MIL~~-832,..

tiiAr)
5 At)ril 1971

MILITARY SPECIFICATION
INSTALLATION REQUIREMENTS, AIRCRAFT
PROPULSION SYSTEMS, GENERAL SPECIFICATION FOR

1. SCOPE
1.1 This specification covers the performance, design, and testing of the
airframe portion of the propulsion installation system (engine installation)
and establishes the technical requirements applicable to the following propul-
sion installation subsystems and specialty areas:

Engine starting (3.4.1)

Propulsion system controls (3.4.2)

Fire protection (3.4.3)

Drains (3.4.4)
Cooling and ventilation (3.4.5)

Engine exhaust (3.4.6)

Air induction (3.4.7)

Plumbing and wiring installation (3.4.8)

Engine buildups (quick engine change assemblies) (3.4.9)

Accessibility (3.4.10)

Vulnerabili~y (3.4.11)
2. APPLICABLE DOCUMENTS
2.1 The following documents, of the issue in effect on date of invitation
for bids or request for prop9sal, form a part of this specification to the
extent specified herein:

SPECIFICATIONS

Federal

TT-P-59 Paint, Ready Mixed, International Orange

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FSC 2840
 MIL-I-83294 (USAF)

Military

MIL-E-5007 Engines, Aircraft, Turbojet and Turbofan, General

Specification for
MIL-E-5009 Engines, Aircraft, Turbojet and Turbofan, Tests for
MIL-W-5088 Wiring, Aircraft, Install~tion of
MIL-H-5440 Hydraulic Systems, Aircraft, Types I and II, Design,
Installation, and Data Requirements for
MIL·F-5442 Fittings, Push-Pull Engine Control, Quick Disconnect
MIL-F-7179 Finishes and Coatings: General Specification for Protection
of Aerospace Weapons Systems, Structures and Parts
MIL-C-7413 Couplings, Quick Disconnect, Automatic Shutoff, General
Specification for
MIL·F-7872 Fire and Overheat Warning Systems, Continuous, Aircraft:
Test and Installation of
MIL-C-7958 Controls; Push-Pull, Flexible and Rigid
MIL-A-8064 Actuators ·and Actuating Systems, Aircraft, Electromechanic al,
General Requirements for
MIL-D-8181 Detector, Ice, Air Intake Duct, Aircraft Engines and Airframe
Systems, General Specification for ·
Sealing Compound, Synthetic Rubber, Electric Connectors and
Electric Systems, Accelerator Required
MIL·I-8776 Insulation Blanket, Thermal, Aircraft Gas Turbine Engine
MIL·H-8795 Hose Assemblies, Rubber, Hydraulic, Fuel and Oil Resistant
MIL-A-9482 Anti-Icing Equipment for Aircraft, Heated Surface Type,
General Specification for
MIL-D-17984 Data Presentation Requirements, Installed Engine Performance
and Air Induction Systems
MIL·E-22285 Extinguishing System, Fire, Aircraft, High-Rate-Disch arge
Type, Installation and Test of
MIL·S-23586 Sealing Compound, Electrical, Silicone Rubber, Accelerator
Required
MIL-S-25057 Screen System, Air Inlet, Aircraft Turbine Engine, General
Specification for
MIL-C-25427 Coupling Assembly, Hydraulic, Self-Sealing, Quick Disconnect
MIL-H-25579 Hose Assembly, Tetrafluoro~thylene, High Temperature, Medium
Pressure
MIL~T-25920 Test, Ground and Flight, Aircraft Gas Turbine PropulSion
Sys~em Installation
MIL-c-27536 . ·Coupling, Clamp, Grooved, V-Band
MIL·D-27729 Detecting SystemS; Flame and Smoke, Aircraft and Aerospace
Vehicles, General Performance, Installation and Test of
MIL-H-38360 Hose Assembly, Tetrafluoroethyl ene, High Temperature, High
Pressure, Hydraulic and Pneumatic
MIL-F-38363 Fuel System, Aircraft, Design, Performance, Installation,
Testing, and Data Requirements, General Specification ·for

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 MIL-I-83294 (USAF)

MIL-E-38453 Environment al Control, Environment al Protection, and Engine

Bleed Air Systems, Aircraft and Aircraft Launched Missiles,
General Specificatio n for
M!L-I-81550 Insulating Compound, Electrical, Embedding, Reversion Resis-
tant Silicone

STANDARDS

Military

MIL-STD-143 Standards and Specificatio ns, Order of Precedence for the

Selection of
MIL-STD-203 Aircrew Station Controls and Displays for Fixed Wing
Aircraft
MIL-STD-210 Climatic Extremes for Military Equipment
MIL-STD-250 Aircrew Station Controls and Displays for Rotary Wing
Aircraft
MIL-STD-454 Standard General Requirements for Electronic Equipment
MIL-STD-810 Environment al Test Methods
MIL-STD-831 Test Reports, Preparation of
MIL-STD-882 System Safety Program for Systems and Associated Subsystems
and Equipment: Requirements for
MIL-STD-889 Dissimilar Metals
MS33602 Bolts, Self-Retaini ng, .Aircraft Reliability and Maintainabi lity
Design and Usage Requirements for ·
MS33611 Tube Bend Radii
MS33790 Bend Data, Minimum, Hydraulic, Pneumatic, Fuel and Oil Hose
PUBLICATIONS

Air Force Systems Command Design Handbook

AFSC DHZ-3 Propulsion and Power

(Copies of specificatio ns, standards, drawings, and publications required by

suppliers in connection with specific procurement functions should be obtained
from the procuring activity or as directed by the contracting officer.)

2.2 Other publication s. The following document forms a part of this speci-
fication to the extent specified herein. Unless otherwise indicated, the issue
in effect on date of invitation for bids or request for proposal shall apply.

Society of Automotive Engineers. Inc.

Aerospace Recommended Practice

ARP 1055 Fire Resistance and Fire Test Requirements for Fluid System
Components
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 MIL-I-83294 (USAF)
(Applica tion for copies should be addresse d to the Society of Automoti ve
Engineers~ Inc., Two Pennsylv ania Plaza, New York, New York 10001.)

3. REQUIREMENTS

3.1 Subsystem compone nts. The propulsi on installa tion system components
shall comply with the applicab le military specific ations. In those instance s
where no applicab le specific ation exists, the contract or shall prepare a de-
tail specific ation. The specific ation shall be subject to procurin g activity
approval prior to initiatio n of component tests.

3.Z Selectio n of specific ations and.stan dards. Selectio n of specific ations

and standard s for necessar y commodi ties and services not specifie d herein shall
be selected in accordan ce with MIL-STD-143.

3.2.1 Design standard s. MS, AN, and AND standard s shall be used whenever
applicab le.

3.3 Materia ls. Material s used in the manufact ure of the components and
hardware included in the propulsi on installa tion system shall be suitable for
the environm ent expected for the aircraft and shall conform to applicab le
government specific ations or equivale nt contract or specific ations. The use of
contract or specific ations must be approved by the procurin g activity .

3.3.1 Metals. Metals used in the propulsi on installa tion system shall be of
the corrosio n-resist ant type or suitably treated to resist corrosio n due to
fuels, oil, salt spray, atmosphe ric conditio ns, or wear likely to be en-
countere d in transpor tation, storage, or during normal service use.

3.3.2 Dissimil ar metals. Dissimil ar metals used in intimate contact with

each other shall be protecte d in accordan ce with MIL-STD-889.

3.3.3 _Fungusproof material s. Material s Which are not nutrient s for fungi
shall be used to the greatest extent practica ble. Where material s that are
nutrient s for fungi must be used, such material s shall be treated with fungi-
cidal agents acceptab le to the procurin g activity .

3.3.4 Potting compounds. Encapsu lating and embedment applicat ions of

potting compound shall comply with requirem ent 47 of MIL-STD-454. In addition
to the requirem ents of this standard , the followin g shall apply:

a. The use of electric al connecto rs ~equiring potting compound material

should be avoided,

b. Material s used for encapsu lation and embedment shall be carefull y selec-
ted for their operatin g environm ent conditio n. Only those material s which
meet the requirem ents of MIL-S-8516, MIL-S-23586, and MIL-I-81550 shall be
used. Any departur e from or deviatio n to these specific ations must have prior
approval .
4
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 MIL-I-83294 (USAF)

3.4 Design and construction. The propulsion installation system shall be

designed in accordance with the requirements of this specification and those
dictated by the operational environment and mission of the weapon system as
described in the weapon system specification. The propulsion installation sys-
tem shall function satisfactorily under all design operating conditions, for
the aircraft.

3.4.1 Engine starting. The engine starting system shall consist of all air-
frame installed equi"pment, ducting, controls, wiring, etc, which function to
provide ground and air starting of the aircraft main engine(s). The power
generating, energy storage, energy conversion, and energy transmission means
of the starting system shall be considered part of the system when they are
installed onboard the aircraft. The system shall be of fail-safe design and
shall not compromise personnel safety or the structural integrity of the air-
frame/engine in any operating mode or envi~onment. Equipment which employ high•
speed rotating components (turbines, etc) shall contain within their envelope
all fragments resulting from a maximum energy hub burst failure.

3.4.1.1 Starter. The starting system shall provide satisfactory main engine
ground starting and inflight starting, when required, under all conditions and
environments specified in the applicable aircraft specification. Unless other-
wise specified in the aircraft specification, satisfactory ground starts of an
installed engine shall be achieved at all points within the envelope shown on
figure 1. The system shall accelerate an installed main engine, including all
required engine-driven accessories, from rest to the required engine assist speed
within the maximum allowable starting times shown on the figure entitled "Engine
Ground· Starting Time Versus Ambient Air Temperature 11 in MIL-E-5007. The starting
times at other pressure altitudes may vary; however, the total starting time shall
be subject to.procuring activity approval. In multiengine aircraft the maximum
engine start time shall apply to all engine positions. The information in Design
Handbook AFSC DH2-3 pertaining to turbine engine starters may be used as guidance
in establishing the design and op.erating characteristics of the starting system.
The selected system shall conform to those military specifications applicable to
the particular system configuration.

3.4.1.2 Controls and ignition. The starting system controls shall provide the
pilot with a means of initiating and terminating the engine start cycle during
ground and inflight starting, and for cranking the engine(s) without ignition.
After initiation, the system shall be automatically controlled through termina-
tion, and appropriate crew station indication shall be provided.to ensure that
the various controls are inactivated when not required for operation. Controls
shall be provided for initiating and maintaining continuous engine ignition
system operation during takeoff, periods of inflight turbulence, and during ap•
preach/landing. The continuous ignition system shall have the capability to
reinitiate combustion following an engine flameout without requiring manipulation
of the engine power lever, provided the cause of engine flameout has been removed.
If an engine is equipped with an automatic.relight system, cockpit indication of

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MIL·I-83294 (USAF)

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AMBIENT TEMPERATURE •. °F

FIGURE 1. Ground Starting Envelope

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6
 MIL-I-83294 (USAF)

ayat81ia actuation shall be provided. An automatic relight system shall not

~iminate ·the requirement for continuous ignition.

3.4.2 Propulsion system controls. The propulsion system cont'rol components

covered by this specification shall consist of those airframe-furnished
mechanical, pneumatic, hydraulic, and electric linkage mechanisms and related
components which connect the cockpit control levers to the engine contractor-
furnished controls. The control mechanisms include, for example, those
associated with turbojet, turbofan, and turboprop power levers (throttles) and
propeller condition levers. The engine contractor-furnished controls are not
covered by this specification. The propulsion system cockpit controls shall
comply with MIL-STD-203 and MIL-STD-250.

3.4.2.1 Control mechanisms. The control mechanisms may consist of push-pull

rods and bellcranks, cables and pulleys, flexible controls_, remote-positioning
controls, force amplifiers, hydraulic controls, or combinations thereof,.pro-
vided the functional, maintainability, reliability, serviceability, and fail-
safe features are acceptable to the procuring activity. The power lever
linkages between the flight station and the engines shall provide a linear
kinematic relationship between the positions of the power l,evers in the flight
station and a~ the engines. The controls shall be positively operated;
springs shall not be relied upon to actuate the linkage mechanism in either
direction. Antibacklash devices may be used in the control systems; however,
upon failure of the control system, such devices shall not cause the linkage
mechanism to assume a position which will make the aircraft unsafe or uncon-
trollable. The control linkages shall be provided with self-retaining bolts
. conforming to MS33602. Engine contro~ linkages used in fire zones shall be
constructed of stainless steel or equivalent fire-resistant material. Flexible
and rigid push-pull controls, when used, shall conform to MIL-C-7958 and shall
have backlash adjustments at one end of the control cable. Push-pull controls
shall have quick disconnects in accordance with MIL-F-5442. In installations
where the control systems are extremely long and complex, an electrical control
system may be employed; however, specific procuring activity approval shall be
obtained. Electromechanical actuators, if psed, shall be in accordance with
MIL-A-8064. Force amplifiers, when used, shall be fail safe in that an ampli•
fier failure shall result only in the loss of the force amplification feature;
the integrity of the control shall be maintained, and the resulting control
actuating force shall not exceed the maximum allowable by this specification.
The entire control system shall be designed to endure at least 25,000 cycles
of operation without failure.

3.4.2.1.1 Control linkage adjustment. A minimum number of adjusting points

shall be provided in the control linkages. The adjustment points shall be at
the point of mating of any two control elements and the adjustment may be in
either the mating or mated element or both. A locking device shall be in-
cluded in each adjustment point. Linkage components which are not designed

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MIL-I-83294 (USAF)

for service adjustment shall be correctly adjusted at the time of initial

assembly and shall be secured to prevent in-service alteration.

3.4.2.2 Control forces. The maximum force required to move the cockpit
power lever in a single-engin e aircraft shall not exceed 7.5 pounds. In
multiengine aircraft, the maximum force required to move all power levers
simultaneous ly shall not exceed 7.5 pounds per engine or 30 pounds for all
engines, whichever value is lower. In turboprop installation s, the maximum
force required to actuate the turboprop condition lever shall not exceed 7.5
pounds per engine. The maximum force on all other controls shall not exceed
10 pounds per .control. The forces specified herein shall include both the
force necessary to overcome friction in the entire system and the force neces-
sary to actuate the engine element. Movement of the power lever· throughout
the operating range shall be free of abrupt changes in actuating fo.rce. All
forces shall be measured at the center of the control lever knob with the
friction locking device, if any, in the extreme loose position. The maximum
force specified is applicable in either direction of movement and under all
conditions of operation, including static conditions with the engine not
operating, and at any temperature from +200°F (+95°C) to ·65°F (-54°C);
however, the maximum breakaway force allowable after a low temperature soak
shall not exceed 20 pounds. Force amplifiers, whether electric, hydraulic,
or pneumatic, may be used to reduce the operating force provided that upon
amplifier failure the control system will continue to meet the "force require-
ments specified herein. Throttle and propeller control systems which do not
include means for amplifying the applied force shall be designed such that the
movement of each lever while in the operating range shall not exceed 2° in each
direction when the control linkage is held rigid at any intermediate position
and when a forte of 150 percent of the force required to move the control is
applied. In control systems which include force amplifiers, the deflection
of the control system shall be the amount that the control knob will lead the
.theoretical position (no deflection) while developing 60 pound-inches of out-
put torque. This deflection shall not exceed 2° in each direction. Cockpit
controls which ar.e hand-actuate d by push-pull motions shall not move in excess
of 0.062 inch from center position in either direction when the control is
held rigid at the controlled device and a force of 150 percent of the force
required to move the control is applied. The force on the controls shall be
applied tangentially at the center of the knob for quadrant controls and in
the direction of motion for push-pull,co ntrols • . The .requirement s specified
above are the maximum allowable on multiengine aircraf~ and should be
materially reduced for single-engin e aircraft where the control can be made
more direct. Application of the maximum allowable control lever forces shall
not subject the controlled component to loads in excess of those specified for
the component.

3.4.2.3 Control functional characteris tics. The control levers in multi-

engine aircraft shall occupy the same relative quadrant· position for the
same control setting throughout the entir.e engine power range. If automatic

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8
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 MIL-I-83294 (USAF)

boost controls are used on multiengine aircraft, the controls shall hav~ a
minimum number of adjustment points to enable matching of the power levers to
within 0,125 inch throughout the quadrant travel as measured along the profile
of the quadrant during advancing and retarding the control, The control quad-
rant shall contain stops which limit the motion of the control lever. The
control linkage shall be rigged such that upon movement of the control lever,
the stops which limit the travel of the engine component are contacted prior
to contacting the stops on the control quadrant. The control lever shall be
designed to contact the quadrant stop upon application of a control lever
force of not more than 250 or less than 200 percent of the sum of the forces
needed to move the engine component and to overcome the friction in the con-
trol system. Control lever cam followers, if used, shall operate within a
completely enclosed cam track and shall be replaceable. Control lever position
detents shall be used as required.

3.4.2.3.1 Turbojet and turbofan engine controls. A single cockpit power

lever for control of each engine shall be installed in turbojet- and
turbofan-powered aircraft. This lever shall coordinate all engine variables
through a single engine connection. The quadrant shall be configured in
accordance with figure 2, item A. The quadrant shall provide an idle stop
which will prevent the control from being retracted to the cutoff position
without requiring a deliberate offsetting motion to defeat the stop. The con-
trol shall be capable of unrestricted advancement from the cutoff position to
any forward position, Power lever angular travel shall be 110° ±10°,
3,4.2.3,1.1 Thrust reverser controls. A power lever quadrant in accordance
with figure 2, item B, shall be provided for engine installations which in-
corporate thrust reversers. A lift gate shall be used to permit entrance to
the reverse thrust position, A mechanical interconnect shall be included to
prevent increasing engine power above idle thrust until the thrust reverser
. is completely extended. Further travel in the aft direction shall increase
reverse thrust by inc~easing engine power. The full reverse throttle stop
shall be adjustable, Control advancement from the reverse thrust position
shall be restricted to idle thrust until the thrust reverser is completely
retracted. Power lever angular travel shall be 110° ±10°.

3.4.2.3.2 Turboprop engine controls, Two flight station controls for each
engine-propeller combination shall be installed in turboprop aircraft; one
engine power lever and one turboprop condition lever shall be provided. These
controls shall. have functional characteristics substantially in accordance
with figure 2, items C and D.

3.4,2.3,2.1 Reverse-pitch propeller controls. When reverse-pitch pro-

pellers are installed, reverse pitch shall be obtained by movement of the
engine power lever past the idle position in the aft direction through the
lift point. Motion of the power lever shall energize the reversing circuits
of the propeller control, Further travel in the aft direction shall increase
reverse thrust by increasing engine power. The quadrant shall include a
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9
MIL-I-83294 (USAF)

A. TURBOJET AND TURBO- START AND

tOLE INTERMEDIATE
FAN POWER LEVER ··~--------··~----
OFF
~·~-------4·~-----
MAXIMUM -~· ·
MAXIMUM
WIT HOUT REVERS E CONTINUOUS
THRUST

B. TURBOJET AND TURBO- FULL

REVERSE

• • •
IDLE INTERMEDIATE
FAN POWER LEVER
WITH REVERSE THRUST IDLE
REVERSE
•
MAXIMUM
CONTINUOUS
• •
MAXIMUM

FULL FLIGHT
C. TURBOPROP POWER REVERSE IDLE
LEVER
• • • GROUND
I OLE
•
MAXIMUM
CONTINUOUS
INTER MEO lATE
• •
MAXIMUM

D. TURBOPROP CONDITION
LEVER
•
FEATHER •
FUEL
OFF
•
RUN AND
FUEL ON
•
AIR
START

FIGURE 2 •. Turbine Engine Control Quadrants

~0
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 MIL-I-83294 (USAF)

positive stop to prevent inadvertent reverse-pitch operation regardless of the

landing gear position. The stop shall consist of an enclosed track having a
vertical lift at the flight idle position and shall be bypassed by vertically
raising the power lever. Movement of the lever into the aft or reverse posi-
tion shall not require removal of the operator's hand from the lever. Forward
motion of the control shall be unrestricted and shall unreverse the propeller.
In multiengine'air craft equipped with two sets of ~ontrols, the power lever
shall permit lift-to-reverse operation from either pilot's control, The con-
trols shall permit reversal of any propeller independently of the others.

3.4.2.3.2.2 Control lever characteristics

3,4.2.3.2,2.1 Power lever, The power lever shall be in accordance with the
standards shown on figure 3. In multiengine aircraft the power lever shall
have a minimum vertical lift of 1.125 inches. In single console installations
(one set of power levers for both pilots) the maximum upward pull force shall
not exceed 1 pound per lever. In dual console installations (one set of power
levers for the pilot and a connected set for the copilot) the maximum upward
pull force shall not exceed 3 pounds per lever. The vertical lift line shall
be at 90° ±10° (maximum) to the plane of the pilot's seat. The upper 2 inches
below the knob of each power lever shall be spaced as shown in the lower view
on figure 3. The levers within this area shall have rounded edges and a
thickness of 0,125 inch.

3.4.2.3.2.2.2 Turboprop condition lever. The condition lever shall be in

accordance with the standards shown on figure 4.

3.4.2.3.3 Friction lock. An adjustable friction device shall be incorporated

in. the throttle control mechanism. The friction device shall permit adjustment
by the pilot without requiring removal of his hand from the power lever. The
direction of actuation of the device shall be forward, upward, or clockwise
to increase friction,

3.4.3 Fire protection

3.4.3.1 Fire and overheat detection. A fire and overheat detection system
shall be provided in all zones within the aircraft which are not normally
visible to crewmembers and in which fires or overheat conditions can occur.

3,4,3.1,1 Fire detection system. Fire detection systems shall be installed

in all zones containing combustible fluids and ignition sources and in which
a fire or explosion could occur as a result of failure of any system or equip-
ment within that zone. Fire detection systems in accordance with MIL-D-27729
shall be used where fire, and not overheat, is the only hazard.

3.4.3.1,2 Overheat detection system, An overheat detection system shall be

installed in all zones where structural components or equipment can be over-
heated by abnormal engine operation or other failures and where an overheat
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11
 MIL-I-83294 (USAF)

MAXIMUM

THE LIFT MUST NOT BE MORE

THAN ±5° FROM THE VERTICAL

TURBOPROP POWER LEVER MECHANISM

4 ENGINES

.... ~ 2ENGINES3
.969
TYPICAL t t. .()62 MAX
TYPICAL

-t--- - , _ !-

r--- 1.75-

TURBOPROP POWER LEVER ARRANGEMENT

(lWO OR M:>RE LEVERS)

LmEAR DIMENSIONS m INCHES (BOTH VIEWS)

FIGURE 3. Turbopro p Power Lever

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 MIL-I-83294 (USAF)

~·tTYP
LEVER
SPACING

RUN
FUEL. ON

'--SPRING LOADED DOWN

3-6LB LOAD.
~ FWD

FIGURE 4. Turboprop Condition Lever

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MIL-I-83294 (USAF)

condition will present a flight hazard.or add to an existing hazard. Over-

heat detection systems shall be in accordance with MIL-F-7872.

3.4.3.1.3 Fire and overheat detection svstem. A continuous-type detection

system in accordance with MIL-F-7872 shall be installed in zones which may
encounter both fire and overheat conditions.. The fire and overheat detection
system may be of the integrated type (see 6.3) provided the system is accept-
able to the procuring activity.

3.4.3.2 Fire extinguishing system. Fire extinguishing systems shall be in-

·Stalled on all multiengine aircraft. The system shall provide protection for
all potential fire zones. Examples of aircraft fire zones are given in the
paragraph entitled "Potential Fire Zones" of MIL-E-22285. A system may not be
required for a pod engine nacelle where the nacelle pylon isolates the nacelle
pod from the remainder of the aircraft; however, specific approval for omitting
the extinguishing system shall be obtained from the procuring activity. An
extinguishing system shall be installed on experimental single-engine aircraft
where the complexity of the engine installation, the inclusion of new and un-
proven features, or the general importance of the project warrants additional
protection for the aircraft. Rotary wing and hover craft with a single engine
shall require a one-shot fire extinguishing system.

3.4.3.2.1 Fire extinguishing system installation. Fire extinguishing systems

shall be installed and tested iri accordance with MIL-E-22285. For extinguish-
ing systems on aircraft where ambient temperatures exceed 200°F or where space
is a factor, the nonpressurized, pyrotechnic gas-generator-operated fire
extinguisher container shall be considered (see 6.3).

3.4.3.2.1.1 Fire access door. A ground fire access door having m~n~mum
dimensions of 5.5 by 10 inches shall be provided for each fire zone. This
door shall be in such a position that the nozzle of a ground-type extinguisher
can be thrust against the door, forcing it open and permitting the extinguish-
ing agent to be injected directly into the compartment. The retaining device
shall be sufficiently strong to hold the door shut against airloads. Quick-
release iatches shall not be used, The door shall be accessible to ground
personnel and shall be located where burning flammable fluid will not drain on
the operator of the extinguisher ~ozzle. The door shall be marked ACCESS FOR
FIRE EXTINGUISHER.

3,4.3,3 Isolation of fu·el tanks, engine nacelles, and fuselage

3,4.3,3.1 Liquid and vapor barriers. All fuel tanks shall be separated from
the engine nacelles, the interi~r of the wing, and the interior of the fuse-
lage with a liquidproof and vaporproof barrier. The engine installation of all
aircraft, regardless of the number or relative position of the engines, shall
incorporate a liquid and vapor barrier which separates the accessory and com-
pressor sections or that section of the compartment which contains the greater

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: . ~
 MIL-I-83294 (USAF)

part of the combustible fluid lines and accessories from any engine surface
which exceeds a temperature of 700°F. The barrier shall prevent combustible
fluid and vapor contact with the hot sections of the engine. If it is not
practicable to isolate engine surfaces which exceed temperatures of 700°F,
the accessories and drives shall be remotely located and isolated from the
engine compartment.

3,4.3.3,2 Firewalls. All fire zones and engines shall be separated from one
another, from fuel tanks, and the interior of the wings and fuselage by a
fireproof firewall. All firewalls shall be constructed of 0.015 inch thick
(minimum) stainless steel or other material which will withstand a 2,000°F
flame for 15 minutes. The firewalls shall be liquidproof and vaporproof.
Materials used on each face of firewalls, or immediately adjacent thereto,
shall be of a type that will not ignite as a result of heat transfer from a
flame on the opposite s.ide of the firewall. Adequate spacing shall be main-
tained between the engine and the firewall in order that a flame from a rup-
tured burner will not burn through the firewall,

3.4.3.4 Equipment and hardware in potential fire zones. All flammable fluid
lines and hose assemblies located in any potential fire zone and engine com-
partment bleed air lines shall be constructed of stainless steel or other
material having equivalent fire resistance; the lines and hose assemblies
shall withstand a 2,000°F flame for at least 5 minutes without leakage. The
fire-resistant capability shall be maintained when the lines and hose assem-
blies are exposed to the minimum fluid flow rates, the maximum fluid
temperatures, and the normal vibrational environments. Fittings and supports
shall have an equal resistance to fire. These requirements shall not apply to
vent and drain lines which upon failure will not contri~ute to any existing
fire hazard. All equipments and components which contain flammables and are
located in a fire zone shall meet the same fire-resistant criteria. The
fire-resistant criteria associated with tube and hose assemblies and other
equipments shall not apply to single-engine, high-performance fighter aircraft.
The use of hose assemblies shall be minimized; wherever possible, tubing or
other more rigid assemblies shall be used. The number and lengths of plumping
in the engine compartment· shall be held to a minimum in order to reduce the
volume of flammable fluid available in a fire situation. Combustible fluid
lines, including vent lines, shall not penetrate any nacelle or engine compartment
except the ones they feed. In no case shall combustible fluid lines be routed
through air inlet ducts or plenums. No equipments, components, or lines shall
be permitted in a fire zone unless they are required for the operation or func-
tioning of equipment contained in the fire zone. The surface temperature pf all
bleed air lines or ducts located in any fire zone shall not exceed a tempera-
ture of 700°F under any operating condition.

3.4.3.5. Firewall shutoff valves. Firewall shutoff valves shall be used in

all pressurized lines carrying combustible fluids to any fire zone. 'shutoff

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 MIL-I-8329 4 (USAF)

such that drained fluids and vapors will exit freely and will not be driven
back into the drained compartme nt or any other compartme nt. Drainline ma-
terials shall be compatibl e with the drained fluids and the compartme nt
environme nt.

3.4.5 Cooling and ventilatio n. The engine compartme nt or nacelle cooling

and ventilatio n system shall consist of those systems designed to prevent ex-
cessive engine accessory, equipment , supporting structure, and compartme nt
temperatu res and the accumulat ion of explosive or flammable mixtures in or
about the engine installati on.

3.4.5.1 Air inlet. The cooling and ventilatin g air intakes shall be so
located that fuel, oil, and hydraulic fluid liquids and vapors and engine
exhaust gases cannot enter the system. In engine compartme nts divided by a
liquid·and vapor barrier, separate cooling air intakes shall be provided for
each compartme nt. The cooling system shall not take air from the engine air
inlet duct or plenum. Cooling air intake doors may be provided to achieve
complete nacelle or compartme nt isolation . During a fire emergency , the doors
shall close automatic ally and simultaneo usly with actuation of the firewall
shutoff valves. The air intake(s) location shall not be susceptib le to ice
accretion . If ice formation is critical to an extent that airflow is adversely
affected, the intake shall have suitable ice protection .

3.4.5.2 Compartment airflow. When an engine compartme nt or nacelle is

divided by one or more liquid and vapor barriers, separate cooling and venti-
lation systems shall be provided for each compartme nt. There shall be no air
exchange between engine compartme ntso Air from other cooling and ventilatio n
systems may discharge into the engine compartme nt(s) provided the air tempera-
ture is 200°F or less and cannot be contamina ted with flammable, corrosive ,
or explosive agents which may result from normal or accidenta l leakage
throughou t any flight attitude or engine operating mode. Airflow used to
cool and ventilate any engine compartme nt shall be discharged overboard and
shall not be discharged into any other cooling and ventilatio n system except
that used for exhaust nozzle cooling. Cooling air discharge from accessorie s
such as oil coolers and generators shall be discharged overboard . Air pas-
sages, ducts, or intakes shall not pass through the engine firewall, unless
the duct or passage is made of stainless steel or equivalen t fireproof
material and is adequately sealed and protected from damage by fire. Cooling
system flow reversals or no•flow conditions shall not be permitted during any
ground or flight condition ; unidirecti onal airflow shall be provided under all
condition s.

3.4.5o3 Compartment cooling. The cooling· and ventilatio n system shall be

of sufficien t capacity to ensure that all e~tablished temperatu re limits with-
in the engine installati on are not exceeded under any operating condition .
The airframe contracto r shall establish the maximum ambient temperatu re environ-
ments to which the engine and .engine compartme nt plumbing, wiring, equipment ,
accessorie s, and structura l components may be exposed during all periods of

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17
MIL·I-8 3294 (USAF)
In
aircraf t flight operati on, ground operati on, and after engine shutdow n.
establi shing these limits, the airfram e contrac tor shall comply with the
•
tempera ture limitat ions of the engine (as establi shed by the engine manufac
turer), engine components, and other install ed equipme nt •. In establi shing gas
a
post-sh utdown tempera ture limitat ions, the contrac tor shall conside r that
tion does not lend
turbine engine togethe r with its usual install ation orienta
itself to pronounced convec tive circula tion of cooling air. Post-sh utdown
as
cooling may further be restric ted due to adverse operati ng conditi ons such
opening s in the aircraf t be
blowing dust and salt spray which require that all
Post-sh utdown tempera ture
covered as soon as possibl e after engine shutdow n.
limits shall be satisfi ed without the need for auxilia ry ground cooling
equipm ent.
I

3.4.5.4 Explosi ve atmosph ere preven tion. During all normal aircraf t opera~
tions the cooling and ventila tion system shall prevent the accumu lation of
explosi ve or flammable air mixture s wtthin the engine install ation.

3.4.5.5 Insulat ion blanke ts. Insulat ion blanke ts, when used, shall conform
to MIL·I-8 776. In order to prevent blanket ,expans ion due to pressur e differ-
in
entials , small shielde d venthol es shall be provide d in the cold side foil be
areas least suscep tible to fuel exposur e. The minimum foil thickne ss shall
tempera tures up to 1,200°F .
0.002 inch for blanket s used to insulat e operati ng
For higher tempera tures and afterbu rner install ations , the minimum foil thick-
of
ness shall be 0.004 inch. A screen shall be incorpo rated on the cold side
blanket s with foils less than 0.003 inch thick to prevent the loss of
insulat ing materia l from damaged blanke ts. A lacing method shall be used
on
which will not decreas e the thickne ss of the blanket due to diamet ral expansi
of the protect ed component.

3.4.6 Engine exhaust system. The exhaust system shall consist of those
at
components which conduc t the combus tion gases from the point of dischar ge
ge from the aircraf t. The system shall in-
the engine to the point of dischar
the primary exhaust and all related compon ents as
clude the fan exhaust and
install ed by the airfram e contrac tor.

3.4.6.1 ·,Exhau st system constru ction. The exhaust system shall prevent
of
exhaust gas impingement on the airfram e and shall also prevent ingesti on
exhaust gases by any operati ng or nonope rating engine or any other air inlet
where equipme nt or system operati on, perform ance, or service life may bebe
adverse ly affecte d. The interna l and externa l duct configu ration shall
such that restric tions to duct and cooling airflow will be minimiz ed. The •
exhaust system shall be compat ible with the tempera ture and pressur e environ
noz•
ment associa ted with all engine operati ng conditi ons. Variab le geometr y
· zle systems , when used, shall minimiz e exhaust gas leakage . Exhaust system
components and equipme nt shall be designe d and constru cted of materia ls which'
.are not suscep tible to,~orrosion.· The airfram e skin adjacen t to the exhaust
The
gas plume shall be constru cted of corrosi on-resi stant steel or equiva lent.

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18
 MIL'-I-83294 (USAF)

exhaust system shall neither promote· nor sustain engine compartment fires.
The system shall be reparabl e by normal weld or other repair procedur es avail-
able at the aircraft 's main operatin g base.

3.4.6.2 Service life. The service life of the exhaust system shall be
based on system applicat ion and requirem ents, but in no case shall the life be
less than 5,000 hours. Buckling (wrinkli ng), warping, separati on, cracking , or
bum-thro ugh of the tailpipe and other exhaust system components shall not
occur during the service life.

3.4.6.3 Connect ions. Exhaust system connecti ons that require disassem bly
during engine removals shall be in accordan ce with MIL-C-27536 and shall be of
the quick-re lease type. The coupling shall minimize gas and liquid leakage
during all conditio ns of engine and aircraft operatio n.

3.4.6.4 Exhaust system cooling and protecti on. Engine exhaust system cool-
ing or shieldin g shall be provided as required to comply with 3.4.3.3. In
installa tions where exhaust system cooling is provided by an exhaust ejector,
the ejector shall provide uniform distribu tion of the cooling medium in order
to obtain maximum cooling efficien cy with minimum flow requirem ents. The ejector
shroud shall be removabl e from the basic engine tailpipe or afterbur ner installa -.
tion to facilita te replacem ent and inspecti on of both the shroud and the
shrouded component. The shroud shall contain a drain system which shall remove
unwanted fluids under all normal ground and flight attitude s; there shall be no
internal traps in which combust ible fluids may collect.

3.4.6.5 Special equipmen t. Special exh~ust system airframe- mounted equipment

such as thrust reverser s, infrared suppress ors, radar cross-se ction (reflec-
tance) suppress ors, noise suppress ors, variable geometry nozzles, afterbur ners,
exhaust deflecto rs, etc~ shall be designed to perform satisfac torily with
minimum adverse effect on aircraft and engine performa nce. The equipmen t shali
be fail safe and shall not upon failure jeopardi ze safe operatio n of the air-
craft or engine. The equipmen t when in operatio n shall not cause the exhaust
to imping.e on the airframe or to be ingested by any operatin g or nonopera ting
engine or any other air inlet Where equipmen t or system operatio n, performa~ce,
or service life may b'e adversel y affected . Equipment operatio n shall not cause
foreign objects to be ingested by·the engines. Thrust reverser s .and exhaust
deflecto rs or attenuat ors shall be designed such that, in the event of a
single failure, the device will remain in or assume the forward thrust (stowed
or clean) position with no degradat ion in aircraft or engine perf.or~nce.

3.4.6.5. 1 Thrust reverser s. Thrust re~ersers shall incorpor ate a means

which ensures positive reverser locking in the stowed position , Flight
station indicati on of an unlocked reverser shall be provided , As a minimum
performa nce objectiv e, the thrust reverser shall have a 50-perce nt affectiv ity

19
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MIL-I-83294 (USAF)
on the engine thrust stream acted upon (fan, gas generator, or both). The
engine power rating shall .be that installed thrust available from an engine
operating at a maximum continuous sea level static condition. The thrust re-
verser shall be capable of operation from the stowed position to tpe deployed
position in not more than 2 seconds and from the deployed position to the
stowed position in not more than 5 seconds during all conditions under which
the system must operate. The system shall be designed for a minimum total
operating life of 10,000 cycles. A cycle shall consist of reverser operation
from the stowed position to the deployed position and return to the stowed
position.

3.4.7 Air induction system. The air induction system includes the necessary
ducts, scoops, auxiliary inlet doors, passages, chambers, etc, which obtain
ambient air and supply this air to the engine. Ice prevention and removal
provisions, dust separators, and any other equipment installed in or near the
intake ducts for the purpose of controlling, restricting, filtering, heating,
or cooling the intake air or supporting structure are also considered part of
this system.

3.4.7.1 Location of air inlets. The engine air inlet shall be located to
assure that satisfactory airflow patterns, including boundary layer charac-
teristics, are provided to the engine at all attitudes and conditions of
operation for which the aircraft is designed. The inlet shall be located to
minimize the probability of ingesting airborne foreign objects. In addition,
the inlet location shall minimize the ingestion of hot gases and debris gene-
rated by the aircraft armament systems which may adversely affect engine or
aircraft performance.

3.4.7.2 Miscellaneous design features. The inlet ducting shall be of suf-

ficient strength to withstand all temperature~ and pressure differentials
encountered under any normal flight or engine condition. The inlet shall also
withstand vibrations and structural loads. produced by airflow variations and
those produced by the engine, thrust reverser, airframe, and armament systems.
Riveting in the inlet duct internal surfaces shall be of the flush type. The
engine air intake system shall not contain components which may vibrate loose
and enter the engine. '

3.4.7.3 Performance. The air induction system shall provide total pressure
variations at the engine compressor face within the limits established in the
applicable engine specification. The system shall also provide engine/airframe
compatibility sufficient to ensure satisfactory aircraft performance under all
ground and flight conditions. The requirements for presentation of the air
induction system performance characteristics shall be substantially in accor-
dance with MIL-D-17984.

3.4.7.4 Inlet control SJLstems. Airflow control by means of variable inlet

spikes, plugs, wedges, bypass doors, panels, suck-in doors, etc, may be neces-
sary on high-speed aircraft in order to satisfy engine airflow requirements

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 MIL·I-83294 (USAF)

over the complete range of operating conditions. Inlet controls, when used,
shall have an accuracy of regulation commensurate with the steady-state and
transient characteris tics of the basic engine fuel control. The reliability
of the .inlet control shall be equal to that of the basic engine control and
the overall system requirement s. The control systems shall include manual
and automatic safety features which have been demonstrated to be reliable for
providing emergency operation under failure conditions; however, the system
need not contain devices which protect against the simultaneous failure of
two control system parts, except where the first failure can cause the second.
In any case, the inlet control system shall, where practicable, incorporate the
following fail•safe features:

a. A failure during takeoff of any single functional part shall not reduce
the total thrust below 95 percent of that available.

b. A failure of any single part shall not cause the engine or airframe to
exceed any structural operating limit to the extent that failure cannot be pre•
vented by simple corrective action.

c. A failure of any single part shall not cause an abnormal operating con-
dition such that aircraft controllabi lity cannot be maintained by simple
corrective action.

3.4.7.5 Auxiliary inlet equipment. Auxiliary inlet equipment such as inlet

doors shall operate separately from other inlet equipment and control systems.
Inlet doors upon activation or failure shall not act as a source of foreign
objects or propagate a level of distortion which could cause engine damage.
If necessary, the inlet door system shall incorporate ice protection.

3.4.7.6 Inlet protection systems

3.4.7.6.1 Foreign object damage (FOD) protection. The contractor shall

determine the potential of the engine inlet system to ingest foreign objects.
If foreign object ingestion is probable under any operating condition, the
contractor shall evaluate the engine's ability to ingest foreign objects.
Foreign object ingestion which results in any of the following conditions is
unacceptable :'

a. A catastrophic engine failure

b. An immediate decrease in engine power which renders the aircraft

uncontrollab le

c. A gradual decrease in engine power which is unregainable and prohibits

the aircraft from accomplishin g its intended mission

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MIL-I-83294 (USAF)

d. A predicted engine removal or overhaul rate in excess of that normally

established as being economically and operationally acceptable •

. 3.4.7.6.1.1 FOD protection system. When unacceptable foreign object ingestion

cannot be prevented by inlet design and location or aircraft operating restric-
tions, the aircraft shall be equipped with engine or airframe-mounted
retractable inlet screens or an equivalent FOD protection system. In all cases,
however, VTOL, VSTOL, and STOL aircraft intended for operation from unprepared
or primitive grass or dirt landing areas shall be equipped with an effective
FOD protection system, When FOD protection is provided by a retractable inlet
screen system, the screen shall be composed of aerodynamically spaped vanes and
shall be in accordance with MIL·S-25057. A study shall be conducted of each
new screen installation in order to define the optimum screen size and con-
figuration in terms of protection provided, engine performance loss, inlet
distortion effects, engine FOD tolerance, and screen performance consisting of
debris retention capabilities, icing tendencies, self-cleaning capability,
strength, and fatigue resistance.

3.4~7.6.2 Sand and dust protection. Engine inlets, which are located such
that large quantities of sand and dust may enter the inlet, shall be designed
or equipped to prevent engine ingestion of erosive particles which could cause
accelerated engine wear and performance loss. Incorporation of inlet design
features and equipment of this type shall normally be required for VTOL, VSTOL,
and STOL aircraft which are designed to operate from unprepared or primitive
grass or dirt landing areas. Specific design requirements for sand and dust
protection devices shall be as follows:

a. System efficiency at a dust concentration of 0,0015 gram per cubic foot

shall be 80 percent or greater for particles of the 5·50 micron size and 100
percent for particles above the 50 micron size.

b. System total pressure loss shall be not greater than 0.5 percent during
operation. Total engine power loss shall not exceed 1 percent during system
operation. No power loss shall be allowed when the system is in the bypass
mode. -

c. The specific weight of the installed system shall be not greater than
0.02 pound per engine horsepower,

d, The system shall be capable of satisfactory operation at all applicable

engine airflows.

e. The system shall have a small frontal area in order to minimize drag.

f. The system shall be self•cleaning, easily accessible for repair and

replacementof parts, and shall contain adequate ice protection if susceptible
to ice accretion,

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 MIL·I-83294 (USAF)

3.4.7.6.3 Ice protection. The entrance to the engine air induction system
of all aircraft shall be protected against ice formation. Other airframe
inlet components such as duct dividers, abrupt duct bends, boundary layer
bleed wedges, bypass duct lips, engine duct accessory covers, etc, shall also
be protected as necessary. The inlet ice protection system shall be designed
to prevent any inlet component from accumulating ice formations which could
adversely affect engine operation or which, upon separation, could constitute a
potential source of engine FOD or other airframe damage. The system shall be
designed to provide satisfactory operation during exposure to the environmen-
tal conditions defined by the figures entitled "Continuous Maximum Icing
Conditions" and "Intermittent Maximum Icing Conditions" of MIL-E-38453 and the
table.s entitled "Sea Level Anti•icing Conditions" and "Altitude Anti-icing
Conditions" of MIL·E-5007. Cockpit indication of satisfactory system opera•
tion including overheat indication shall be provided. Any proven protection
philosophy or technique may be used in the design of the system in order to
provide the protection required; however, expendable-fluid -type systems may
be used only when other methods are not feasible and such systems shall require
specific procuring activity approval. Ice protection systems shall be either
of two types: anti-icing or deicing.

3 .4. 7.6 .3.1 Anti-icing systems. Anti-icing systems shall during operation
prevent the accumulation of ice on the protected surface. The system may
operate continuously or intermittently. Systems which operate continuously
should, if practicable, use waste heat or heat that is normally lost. Systems
which during operation cause a performance loss shall operate only when an
icing condition exists. An anti-icing system may run "wet" or run "dry" de-
pending upon the surface being protected. A system whichruns "wet" shall
maintain a surface condition which will melt all precipitation which impinges
on the surface and will prohibit the resulting liquid from freezing on the sur•
face. A system which runs 11 dry" shall maintain a surface condition which will
evaporate all precipitation which impinges on the surface. Engine inlet duct
lips shall incorporate a system designed to run "dry" as this system will
normally prevent hazardous runback icing within the inlet duct.

3.4.7.6.3.2 Deicing systems. Deicing systems shall permit the accumulation

of ice on the protected surface and upon operation shall cause the accumulated
ice to be removed from the surface. Hence, deicing systems are cyclic systems
and their rate of operation depends on the rate at which a hazardous quantity
of ice accumulates on the protected surface. Hot air cyclic deicing systems
shall comply with the applicable portions of MIL·A-9482.

3.4.7.6.3.3 Controls. All continuous anti-icing systems and deicing systems

shall be provided with an automatic and a manual control system. When opera•
ting in the automatic mode, the system shall operate upon receiving a signal
from an ice detector.

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MIL·I-83294 (USAF)

.3.4.7.6.3.4 Ice detector. An ice detector conforming to MIL-D-8181 shall

be provided on all aircraft. The detector shall be installed in the engine
air inlet duct in an area conducive to ice formation. In addition to con-
trolling the inlet ice protection system, the detector shall upon generating
a signal cause a cockpit icing warning light to illuminate.

3.4.8 Plumbing and wiring installation. Hydraulic and fuel system plumbing
and electrical wiring installations shall conform to MIL·H-5440, MIL-F-38363,
and MIL·W-5088, respectively.
3.4.8.1 Choice of tubing and hose. Tubing and hose assemblies which carry
combustibles throughout the aircraft including the engine compartment shall
comply with MIL-H-5440 and MIL-F-38363. In addition, tubing and hose assem-
blies used in the engine compartment and all other fire zones shall also
comply with 3.4.3.4. Aluminum alloy tubing may be used for lines carrying
combustibles external to the engine compartment and other fire zones.

3,4.8.2 Installation. All piping shall be routed as directly as practicable,

considering vulnerability, accessibility, and compartment obstruction. The
positioning of combustible fluid lines relative to engine components and engine
bleed air ducts shall minimize the fire hazard· associated with fluid leakage
through accident and battle damage. Plumbing and wiring shall be routed such
that no lines pass unnecessarily close.to high temperature components. Fuel,
oil, and hydraulic lines and equipment shall be located to minimize the possi-
bility of leaking fluid coming into contact with electrical equipment through
either the effect of gravity, airflow, or battle damage. All combustible fluid
lines shall be routed below electrical equipment and wires. All fluid lines
shall be routed to minimize interference with removal or adjustment of engine
accessories and in the most efficient manner to obtain maximum protection from
the aircraft structure against battle damage. Where practicable, fuel system
plumbing shall be routed through fuel tanks in order to minimize fuel losses
and fire hazards resulting from combat damage or fitting failure. Combustible
fluid lines shall not be used to support other components, plumbing, wiring,
etc. The components and systems shall be provided with integral or built-in
fluid lines when ·practicable. Fluid .Jines shall be free from sharp bends and
restrictions. Access for adequate maintenance and inspection of lines and
fittings shall be provided without necessitating engine removal.

3.4.8.2.1 Tubing. Tubing shall be fabricated and installed such that forcing,
bending, or stretching is not necessary to accomplish installation. No tube
assembly shall be installed or secured in a stressed condition. Metal tubing
shall be installed such that vibration or deflection of the aircraft structure
to which it is.attached will not cause failure of the tubing or any of its
connections and supports. Metal tubing shall be supported in accordance with
MIL•H•5440 and MIL-F-38363 and shall comply with the minimum bend radii speci-
fied in MS33611. Flexible connections shall be used on all fluid lines from
the aircraft structure to the engine. Adequate spacing shall be maintained

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 MIL·I-83294 (USAF)

between all tubing and between the tubing and the aircraft structure to pre-
vent chafing during any static and flight conditions and as a result of
system pressure pulses. All tubing shall be protected against chafing by the
use of resilient grommets or protective coverings in those areas having
inadequate clearance. Where clamps or blocks are used for tubing support,
resilient material shall be used between the clamp or block and the tube. The
resilient material shall be compatible with the environment; the effects of
temperature and exposure to fuel, oil, and hydraulic fluid shall not cause
material deterioration,

3.4.8.2.2 Hose, Hose assemblies shall be in accordance with MIL·H-8795,

MIL•H-25579,~L-H•38360, as applicable. Installed hose assemblies shall
meet the following criteria:

a. Hose assemblies shall consist of hose and end fittings in accordance with
requirements of applicable specifications and standards. Hose clamp beaded
tube type iristallations shall not be permitted,

b. Hose installations shall be so designed that normal motion does not impose
torsional deflection under any condition of operation which will loosen the
hose connecting fittings.

c. Hose'' .assemblies carrying flanunable fluids in a potential fire zone shall

meet the requirements of 3.4.3.4.

d. Unless otherwise specified in the hose specification, hose installation

and operational bend radii shall conform to MS33790.

e. Excessive motion shall be restrained where necessary to prevent chafing

or misalignment; however, the hose shall not be rigidly supported except at
the end fittings.

f. Hose assemblies shall be selected and installed so that elongation or con-

traction under pressure, within the hose specification limits, will not be
detrimental to the installation, either by causing added strains on the end
fitting Gr by binding or chafing of the hose.

g. Hose assemblies shall have an appropriate length tolerance. · The

tolerance, both maximum and minimum, shall be considered and designed into
the installation.

h. Hose assemblies which have permanent fittings shall be installed with

adequate installation and wrenching clearances to permit replacement with a
hose assembly which has replaceable fittings.

i. Hose assemblies shall be supported in accordance with MIL·R-5440 and

MIL·F-38363,

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MIL-!~83294 (USAF)

3.4.8.2.3 Fittings. Permanent line joints shall be used at all points

where lirie separation is not required to facilitate production or to permit
normal aircraft servicing. Connections shall be installed to facilitate
servicing and simplify maintenance; however, all lines shall have a minimum
number of fittings. Fittings conforming toMS or AN standards shall be used
where suitable. Where military standards are not suitable, separable line
joints shall meet the following requirements:

a. The joint shall be leakproof throughout the environmental range of its

application.

b. The joint shall accommodate practical variations in material and handling

techniques encountered in service.

c. The joint shall permit repeated assembly and disassembly without attri•
t~on of components.

d. Joint effectiveness shall not deteriorate during the useful life of the
airframe.
e. The joint design shall minimize the probability of improper joint assembly
or installation.

f. The design shall be of maximum simplicity.

g. The joint shall permit maximum ease of installation and removal without
use of special tools. (Note: Tools which are listed in federal stock lists,
such as AN standard spanner wrenches, strap wrenches, torque wrenches, and
deep sockets, .are not to be considered special tools.)

h. The joint shall not require critical torque techniques for proper
installation.
i. The joint shall be compatible with the plumbing member to which it is
attached.-

j. The joint shall not be .sensitive to cold flow, swell, or shrinkage of

synthetic components.

k. The joint shall not be subject to torque relaxation.

1. The joint shall accommodate established structural requirements plus any

self-imposed loads while maintaining those safety factors pr~sently imposed on
existing standard fittings.

·3.4.8.3 Plumbing and wiring installation specification. When specified,

the contractor shall prepare a general plumbing· and wiring installation

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 MIL·I-83294 (USAF)

specification (see 6.2.c). The specification shall contain the standards,

rules, and criteria used by the contractor in the design, mockup, fabrication,
testing, installation, and inspection of all aircraft combustible fluid carry•
ing lines and hose assemblies, bleed air lines, and wiring assemblies and
their associated fittings and supports. If military standards and specifica•
tions containing applicable installation criteria and requirements cannot be
satisfied, the plumbing and wiring installation specification shall contain
appropriate documentation for each instance of noncompliance. All deviations
from military specifications and standards shall be subject to procuring
activity approval.

3.4.9 Engine buildups. The engine buildup (EBU) or quick engine change
(QEC) assembly shall consist of the engine and those equipments and accessories
attached to or which form a part of the engine and its installation which can
be easily removed or installed as a complete built•up assembly.

3.4.9.1 Interchangeability. Multiengine aircraft EBUs shall be completely

interchangeable between engine positions without physical or electrical
modifications to any part of the EBUs and without resorting to EBU sectioning.

3.4.9.2 EBU removal and installation. The time required to remove an EBU in
operating condition and to install another EBU and put it in operating condi·
tion shall not exceed 30 minutes. In turboprop installations, if the propeller
is not part of the EBU, the elapsed time shall include removal of the propeller
from the installed engine and installation of the same propeller on the re-
placement engine. No special tools other than an engine trailer, a propeller
sling or fixture, and special propeller tools shall be required for an EBU
exchange. The EBU shall be installed such that it can be readily removed as
a unit without detaching any basic engine components or accessories directly
mounted on the engine or without removing any significant parts of the aircraft
structure.

3.4.9.3 Disconnects

3.4.9.3.1 ~ Quick-disconnect mechanical and electrical couplings shall

be used at all connections between the EBU and the airframe. Quick-disconnect
fluid line couplings shall be in accordance with MIL-c-7413 and MIL•C-25427.
All fluid lines passing through firewalls shall have flared~tube bulkhead
fittings or equivalent. Fluid couplings of the quick-disconnect type which
are used at firewalls shall have a bulkhead fitting end for installation at
the firewall.

3.4.9.3.2 Location of disconnects. The disconnects shall be arranged to

preclude inadvertent reversal, mismatch, or improper connection of electrical
and mechanical connectors, couplings, and fittings. Disconnects shall be
located in convenient groupings on a wall of the engine compartment and shall
be so arranged that several mechanics may simultaneously work in the area with
a minimum of interference.
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 MIL•I•83294 (USAF)

3.4.9.3.3 Marking. Disconnects for EBUs shall be marked with a solid band
of international orange paint conforming to TT-P-59.

3.4.9.4 Engine mounts. Engine mounts which have common bolted connections
shall have a hole clearance of not more than 0.032 inch. When mounting points
are of the self-aligning type, ball and socket or tapered joints may be used.
The boltholes of self•aligning joints may be 0.0.94 inch greater than the bolt
diameter to allow misalignment of the joint halves during bolt insertion. The
two halves of a self-aligning joint shall upon tightening draw the two halves
of the joint into alignment such that all shear loads are taken by the joint
rather than the bolt. Vibration isolators, when required, shall be incorpo•
rated in the engine mounts and shall prevent transmittal of detrimental
;vibrations from the engine to the airframe or vice versa.

3.4.9.5 Engine cowling. Engine or EBU cowlings shall be provided in order

to permit easy access to and rapid removal of the engine or the EBU. When
practicable, cowlings shall be hinged to permit rapid access to the engine.
Where appropriate, cowling sections may also serve as workstands for mainte-
nance personnel. The cowlings shall have no sharp corners which may be
hazardous to personnel. Cowlings designed for removal from the aircraft shall
· be of reasonable dimensions and weight for ease of handling by ground personnel.
In multiengine aircraft the cowlings shall be interchangeable between engines.
The cowling design.life shall be the same as that of the basic airframe. In
the event of a high-pressure bleed air line rupture, the cowlings shall not
separate from the nacelle nor shall they experience structural damage which
would require a major repair or result in a situation which would impair safe
operation of the aircraft.
3.4.10 Accessibility. All equipment in the engine installation shall be
located and mounted to permit access for rapid equipment testing, servicing,
removal, inspection, and replacement. The design shall permit unobstructed
adjustment over the entire range of component movement. Inaccessible and
complex structure designs shall be avofded in order to minimize repair time.
The effort required to provide accessibility shall be commensurate with the
relative frequency and man-hours of inspection, servicing, and repair re•
quired on the equipment. The arrangement of equipment and components shall be
such that maintenance personnel can accomplish their work without assuming
awkward positions or requiring excessive movement from position to position
and such that fluids and dirt are unlikely to drop on personnel and on other
components during maintenance. Assemblies Which are subject to frequent
removal shall be attached by bolts .rather than by permanent attachments using
rivets. Where practicable, quick-disconnect features. shall be used. Tool
clearance for bolted connections shall be provided. In remote areas and where
the use of tools is restricted, mounting brackets with self-locking nut plates
may be used provided the nut plates are compatible with the environment. Suf•
ficient access shall be provided to all lubrication fittings to permit the use
of st~ndard USAF lubrication equipment without the need for adapters.. The

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 MIL·I~83294 (USAF)

ent,
:instal lation shall be arrange d to permit inspect ion, cleanin g, adjustm
ries with tools normall y
·remov al, and replace ment of compon ents and accesso
tools shall not be bequire d.
contain ed in a mechan ic's tool kit; special

3.4.10. 1 Inspect ion, cleanin g, and adjustm ents. All accesso ries and com-
cleanin g,
ponents of the engine install ation shall be accessi ble for inspect ion,
and adjustm ent while install ed in the aircraf t, Access ibility shall not
gearbox ,
require removal of the engine, accesso ry gearbox , propell er, propell er
t
transm ission, fluid tanks, fluid lines, or importa nt parts of the aircraf
accessi ble on a bare uninsta lled engine shall be
structu re. Service items
ble
accessi ble on the install ed engine. Examples of items which shall be accessi
are as follows :

a. Variabl e exhaust nozzle and control assemb ly

b, Variabl e inlet geometr y compon ents, control s, and sensors

c. Oil pressur e relief valves

d. Oil tanks

e. Oil filters

f. Oil coolers

g. Fuel boost pumps

h. Afterbu rner fuel pump

i. Fuel filters

j. Fuel pressur e relief valve

k. Fuel nozzles

1. Fuel control (engine and afterbu rner)

m. Fuel flowme ter

n, Automa tic control s and actuato rs

o. Actuato r motor brushes

p. Sump plugs and drain valves

q. Magnet ic drain plugs

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MIL-I-83294 (USAF)

r. Ignitor plugs

s. Ignition excitors

t. Fire detection control units

u. Fire extinguisher spray rings

v. Fire extinguisher bottles

w. Engine mounts

x. Gearbox mounts

y. Propulsion control linkages

z. Throttle boxes

aa. Ice detector and controls

bb. Inlet screen components and controls

cc. Inlet duct anti-icing components and controls

dd, Thrust reverser components and controls

ee. Bleed air ducting and valves

ff. Engine power takeoff (PTO) shaft and couplings

gg. Engine-mounted propeller governor

hh. Propeller unfeathering accumulator

ii. Engine borescope inspection provisions

jj. Engine thermocouples and harness.

3.4.10.2 Removal and replacement. As a minimum, the following accessories

and components shall be readily removable and replaceable without removing an
engine, accessory gearbox, propeller, propeller gearbox, transmission, fluid
tank, fluid line, or important parts of the aircraft structure:

a. Ignitor plugs

b. Ignition excitors

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'· ~
 MIL·I-83294 (USAF)

c. Starter

d. Generators/alter nators

e. Constant-speed drives

f. Tachometer generator

g. Oil pressure relief valves

h. Oil tanks

i. Oil filters

j. Oil coolers

k. Oil pumps

1. Oil temperature control valve

m. Fuel boost pumps

n. Afterburner fuel pump

o. Fuel filters

P• Fuel nozzles

q. Fuel control (engine and afterburner)

r. Fuel flow divider

s. Fuel flowmeter

t. Fuel heater

u. Water methanol tank or thrust augmentation fluid tank

v. Automatic controls and actuators

w. Hydraulic pump

x. Tailpipe extension

y. Drain valves

z. Fire detector controls

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MIL·I-83294 (USAF)

·aa. Fire extinguisher bottles

bb. Throttle boxes

cc. Ice detector and controls

dd. Inlet screens) components, and controls

ee. Variable inlet geometry components, controls, and sensors

ff. Thrust reverser components and controls

gg. Exhaust nozzles and plugs

hh. Inlet duct lip anti-icing system valves, temperature sensors, and
controls

ii. Bleed air ducting and valve's

jj, Engine-mounted propeller governor

kk, Propeller unfeathering accumulator

11. Engine PTO shaft and couplings

mm. Power turbine governor

nn. Engine thermocouples and harness.

3.4.11 Vulnerability. The vulnerability of critical propulsion components

and accessories to threats commensurate with the aircraft mission shall be
considered in the configuration of the propulsion system installation. To the
maximum extent practicable, the accessories and components within the engine.
installation.shall be arranged or protected to ensure that the aircraft has
the capability to return to its home base following a single hit from any wea•
pon up to and including 23 millimeters. Fluid lines and essential components
and wiring shall be located to benefit from the inherent protection provided by
nacelle structure and other less essential components and equipments. Redun-
dant fluid lines, wiring, and components, when used, shall be separated by a
minimum of 18 inches. The separation distance need not be maintained if the
redundant lines, etc, are separated by structure or other nonessential
components which prevent the loss of both lines, etc, due to a single hit.
When required, further guidance concerning engine installation vulnerability
may be obtained from the procuring activity.

3.4.12 Natural and induced environmental extremes. Equipment and systems in

the engine installation shall function satisfactorily during and after exposure

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 MIL·I-8329 4 (USAF)

to the applicable worldwide environme ntal extremes defined in MIL-STD-210 and

to the following specific conditions expected in worldwide ground and airborne
operation s:

a. Pressure altitude range from 1,300 feet below sea.level to the operation al
altitude of the aircraft

b. Ambient air temperatu res from -65°F to the establishe d maximum temperatu re
extremes (see 3.4.5.3)

c. Salt-fog condition s as encounter ed.in service in the vicinity of a salt-

sea atmosphere

d. Relative humidity up to 100 percent, including condition s under which con•

densation occurs in the form of water and frost

e. Rain as encountere d under service condition s

f. Sand and dust as encountere d during blowing of fine sand and dust particles
in desert areas

g. Fungus condition s as encountere d in tropical climates

h. Vibratory excitation and acoustic noise levels as follows:

(1) Mechanica l vibration as encountere d during all normal modes of handling,

shipping, and service in the air vehicle installati on

(2) Sound-pre ssure levels as encountere d during aircraft operations

i. Gunfire vibr·ation (when applicable )

j. ·shock levels as encountere d during all normal modes of shipping, handling,

and service in the air vehicle environme nt

k. Accelerat ion as encountere d in service usage.

3,4.12.1 Explosive atmospher e operation . Components and equipment within

the propuls'io n installati on system shall function satisfacto rily within an ·
explosive atmospher e without causing ignition of the atmospher e.

3,4.13 Safety. The contracto r shall comply with MIL•STD-882 to the extent
specified by the procuring activity (see 6.2.d).

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MIL·I-83294 (U~RffJ

3.5 Finishes

3.5..1 Protective treatments. coatings. and paint finishes. Protective

treatments, coatings, and paint finishes shall be in accordance with appli•
cable specifications listed in MIL-F-7179.

4. QUALITY ASSURANCE PROVISIONS

4.1 · Responsibility for inspection. Unless otherwise specified in the
contract or purchase order, the supplier is responsible for the performance
of all inspection requirements as specified herein. Except as otherwise speci-
fied in the contract or order, the supplier may use his own or any other
facilities suitable for performance of the inspection requirements specified
herein, unless disapproved by the Government. The Government reserves the
right to perform any of the inspections set forth in the specification where
such inspections are deemed necessary to assure that supplies and services con-
form to prescribed requirements. ·

4.2 Examination. Examination of the aircraft, the aircraft mockup (if

available), and appropriate contractor-prepared reports, drawings, and other
data shall be used to assist in verifying contractor compliance with the
requirements of this specification. The propulsion system installation. shall
be examined to determine that it meets the requirements of this specification
with respect to design, installation, arrangement, workmanship, dimensions,
finishes, and materials and any other requirements for which visual inspection
will be beneficial in supplementing the contractor's engineering, logistic, or
test data.
4.3 .Classification of tests. Testing of the propulsion installation system
shall be classified as follows:

a. Component tests

b. Endurance tests

c. Ground and flight tests.

4.3.1 Component tests. Propulsion installation system components shall.be

subjected to the component tests specified u~der 4.6.

4.3.2 Endurance tests. The propulsion installation system shall be sub-

jected to the endurance tests specified under 4.7.

4.3.3 Ground and flight tests. The propulsion installation system shall be
subjected to the ground and flight tests specified under 4.8.

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 MIL·I-83294 (USAF)

4.4 Test conditions

4.4.1 Equipment and installation s, The systems, equipment, components,
etc and if applicable, their installation s which are used in providing
verifica~ion of compliance with the requirements of this specificatio n shall
be subject to the approval of the procuring activity. All propulsion installa-
tion system components shall have satisfactori ly completed qualificatio~ tests,
preproductio n tests, or at least preliminary flight-worth iness tests pr~or to
aircraft first flight (see 3.1).

4.4.2 Laboratory conditions. Unless otherwise specified herein or by the

procuring activity, all tests shall be conducted at the prevailing ambient
conditions.
4.4.3 Sequence of tests. Unless otherwise specified herein or by the pro-
curing activity, the tests specified herein may be conducted in any order.

4.4.4 Recorded data. The data recorded shall be representati ve of the test
and the requirement to be verified. The data considered necessary to permit
satisfactory evaluation of the test results shall be determined by the manu•
facturer and shall be subject to the approval of the procuring activity.

4.4.4.1 Accuracy of data. The accuracy of the recorded data shall be within
2.0 percent of the maximum value obtainable during the test.

4.4.5 Instrumenta tion. Instrumenta tion shall be selected to satisfy the

intent of the tests specified herein, The instrumenta tion shall be designed,
installed, and maintained in a manner suitable for demonstratin g performance
and operation of each subsystem,

4.4.5.1 Calibration. Test instruments shall be calibrated prior to test

initiation and at intervals sufficiently frequent to ensure the required
accuracy during the test. The required accuracy shall be specified on all in-
strumentatio n lists.

4.4.6 Rejection. Any part or feature of the propulsion installation system

which fails to satisfy applicable requirements during any test shall be re-
jected, Rejected components' equipment, etc, shall be replaced or shall be
reworked to correct the defects, after which all applicable tests shall be
repeated, Subsystems which are rejected due to performance deficiencies shall
be redesigned or, if possible, reworked to correct the deficiency, after which
all applicable tests shall be repeated. Full particulars of all rejections and
of all measures taken to overcome the defect or deficiency shall be recorded.
All corrective actions shall be subject to procuring activity approval.

4.4.7 Test procedures. All specified tests shall be conducted in accordance

with the procedures specified herein unless an alternate procedure has been

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35
MIL-I-83294 (USAF)

approved (4.4.7.1). In instances where no detailed procedure is given, the

contractor may conduct the test in accordance with any appropriate procedure.
The contractor's test procedure shall be defined in the test procedure report
(4.5.1). .

4.4~7.1 Variation of test procedures. When necessary, the test procedures

may deviate from that specified herein. A brief description of the alternate
procedure and data which facilitates cpmparison with the procedure described
herein shall be included in the test procedure report (4.5.1).

4.4.8 Similarity of tests. Any test that has been satisfactorily completed
on a sufficiently similar propulsion installation system or any component or
subsystem contained within the system need not be repeated. Documentation
which substantiates test, equipment, environment, performance, and installation
similarity shall be included in the test procedure report (4.5.1). The granting
of a test waiver shall be contingent on procuring activity approval of the sub-
stantiating documentation.

4.4.9 Additional tests. The procuring activity reserves the right to conduct
additional tests as may be considered necessary to determine conformance to
the applicable requirements specified herein.

4.5 Reports
4.5.1 Test procedure report. The manufacturer shall prepare a propulsion
installation system test procedure report which defines those tests required
to verify that the requirements of this specification have been satisfied (see
6.2.e). The test procedure report shall define the facilities, procedures,
and data which will be associated with each test. The report shall cover all
applicable levels of testing such as component qualification, system simulator
tests, endurance tests, air vehicle ground and flight tests, etc. The report
must be approved by the procuring activity prior to initiation of any tests.

4.5.2 Test report. When required, the contractor shall prepare a report
which documents the results of the tests conducted in accordance with this
specification (see 6.2.£). The report shall be generally in accordance with
MIL-STD-831 and shall contain the following information:
a. Plotted or tabular data of applicable parameters shall be presented in
accordance with the intent of the test procedures contained herein. The
frequency of data points and the form of presentation shall be chosen· to demon•
Strate the system performance in the best manner.

b. Information, conclusions, and recommendations that would normally be

incorporated in any technical report, including a description of conditions
and factors peculiar to the tests, shall be presented as applicable. Any

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36
 MIL-I-83294 (USAF)

unusual conditio n, malfunc tion, failure, or out-of-s pecifica tion performa nce
shall be explaine d in detail. Referenc e to design requirem ents shall be
included as applicab le.

c. Supplem entary informat ion pertinen t to the tests sucR as aircraft , engine,
and propelle r type and serial numbers, test rig descript ions, drawings , dia-
grams, photogra phs, etc, shall be included as required .

4.6 Component tests. In addition to the tests specifie d in applicab le mili-

tary or approved contract or-prepa red specific ations, all applicab le components
within the propulsi on installa tion system shall be subjecte d to the followin g
fire protecti on and environm ental tests.

Fire protecti on tests

4.6.1.1 Fireproo f tests. A 24-inch by 24-inch specimen of each type of

firewall employed· in the propulsi on installa tion system shall be tested in
accordan ce with the "Firepro of Tests" specifie d in SAE publicat ion ARP 1055.
The burner shall produce a flame temperat ure of 2,000°F measured 0.25 inch in
front of the test specimen .

4.6.1.2 Fire-res istance tests. Represe ntative samples of tubes, hose

assembli es, fittings , supports , and other related components which carry
flammable fluids and are located in potentia l fire zones shall be subjecte d
to a fire-res istance test. The test shall be as specifie d in the "Fire Resis-
tance Tests" of SAE publicat ion ARP 1055 except that the fluid flow rate shall
be the lowest rate expected and the fluid temperat ure shall be the maximum
expected to be encounte red during aircraft operatio n.
4.6.2 Environm ental tests. Except as specifie d below.a ll components within
the propulsi on installa tion system shall be subjecte d to the followin g tests in
order to demonst rate their compati bility with the environm ental requirem ents
applicab le to their location within the propulsi on installa tion system. Those
components which undergo environm ental tests specifie d in applicab le military
or approved contract or-prepa red specific ations need not be subjecte d to the
followin g tests provided the procedur es containe d in the specific ation are
equivale nt in scope and severity to those containe d herein. In the event of
conflict between the test procedur es containe d herein and those containe d in
another specific ation, the followin g shall govern.

4.6.2.1 High altitude . High altitude tests shall be conducte d in accordan ce

with method 500, procedur e II of MIL-STD-810. A pressure altitude equivale nt
to the operatio nal altitude of the aircraft shall be used. While at this al-
titude, the .component shall be operated in its normal .function al mode. It
shall be cycled through a pressure change from 1,300 feet below sea level to
the operatio nal altitude and returned to sea level for five cycles. Subseque nt

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MIL-I-83294 (USAF)

examination shall reveal no condensed moisture within the component or evi-

dence of electrical breakdown.

4.6.2.2 Low temperature. Low temperature tests shall be conducted in

accordance with. method 502 of MIL-STD-810. The components shall meet the
operational requirements of the aircraft and shall show no degradation during
or upon completion of this test.

4.6.2.3 Combined low temperature and altitude. Components shall be tested

at altitude and low temperature conditions simultaneously and shall meet the
same requirements specified for the component in the uncombined tests.

4.6.2.4 High temperature. High temperature tests shall be conducted in

accordance with method 501, procedure II of MIL-STD-810. The applicable test
temperatures shall be those established in accordance with 3.4.5.3. If the
cooling tests required in 4.8.5 reveal that the established temperature limits
are deficient and cannot be reduced through cooling system modifications or
improvement, the contractor shall conduct additional component tests at the
maximum temperature extremes identified during the cooling tests of 4.8.5.

4.6.2.5 Temperature shock. Temperature shock tests shall be conducted in

accordance with method 503 of MIL-STD-810. During the first few minutes after
transferring the test item to the chamber with the high or low temperature,
the component shall be operated in its normal operating mode.

4.6.2.6 Salt fog. Salt fog tests shall be conducted in accordance with
method 509 of MIL-STD-810. The test period shall be 50 hours. Within 1 hour
after compliance with this test procedure, the component shall be operated in
its normal mode and shall demonstrate satisfactory operation. There shall be
no corrosion or other defect that affects the operation or structural charac-
teristics of the component.

4.6.2.7 Humidity. Humidity tests shall be conducted in accordance with

method 507, procedure I of MIL•STD-810. At the conclusion of the test expo-
sure period, the component shall be removed from the chamber and operated in
its normal mode. Following the above operation, the component shall be inspected
for deterioration. There shall be no corrosion or other defects that affect the
operation or the structural characteristics of the component.

4.6.2.8 ~ Rain tests shall be conducted in accordance with method 506

of MIL-STD-810. At the conclusion of the test exposure period, the component
shall be removed from the chamber and operated in its normal operating mode.
There shall be no evidence of corrosion or other defect that affects the
operational capabilities of the component.

4.6.2.9 ~ Dust tests shall be conducted in accordance with method 510

of MIL•STD-810. Immediately after completion of the test, the component shall

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 MIL-I-83294 (USAF)

sand
be removed from the chamber and operate d in its normal mode, Accumulated
or dust within the compone nt shall have no detrime ntal effects upon its opera-
tion and shall not be allowed in locatio ns where excessi ve wear or failure s.
might result, There shall be no damage to the exterio r protect ive finishe

4.6.2.1 0 Fungus resista nce, Fungus tests shall be conduct ed in accorda nce
the
with method 508 of MIL·STD-810. Immedi ately after comple tion of the test, of
component shall be removed from the chamber and operate d in its normal mode
operati on. There shall be no detrime ntal effects upon operati on of the unit.
The component shall then be disasse mbled and inspect ed, There shall be no
fungus on any detail of the unit where progres sive damage could occur.

4,6.2.1 1 Vibrati on. Vibrati on tests shall be conduct ed in accorda nce with
with
method 514 of MIL-STD-810. The equipment categor y shall be commensurate
surate with the mountin g of
the aircraf t,and the test curves shall be commen
ents shall be operate d during the
the component within the system. The compon
tests,

4.6.2.1 2 Gunfire vibrati on, Gunfire vibrati on tests shall be conduct ed on

a
applica ble components in accorda nce with method 519 of MIL-STD-810, Criteri
for establi shing component applica bility is contain ed in the test method.

4.6.2.1 3 Shock. Shock tests shall be conduct ed in accorda nce with method
When
510, procedu re I of MIL-STD-810. A sawtoot h shock pulse shall be used,
approp riate, the compon ent shall be operate d during the tests.

4,6.2.1 4 Explosi ve atmosph ere. Explosi ve atmosph ere tests shall be conduct ed
on applica ble components in accorda nce with method 511, procedu re I of
MIL-STD-810,

4.6.2.1 5 Accele ration test. Accele ration tests shall be conduct ed in

nt
accorda nce with method 513 of MIL-STD-810. ·During procedu re II, compone per-
functio nal tests shall be conduct ed to ensure that satisfa ctory compone nt
due
formance is obtaine d. There shall be no mechan ical failure or malfun ction
ation g levels shall be con•
to the applied acceler ation. The forward acceler
sistent with the aircraf t perform ance.

4.7 Enduran ce tests. A 150-hou r propuls ion system enduran ce test shall be
conduct ed to verify the integri ty, compat ibility, and perform ance of the
entire propuls ion system install ation. The test shall be perform ed to detect
areas of incomp atibilit y and perform ance degrada tion due to long-te rm system
which
operati on and mechan ical, sonic, and thermal fatigue . Examples of areas
should be investi gated during this test are thrust reverse r fail-sa fe charac•
on,
teristi cs, engine ingesti on of exhaust gases due to thrust reverse r operati
airfram e surface s, exhaust distort ion effects on
exhaust gas impingement on
engine turbine blade or fan blade vibrato ry stresse s, effects of engine bleed This
air duct failure on engine compartment or nacelle and pylon cowling , etc.
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MIL·I-83294 (USAF)

nce
. test may at the option of the contrac tor serve as·veri ficatio n of complia
cation provide d that
wit~ various system require ments contain ed in this specifi
demons tration of those require ments is not require d by some other test speci•
-
fied herein. The test procedu re report (see 4.5.1) shall define those require
ments which will be verifie d during the enduran ce test.

4.7.1 Test rig. The propuls ion install ation hardwar e and the engine( s) shall
ng
be represe ntative of the product ion items and shall consist of the followi
systems and equipm ents, as applica ble; the engine and thrust reverse r; all
ish·
engine• driven aircraf t accesso ries; fire detecti on, overhea t, and extingu
ing systems ; both the primary and backup startin g systems ; all nacelle and
/
install ation c9mponents (includ ing cables) of the engine throttl e and exhaust
thrust reverse r contro l systems ; the engine compartment or nacelle and pylon;
a-
and all other systems and components contain ed within the propuls ion install
tion system.

4.7.2 Test procedu re. The test shall consist of cycles which simula te,
insofar as possib le,typi cal aircraf t mission s and shall include typical acces-
g·
sory loading and thrust reverse r operati on (if applica ble). Engine startin s
shall be demons trated with the primary and backup startin g systems and control
and shall include use of the aircraf t auxilia ry power unit and ground support
equipment as applica ble. Engine power setting distrib ution and test cyclesed
used during the test shall be substan tially in accorda nce11 with that specifi
in the paragra ph entitle d "Quali fication Tests Procedu re of MIL·E-5009.
4.7.3 Post-te st cycle inspect ion. Upon comple tion of each test cycle, the
engine compartment or nacelle and pylon shall be opened and inspect ed during
the shutdown period between cycles. The inspect ion shall simulat e those
inspect ions and routine mainten ance actions normall y perform ed after each a
flight of the aircraf t. The contrac tor shall establi sh "pass/ fail" criteri-
to be employed during the inspect ions. The criteri a shall include require
ments governi ng redesig n and rework of systems and components due· to failure
or
or unsatis factory operati ng conditi ons and charac teristic s. Any failure
t safety, perform ance, or schedul ed
conditi on which adverse ly affects aircraf
shall require redesig n and retest to verify the
mainten ance and availab ility
adequacy of the correct ion. The "pass/f ail" criteri a shall be inclqde d in
of
the detaile d test procedu re report require d by 4.5.1. During the course
a
the test, a log shall be kept of each inspect ion. The log shall contain of
record of the general conditi on of the major components and docume ntation
all deficie ncies noted during the inspect ion. The applica ble correct ive
actions shall be defined . The log shall also contain a record of all main-
tenance perform ed during the shutdown period.

4.7.4 Teardown inspect ion. Upon comple tion of the 150-hou r test, a tear-
down inspect ion of the engine( s) and all approp riate airfram e-furni shed
components shall be accomp lished.

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40 Check the source to verify that this is the current version before use.
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MIL-I-83294 (USAF)

4.8.8 Plumbing and wiring installation. The propulsion installation system

shall be subjected to chafing inspections throughout the aircraft flight and
ground test program.

4.8.8.1 Chafing inspection. The plumbing and wiring installation (fuel,

hydraulic, bleed air, drain, and vent lines; wiring bundles; control cabling;
etc) shall be inspected to determine the following:

a. Evidence of the lack of structural adequacy of the tubing, cabling, and

wire bundle mounting provisions
b. Evidence of tubing, cabling, and wiring bundle deflection, interference,
and resonance
c. Evidence of connector and fitting looseness.

All instances of chafing and corrective actions shall be documented in the

test report (see 4.5.2).
4.8.8.2 Inspection intervals. Unless otherwise specified by the procuring
activity, the inspections shall be conducted at SO-hour intervals during the
flight test program. When appropriate, additional inspections shall be con­
ducted after the following flight conditions and maneuvers, as applicable:
a. Simulated and actual weapon delivery
b. Internal gun firing
c. Inflight refueling
d. Maximum positive and negative g maneuvers
e. Maximum roll and sideslip maneuvers
f. Maximum climbs and descents

g. Critical speed brake or thrust reverser actuations.

4.8.9 Accessibility and interchangeability. Tests for EBU and cowling
interchangeability and EBU removal and replacement time and engine installa­
tion accessibility shall be conducted in accordance with the applicable pro•
cedures specified under the paragraph entitled "Engine, Propeller, Rotor, Fan,
and Accessories Interchangeability" of MIL-T-25920. The tests shall determine
the number of men and man-hours and elapsed time required for inspection,
cleaning, and adjustment of the items listed under 3.4.10.1 and for removal
and replacement of the items listed under 3.4.10.2.

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42 Check the source to verify that this is the current version before use.
•
MIL-I-83.294 .. 9999906 1747292 52T ..

MIL-I-83294 (USAF)

s. PREPARATION FOR DELIVERY

5.1 This section is not applicable.
6. NOTES

6.1 Intended use. This specification defines the design requirements

applicable to the propulsion installations system associated with the gas
turbine propulsion system of all Air F.orce aircraft.
6.2 Ordering data, Procurement documents should specify:
a. Title, number, and date of this specification
b. Type of aircraft and particular engine installation

c. General plumbing and wiring installation specification to be submitted

by the manufacturer (see 3.4.8.3)
d. Applicability of each provision of MIL-STD-882 (see 3,4.13)

•
e. Test procedure report to be submitted by the manufacturer for approval
by the procuring activity prior to the start of any tests (see 4,5,1)
f. Test report to be submitted by the manufacturer for approval by the
procuring activity (see 4.5.2).
6.3 If a manufacturer desires to employ an integrated fire and overheat
detection system similar to that described in technical report AFAPL•TR-67•129,
or a pyrotechnic gas generator operated fire extinguisher container similar
to that described in technical report AFAPL-TR-69-66, a critical item develop­
ment specification applicable to the proposed system should be prepared in
accordance with MIL-STD-490.

Custodian: Preparing activity:

Air Fo.rce - 11 Air Force • 11

Review activities: Project No, 2840-F004

Air Force - 71, 82
User activity:
Air Force - 84

•
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43 use.
Check the source to verify that this is the current version before

2452 ·•
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