(її) Section 29.1337(c) clarifies that if the malfunction of a metering component severely restricts fuel flow, a bypass would be required. An example of a malfunction to be considered would be a locked rotor on a rotating element design.
(iii) NPRM No. 84-19 proposes to clarify the intent of § 29.955 by requiring that proper fuel flow be ensured with fuel flow transmitter component failure, rather than with transmitter blockage as specified in the existing rule.
(10) Section 29.955(b) requires the fuel system to feed promptly when fuel becomes low in one tank and another tank is selected. This requirement is important because momentary fuel flow interruption must be expected to result in complete power failure and, for single engine rotorcraft, an emergency landing.
450A. § 29,955 (Amendment 29-26) FUEL FLOW.
a. Explanation. Amendment 29-26 adds new requirements for test conditions to ensure that adequate fuel flow is available to the engine in critical combinations of adverse conditions that may be expected during operation of the rotorcraft. The amendment also requires a correlation between fuel filter blockage and the fuel filter warning device required by § 29.1305(a)(17). Design and performance standards for auxiliary fuel tank and transfer tank fuel systems are provided. These changes were made to ensure that all parameters associated with fuel supply to the engine are adequately addressed.
b. Procedures.
(1) Section 29.955 is intended to ensure adequate fuel flow to the engine(s) during all operating conditions of the rotorcraft. This includes the fuel flows necessary to operate the engine(s) under the test conditions required by § 29.927. Testing (including bench or rig tests) has been the accepted method of showing compliance with this section although analytical techniques may be used to adjust system test results to various fuel flow conditions or to account for minor modifications to a system.
Analytical methods that are used to adjust the test results should be verified with limited testing. It should be shown during compliance testing that the fuel pressure, at the engine to airframe interface, will be within the limits specified by the engine manufacturer. The fuel pressure at this point should be maintained within limits specified by the engine manufacturer during all critical maneuvers and accelerations.
All of the following conditions should be met during compliance testing unless it can be shown that combinations of the conditions are not possible.
(1) The fuel quantity in the tank(s) in use during the test may not exceed the unusable fuel quantity established under § 29.959, plus the minimum quantity required to conduct the test.
Par 450 731
(її) During the compliance test, the rotorcraft should be maneuvered to create the most critical fuel pressure head between the fuel tank outlet and the engine to airframe intertace (engine fuel inlet).
(ill) For boost pump fed systems, it should be determined which pump (primary or secondary) would create the most critical restriction if it failed. The critical pump should then be installed to create the critical restriction, either by actual or simulated failure.
(iv) Various combinations of engine power demand, electrical power available, and motive flow requirements for ejector pumps, will have an effect upon the fuel flow and pressure available at the engine to airframe interface. Adequate fuel pressure should be available to the engine with the most critical combination of these parameters.
(v) Critical values of fuel properties that may adversely affect fuel flow and/or fuel pressure should be applied. This includes alternate types of fuel if certification with alternate fuels is requested. At the minimum, the fuel that will create the highest vapor to liquid ratio should be used during hot fuel tests (§ 29.961). The most viscous fuel should be used during cold fuel tests.
(vi) The fuel filter, required by § 29.997, should be partially blocked to simulate the maximum contamination allowable. The blockage should be sufficient to activate the impending bypass indicator that is required by § 29.1305(a)(17).
(2) Unique Conditions. The phrase, "...Provide the engine with at least 100 percent of the fuel required under all operating and maneuvering conditions...
(§ 29.955(a)), includes unique flight conditions within the operational envelope of the rotorcraft. Critical conditions of fuel flow to the engine(s) may exist under the following conditions (and others identified by the applicant); therefore, they should be evaluated and tested if applicable:
(i> In a single engine rotorcraft, a rapid acceleration to maximum power (torque) that will be requested for certification may be a critical condition. In this case the fuel flow required during the transient may exceed the fuel flow required for steady state at the maximum power condition.
(ii) In multiengine rotorcraft, a rapid acceleration to the maximum OEI power rating that will be requested may be a critical condition. The fuel flow during the transient may be higher than that required at the steady state OEI condition.
(3) If auxiliary fuel pumps (boost pumps) are used to supply fuel to the engines, and ejector pumps are used for cross-feed or other inter-tank fuel distribution systems, a test should be run that will place the maximum fuel demand on the auxiliary pump(s).
732 Par 450A
(4) In some multiengine rotorcraft, a single pump may be required to provide fuel flow to all engines in the event of an auxiliary pump failure. If this is the case, a test should be conducted with a simulated (or actual) failed auxiliary pump. If the functional auxiliary pump is designed to provide motive flow for cross-feed systems, the most critical condition of fuel flow demand should be tested.
(5) Transient and steady state maneuver loads (g-loading) may affect the fuel pressure at the engine to airframe interface. This effect should be considered and then tested, if appropriate.
(6) The methods of specifying the engine inlet fuel pressure requirements are sometimes related to fuel temperature and altitude. Therefore, it is necessary to explore the extremes of the envelope to assure compliance rather than attempting to select one critical condition. For instance, the increase in fuel viscosity at cold temperatures may increase system pressure drop and offset a slight drop in required fuel flow. In this case, critical fuel inlet conditions may not be experienced at maximum engine fuel flow.
(7) A conservative demonstration would consider the maximum allowable fuel viscosity in combination with the maximum fuel flow. Otherwise, several test points may be required.
Par 450A 733
LIMIT_ °/FUEL FLOW W,) LIMIT
Q LIMIT W'
TORQUE MGT LIMIT OAT -→ FIGURE 450A-1. FUEL FLOW NOTES:
(1) Point A on Figure 450A-1 is the highest fuel flow within aircraft limitations, but the system pressure drop is not expected to be maximum because of the low kinematic fuel viscosity.
(2) Point B is the maximum flow at cold temperatures but as the fuel temperature is further reduced, the fuel viscosity increases very rapidly.
(3) Point C represents the maximum viscosity of the fuel, but the fuel flow is somewhat reduced from point B. The maximum system pressure drops and, therefore, minimum fuel inlet pressure may occur between points B and C depending on the specific relationship of fuel viscosity to required fuel flow.
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451. § 29.957 FLOW BETWEEN INTERCONNECTED TANKS.
a. § 29‚957(ą):
(1) Explanation. This paragraph sets forth a design requirement that prohibits approval of a fuel tank interconnect arrangement wherein gravity or acceleration-induced flow between tanks will result in overflow through a tank vent.
(2) Procedures. The design of the vent for the receiving tank should be sufficiently elevated to preclude gravity or flight accelerations from causing overflow through the vent. A flight test may be needed to determine the effectiveness of the arrangement. Check valves in the vent system to prevent overflow should be discouraged because of reliability aspects.
b. 29,957 (b):
(1) Explanation. For fuel system arrangements which permit fuel to be pumped from one tank to another, design precautions to prevent structural damage to the receiving tank in the event of overfilling are required as well as a design means to warn the crew before overflow through the vents occurs.
(2) Procedures. The design of the receiving tank should have large vent lines or a recirculation line back to the original tank to prevent overfilling of the receiving tank.
Alternatively, a float switch may be used to deenergize the transfer pump, providing that faults in the system do not adversely affect safety. A float switch may be used to warn the crew that overfilling of the receiving tank is impending. If a float switch is used, review the system reliability requirements of § 29.901(c).
452. $ 29.959 UNUSABLE FOEL SUPPLY.
a. Explanation. This rule requires the applicant to establish a value for unusable fuel for each tank. This value for unusable fuel may be selected by the applicant to facilitate compliance with § 29.1337(b)(1) provided the amount is equal to or greater than the actual unusable fuel. The actual unusable fuel is the amount of fuel in the tank when, in the critical flight attitude, evidence of system or engine malfunction occurs, or in the case of transfer tanks, when flow to the receiving tank is interrupted.
b. Procedures.
(1) The unusable fuel for each tank can be determined by flight tests which involve flight in the critical attitude or maneuver until indication of a malfunction. For boosted systems, the "first evidence of malfunction" may be a pressure fluctuation to below the fuel pressure minimum redline, engine power fluctuation, or boost pump failure warning indication. For suction lift systems, the indication may be a low fuel Par 451 735
pressure warning light. In some instances, particularly for suction-lift systems, special test instrumentation for fuel pressure is required, and, since an accurate measurement of the remaining fuel in the tank should be obtained, a method to close off flow from that tank would be needed. For transfer tanks, or tanks which are limited to use only during cruise flight, the flight regimes usually can be limited to level flight or hover at the c.g.
condition which, by inspection, would create the maximum unusable fuel. For tanks for general use, the flight regimes should also include takeoff and landing using steady pitch attitudes to be expected, as well as hover and level flight conditions. The possible adverse effects of extreme lateral c.g. should be considered.
(2) Normally, these tests are conducted with all equipment (pumps, ejectors, etc.) operating as prescribed by the design. However, values for unusable fuel with pump failures, if significantly different, should also be determined and listed in the flight manual. These values for unusable fuel need not be considered in the empty weight of the aircraft.
c. While the procedures of Paragraph b(1) are acceptable, fuel exhaustion during critical flight test conditions must be expected. To minimize this possible flight test hazard, the applicant may in many cases, utilize analysis and/or ground tests involving normally available flight test data on aircraft attitudes, tank configuration studies, and critical flight condition studies to determine unusable fuel. Any questionable results, however, should be resolved by actual flight test or introduction of conservatism into the finding.
453. § 29.961 FUEL SYSTEM HOT WEATHER OPERATION.
a. Explanation.
(1) Section 29.961 specifies that a hot fuel test be conducted on suction lift systems, and on other fuel systems conducive to vapor formation, to ensure that the system is free from vapor lock at a fuel temperature of 110° F under critical operating conditions.
(2) Pressure boosted systems would not ordinarily require hot fuel tests unless-
(1) There are high points in the fuel system which would allow accumulation of vapor; or
(ii) The engine fuel inlet pressure is negative relative to tank pressure because of low boost pump pressure or high fuel system pressure losses (but still within fuel pressure limits).
(ili) The airframe boost pump is not actually submerged such that a portion of the system is suction lift.
736 Par 452
(3) Boosted system vapor lock difficulties, at relatively low system flows compared to pump capacity, have occurred in at least two instances.
If the fuel pump is a positive displacement type with an internal bypass and the pump capacity significantly exceeds system demand, excessive recirculation within the pump may significantly raise the local fuel temperature resulting in pump cavitation.
(ії) Parallel pump systems, where one supplies the majority of the fuel while the other "deadhead" pump supplies only a negligible amount of fuel, may experience vapor lock and cavitation of the deadhead pump due to excessive recirculation of fuel as described in a(3)(i).
(4) The requirement to use 110° F fuel is a carryover from the recodification of CAR Part 6, although the use of hotter fuel at the same Reid Vapor Pressure would tend more toward vapor formation.
(5) The term "vapor lock" means a change in normal engine operation as a result of the formation of fuel vapor-air mixtures in the fuel feed system.
(6) Section 29.961(b) and (c) inappropriately specify a particular flight condition, weight, and power spectrum which may not be critical. Hence, a demonstration of compliance to the specifics of § 29.961(c) will probably be inadequate for compliance with § 29.961(a) (2). NPRM No. 84-19 proposes to revise § 29.961 to delete these unnecessary, detailed regulations with a simple requirement to show satisfactory operation under critical operating conditions with hot fuel. The guidance which follows should be sufficient to establish compliance with § 29.961, in total, without regard to the misleading specifics of § 29.961(b) and (c).
b. Procedures.
(1) The fuel type to be used should be that with the highest true vapor pressure (TVP) at the 110° F condition.
(2) The fuel should be heated as rapidly as possible since the longer fuel is heated the more vaporization occurs resulting in unconservative test results. Likewise, heating the fuel above the target temperature, then allowing it to cool will "weather" the fuel excessively resulting in a reduction in Reid Vapor Pressure and unconservative testing.
(3) If the test is performed at cool ambients, the fuel lines, tanks, etc., may have to be insulated to ensure that the fuel inlet temperature is approximately the same as would be experienced on a hot day. This should be verified by instrumenting the fuel temperature at the engine inlet.
Par 453 737
(4) The fuel level should be the lowest consistent with test safety. The reference to full fuel tanks in § 29.961(c)(2) is misleading because:
Section 29.955(a)(2) would require adequate fuel flow under low fuel level conditions.
(I) The provision of § 29.961(a)(2) to verify satisfactory hot fuel operation "under critical operating conditions" would mean verification at maximum rate of climb and maximum fuel suction head. The maximum fuel suction head would occur with lowest fuel level.
(5) The flight tests to the service ceiling should include maximum power climbs to selected intermediate altitudes where various maneuvers including the following are performed:
Low power descent with rapid transition to takeoff power.
(i) Turns and cyclic pull-ups with load factors comparable to the flight strain survey.
(iii) For multiengine rotorcraft with 30-minute and/or 2.5-minute OEI power ratings, conduct a rapid single-engine acceleration from low power to engine topping power followed by cruise at 30 minute OEI power.
(6) The flight test maneuvers should be repeated at the service ceiling.
(7) Except for transients and descents, the power available used should correspond to a 100° F sea level day lapsed 3.6° F/1,000-foot pressure altitude.
(8) Engine operation throughout the test should be normal; i.e., no surge, stall, flameout, etc., and the engine fuel inlet requirements should not be violated.
(9) Alternative tests on appropriate test rigs may be conducted ensuring proper simulation of altitude, ambient temperature, fuel temperature, fuel flow, and load factors.
453A. § 29.961 (Amendment 29-26) FUEL SYSTEM HOT WEATHER OPERATION.
a. Explanation. Amendment 29-26 simplifies and restates the fuel system hot weather certification requirements. This eliminates detail requirements in the existing rule which were, to some extent, redundant, or not necessarily critical for some rotorcraft. The phrase, "including, if applicable, the engine operating conditions defined by §§ 29.927(b)(1) and (b)(2)," was added to ensure that certain critical certification aspects are properly considered.
738 Par 453
b. Procedures. This paragraph specifies that all suction lift systems and any other fuel system that may be conducive to vapor formation, show satisfactory engine fuel inlet conditions (within criteria established by the engine manufacturer) when using the fuel with the highest true vapor pressure (TVP) at 110° F fuel temperature. Engine operating conditions should include those defined by §§ 29.927(b)(1) and 29.927(b)(2).
Compliance can be shown by analysis, testing, or a combination of both.
454. § 29.963 FUEL TANKS: GENERAL.
a. Explanation. Section 29.963(a) sets forth general requirements for fuel tank structural aspects. Paragraph (b) requires design features to react forces defined by § 29.561 without leaking fuel. Paragraph (c) requires that whenever flexible fuel tank liners are used, they must be FAA/AUTHORITY approved. Paragraph (d) requires that integral fuel tank interiors be inspectable and repairable.
b. Procedures.
(1) For compliance with § 29.963(a), the tests of § 29.965 are normally adequate if performed in conjunction with the reliability test of § 21.35 or other simulation tests.
(2) For compliance with § 29.963 (b), a structural analysis is usually required to show adequate strength under the loads of § 29.561. Testing, if proposed, may also be an acceptable method of compliance.
(3) For compliance with § 29.963(c), prior FAA/AUTHORITY approvals should be reviewed to ensure compatibility with current project requirements. Also, if a new approval is required as part of the project, then analysis and/or tests should be conducted as appropriate to ensure compliance.
(4) For compliance with § 29.963(d), a review of the design data and/or a visual inspection of any prototype available for inspectability and repairability considerations is usually sufficient to determine compliance. Features such as inspection ports and access panels are typical methods of compliance.
454A. § 29.963 (Amendment 29-26) FUEL TANKS: GENERAL.
a. Explanation. Amendment 29-26 adds § 29.963(e) that requires designs and tests to ensure that no exposed surface inside a fuel tank would, under normal or malfunction conditions, constitute an ignition source. It also sets forth standards for the design and qualification of fuel tanks located in personnel compartments. These requirements are needed to ensure freedom from the hazards of fuel tank internal explosions and to ensure that fuel tanks installed in passenger compartments present no hazards to the personnel or to the rotorcraft.
Par 453A 739
b. Procedures. Section 29.963(e) requires the temperature of any exposed surface inside a fuel tank to be at least 50° Flower than the lowest auto-ignition temperature of the fuel or fuel vapors in the tank (reference AC Paragraph 586b(3), § 29.1185). For compliance with § 29.963(e), the internal component surface temperatures can be determined by flight or laboratory tests. The most critical flight conditions are established with sensitive temperature and pressure measuring equipment. This equipment is installed inside the tanks and in the ventilation air spaces.
454B. § 29.963 (Amendment 29-35) FUEL TANKS: GENERAL.
a. Explanation. Amendment 29-35 adds a new Paragraph (b) that includes the requirements previously contained in Paragraph (c) that each flexible fuel tank bladder or liner be either FAA/AUTHORITY approved or be suitable for each particular installation. In addition, the new Paragraph (b) adds the requirement that the fuel tank bladder or liner be puncture resistant by meeting the TSO C80, Paragraph 16.0, screwdriver test requirements, using a new crash resistance based minimum puncture force of 370 Ibs. The requirements previously contained in Paragraph (b) are replaced by the crash resistant fuel system requirements of § 29.952 (including load factors). A new Paragraph (e) is also added. Paragraph (e) requires that each fuel tank installed in a personnel compartment be isolated by fume-proof and fuel-proof enclosures that are drained and vented to the exterior of the rotorcraft. Further, the design and construction of the enclosures must provide the necessary protection for the tank, must be crash resistant by meeting the applicable criteria of the new Crash Resistant Fuel System requirements of § 29.952, and must be adequate to withstand the loads and abrasions to be expected in personnel compartments.
b. Procedures.
(1) Paragraph (b). The procedures for Paragraph (c) prior to Amendment 29-35 still apply to new Paragraph (b). In addition, to comply with the added puncture resistance requirement under new Paragraph (b), the requirements of § 29.952(g) must be met. Paragraph 447 of this document gives the detailed compliance procedures for § 29.952(g). The compliance procedures for § 29.952(g) also provide compliance for puncture resistance under § 29.963(b).
(2) Paragraph (e). Compliance with Paragraph (e) can be shown by conducting a thorough design review of each fuel tank and its enclosure that is installed in a personnel compartment to ensure the regulatory criteria are met. (All fuel drains and vents should also be reviewed to ensure that they meet applicable § 29.952 requirements.) A basic static loads analysis followed by a stress analysis is typically used to determine that the enclosure protects the fuel tank and provides the crash resistance level necessary for occupant survival in an otherwise survivable impact. The applicable emergency load factors are typically used to design the enclosure.
740 Par 454A
(Section 29.952 contains the corresponding load factors for fuel cells and their attachments.) The emergency load factors are typically adequate for all loading conditions encountered by the enclosure in service. The typical design approach is to design the enclosure to crush at a rate approximately the same as the crush rate of the fuel tank and to ensure that all puncture hazards (such as sharp projections either enhanced or created by impact that would penetrate the fuel tank) are minimized in design. (See Paragraph 447 guidance material for details.) The design of the enclosure should also be reviewed for overal durability and resistance to all reasonable occupant abuses that could cause a hazard to the integrity of the enclosure, the tel tank, its vents and its drains.
455. § 29,965 (Amendment 29-13) FUEL TANK TESTS.
a. Explanation.
(1) This section prescribes the fuel tank structural tests to be accomplished without failure or leakage.
(2) Section 29.965(b) prescribes pressure testing for conventional metal tanks, integral tanks, and for nonmetallic tanks with walls that are not supported by the rotorcraft structure.
(3) Section 29.965(c) prescribes pressure testing for nonmetallic tanks with walls supported by the rotorcraft structure.
(4) Section 29.965(d) prescribes slosh and vibration testing for tanks with large unsupported or unstiffened flat areas.
b. Pressure Tests.
(1) Each conventional metal tank, integral tank, and each nonmetallic tank without supporting rotorcraft structure should be subjected to pressures of at least
3.5 PSI gage.
(i) If the pressures developed during maximum limit acceleration or emergency deceleration with a full tank exceeds the 3.5 PSI value, a hydrostatic pressure test (or equivalent) should be used to duplicate these acceleration loads as far as possible.
(її) Pressures need not exceed 3.5 PSI on surfaces not exposed to the acceleration loading.
(iii) Section 29.337 gives the value for the maximum limit acceleration.
Par 454B 741
(2) Section 29.965(c) applies to nonmetallic tanks with walls supported by the rotorcraft structure. Section 29.965(c)(1) does not require that the tank alone be capable of withstanding 2.0 PSI. Rather, the tank may be mounted in the supporting structure and subjected to the testing of § 29.965(c)(2).
(3) Pressure tests may be conducted by slowly applying a controlled, gaged air source to the tank with sealed vents and fluid entrances and exits. The air pressure source should then be positively sealed and the tank should retain the prescribed pressure.
(4) Tank and surrounding structure should be carefully examined during and after pressure testing to ensure that there is no damage.
(5) If the prescribed 3.5 PSI or 2.0 PSI, depending on the type of tank, will be exceeded on some surfaces during maximum limit acceleration loading, hydrostatic testing may be preferred. High density fluids have been used to apply the acceleration loads to lower surfaces with supplemental air pressure used above the liquid surface to provide the appropriate pressure on upper surfaces.
(6) For fuel tanks in those areas designated by § 29.967(1), the pressure tests may be designed such that compliance with that paragraph also demonstrates compliance with § 29.965 pressure test requirements.
(c) Slosh and Vibration Tests
(1) The test requirements of § 29.965(d) are very specific and require little explanation.
(2) There is not an absolute value of what constitutes "large" unsupported or unstiffened flat areas. However, it has generally been considered that any fuel tank with less than a 10-gallon capacity, constructed with a simple, wide, flat geometric shape and using metal (in metal tanks) of 0.05-inch thickness or greater would not require tests in accordance with § 29.965(d). Using this basis, a 14- by 14- inch properly constructed tank would not require vibration and slosh tests.
(3) If the tank construction is of a metal or integral design which can be shown to be similar to previously approved tanks with acceptable service history, the vibration and slosh tests may not be required. Similarity would entail comparing the construction technique; i.e., similar panel size, similar sealing methods, skin and angle thickness, similar loads, etc.
(4) For fuel tanks located in a sponson or stub wing, the entire sponson or wing should be rocked and vibrated unless it can be determined that a certain portion of the tanks is critical. In this case a fixture should be developed such that the portion of the tank being tested is rocked about a pivot point which would produce the same 742 Par 455