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Standard

Valves, Safety, Cabin Air, General Specification For
2011-04-26
CURRENT
AS5379A
This specification covers the general requirements for cabin air safety valves for use in pressurized cabins of aircraft to prevent excess positive and negative pressures in the cabin and to provide a means of cabin pressure release in case of emergency.
Standard

Valves, Safety, Cabin Air, General Specification For
1999-11-01
HISTORICAL
AS5379
This specification covers the general requirements for cabin air safety valves for use in pressurized cabins of aircraft to prevent excess positive and negative pressures in the cabin and to provide a means of cabin pressure release in case of emergency.
Standard

Thermodynamics of Incompressible and Compressible Fluid Flow
2019-04-11
CURRENT
AIR1168/1A
The fluid flow treated in this section is isothermal, subsonic, and incompressible. The effects of heat addition, work on the fluid, variation in sonic velocity, and changes in elevation are neglected. An incompressible fluid is one in which a change in pressure causes no resulting change in fluid density. The assumption that liquids are incompressible introduces no appreciable error in calculations, but the assumption that a gas is incompressible introduces an error of a magnitude that is dependent on the fluid velocity and on the loss coefficient of the particular duct section or piece of equipment. Fig. 1A-1 shows the error in pressure drop resulting from assuming that air is incompressible. With reasonably small loss coefficients and the accuracy that is usually required in most calculations, compressible fluids may be treated as incompressible for velocities less than Mach 0.2.
Standard

Thermodynamics of Incompressible and Compressible Fluid Flow
2011-06-20
HISTORICAL
AIR1168/1
The fluid flow treated in this section is isothermal, subsonic, and incompressible. The effects of heat addition, work on the fluid, variation in sonic velocity, and changes in elevation are neglected. An incompressible fluid is one in which a change in pressure causes no resulting change in fluid density. The assumption that liquids are incompressible introduces no appreciable error in calculations, but the assumption that a gas is incompressible introduces an error of a magnitude that is dependent on the fluid velocity and on the loss coefficient of the particular duct section or piece of equipment. Fig. 1A-1 shows the error in pressure drop resulting from assuming that air is incompressible. With reasonably small loss coefficients and the accuracy that is usually required in most calculations, compressible fluids may be treated as incompressible for velocities less than Mach 0.2.
Standard

Testing of Airplane Installed Environmental Control Systems (ECS)
2021-12-27
CURRENT
ARP217D
This document deals with ground and flight test of airplane installed Environmental Control Systems (ECS), Figure 1. The ECS provide an environment, controlled within specified operational limits of comfort and safety, for humans, animals, and equipment. These limits include the following: pressure, temperature, humidity, ventilation air velocity, ventilation rate, wall temperature, audible noise, vibration, and environment composition (ozone, contaminants, etc.). The ECS are composed of equipment, controls, and indicators that supply, distribute, recycle and exhaust air to maintain the desired environment.
Standard

TESTING OF PROTOTYPE AIRPLANE AIR CONDITIONING SYSTEMS
1960-03-01
HISTORICAL
ARP217A
These recommendations are written to cover the testing of air conditioning equipment functioning as a complete and installed system in prototype civil aircraft for the purpose of: A Demonstrating the safety of the installation and equipment. B Demonstrating performance of the installation and equipment. a Source of heat b Source of fresh air and/or ventilation c The cooling system d Distribution system including ducting, joints, etc. e Water separator f Exhaust system g Temperature control system. h Cabin pressurisation system including flow and pressure controls. C Obtaining data for future design and to aid in the analysis of in-service performance of the systems and equipment.
Standard

TESTING OF PROTOTYPE AIRPLANE AIR CONDITIONING SYSTEMS
1951-03-15
HISTORICAL
ARP217
These recommendations are written to cover the testing of air conditioning equipment as installed in the prototype aircraft for the purpose of: A Demonstrating safety of the installation. B Demonstrating performance of the installation. a Aircraft ducting and distribution system. b Component parts (i.e., vendors equipment) C Obtaining data for future design.
Standard

Spacecraft Life Support Systems
2011-06-20
HISTORICAL
AIR1168/14
A life support system (LSS) is usually defined as a system that provides elements necessary for maintaining human life and health in the state required for performing a prescribed mission. The LSS, depending upon specific design requirements, will provide pressure, temperature, and composition of local atmosphere, food, and water. It may or may not collect, dispose, or reprocess wastes such as carbon dioxide, water vapor, urine, and feces. It can be seen from the preceding definition that LSS requirements may differ widely, depending on the mission specified, such as operation in Earth orbit or lunar mission. In all cases the time of operation is an important design factor. An LSS is sometimes briefly defined as a system providing atmospheric control and water, waste, and thermal management.
Standard

Spacecraft Boost and Entry Heat Transfer
2008-02-19
HISTORICAL
AIR1168/11
The prediction of vehicle temperatures during ascent through the earth’s atmosphere requires an accurate knowledge of the aerodynamic heating rates occurring at the vehicle surface. Flight parameters required in heating calculations include the local airstream velocity, pressure, and temperature at the boundary layer edge for the vehicle location in question. In addition, thermodynamic and transport air properties are required at these conditions. Both laminar and turbulent boundary layers occur during the boost trajectory. Experience has shown that laminar and turbulent heating are of equivalent importance. Laminar heating predominates in importance in the stagnation areas, but the large afterbody surfaces are most strongly affected by turbulent heating. Once the local flow conditions and corresponding air properties have been obtained, the convective heating rate may be calculated for a particular wall temperature.
Standard

Spacecraft Boost and Entry Heat Transfer
2011-07-25
CURRENT
AIR1168/11A
The prediction of vehicle temperatures during ascent through the earth’s atmosphere requires an accurate knowledge of the aerodynamic heating rates occurring at the vehicle surface. Flight parameters required in heating calculations include the local airstream velocity, pressure, and temperature at the boundary layer edge for the vehicle location in question. In addition, thermodynamic and transport air properties are required at these conditions. Both laminar and turbulent boundary layers occur during the boost trajectory. Experience has shown that laminar and turbulent heating are of equivalent importance. Laminar heating predominates in importance in the stagnation areas, but the large afterbody surfaces are most strongly affected by turbulent heating. Once the local flow conditions and corresponding air properties have been obtained, the convective heating rate may be calculated for a particular wall temperature.
Standard

Ozone in High Altitude Aircraft
2011-10-17
CURRENT
AIR910C
The purpose of this report is to provide information on ozone, its effects, generally accepted ozone exposure limits (aviation and non-aviation), and methods of its control in high altitude aircraft. Sources of information are listed and referenced in the text.
Standard

Ozone in High Altitude Aircraft
2003-01-11
HISTORICAL
AIR910B
The purpose of this report is to provide information on ozone, its effects, generally accepted ozone exposure limits (aviation and non-aviation), and methods of its control in high altitude aircraft. Sources of information are listed and referenced in the text.
Standard

OZONE PROBLEMS IN HIGH ALTITUDE AIRCRAFT
1996-07-01
HISTORICAL
AIR910A
The purpose of this report is to provide information on ozone and its control in high altitude aircraft environmental systems. Sources of this information are listed in the selected bibliography appearing at the end of this report, to which references are made throughout.
Standard

NBC Protection Considerations for ECS Design
2014-07-01
CURRENT
AIR4362A
This SAE Aerospace Information Report (AIR) provides Nuclear, Biological and Chemical (NBC) protection considerations for environmental control system (ECS) design. It is intended to familiarize the ECS designer with the subject in order to know what information will be required to do an ECS design where NBC protection is a requirement. This is not intended to be a thorough discussion of NBC protection. Such a document would be large and would be classified. Topics of NBC protection that are more pertinent to the ECS designer are discussed in more detail. Those of peripheral interest, but of which the ECS designer should be aware are briefly discussed. Only radiological aspects of nuclear blast are discussed. The term CBR (Chemical, Biological, and Radiological) has been used to contrast with NBC to indicate that only the radiological aspects of a nuclear blast are being discussed.
Standard

Heater and Accessories, Aircraft Internal Combustion Heat Exchanger Type
2019-10-01
CURRENT
AS8040C
This SAE Aerospace Standard (AS) covers combustion heaters and accessories used in, but not limited to, the following applications: a Cabin heating (all occupied regions and windshield heating) b Wing and empennage anti-icing c Engine and accessory heating (when heater is installed as part of the aircraft) d Aircraft deicing
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