ASTM F3062/F3062M-20

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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: F3062/F3062M − 19 F3062/F3062M − 20
Standard Specification for
Aircraft Powerplant Installation
This standard is issued under the fixed designation F3062/F3062M; 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 specification covers minimum requirements for the installation and integration of powerplant system units.
1.2 This specification is applicable to small aeroplanes as defined in the F44 terminology standard. Use of the term airplane is
used throughout this specification and will mean “small airplane.”
1.3 The applicant for a design approval mustshall seek the individual guidance to their respective CAA body concerning the use
of this standard as part of a certification plan. For information on which CAA regulatory bodies have accepted this standard (in
whole or in part) as a means of compliance to their Small Aircraft Airworthiness regulations (Hereinafter referred to as “the
Rules”), refer to the ASTM F44 webpage (www.ASTM.org/COMITTEE/F44.htm) which includes CAA website links.
1.4 References within this standard normally refer to documents in United States legal system. Appendix X1 cross references
documents in the legal system of other countries of corresponding content.
1.5 Units—The values stated are SI units followed by imperial units in brackets. The values stated in each system mayare not
benecessarily exact equivalents; therefore, to ensure conformance with the standard, each system shall be used independently of
the other. Combiningother, and values from the two systems may result in non-conformance with the standard.shall not be
combined.
1.6 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, health, and environmental practices and determine the applicability of
regulatory limitations prior to use.
1.7 This international standard was developed in accordance with internationally recognized principles on standardization
established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued
by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
2. Referenced Documents
2.1 ASTM Standards:
F2339 Practice for Design and Manufacture of Reciprocating Spark Ignition Engines for Light Sport Aircraft
F2506 Specification for Design and Testing of Light Sport Aircraft Propellers
F2538 Practice for Design and Manufacture of Reciprocating Compression Ignition Engines for Light Sport Aircraft
F2840 Practice for Design and Manufacture of Electric Propulsion Units for Light Sport Aircraft
F3060 Terminology for Aircraft
F3063/F3063M Specification for Aircraft Fuel Storage and Delivery
F3066/F3066M Specification for Aircraft Powerplant Installation Hazard Mitigation
F3117/F3117M Specification for Crew Interface in Aircraft
2.2 Code of Federal Regulations (CFR):
14 CFR part 23 Airworthiness Standards: Normal Category Airplanes
14 CFR part 33 Airworthiness Standards: Aircraft Engines
14 CFR part 34 Fuel Venting and Exhaust Emission Requirements for Turbine Engine Powered Airplanes
14 CFR part 35 Airworthiness Standards: Propellers
This specification is under the jurisdiction of ASTM Committee F44 on General Aviation Aircraft and is the direct responsibility of Subcommittee F44.40 on Powerplant.
Current edition approved Feb. 1, 2019June 1, 2020. Published March 2019June 2020. Originally approved in 2015. Last previous edition approved in 20182019 as
F3062/F3062M–18.–19. DOI: 10.1520/F3062_F3062M–19.10.1520/F3062_F3062M-20.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM Standards
volume information, refer to the standard’s Document Summary page on the ASTM website.
Available from U.S. Government Publishing Office, 732 N. Capitol St., NW, Washington, DC 20401, https://www.gpo.gov.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F3062/F3062M − 20
2.3 Federal Aviation Administration (FAA) Publications:
AC 23-8C Flight Test Guide for Certification of Part 23 Airplanes
CAR 13 Aircraft Engine Airworthiness
TSO-C77 Technical Standard Order – Gas Turbine Auxilliary Power Units
2.4 JAA Documents:
JAR-E Engines
JAR-P Propellers
JAR-22 Sailplanes and Powered Sailplanes
2.5 EASA Documents:
CS-22 Certification Specifications for Sailplanes and Powered Sailplanes
CS-23 Normal, Utility, Aerobatic and Commuter Aeroplanes
CS-34 Aircraft Engine Emissions and Fuel Venting
CS-E Certification Specifications for Engines
CS-P Certification Specifications for Propellers
CS-APU Certification Specifications for Auxiliary Power Units
3. Terminology
3.1 The following are a selection of relevant terms. See Terminology F3060 for more definitions and abbreviations.
3.2 Definitions:
3.2.1 powerplant, n—all units and components necessary for propelling the aircraft or for providing auxiliary power for the
aircraft (APU).
3.2.2 powerplant installation, n—the installation of an engine or auxiliary power unit including all components that are
necessary for propulsion or for providing auxiliary power (APU) and affects the safety of the major propulsive units.
3.2.3 reciprocating engine, n—engines with the characteristics of a non-continuous flow piston engines.
3.2.3.1 Discussion—
For the purpose of this standard the term reciprocating engine does include rotary piston engine due to the similar characteristics.
3.2.4 supercharger, n—an air compressor that increases the pressure of air supplied to an engine.
3.2.4.1 Discussion—
For the purpose of this standard the term supercharger refers to both mechanical and turbine driven superchargers.
3.2.5 turbine engines, n—turbopropeller, turbojet and turbofan engines.
3.2.6 turbocharger, n—a supercharger driven by a turbine in the exhaust gas stream, short form of turbo supercharger.
3.3 Abbreviations:
3.3.1 APU—Auxilliary Power Unit
4. General
4.1 Engines and APU:
4.1.1 Each engine shall meet the technical requirements of accepted specifications appropriate to the application.
4.1.2 Each APU mustshall meet the technical requirements of TSO-C77.
4.1.3 Each turbine engine mustshall meet the applicable requirements of 14 CFR part 34.
4.2 Powerplant Installation:
4.2.1 The powerplant installation mustshall comply with the installation instructions of:
(1) the engine,
(2) the propeller, if applicable,
(3) the APU, if applicable.
4.2.2 Each powerplant installation mustshall be constructed and arranged to ensure safe operation to the maximum altitude for
which approval is requested.
Available from Federal Aviation Administration (FAA), 800 Independence Ave., SW, Washington, DC 20591, https://www.faa.gov.
Available from Global Engineering Documents, IHS Markit, 15 Inverness Way, EastWay East, Englewood, CO 80112-5704, https://global.ihs.com.80112,
http://www.global.ihs.com.
Available from EASA European Aviation Safety Agency, Postfach 10 12 53. D-50452 Koeln, Germany, https://www.easa.europa.eu.
F3062/F3062M − 20
4.2.3 Each turbine engine installation mustshall be constructed and arranged to result in carcass vibration characteristics that
do not exceed those established by the engine manufacturer.
4.2.4 Each powerplant installation mustshall be constructed and arranged to be accessible for necessary inspections and
maintenance.
4.2.4.1 Engine cowls and nacelles mustshall be easily removable or openable by the pilot to provide adequate access to and
exposure of the engine compartment for preflight checks.
5. Air Induction System
5.1 General:
5.1.1 The air induction system for each engine and auxiliary power unit and their accessories mustshall supply the air required
by that engine and auxiliary power unit and their accessories under the operating conditions for which certification is requested.
5.2 Induction Systems of Reciprocating Engine Powered Aeroplanes:
5.2.1 Each engine installation mustshall have at least two separate air intake sources.
5.2.2 Primary air intakes may open within the cowling if that part of the cowling is isolated from the engine accessory section
by a fire-resistant diaphragm or if there are means to prevent the emergence of backfire flames.
5.2.3 Each alternate air intake mustshall be located in a sheltered position and may not open within the cowling if the emergence
of backfire flames will result in a hazard.
5.2.4 The supplying of air to the engine through the alternate air intake system may not result in a loss of excessive power in
addition to the power loss due to the rise in air temperature.
5.2.5 Each automatic alternate air door mustshall have an override means accessible to the flight crew.crew, or shall comply with
5.2.5.1 and 5.2.5.2.
5.2.5.1 Each automatic alternate air door shall be shown to not freeze shut when exposed to –40 °C [–40 °F] or the lowest
ambient temperature expected in flight, at cruise power in visible moisture, and
5.2.5.2 Each automatic alternate air door shall be subject to Instructions for Continued Airworthiness that require periodic
opening and inspection for cleanliness of the alternate air door contact surfaces and hinge areas. The time between inspections and
cleaning shall be selected to adequately ensure the removal of dirt or other contaminants before accumulating in amounts that are
likely to lead to freezing of the alternate air door.
5.2.6 Each automatic alternate air door mustshall have a means to indicate to the flight crew when it is not closed.
5.3 Induction Systems of Turbine Engine Powered Aeroplanes:
5.3.1 There mustshall be means to prevent quantities of fuel leakage or overflow from drains, vents, or other components of
flammable fluid systems from entering the engine intake system that would cause the engine to exceed its operational limitations,
cause a significant loss of power, or otherwise cause the engine to operate in an unsafe condition.
5.3.2 The airplane mustshall be designed to prevent water or slush on the runway, taxiway, or other airport operating surfaces
from being directed into the engine or auxiliary power unit air intake ducts in quantities that would cause the engine to exceed
its operational limitations, cause a significant loss of power, or otherwise cause the engine to operate in an unsafe condition.
5.3.3 The air intake ducts mustshall be located or protected so as to minimize the hazard of ingestion of foreign matter during
takeoff, landing, and taxiing.
5.3.4 Each turbine engine installation mustshall be constructed and arranged to ensure that the capability of the installed engine
to withstand the ingestion of rain, hail, ice, and birds into the engine inlet is not less than the capability established for the engine
itself under Specification F3066/F3066M.
5.3.5 The air inlet system mustshall not, as a result of airflow distortion during normal operation, cause vibration harmful to
the engine.
5.4 Induction System Ducts:
5.4.1 Each induction system duct mustshall have a drain to prevent the accumulation of fuel or moisture in the normal ground
and flight attitudes. No drain may discharge where it will cause a fire hazard.
5.4.2 Each duct connected to components between which relative motion could exist mustshall have means for flexibility.
5.4.3 Each flexible induction system duct mustshall be capable of withstanding the effects of temperature extremes, fuel, oil,
water, and solvents to which it is expected to be exposed in service and maintenance without hazardous deterioration or
delamination.
5.4.4 For reciprocating engine installations, each induction system duct mustshall be:
5.4.4.1 Strong enough to prevent induction system failures resulting from normal backfire conditions; and
5.4.4.2 Fire resistant in any compartment for which a fire extinguishing system is required.
5.4.5 Each inlet system duct for an auxiliary power unit mustshall be:
5.4.5.1 Fireproof within the auxiliary power unit compartment;
5.4.5.2 Fireproof for a sufficient distance upstream of the auxiliary power unit compartment to prevent hot gas reverse flow from
burning through the duct and entering any other compartment of the airplane in which a hazard would be created by the entry of
the hot gases;
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5.4.5.3 Constructed of materials suitable to the environmental conditions expected in service, except in those areas requiring
fireproof or fire resistant materials; and
5.4.5.4 Constructed of materials that will not absorb or trap hazardous quantities of flammable fluids that could be ignited by
a surge or reverse-flow condition.
5.4.6 Induction system ducts that supply air to a cabin pressurization system mustshall be suitably constructed of material that
will not produce hazardous quantities of toxic gases or isolated to prevent hazardous quantities of toxic gases from entering the
cabin during a powerplant fire.
5.5 Induction System Screens:
5.5.1 Each screen mustshall be upstream of the carburetor or fuel injection system.
5.5.2 No screen may be in any part of the induction system that is the only passage through which air can reach the engine,
unless the available heat rise is at least 56°C [100°F]; and the screen can be deiced by heated air.
5.5.3 No screen may be deiced by alcohol alone.
5.5.4 It mustshall be impossible for fuel to strike any screen.
5.6 Induction System Filters:
5.6.1 If an air filter is used to protect the engine against foreign material particles in the induction air supply:
5.6.1.1 Each air filter mustshall be capable of withstanding the effects of temperature extremes, rain, fuel, oil, and solvents to
which it is expected to be exposed in service and maintenance; and
5.6.1.2 Each air filter shall have a design feature to prevent material separated from the filter media from interfering with proper
fuel metering operation.
6. Powerplant Exhaust System
6.1 General:
6.1.1 Each exhaust system mustshall ensure safe disposal of exhaust gases without fire hazard or carbon monoxide
contamination in any personnel compartment.
6.1.2 Each exhaust system part with a surface hot enough to ignite flammable fluids or vapors mustshall be located or shielded
so that leakage from any system carrying flammable fluids or vapors will not result in a fire caused by impingement of the fluids
or vapors on any part of the exhaust system including shields for the exhaust system.
6.1.3 Each exhaust system mustshall be separated by fireproof shields from adjacent flammable parts of the airplane that are
outside of the engine and auxiliary power unit compartments.
6.1.4 No exhaust gases may discharge dangerously near any fuel or oil system drain.
6.1.5 For aeroplanes certified for night operation no exhaust gases may be discharged where they will cause a glare seriously
affecting pilot vision at night.
6.1.6 Each exhaust system component mustshall be ventilated to prevent points of excessively high temperature.
6.1.7 If significant traps exist, each turbine engine and auxiliary power unit exhaust system mustshall have drains discharging
clear of the airplane, in any normal ground and flight attitude, to prevent fuel accumulation after the failure of an attempted engine
or auxiliary power unit start.
6.1.8 Each exhaust heat exchanger mustshall incorporate means to prevent blockage of the exhaust port after any internal heat
exchanger failure.
6.2 Exhaust System Construction:
6.2.1 Each exhaust system mustshall be fireproof and corrosion-resistant, and mustshall have means to prevent failure due to
expansion by operating temperatures.
6.2.2 The suitability and durability of materials used for any exhaust part must:shall:
6.2.2.1 Be established by experience or tests;
6.2.2.2 Meet approved specifications that ensure their having the strength and other properties assumed in the design data; and
6.2.2.3 Take into account the effects of environmental conditions, such as temperature and humidity, expected in service.
6.2.3 Each exhaust system mustshall be supported to withstand the vibration and inertia loads to which it may be subjected in
operation.
6.2.4 Parts of the system connected to components between which relative motion could exist mustshall have means for
flexibility.
6.3 Exhaust Heat Exchangers:
6.3.1 Each exhaust heat exchanger mustshall be constructed and installed to withstand the vibration, inertia, and other loads that
it may be subjected to in normal operation.
6.3.2 Each exchanger mustshall be suitable for continued operation at high temperatures and resistant to corrosion from exhaust
gases.
6.3.3 There mustshall be means for inspection of critical parts of each exchanger.
6.3.4 Each exchanger mustshall have cooling provisions wherever it is subject to contact with exhaust gases.
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6.3.5 Each heat exchanger used for heating ventilating air mustshall be constructed so that exhaust gases may not enter the
ventilating air.
6.4 Induction Air Preheater Design:
6.4.1 Each exhaust-heated, induction air preheater mustshall be designed and constructed to:
6.4.1.1 Ensure ventilation of the preheater when the induction air preheater is not being used during engine operation;
6.4.1.2 Allow inspection of the exhaust manifold parts that it surrounds; and
6.4.1.3 Allow inspection of critical parts of the preheater itself.
7. Forced Air Induction and Bleed Air Systems
7.1 Turbocharger Systems:
7.1.1 Each turbocharger mustshall either be approved under the engine type certificate or it mustshall be shown that the
turbocharger system, while in its normal engine installation and operating in the engine environment:
7.1.1.1 Can withstand, without defect, the endurance test specified by the standard to which compliance was shown for the
engine; and
7.1.1.2 Will have no adverse effect upon the engine.
7.1.2 Control system malfunctions, vibrations, and abnormal speeds and temperatures expected in service may not damage the
turbocharger compressor or turbine.
7.1.3 Each turbocharger case mustshall be able to contain fragments of a compressor or turbine that fails at the highest speed
that is obtainable with normal speed control devices inoperative.
7.1.4 Engine power, cooling characteristics, operating limits, and procedures affected by the turbocharger system installations
mustshall be evaluated.
7.1.5 Turbocharger operating procedures and limitations mustshall be included in the Airplane Flight Manual.
7.2 Intercooler Installation:
7.2.1 The mounting provisions of the intercooler mustshall be designed to withstand the loads imposed on the system.
7.2.2 It mustshall be shown that, under the installed vibration environment, the intercooler will not fail in a manner allowing
portions of the intercooler to be ingested by the engine.
7.2.3 Airflow through the intercooler mustshall not discharge directly on any airplane component (for example, windshield)
unless such discharge is shown to cause no hazard to the airplane under all operating conditions.
7.3 Turbocharger Bleed Air System for Cabin Pressurization:
7.3.1 The cabin air system may not be subject to hazardous contamination following any probable failure of the turbocharger
or its lubrication system.
7.3.2 The turbocharger supply air mustshall be taken from a source where it cannot be contaminated by harmful or hazardous
gases or vapors following any probable failure or malfunction of the engine exhaust, hydraulic, fuel, or oil system.
7.4 Turbine Engine Bleed Air System:
7.4.1 No hazard may result if duct rupture or failure occurs anywhere between the engine port and the airplane unit served by
the bleed air.
7.4.2 The effect on airplane and engine performance of using maximum bleed air mustshall be established.
7.4.3 Hazardous contamination of cabin air systems may not result from failures of the engine lubricating system.
8. Oil System
8.1 General:
8.1.1 For oil systems and components that have been approved under the engine airworthiness requirements and where those
requirements are equal to or more severe than the corresponding requirements of this standard, that approval need not be
duplicated. Where the requirements of this standard are more severe, substantiation mustshall be shown to the requirements of this
standard.
8.1.2 Each powerplant oil system mustshall be independent and capable of supplying the powerplant with an appropriate
quantity of oil at a temperature not above that safe for continuous operation.
8.1.3 Each oil system mustshall have a usable capacity adequate for the endurance of the aeroplane.
8.1.3.1 The usable oil tank capacity may not be less than the product of the endurance of the airplane under critical operating
conditions and the maximum oil consumption of the engine under the same conditions, plus a suitable margin to ensure adequate
circulation and cooling.
8.1.4 For an oil system without an oil transfer system, only the usable oil tank capacity may be considered. The amount of oil
in the engine oil lines, the oil radiator, and the feathering reserve, may not be considered.
8.1.5 If an oil transfer system is used, and the transfer pump can pump some of the oil in the transfer lines into the main engine
oil tanks, the amount of oil in these lines that can be pumped by the transfer pump may be included in the oil capacity.
8.1.6 Each oil system line mustshall comply with 11.1.
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8.1.7 If an engine depends upon a fuel/oil mixture for lubrication, then a reliable means of providing it with the appropriate
mixture mustshall be established.
8.1.7.1 In assessing the reliance that can be placed upon the means for providing the appropriate fuel/oil mixture to the engine
to prevent a hazardous condition, account should be taken of, for example:
(a) The tolerance of the engine to fuel/oil mixture ratios other than the optimum;
(b) The procedure established for refuelling and introducing the appropriate amount of oil; and
(c) The means by which the pilot may check that the fuel contains an adequate mixture of oil.
8.2 Oil Tanks:
8.2.1 Installation:
8.2.1.1 Each oil tank mustshall be installed to withstand any vibration, inertia, and fluid loads expected in operation.
8.2.1.2 Each oil tank mustshall be supported so that tank loads are not concentrated.
8.2.1.3 There mustshall be pads, if necessary, to prevent chafing between each tank and its supports.
8.2.1.4 Padding mustshall be non-absorbent or treated to prevent the absorption of oil.
8.2.1.5 A positive pressure mustshall be maintained within the expansion space of each flexible oil tank under all conditions of
operation except for a particular condition for which it is shown that a zero or negative pressure will not cause the bladder cell
to collapse.
8.2.1.6 Siphoning of oil (other than minor spillage) or collapse of flexible oil tanks may not result from improper securing or
loss of the oil filler cap.
8.2.1.7 Each tank compartment mustshall be ventilated and drained to prevent the accumulation of flammable fluids or vapors.
Each compartment adjacent to a tank that is an integral part of the airplane structure mustshall also be ventilated and drained.
8.2.2 Expansion Space—Oil tank expansion space mustshall be provided so that:
8.2.2.1 Each oil tank used with a reciprocating engine has an expansion space of not less than the greater of 10 % of the tank
capacity or 1.9 L (0.5 gal), and each oil tank used with a turbine engine has an expansion space of not less than 10 % of the tank
capacity.
8.2.2.2 It mustshall be impossible to fill the expansion space inadvertently with the airplane in the normal ground attitude.
8.2.3 Filler Connection:
8.2.3.1 Each oil tank filler connection mustshall be marked according to Specification F3117/F3117M.
8.2.3.2 Each recessed oil tank filler connection of an oil tank used with a turbine engine, that can retain any appreciable quantity
of oil, mustshall have provisions for fitting a drain.
8.2.3.3 Each oil tank filler cap of an oil tank that is used with an engine mustshall provide an oil-tight seal.
8.2.4 Vent—Oil tanks mustshall be vented as follows:
8.2.4.1 Each oil tank mustshall be vented to the engine from the top part of the expansion space so that the vent connection is
not covered by oil under any normal flight condition.
8.2.4.2 Oil tank vents mustshall be arranged so that condensed water vapor that might freeze and obstruct the line cannot
accumulate at any point.
8.2.4.3 For aeroplanes approved for aerobatics, there mustshall be means to prevent hazardous loss of oil during acrobatic
maneuvers, including short periods of inverted flight.
NOTE 1—For guidance on negative acceleration refer to AC 23-8.
8.2.5 Outlet—No oil tank outlet may be enclosed by any screen or guard that would reduce the flow of oil below a safe value
at any operating temperature.
8.2.5.1 No oil tank outlet diameter may be less than the diameter of the engine oil pump inlet.
8.2.5.2 Each oil tank used with a turbine engine mustshall have means to prevent entrance into the tank itself, or into the tank
outlet, of any object that might obstruct the flow of oil through the system.
8.2.5.3 There mustshall be a shutoff valve at the outlet of each oil tank used with a turbine engine, unless the external portion
of the oil system (including oil tank supports) is fireproof.
8.2.6 Flexible Liners:
8.2.6.1 The flexible oil tank liner mustshall be supported so that it is not required to withstand fluid loads.
8.2.6.2 Each flexible oil tank liner mustshall be of an acceptable kind.
8.2.6.3 One of the following mustshall be complied with:
(a) Interior surfaces adjacent to the liner mustshall be smooth and free from projections that could cause wear; or
(b) Provisions are made for protection of the liner at those points; or
(c) The construction of the liner itself provides such protection.
8.2.7 Each oil tank mustshall be tested under Section 12.
8.3 Breather Lines:
8.3.1 Breather lines mustshall be arranged so that:
8.3.1.1 Condensed water vapor or oil that might freeze and obstruct the line cannot accumulate at any point.
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8.3.1.2 The breather discharge will not constitute a fire hazard if foaming occurs, or cause emitted oil to strike the pilot’s
windshield.
8.3.1.3 The breather does not dis
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