民用客机座舱温、湿度限制等效安全研究与应用  

Study and Application of Cabin Temperature and Humidity Limits for Civil Aircraft

作　　者：汪光文[1] 吴成云[1] 杨智[1] 

机构地区：[1]上海飞机设计研究院,上海201210

出　　处：《民用飞机设计与研究》2014年第3期31-34,共4页Civil Aircraft Design & Research

摘　　要：受低纬度区域低空空气高湿度影响,民用客机对适航条款FAR/CCAR25.831(g)的符合性验证非常困难。以FAA的MSHWG报告为指导,通过验证座舱温、湿度限制等效安全规则间接验证某型民用客机对适航条款FAR/CCAR25.831(g)的符合性,即采用热分析方法计算民用客机通风系统失效时座舱内部乘员人体核心温度的变化,并将其与MSHWG报告规定的人体核心温度标准值对比,说明某型民用客机对适航条款FAR/CCAR25.831(g)的符合性。It＇s impossible for civil aircraft to comply with FAR/CCAR 25. 831（g） under the assumption of loss of all conditioned airflow for flight in failure conditions, including descent and landing. It has been speculated that the fixed humidity level of 27 mbar appears to be a reasonable limit for altitude conditions around 10,000 feet. Unfortu-nately this humidity level is often exceeded at lower altitudes and near sea level for airport ambient conditions. The Mechanical System Harmonization Working Group （MSHWG） Final Report on FAR 25. 831（g）, dated July 31, 2003 proposed action is to harmonize on a new, performance-based regulation for failure conditions not shown to be extremely improbable. The objective of this regulation is to preserve a tolerable environment by limiting the meta-bolic and environmental heat loads to passengers and crew during exposures to a potential heat stress event. Rela-tive to the current FAR/CCAR 25. 831（g）, and considering the inapplicability of its humidity requirements, the proposed regulation does not reduce the current level of safety. A thermal analysis simulation for calculating body core temperature of passengers and pilots is presented and simulated body core temperature is compared with stand-ard temperature value defined in MSHWG report . The computing results are applied to validate one aircraft compl-ying with FAR/CCAR 25. 831（g） according to the new regulation in MSHWG report.

关 键 词：民用客机 环控系统 适航 机械系统联合工作组(MSHWG)报告 人体核心温度 

分 类 号：V245.3[航空宇航科学与技术—飞行器设计]