 An operating manual that defines normal and abnormal operating procedures and any applicable operating limitations.
4.2.4 A maintenance manual that defines periodic installed maintenance, major inspection, overhaul intervals, and any other
maintenance limitations.
4.2.5 An overhaul manual that provides instruction for disassembling the engine to replace or repair, or both, parts as required
to return the engine to airworthy condition that is safe for operation until the next major overhaul.
5. Design Criteria
5.1 Materials—The materials used in the engine must be adequate for the intended design conditions of the engine.
This practice is under the jurisdiction of ASTM Committee F37 on Light Sport Aircraft and is the direct responsibility of Subcommittee F37.70 on Cross Cutting.
Current edition approved Oct.Jan. 1, 2005.2009. Published October 2005.March 2009. Originally approved in 2004. Last previous edition approved in 20042006 as
F 2339 – 046.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.
F 2339 – 06 (2009)
5.2 Fire Prevention—The design and construction of the engine and the materials used must minimize the probability of the
occurrence 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;
and
5.2.2 Shielding or locating components to safeguard against the ignition of leaking flammable fluid.
5.3 Engine Cooling—The engine design must include provisions for cooling; the installation manual must specify engine and
component temperature limitations.
5.4 EngineMounting—Attach points on the engine must have data for the correct design of mounting structures to the airframe.
The maximum allowable limit and ultimate loads for the engine mounting attachments and related structure must be specified.
5.5 Ignition Systems—Each spark ignition engine must have a dual-ignition system with at least two spark plugs for each
cylinder and two separate electric circuits with separate sources of electrical energy, or have an ignition system of equivalent
in-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 single seat aircraft may use single ignition.
5.6 Electronic Engine Controllers (EEC):
5.6.1 EssentiallySingleFaultTolerance—The EEC should be designed to accommodate single failures of the electrical circuit.
Loss of any single EEC should not cause significant power reduction or engine stoppage.
5.6.2 The functioning of EECs must not be adversely affected by the declared environmental conditions of operation by the
manufacturer, including temperature and moisture. The limits to which the system has been qualified shall be documented in the
installation manual. For protection against radiated EMI/HIRF, the harnesses or cables should be shielded from each sensor to each
end point and electrically bonded to the engine. Filter pin connectors should be located at the controller housing interface and
shuntedtogroundonthecase.Filterpinconnectorsshouldhave40dBattenuation,minimum.ForEMIemissions,powerlinefilters
suppress emissions from the controller on outgoing signals.
5.7 Fuel and Induction System:
5.7.1 Induction System Icing—The fuel and air intake passages must be designed to minimize the accretion of ice.
5.7.2 Filtering—The type and degree of fuel and air filtering necessary to prevent obstruction of air or fuel flow must be
specified.
5.7.3 Liquid Lock—Each passage in the induction system that conducts a mixture of fuel and air must be self-draining or
demonstrated 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 flight
attitudes and atmospheric conditions in which the engine is expected to operate. In wet sump engines, this requirement must be
met 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 lubricant
if required.
5.8.3 The crankcase on four-stroke engines must be vented to the atmosphere to preclude leakage of oil from excessive pressure
in the crankcase. This venting must have a means to prevent the blockage of the vent by ice.
5.9 Vibration General—The engine must be designed and constructed to function throughout its normal operating range of
crankshaft 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 up
to maximum desired takeoff speed. This survey should be done with a representative propeller and no hazardous c
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