BSI PD IEC/TR 62131-6:2017
$198.66
Environmental conditions. Vibration and shock of electrotechnical equipment – Transportation by propeller aircraft
Published By | Publication Date | Number of Pages |
BSI | 2017 | 64 |
This part of IEC 62131 reviews the available dynamic data relating to the transportation of electrotechnical equipment. The intent is that from all the available data an environmental description will be generated and compared to that set out in IEC 60721 (all parts)[11] 1 .
For each of the sources identified the quality of the data is reviewed and checked for self consistency. The process used to undertake this check of data quality and that used to intrinsically categorize the various data sources is set out in IEC TR 62131-1[18].
This document primarily addresses data extracted from a number of different sources for which reasonable confidence exist in its quality and validity. The report also reviews some data for which the quality and validity cannot realistically be verified. These data are included to facilitate validation of information from other sources. The document clearly indicates when utilizing information in this latter category.
This document addresses data from a number of data gathering exercises. The quantity and quality of data in these exercises varies considerably as does the range of conditions encompassed.
Not all of the data reviewed were made available in electronic form. To permit comparison to be made, in this assessment, a quantity of the original (non-electronic) data has been manually digitized.
PDF Catalog
PDF Pages | PDF Title |
---|---|
2 | National foreword |
4 | CONTENTS |
7 | FOREWORD |
9 | 1 Scope 2 Normative references 3 Terms and definitions |
10 | 4 Data source and quality 4.1 Vibration survey of four different propeller driven aircraft |
11 | 4.2 Britten-Norman Islander aircraft flight measurements Tables Table 1 – Record durations and error estimates for measured data for Britten-Norman Islander aircraft flight measurements |
12 | 4.3 Lockheed C130 flight vibration measurements |
13 | Table 2 – Record durations and error estimates for measured data for Lockheed C130 flight vibration measurements |
14 | 4.4 Lockheed C130 landing shock measurements 4.5 Supplementary data |
16 | 5 Intra data source comparison 5.1 General 5.2 Vibration survey of four propeller driven aircraft |
17 | 5.3 Britten-Norman Islander aircraft flight measurements |
18 | 5.4 Lockheed C130 flight vibration measurements 5.5 Lockheed C130 landing shock measurements 6 Inter data source comparison |
19 | 7 Environmental description 7.1 Physical sources producing mechanical vibrations |
21 | 7.2 Environmental characteristics and severities 7.3 Derived test severities |
22 | 8 Comparison with IEC 60721 (all parts) |
25 | 9 Recommendations |
26 | Figures Figure 1 – Instrumentation locations for Britten-Norman Islander aircraft [1] Figure 2 – Instrumentation locations for BAe Jetstream aircraft [1] |
27 | Figure 3 – Instrumentation locations for BAe HS 748 aircraft [1] Figure 4 – Instrumentation locations for Lockheed C130 Aircraft Islander [1] |
28 | Figure 5 – Comparison of relative overall rms severities for different aircrafts [1] |
29 | Figure 6 – Comparison of relative overall rms severities forvarious flight conditions [1] |
30 | Figure 7 – Comparison of relative overall rms severities for various locations [1] |
31 | Figure 8 – Typical cruise vibration spectrum forBritten-Norman Islander aircraft [1] Figure 9 – Typical cruise vibration spectrum forBAe Jetstream aircraft [1] |
32 | Figure 10 – Typical cruise vibration spectrum forBAe HS 748 aircraft [1] Figure 11 – Typical cruise vibration spectrum forLockheed C130 aircraft [1] |
33 | Figure 12 – Britten-Norman Islander vibration at cabinduring cruise [2] Table 3 – Overall rms severities for Britten-Norman Islander [2] |
34 | Figure 13 – Britten-Norman Islander vibration at plane ofpropeller during takeoff [2] Figure 14 – Britten-Norman Islander vibration at middle offuselage during takeoff [2] |
35 | Figure 15 – Britten-Norman Islander vibration at middle offuselage during cruise [2] Figure 16 – Britten-Norman Islander vibration at rear offuselage during cruise [2] |
36 | Figure 17 – Comparison of vibration severities forLockheed C130 – Take-off [3] Figure 18 – Comparison of vibration severities forLockheed C130 – Climb [3] |
37 | Figure 19 – Comparison of vibration severities forLockheed C130 – Cruise [3] Figure 20 – Comparison of vibration severities forLockheed C130 – Reverse thrust [3] |
38 | Figure 21 – Comparison of vibration severities forLockheed C130 at blade passing frequency [3] |
39 | Figure 22 – Comparison of vibration severities forLockheed C130 background random overall rms [3] |
40 | Table 4 – Overall rms severities for Lockheed C130 – Flight 3 [3] |
41 | Table 5 – Overall rms severities for Lockheed C130 – Flight 4 [3] |
42 | Figure 23 – Lockheed C130 vibration at forward fuselageduring take-off – Flight 3 [3] Figure 24 – Lockheed C130 vibration at forward fuselage(Frame 257) during cruise – Flight 3 [3] |
43 | Figure 25 – Lockheed C130 vibration at forward fuselage(Frame 317) during cruise – Flight 3 [3] Figure 26 – Lockheed C130 vibration at aft fuselageduring cruise – Flight 3 [3] |
44 | Figure 27 – Lockheed C130 vibration at forward fuselageduring landing – Flight 3 [3] Figure 28 – Lockheed C130 vibration at forward fuselageduring take-off – Flight 4 [3] |
45 | Figure 29 – Lockheed C130 vibration at plane of propellerduring take-off – Flight 4 [3] Figure 30 – Lockheed C130 vibration at plane of propellerduring climb – Flight 4 [3] |
46 | Figure 31 – Lockheed C130 vibration at plane of propellerduring cruise – Flight 4 [3] Figure 32 – Lockheed C130 vibration at plane of propellerduring landing – Flight 4 [3] |
47 | Figure 33 – Landing shocks from Lockheed C130 vertical [4] Figure 34 – Landing shocks from Lockheed C130 lateral [4] |
48 | Figure 35 – Landing shocks from Lockheed C130 longitudinal [4] Table 6 – Overall rms severities for Transall C160 [7] |
49 | Figure 36 – Transall C160 vibration at fuselage floorduring take-off [7] Figure 37 – Transall C160 vibration at fuselage floorduring cruise [7] |
50 | Figure 38 – Transall C160 vibration at fuselage floorduring landing [7] Figure 39 – Lockheed C130J variant vibration at planeof propeller during cruise |
51 | Figure 40 – Airbus A400M vibration on fuselage floorduring cruise conditions Figure 41 – IEC 60721-3-2 [13] – Stationary vibrationrandom severities |
52 | Figure 42 – IEC TR 60721-4-2 [14] – Stationary vibrationrandom severities Figure 43 – IEC 60721-3-2 [13] – Stationary vibrationsinusoidal severities |
53 | Figure 44 – IEC TR 60721-4-2 [14] – Stationary vibrationsinusoidal severities Figure 45 – IEC 60721-3-2 [13] – Shock severities |
54 | Figure 46 – IEC TR 60721-4-2 [14] – Shock severities forIEC 60068-2-29 [17] test procedure Figure 47 – IEC TR 60721-4-2 [14] – Shock severities forIEC 60068-2-27 [15] test procedure |
55 | Figure 48 – Comparison of four propeller aircraft vibrations [1]with IEC 60721-3-2 [13] Figure 49 – Comparison of Britten-Norman Islander aircraftvibrations [1] with IEC 6072132 [13] |
56 | Figure 50 – Comparison of Lockheed C130 aircraftvibrations [3] with IEC 60721-3-2 [13] Figure 51 – Comparison of Transall C160 aircraftvibrations [7] with IEC 60721-3-2 [13] |
57 | Figure 52 – Comparison of Britten-Norman Islander aircraftcruise vibrations [1] with IEC 60721-3-2 [13] Figure 53 – Comparison of Britten-Norman Islander aircrafttake-off/landing vibrations [1] with IEC 60721-3-2 [13] |
58 | Figure 54 – Comparison of Lockheed C130 aircraft cruisevibrations [3] with IEC 607213-2 [13] Figure 55 – Comparison of Lockheed C130 aircraft take-off/landing vibrations [3] with IEC 60721-3-2 [13] |
59 | Figure 56 – Comparison of Lockheed C130J variant cruisevibrations with IEC 607213-2 [13] Figure 57 – Comparison of Airbus A400M cruise vibrationswith IEC 607213-2 [13] |
60 | Figure 58 – Comparison of Lockheed C130 landing shocks [4]with IEC 60721-3-2 [13] |
61 | Bibliography |