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Amdt. 29-12, E.. 2/1/77
FAR29.952:[Fuel systemcrash resistance.]
[Unless other means acceptable to the Administrator are employed to minimize the hazardoffuel.restooccupantsfollowing anotherwisesurvivableimpact(crashlanding), the fuel systems mustincorporate thedesignfeatures of this section.These systems must be shown to be capable of sustaining the static and dynamic deceleration loads of this section, considered as ultimate loads acting alone, measured at the system component’s center of gravity without structural damage to system components, fuel tanks, or their attachments that would leak fuel to an ignition source.
(a)
Drop test requirements. Each tank, or the most critical tank, must be drop-tested as follows :

(1)
The drop height must be at least 50 feet.

(2)
The drop impact surface must be nondeforming.

(3)
The tank must be .lled with water to 80 percent of the normal, full capacity.

(4)
The tank must be enclosed in a surrounding structure representative of the installation unless it can be established that the surrounding structure is free of projections or other design features likely to contribute to rupture of the tank.

(5)
Thetank mustdrop freely andimpactin ahorizontalposition ± 10'.

(6)
After the drop test, there must be no leakage.

 

(b)
Fuel tank load factors. Except for fuel tanks located so that tank rupture with fuel release to either signi.cant ignition sources, such as engines, heaters, and auxiliary power units, or occupantsis extremelyremote, eachfuel tank mustbedesigned and installed to retain its contents under the following ultimate inertial load factors, acting alone.

(1)
For fuel tanks in the cabin :

(i)
Upward–4g.

(ii)
Forward–16g.

(iii) Sideward–8g.
(iv) Downward–20g.

(2)
For fuel tanks located above or behind the crew or passenger compartment that, if loosened, could injure an occupant in an emergency landing :

(i)
Upward–1.5g.

(ii)
Forward–8g.

 

 

(iii) Sideward–2g.
(iv) Downward–4g.
′
Elodie Roux. Septembre 2003
Subpart E : Powerplant
(3)
For fuel tanks in other areas :

(i)
Upward–1.5g.

(ii)
Forward–4g.

(iii) Sideward–2g.
(iv) Downward–4g.

(c)
Fuel line self-sealing breakaway couplings. Self-sealing breakaway couplings must be installed unless hazardous relative motion of fuel system components to each other or to local rotorcraft structure is demonstrated to be extremely improbable or unless other means are provided. The couplings or equivalent devices mustbeinstalled at allfuel tank-to-fuelline connections, tank-to-tank interconnects, and at other points in the fuel system where local structural deformation could lead to the release of fuel.

(1)
The design and construction of self-sealing breakaway couplings must in-corporate the following design features :

(i)
The load necessary to separate a breakaway coupling must be bet-ween25 to50percentof the minimum ultimatefailureload(ultimate strength) of theweakest componentinthe .uid-carryingline.These-paration load must in no case be less than 300 pounds, regardless of the size of the .uid line.

(ii)
Abreakaway coupling must separate wheneverits ultimateload(as de.nedinparagraph(c)(1)(i) of this section) is appliedinthefailure modes most likely to occur.

(iii) All breakaway couplings must incorporate design provisions to vi-sually ascertainthatthe coupling islocked together(leak-free) andis open during normal installation and service.
(iv)
Allbreakawaycouplings mustincorporatedesignprovisionstoprevent uncoupling or unintended closing due to operational shocks, vibra-tions, or accelerations.
　
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