Rev: 0 - Contract Date: August 7, 2025

Dynamic Diaphragm Test

PAFI-RTP-009

PAFI Rig #9 Diaphragm Test

PAFI-RTP-009 Rev 0 - Contract PAFI Fuels – Diaphragm Test

PAFI-RTP—009 Diaphragm Test Plan

Rev 0 - Contract

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Revision Log:

Rev

No.

Rev

Date

Affected

Page(s)

Descr ipt ion of Revision

New 08/01/2025 Al l Init ial Release

08/05/2025 12, 16, 18, 20, 21, 23, 25, 26, 27, Appendices

• clar if icat ions of terms, added

14 CFR 33.49 to references,

• added build lot to conformity documents

• updated posttest shipping informat ion, updated fuel l ine construct ion information

• updated fuel reservoir info

• corrected text to schematic disconnect re: head r ise

• added handl ing of fuel f i l ters

• added data col lect ion rate

• Added pump adapter text

• Updated air f low descript ion

• 15.4.1 added fuel swap

• Clarif ied fuel selector valve test ing

• Updated Schemat ics

PREFACE

PAFI-RTP-009 comprises a detai led test plan for PAFI Diaphragm Test ing, also referred to as Rig #9 Diaphragm Test, for a fuel offeror as part OF FAA PAFI

TESTING.

This test plan specif ies the requirements for conducting comparative Diaphragm-containing Component Exposure tests under the FAA’s piston aviat ion fuels init iat ive

(PAFI). This document is derived from extensive FAA and industry exper ience and best pract ices for evaluating the suitabi l i ty of aviat ion fuels for use in the piston powered general aviat ion f leet. Th is document is used by the FAA to compare and

3 | P a g e PAFI-RTP-009 evaluate new aviat ion fuels relat ive to the performance of 100LL aviat ion gasol ine meeting ASTM D910.

In addit ion to the candidate unleaded fuel, an ASTM D910 fuel formulat ion is required for the screening tests under this plan.

This document is not intended to provide a method to obtain data to serve as a showing of compliance to regulatory requirements for the cert if icat ion of aircraft or aircraft engines.

Furthermore, the material in this document does not change or permit deviat ions from exist ing regulatory requirements. This mater ial is neither mandatory nor regulatory in nature. Use of this document or any derivat ive, in an attempt to obtain an FAA author izat ion of an alternat ive aviat ion fuel, should be pre -coordinated and approved by the appropriate FAA off ice(s) as part of an approved qualif icat ion program.

Successful complet ion of this test plan provides data that may support both FAA

Fleet author izat ion and development of an ASTM production specif icat ion for PAFI

Fuels.

References made to the Alternat ive Fuels Program Off ice or AFPO, refer to the group within the FAA that is responsible for the PAFI program. At the t ime of this revis ion, that group is the AIR-650 organization. Please see:

https:/ /www.faa.gov/about/ init iat ives/avgas/org_info

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TABLE OF CONTENTS

1. Scope

1.1. Provisos

2. Objectives

3. Background

4. PAFI Rig Screening Test Plans

5. Applicable FAA & ASTM Requirements

5.1. FAA Regulations

5.2. SAE Standards

5.3. ASTM Guidance & Practices

6. Applicable OEM Documents

7. Description of Test Articles

7.1. Flow Monitoring (all Hardware)

7.1.1. Flowmeter

7.1.2. Flow Display

7.2. Lycoming

7.3. Continental Motors Loop

8. Definitions & Terminology

8.1. Calibration

8.2. Validation

8.3. Component or Test Article

8.4. Specimen

8.5. Sample

8.6. Sample Set

9. Conformity

9.1. Hardware

9.2. Test Fuels

10. Safety Procedures

10.1. Static Charge

10.1.1. Grounding (D4057, Section 5.4.1)

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10.1.2. Personal Attire (D4057, Section 5.4.2)

10.2. Vapor Hazards

10.3. Personal Protective Equipment

11. Hardware Conformance Testing

11.1. Pre-Test Conformance Testing

11.2. Post Test Conformance Testing

12. Pre-Rig Test Requirements

12.1. Test Stand Installation

12.1.1. Test Rig Construction

12.1.2. Components

12.1.3. Fuel Lines

12.1.4. Air Lines

12.1.5. Fuel Reservoirs

12.1.6. Fuel Pump and Motor

12.1.7. Fuel Filters

12.2. Pre-Test Rig Validation

12.3. Pre-Rig Test Inspections

12.4. Specimen Identification

12.5. Laboratory Notebook

13. Test Facility & equipment

13.1. Fuel Reservoirs and Fuel Conditioning

13.1.1. Fuel Reservoirs

13.1.2. Fuel Conditioning

13.2. Electronically Controlled and Monitored Component Control

13.3. Instrument Calibration

14. Test Witnessing

15. Test Procedure

15.1. Materials

15.2. Test Preparation

15.2.1. Transfer Fuel

15.2.2. Fuel Pressure and Flows

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15.2.3. System Temperatures

15.2.4. Pump Speed

15.2.5. Air Flow (CFM)

15.2.6. RSA Injection Cycle Set-Up

15.2.7. CONTINENTAL MOTORS Injection Cycle Set-Up

15.2.8. 140-micron (150 max) finger screens

15.3. Data Collection

15.3.1. Fuel Pressure and Flows

15.3.2. System Temperatures

15.3.3. Air Flow (Loop A)

15.3.4. Engine (Motor) RPM

15.3.5. Aircraft Fuel Selector Valve

15.4. Test Preparation

15.4.1. Fuel Swap

15.4.2. Lycoming RSA (Loop A)

15.4.3. Lycoming Loop B

15.4.4. Lycoming Loop C

15.4.5. Continental Loop D

15.5. Data Collection

15.6. PostTest

15.7. Calculations

16. Pass/Fail Criteria

16.1. Original Equipment Manufacturer

16.1.1. Conformance Testing

16.1.2. Diaphragm Damage

17. Test Personnel

18. Test Results Report

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TABLE OF APPENDICES

APPENDIX A – TEST FUEL COA REQUIREMENTS………..…....………………….. 34

APPENDIX B – INDIVIDUAL SCHEMATICS ………………………………….……… 36

APPENDIX C – EXAMPLE DATA RECORD ………………………………………..… 45

APPENDIX D – CFR 33-49B RUN SCHEDULE …………………………………………. 47

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Rig Test Plan

PAFI-RTP-009

Dynamic Diaphragm Test

1. SCOPE

This test plan specif ies the requirements and procedures for conduct ing comparat ive diaphragm operabi l i ty test ing of an unleaded fuel to generate data required for part ic ipating in the FAA Piston Aviat ion Fuels Init iat ive (PAFI) test program.

Diaphragms are tested in-situ, contained in their respective components.

This data is used for the evaluat ion of an unleaded fuel in the PAFI test program.

Specif ic object ives of this comparat ive plan are def ined as fol lows:

1) Procure new components for each of seven types of engine hardware with

8130-3 forms, and if possible new bui ld f low data (see parts l ist Sect ions 7.2 and 7.3).

2) Run a set of each of the seven components per manufacturer test parameters for 75% of the mean t ime between overhaul (MTBO) or OEM in-house durabi l i ty test ing per Section 15.4 in both high aromatic ASTM D910 compliant 100LL and candidate fuels .

3) At the complet ion of test ing, al l components are to be returned to the OEM or other designated receiver for site-specif ic evaluat ion and review of the diaphragm containing components. Individual components are identif ied as

“successful ly complet ing” or “unsuccessful in complet ing” ful l test durat ion.

Units are to be shipped to the respective OEM’s, unpreserved by next -day/ overnight freight. OEM’s shal l determine respective evaluation requirements.

The r ig test plan includes the requirements for conf irming basel ine r ig condit ion, test set-up, instrumentat ion, and support ing documentation such as fuel cert if icat ion documents as prerequisites to the test ing ident if ied.

Comparat ive diaphragm-containing hardware tests between ASTM D910 100LL aviat ion gasol ine (AvGas) and an unleaded test fuel are specif ied .

Specif ied aircraft hardware is representat ive of typical aircraf t design phi losophies:

• Flow dividers for both Cont inental and Lycoming engines

• An O-360 A1A carburetor

• Lycoming engine diaphragm pump

• Lycoming engine vane pump (pressure control diaphragm)

• Cont inental engine Fuel Pump for an IO-550 (pressure control diaphragm)

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Each test is performed by providing operation al inputs of fuel f low and pressures representat ive of those experienced dur ing a typical durabil i ty test , per 14 CFR 33.49

(b).

Requirements for confirming hardware configurat ion, component health, test equipment, test instrumentation, and support ing documentation such as component and fuel cert if icat ion are prerequisites to the test ing ident if ied.

1.1. PROVISOS

The fol lowing ident if ies important assumptions, requirements, and provisions associated with the test ing prescr ibed within this test plan. Note that test ing performed pursuant to this test plan provides data support ing FAA f leet wide author izat ion for PAFI unleaded fuels. Except in cases where FAA approval of test ing is received a prior i, where test ing is performed on fuel produced to the f inal formulat ion, and when test ing is witnessed by an FAA designated representat ive, the result ing data MAY be designa ted as support ing f leet wide authorizat ion. Any subsequent change to the fuel formulat ion outside of specif ied manufactur ing l imits negates the use of any col lected data, even if appropriately approved and witnessed by the FAA. Testing performed to this test plan must be witnessed by an identif ied designated representat ive of the FAA. This may be achieved using a Designated

Engineering Representat ive (DER) or other representat ive approved by the AFPO

Staff prior to execut ing test ing.

NOTE… In the event test ing is conducted outside the FAA’s Wil l iam J. Hughes

Technical Center, test ing performed to this test plan must be witnessed by an identif ied designated representat ive of the FAA. This may be achieved through the use of a Designated Engineer ing Representat ive (DER) or other representat ive approved by the FAA AFPO or PAFI Advisory Committee pr ior to execut ing test ing.

NOTE…Testing performed pursuant to this test plan provides data support ing 1)

FAA f leet author izat ion for each PAFI unleaded fuel, and 2) the development of an

ASTM International aviat ion gasol ine production specif icat ion for each fuel.

2. OBJECTIVES

The object ives of the PAFI comparative diaphragm tests are defined as follows .

1) Conf irm individual components are FAA Conforming prior to test ing. FAA

8130-3 forms and/or OEM as-manufactured cal ibrat ion data are acceptable.

2) Perform rig test ing with respect to fuel f lows and pressures provided in this test plan, using a high aromatic ASTM D910 compliant aviat ion gasol ine at room temperature.

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3) Record al l pert inent values including observations of deviat ions and inabil i ty to successful ly operate for the entire test durat ion .

4) Provide r ig data and hardware to respect ive OEM’s. OEM’s are to evaluate post-test condit ion to assess operational dif ferences in the performance of the individual parts.

3. BACKGROUND

I t is recognized that the diaphragm is a key engine operat ing component and one of the f irst items inspected during an investigat ion when engine failure is suspected.

While simple mater ial compat ibi l i ty can be assessed using industry standard material compat ibil i ty tests (“parts in jars”) , this may only provide part of the diaphragm’s health assessment. Given the potent ial cr it ical i ty of diaphragms, it is desirous to understand the functional ity of the diaphragm in use under exposure and operat ing condit ions, and to assess condit ion after exposure .

The intent ion is to have a test populat ion of six units each, exposed to 100LL and six exposed to the candidate test fuel . Six units exposed to each fuel shif ts the analysis away from a stat ist ical populat ion of n=1. While n=3 would be acceptable, three is generally indicated when the precision and repeatabi l i ty are known, which is not the case here.

The intent ion is to have the equipment exercised enough to put normal funct ional stress on the parts, but without running to “failure” . This potential ly provides the abi l i ty to see accelerated attack ( if there is any) by the unleaded fuel . The phi losophy is 75% of MTBO timeframe should have exercised the component , but not to a point of failure. New units with 8130-3’s are assumed to f low in l imits, OEM as shipped f low data is desirable. A fter the test ing, the units are to be returned to the respective OEM’s where the components are inspected and the post-test measurements determined as defined by the OEM. The OEM may also choose to do post-test teardown in order to f ind any structural failures of the diaphragms which are not immediately observable dur ing on -bench test ing.

4. PAFI RIG SCREENING TEST PLANS

The matrix of r ig screening test plans support ing the test protocol s ident if ied in TAC-

PRJ-008 latest revis ion is presented as fol lows. The test plans fol low a common format with general procedures, processes, and test instrumentation being common to al l . This test plan is highl ighted.

RIG SCREENING TEST PLANS

PAFI-RTP-001, Cold Flow Hardware Test

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PAFI-RTP-002, Carburetor Icing Test (Incorporated into Engine Test Plan(s))

PAFI-RTP-003, Dynamic/Operational Hardware Test, (Removed)

PAFI-RTP-004, Long Term Storage Test, Ambient and Elevated

PAFI-RTP-005, Cold Storage Stabil i ty Test

PAFI-RTP-006, Hot Surface Ignit ion Temperature Test, (Removed)

PAFI-RTP-007, Ful l Scale Engine Emissions Test, (Not Released)

PAFI-RTP-008, Comingl ing Evaluation with 100LL, (Not Released)

PAFI-RTP-009, Dynamic Diaphragm Test

PAFI-RTP-010, Fuel Sump Valve Test

PAFI-RTP-011, Vented Drum Storage Test

Test plans prepared in support of the FAA PAFI test program for unleaded fuels are subject to the following review and approval protocol.

1) PAFI r ig test plans fol low a format and content consistent with establ ished pract ice for FAA compliance projects.

2) Draft test plans are furnished to the FAA AFPO off ice for review and approval prior to release to the TAC.

3) Upon concurrence from AFPO, the test plan is to be formally furnished to the

PAFI TAC for review and concurrence preceded by FAA Contracts review and author izat ion for release to the TAC.

4) A f inal test plan is to then be released, incorporat ing changes result ing from the TAC review.

5) Al l changes and referrals to this test plan should reference the latest revis ion level and date.

5. APPLICABLE FAA & ASTM REQUIREMENTS

The following is a l ist ing of the applicable FAA and ASTM documents which contain informat ion relevant to the test ing speci f ied by this test plan.

5.1. FAA REGULATIONS

1) FAA Advisory Circular 33.19-1, “Guidance Material for 14 CFR §33.19

Durabi l i ty for Reciprocating Engine Redesigned Parts ”

2) FAA Advisory Circular AC33.4-1, “Instruct ions for Cont inued Airworthiness”

3) FAA Order 8110.4C, “Type Cert if icat ion Process”

4) US Code of Federal Regulat ions, Tit le 14 CFR part 33.49 (b)

5.2. SAE STANDARDS

No SAE standards appl icable to the test ing.

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5.3. ASTM GUIDANCE & PRACTICES

No ASTM Guidance or Practices appl icable to the test ing.

6. APPLICABLE OEM DOCUMENTS

No OEM Documents applicable to the test ing.

7. DESCRIPTION OF TEST ARTICLES

All of the fol lowing aircraft parts shal l be purchased new with al l appropriate FAA

Form 8130-3 Airworthiness Approval tags and/or manufacturer’s as-shipped f low data.

Note: there are components with long lead-t imes and del ivery schedules of potent ially mult iple months . Purchase of new parts is required for this test ing and is typically achieved through the use o f aircraft parts distr ibutors. The abil i ty to purchase parts from some industr ial facil i t ies requires an industr ial account not typical ly avai lable to individuals. Acquisit ion of parts through certain aftermarket distr ibutors supplying parts for amateur bui lt aircraft typical ly do not provide components with an FAA form 8130-3. Components not having an 8130-3, even if a vendor has descr ibed the part as new, conforming to a Mil Spec, or conforming to a commercial standard, are not permitted for this test. Overhauled or remanufactured parts are not acceptable.

The fol lowing l ist of recommended parts is comprised of hardware specif ical ly identif ied (see Sect ions 7.2 and 7.3). Any deviat ions from the fol lowing component l ist must be approved by the FAA AIR600 representat ive pr ior to test ing. Actual sourcing is at the discret ion of the test ing organizat ion.

7.1. FLOW MONITORING (ALL HARDWARE)

Fuel f low within the r ig is measured by the f low meter and monitored by the matching f low display. The aircraft f lowmeter described in 7.1.1 or equivalent may be used as the primary f low measuring device, or a separate industr ial f low meter may be used.

7.1.1. FLOWMETER

A turbine f lowmeter that is representat ive of a f lowmeter used on the aircraft to monitor fuel f low to the engine is recommended, however an equivalent industr ial f lowmeter is permitted. The purpose of this f lowmeter is to monitor the fuel f low and is not a part of the compatibi l i ty evaluation.

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The Ser ies 200 Turbine Flow Transducers f lowmeter used in aircraft has the fol lowing performance propert ies with gasol ine :

• Flow range 0.3 to 30 gph

• K factor (pulses/gal lon @ 16 gph) -32,000

• Pressure drop 0.6 psi @ 15 gph

2.4 psi @ 30 gph

• Working pressure 200 psi

• Temperature range -65/100 °C

• Bearing l ife expectancy10,000 hrs

• Electr ical Specif icat ions 12-15 VDC between + and – wires

30 – 50 mA @ 12 VDC

A matching display indicator for the f lowmeter chosen is also required.

7.1.2. FLOW D ISPLAY

The f low display is matched to the turbine f low meter . A f low display matched to the selected turbine f lowmeter is required.

7.2. LYCOMING

The fol lowing engine components are representat ive of typical Lycoming engine components.

Hardware P/N Engine OEM

Fuel Injector 61M23264 or AvStar AV 2576562-2

IO-360-L2A

[RSA-5AD1]

Fuel Manifold Valve

62B26931 IO-360-L2A

(used with RSA-5AD1 Control)

Fuel Pump, Dual diaphragm 62B26931 IO-360-L2A

Fuel Pump 62E23186 TIO-540-J2B

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Carburetor

MA-4SPA (10-

3678-32)

O-320-A2B

Aircraft Fuel Selector Valve 9910201-1 Cessna 421

7.3. CONTINENTAL MOTORS LOOP

The following engine components are representat ive of typical Continental Motors engine components.

Hardware P/N Engine

Fuel Pump 649368-60A4 TSIO-550-K

Fuel Manifold Valve 646433-12A2 TSIO-550-K

8. DEFINITIONS & TERMINOLOGY

Definit ions, terminology and abbreviat ions specif ic to this document and to FAA nomenclature are summarized in the following sect ion .

8.1. CALIBRATION

Calibrat ion is a set of act ions that establ ishes that the instrument which is being cal ibrated is equal to or reports values equal to a standard. The unknown, the instrument being calibrated, wi l l be checked against a known, the standard, at several dif ferent points and adjustments made to the unknown to bring it into al ignment with the standard.

8.2. VALIDATION

As opposed to cal ibrat ion, val idat ion is the act of documenting an instrument actually and consistently gives expected results. This may be done by measur ing a specimen with a known value and confirming the instrument reports that value within the repeatabi l i ty of the instrument. I f the expected value does not result , the instrument has fai led val idat ion, and some addit ional act ion must be taken to repair or adjust (cal ibrate) the instrument.

8.3. COMPONENT OR TEST ARTICLE

The common industry term for an individual aircraft part is “component” or “test art ic le”. Within this document this industry definit ion is recognized and represents an individual aircraft unit being tested. See also “Specimen”.

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8.4. SPECIMEN

Within this document the following concept is meant by the term “specimen”.

Specimens are the individual test art icles or components. For example, the f ive individual fuel pumps with unique S/N ’s run in the 100LL are the test specimens from the sample “Continental fuel pump, P/N 649368 -60A4”.

8.5. SAMPLE

Within this document the following concept is meant by the term “sample”. A sample is the set of specif ic components comprised of unique individual units , described as specimens. For example, “Lycoming Fuel Manifold Valve per P/N 63B265 , s ix test art ic les” is a sample. “Continental Motors Fuel Manifold Valve, P/N 646433 -12A2, six test art icles” is a second sample.

8.6. SAMPLE SET

A sample set is al l of the individual specimens and al l of the test f lu ids which together generate a set of data. For example, the carburetor specimens from the

100LL run and the carburetor specimens from the test fuel run on the test fuel comprise the “Lycoming Carburetor P/N MA-4SPA Sample Set”.

9. CONFORMITY

9.1. HARDWARE

Conf irmation that the component test art icle (see Sections 7.2 and 7.3) configurat ions comply with the respect ive design data, bi l l of mater ials, and associated specif icat ions is a fundamental requirement. Hardware shal l be established as prescribed in the fol lowing sections on the basis of cert if icates of compliance, FAA 8130-3 and/or OEM flow data.

Verif icat ion of test art ic le conformance with specif icat ion shall be established through the reliance on FAA Form 8130-3, Cert if icates of Conformance (CoC), and/or Cert if icates of Analysis (CoA) which document that the hardware meets the intent of 14 CFR Part 21.33 Inspections and Tests, which states the fol lowing:

“(b) Each appl icant must make al l inspections and tests necessary to determine--

(1) Compliance with the appl icable airworthiness, aircraft noise, fuel venting, and exhaust emission requirements;

(2) That materials and products conform to the specif icat ions in the type design;

(3) That parts of the products conform to the drawings in the type design; and

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(4) That the manufacturing processes, construct ion and assembly conform to those specif ied in the type design”

The PAFI procedure for document ing the test hardware conforms to specif icat ion is

NOT a tradit ional FAA conformity process, but rather is a process that meets the intent “That materials and products conform to the specif icat ions…. ” through the use of CoC and CoA documentation.

Manufactur ing or bui ld lot informat ion, cert if icates of qual ity, cert if icates of conformances, or other ident ifying documentation shal l be included in the test results reports.

9.2. TEST FUELS

Each PAFI test fuel shal l be shown to conform to the complete specif icat ion approved by the AFPO, as documented by a CoA furnished with each fuel batch or bulk volume del ivered by the fuel supplier to the test facil i ty. In addit ion, representat ive data must be generated by an independent 3rd party laboratory for specif ic pre- and post-test cr iter ia. Pre-test samples should be fuel collected from the original shipping containers ‘as received’ by the Test Faci l i ty. Analysis must be performed on the fuel samples in accordance with Appendix A. Deviat ions from the fuel specif icat ion shal l require approval of AFPO. The ful l Test Fuel CoA as well as the pre and post -test analysis specif ied in Appendix A must be included in the test results report.

NOTE: A f ive-gal lon retained sample of the test fuel ‘as received’ at the test faci l i ty must be collected and stored unti l complet ion of the PAFI test program. See PAFI -

FHP-001.

10. SAFETY PROCEDURES

This document does not purport to address all safety considerat ions. This document does not replace or supersede individual instrument documentation, Federal, State, and local regulat ions, site procedures, or general industry pract ices . Appropriate safety precautions are the responsibi l i ty of the Test Faci l i ty conduct ing the test. The

Test Facil i ty shal l establ ish and ensure compliance with al l appl icable safety and health standards. Prior to init iat ion of test, each test set -up shall be inspected for safe pract ices. Considerat ion for personal protect ive gear (PPE) is the responsibi l i ty of the Test Faci l i ty.

10.1. STATIC CHARGE

10.1.1. GROUNDING (D4057, SECTION 5.4.1)

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Fires and explosions have occurred as a result of hydrocarbon vapors being ignited by stat ic electr ic ity. I f electr ical charges are not grounded, they are unable to dissipate and become “stat ic.” This stat ic electr ic charge can accumulate and freely migrate to a single point on the sample container by a dif ference in electr ical potent ial, then jump off as a high -energy spark discharge to a nearby less charged surface. The spark may be hot and prolonged enough to ignite nearby hydrocarbon vapors present above the lower explosive l imit (LEL). This potential shal l be managed by safely dissipat ing stat ic charges, and through proper grounding, when handl ing f lammable products.

10.1.2. PERSONAL ATTIRE (D4057, SECTION 5.4.2)

Footwear or clothing, capable of causing sparks , for example, c lothing made of synthet ic materials , should not be worn during fuel handl ing act ivit ies in which f lammable vapors are l ikely to be present. Sampling should not be carr ied out during periods of atmospheric electr ic disturbance or hai lstorms. To ground any stat ic charge on the body, the individual performing the handl ing should touch a grounded structure prior to handl ing fuel , or use any other such acceptable grounding methods commonly used for personnel grounding .

10.2. VAPOR HAZARDS

All test ing must be done in compliance with Federal, State, and local s ite-specif ic f ire safety protocols as wel l as appl icable NFPA codes and standards.

10.3. PERSONAL PROTECTIVE EQUIPMENT

This document does not replace or supersede any Federal, State, local or s ite-specif ic requirements related to personal protect ive equipment. Proposed test fuels may be substant ially dif ferent than tradit ional petroleum -based aviat ion gasol ine.

These test fuels should not be assumed to be equivalent in hazards to “gasol ine”.

NOTE… It should not be assumed that purple nitr i le type gloves are suff icient in all cases.

1) Standard PPE - Technicians and test engineers are advised to famil iar ize themselves with the safety data sheets (SDS) for al l of the f luids under test.

Individuals are recommended to use at a minimum safety glasses or goggles, chemical resistant gloves as suited to the fuel chemistry , and lab coats or aprons. Note that f ire rated lab coats MAY NOT also be chemical resistant.

Note that chemical laboratory coats may be a synthet ic material and may create stat ic electr ic sparks. Closed toed, non-charge isolat ing footwear is also recommended. The chemical propert ies of the test fuels may require gloves of dif fer ing levels of protect ion. For example, whi le nitr i le gloves may suff ice for

100LL aviat ion gasoline, nitr i le may not be suff icient for protect ion against

18 | P a g e PAFI-RTP-009 other chemicals that may be in the test fuels. The test fuels may not yet have undergone hazard and toxicity test ing in humans.

2) Component Run PPE – Technicians and test engineers must use appropriate hear ing protect ion during test runs.

11. HARDWARE CONFORMANCE TESTING

All hardware are to be confirmed to have an FAA 8130-3 tag and/or OEM manufacturer as shipped f low data, or other approved FAA documentation. Maintain part-to-tag correspondence so these tags/data can be reunited with the individual test art ic les post test ing. Copy al l provided tags and f low sheets for inclusion in the f inal test report. Retain any shipping plugs, caps, etc., and any shipping containers for use in returning the test art ic les to the respect ive OEM’s.

11.1. PRE-TEST CONFORMANCE TESTING

This paragraph intentional ly left blank.

11.2. POST TEST CONFORMANCE TESTING

Following the dynamic exposure test ing, each componen t is to be returned to the corresponding OEM. The test art icles are to not be preserved in any way, i.e.

f lushed with preservation oi l or f lu id . Drain any residual fuel from each component and dispose of the drained fuel as waste. Install al l shipping plugs, caps, etc. in the component. Include mated FAA 8130-3 forms and/or f low data sheets with corresponding test art ic les. Individual components shal l be placed in original shipping containers as appropriate. I t is recommended that the components being shipped by plac ing them in open head steel drums for shipment, to preclude the art ic les being f lagged by the transport company as having leaks or chemical odors.

The OEM may run the components as received for comparison to pretest condit ions , and for comparison in amount of change between t he 100LL and the candidate fuel.

The OEM wil l also be responsible for posttest tear down and inspection .

12. PRE-RIG TEST REQUIREMENTS

This test plan has been developed based on the seven dif ferent components identif ied to represent diaphragm containing components (see Section 7.2 and 7.3) used in piston powered aircraft . This is one means of compliance with this test plan.

A test ing organizat ion may elect to use alternat ive test cel l configurat ions. In the case where alternat ive means of compliance are selected, addit ional approval from the FAA AFPO and potent ially aviat ion industry manufacturer representat ive s wi l l

19 | P a g e PAFI-RTP-009 be required. Addit ional pre-test requirements are provided to val idate the alternative test cell configurat ions are suf f icient. This addit ional val idat ion:

1) Demonstrates the configurat ion can reach and maintain the test temperature with minimal temperature r ise from fuel reservoir out let to reservoir return. Fuel temperatures may r ise through a cycle but shal l return to the test temperature at the fuel reservoir . Act ive cooling is permitted.

2) Demonstrates the abi l i ty to rel iably provide fuel to the r ig at specif ied pressures and f lows, and to provide fuel f low and pres sure measurements at specif ied locat ions during the test.

3) Demonstrates that a l l components actuate and operate as required throughout the ent ire test.

12.1. TEST STAND INSTALLATION

I t is permissible to construct test stands with the hardware from mult iple loops

(Lycoming and Cont inental) on a single physical test stand to facil i tate test ing mult iple components simultaneously. The instal lat ion of mult iple loops must be such that each test loop is ful ly self -contained including the fuel supply and fuel pumps.

As designed, the test ing is comprised of two contained loops, the Lycoming loop and a Continental Motors loop. The three individual loops, A, B, and C of the

Lycoming loop may be plumbed as a single loop, or as three separate loops at the test faci l i ty ’s discret ion.

While no attempt is made to control the component temperatures as the fuel f lows from the fuel tank reservoir , through the components, and back to the fuel tank reservoir during the test ing, the temperature of the reservoir tank is to be controlled.

The temperature of the fuel leaving the reservoir tank and into the test loop must be maintained to the target temperature 22 °C (72 °F) +/- 3 °C (5 °F). Natural fuel heating may occur as the fuel passes through pumps and components, and the increasing fuel temperature is acceptable as the fuel passes through the loop. Act ive fuel cool ing the reservoir is permitted.

12.1.1. TEST R IG CONSTRUCTION

Each of the loop layouts are shown schematically in Appendix B. Rig construct ion shall comply with the individual schematics with respect to orientat ion and direct ional f lows. The Lycoming loop is comprised of three individual sub - loops designated as A, B, and C. These may be handled as a single Lycoming loop, or as three individual loops. Schematics provided indicate components relat ive posit ion.

They do not represent actual test design. The contractor wi l l be expected to design

20 | P a g e PAFI-RTP-009 the test f ixture and provide input to the FAA where design modif icat ions are required.

12.1.2. COMPONENTS

All components shal l be mounted in accordance with generally accepted industry pract ices. While not specif ical ly required, all components should be mounted in a similar manner and orientat ion to those typical ly encountered in use. Mounting posit ions other than those encountered on the aircraft may introduce operational instabi l i t ies unrelated to the fuel under test.

Al l components shal l be installed in compliance with the schematics provided in

Appendix B. These schemat ics mimic the f low path of the represented sub- loops and have the components in the order typical ly encountered in the aircraf t .

Caut ion is recommended with respect to the use of steel f i t t ings into aluminum components.

Prior to the init ia l test ing, the designated FAA representat ive shal l inspect the instal lat ion of the components in the test faci l i ty for conformance with the requirements and specif icat ions of this test plan. Conformance of faci l i ty instrumentation with cal ibrat ion requirements may also be reviewed by the designated FAA representat ive.

12.1.3. FUEL L INES

Fuel l ines shal l be standard aircraft r igid and f lexible fuel l ines. Rigid l ines for primary fuel f low are typically aluminum or stainless steel . Copper is not permitted for this test. Flexible l ines shal l be of aviat ion and aerospace quality medium and/or high pressure and should have FAA 8130-3 cert if icat ion. Lines shal l be f it ted with appropr iate aluminum or stainless steel AN f it t ings for connection to the hardware components. Components shal l be connected together by these fuel l ines in compliance with specif ied installat ion requirements, or with standard industry pract ices where no requirements are provided. Note, not al l of the ports on a component may be used. These ports may be ca pped/plugged.

12.1.4. A IR L INES

The use of Tef lon™ (PTFE) tubing is recommended for air l ines. Route l ines from a warm regulator to the RSA ram air pressure sensing port. Dry air or nitrogen gas shall be used. The RSA stat ic air sensing port shal l be left open to the environment.

12.1.5. FUEL RESERVOIRS

Individual fuel tank reservoirs shal l be used for each loop and for each fuel tested.

Loops (A,B,C,D) may run simultaneously and may use the same reservoir. Each set up of a combined A,B,C,D loops shal l use its own separate reservoir. The A,B,C,D

21 | P a g e PAFI-RTP-009 loops may have separate reservoirs for the A loop, B loop, C loop, or D loop if desirable or necessary.

In the case where the A,B,C,D loop is combined, each reservoir must be capable of holding suff icient fuel to f i l l and run a test, typically eight (8) gallons working volume, with a seven (7) gal lon minimum. In the case of the B loop, i f this loop is run as a standalone, a two-gal lon (2) minimum reservoir required provided it can meet the head pressure requirements and must maintain at least one (1) gallon minimum. All fuel reservoirs are to be “gravity fed” from the reservoir and into the respect ive components in the test loops. The fuel reservoir shal l maintain a head r ise over the pump inlets of at least +0.5 to +1.0 psi regardless of the fuel f low. Higher gravity feed head pressures are permitted , up to 6 psi .

12.1.6. FUEL PUMP AND MOTOR

The engine fuel pumps are test art ic les but may be used to provide fuel f low and pressure to the test loops. The engine pumps require an external mechanical or motor drive to actuate the pumps. These mechanical dr ives must mimic the engine accessory drive case in order to provide the proper pump RPM or pump actuation .

For both the Lycoming and the Cont inental Motor loops, a separate f ixture to actuate the pumps in a manner repl icat ing the engine accessory case drive is require d. Any number of drive f ixture designs is possible as long as the speed and range of motion of the pumps can be maintained.

12.1.7. FUEL F ILTERS

Because the test r ig is not equipped with fuel f i l ters, it may be desirous to instal l

140-micron (150-micron max) f inger f i l ters at the outlet of the reservoi r. In such cases the f i l ter must be replaced, cause for removal should be documented , the screen should be bagged/bott led for evaluation, and test ing resumed. Al l f inger screens should be returned to the OEM’s with the components at the end of the test ing.

12.2. PRE-TEST R IG VALIDATION

Prior to data collect ion test ing, each test f low r ig shal l be operated on a D910 compliant aviat ion gasoline to confirm operation, control, and data col lect ion. This test is used to identify any issues with the set -up prior to actual test ing. The val idated operat ion parameters are then to be appl ied to the remaining individual specimen loops.

12.3. PRE-R IG TEST INSPECTIONS

22 | P a g e PAFI-RTP-009

Ensure al l components are new and where avai lable have an appropr iate FAA Form

8130-3 Cert if icates of Conformance and/or OEM manufacturer as shipped f low data, or other appropriate FAA documentation.

A logbook shal l be maintained for the test with al l starts, stops, test t ime, total t ime, al l loop pressures, all loop f lows, engine power sett ing being simulated ( i.e. idle, 50%, 80%, or full power), system maintenance, and other notes logged as appropr iate. Electronic storage of the data is acceptable, however it is recommended that frequent backups of the data f i les are created, and hard copies of the data are routinely printed.

Anomalies, replacement parts, troubleshooting, and other unplanned events shal l be recorded in the log.

12.4. SPECIMEN IDENTIFICATION

Each individual test art ic le shal l be ident if ied in a manner to permit matching the specimen back at the end of the test to its original documentat ion, i.e. 8130 -3 forms.

The use of component S/N numbers is appropriate. A record should be kept of which identif ied component was operated in which of the provided fuels.

12.5. LABORATORY NOTEBOOK

Either a bound notebook or digital notebook shall be maintained for any test ing.

Technicians shal l record each individual test art ic le’s unique identif icat ion, such as

S/N, any lot or cert if icat ion informat ion, and all corresponding pre -exposure data.

Each test and test method, as wel l as any equipment identif icat ion shall be recorded.

The test results report shal l document the manufacturer and model of any analyt ical equipment used. Information related to the instrument cal ibrat ion or validat ion shall be recorded. A record should be kept of which ident if ied component was operated in which of the provided fuels.

This notebook shall also be used to record any start t imes and dates, test condit ions such as temperature, visual observations, and the t ime and date of test terminat ions.

A logbook shal l be maintained for the test with al l starts, stops, test t ime, total t ime, al l loop pressures, all loop f lows, engine to pump RPM, system maintenance, and other notes logged as appropr iate.

Anomalies, replacement parts, troubleshooting, and other unplanned events shal l be recorded in the log. Final test data shall be recorded and posit ively connected to the appropriate pre-exposure data.

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13. TEST FACILITY & EQUIPMENT

13.1. FUEL RESERVOIRS AND FUEL CONDITIONING

13.1.1. FUEL RESERVOIRS

As many fuel reservoirs as test r igs to be operated simultaneously dur ing a test are required. Each r ig under test shal l have a dedicated fuel reservoir for each of the test fuels (basel ine 100LL and any unleaded fuel formulas). The same fuel reservoir may be used with the same fuel in tests that are run serial ly, however, if tests are to be run in paral lel, mult iple reservoirs are required, one for each loop under test , even if i t is the same fuel . The volume of the reservoir shal l be suff ic ient to f low the r ig and maintain the necessary heat sink and head pressures. Alternat ive reservoir sizes require val idat ion of suff icient temperature control over the entire test protocol and at al l fuel f lows.

13.1.2. FUEL CONDITIONING

No pre-test condit ioning is required.

13.2. ELECTRONICALLY CONTROLLED AND MONITORED COMPONENT

CONTROL

Throughout the test ing, means of controll ing and monitor ing individual fuel f lows, fuel/air pressure, test cycles, and cycle t imes on a per pump / per r ig basis are required. This control and monitor ing shal l be maintained throughout the durat ion of the test run. Continuous data col lect ing is not required, but a data “snapshot” should be captured no less frequent ly than every f if teen (15) minutes . A means of monitor ing actual test condit ions throughout a test is required. An example of a data collect ion sheet is provided in Appendix C.

A means of shutt ing down any loop, especial ly in case of out -of- l imits performance of any individual component , shal l be provided.

13.3. INSTRUMENT CALIBRATION

Instrumentation used to measure and monitor parameters during the test shal l be cal ibrated with traceabi l ity to a national standard , as appropr iate. Instrumentation cal ibrat ion records shal l be made avai lable to the FAA representat ive designated to witness test ing pr ior to start of the test and shal l be included in the f inal test results report.

24 | P a g e PAFI-RTP-009

14. TEST W ITNESSING

Test witnessing is required for the collect ion and report ing of data col lected in compliance with this test plan. This data is to be used by the FAA as part of their evaluat ion for f leet wide author izat ion. Fuel formulators shall submit a test plan for approval by the FAA before execut ing test ing. Part of the submitted test plan must be a means of test witnessing by an FAA author ized representat ive.

Testing performed in accordance with an approved test plan shal l be witness ed by a representat ive of FAA AIR600 or their designated representat ive. The extent of witnessing is at the discret ion of the FAA; however, at a minimum the representat ive shall verify and witness the following segments.

1) Verify cert if icates of analysis are avai lable for support ing samples as appropr iate and for al l test fuels

2) Verify instrument cal ibrat ion /val idat ion as appropr iate

3) Inspect test set up ( jars, specimen arrays, r igs, ovens, etc.

4) Verify pre-exposure data, record keeping and specimen control

5) Review test plan with test personnel

6) Witness test init iat ion

7) Witness fuel exchanges at the FAA’s discret ion and as appropriate

8) Witness test conclusion

9) Witness post exposure test ing at the FAA’s discret ion and as appropr iate

10) Verify test ing in accordance with test plan

15. TEST PROCEDURE

15.1. MATERIALS

1) High Aromat ic ASTM D910 compliant aviat ion gasoline

2) System check fuel - ASTM D910 compliant aviat ion gasol ine without l imit may be used to conf irm test r ig operabi l i ty on a 100LL loop. This fuel would be drained and the r ig f i l led with the provided high aromat ic 100LL aviat ion gasol ine.

25 | P a g e PAFI-RTP-009

3) Unleaded candidate fuel(s)

15.2. TEST PREPARATION

15.2.1. TRANSFER FUEL

Transfer fuels to appropriate fuel reservoirs. Individual reservoirs are to be used for each fuel type.

15.2.2. FUEL PRESSURE AND FLOWS

Fuel pressures and f lows are direct ly determined by the component pump speeds.

The fuel pressures and f lows are going to vary accordingly with pump speed.

Mult iple locations for monitor ing fuel pressure are indicated in each of the schemat ics in Appendix B. Fuel f low is measured using the Floscan f lowmeter , or equivalent , and the location of the f lowmeter is indicated in each of the schematics in Appendix B. In addit ion, standard data col lect ion t imes, f uel f lows and pressures are recorded at each speed/f low set point change.

15.2.3. SYSTEM TEMPERATURES

Bulk fuel temperature is to be measured at the fuel reservoir outlet .

15.2.4. PUMP SPEED

For the inject ion system loops ( loops A and D) , the fuel pumps are mechanical pumps dr iven by the engine (motor). For these loops, the motor is replacing the rotat ional input from the engine. I t is necessary to design and instal l a connect ion system from the motor into the mechanical pump. The motor is set to provide the required RPM required by the fuel pump for each power sett ing. This is determined from OEM provided RPM ’s developed from provided in Appendix D . Pump speeds for Lycoming sub-loop A is one half the engine (motor) RPM. Cont inental Loop D pump speeds are the same as the engine (motor) RPM.

It is necessary to construct an adapter from the pumps to the test stand motors.

Al ignment or travel of the engine pump input is cr it ical to the proper l i fe and operat ion of the pump. Consultat ion with the FAA, or the FAA representat ive, may be required to obtain any necessary engineer ing drawings of the pump dr ives.

15.2.5. A IR FLOW (CFM)

The Lycoming RSA loop A requires a low pressure-high volume air input to simulate engine intake airf low up to 800 CFM at room temperature . The exact CFM required for each engine RPM sett ing is provided in

26 | P a g e PAFI-RTP-009

Table 1. Engine airf low is used to actuate the air diaphragms in the fuel servo body .

15.2.6. RSA INJECTION CYCLE SET-UP

For the Lycoming RSA loop A test, set the intake air f low to the specif ied CFM for the desired engine RPM at each power sett ing. Set the mixture control to ful l r ich and make no further adjustments. Set the motor RPM to provide the required pump

RPM (see 15.2.4).

15.2.7. CONTINENTAL MOTORS INJECTION CYCLE SET-UP

For the Cont inental Motors test , loop D, no air f low supply is required. Port the air input on the fuel pump to ambient. Set the thrott le valve posit ion on the f low divider to full open and the mixture control to ful l r ich . Set the motor RPM to provide the required RPM at the pump for at each power sett ing from OEM provided RPM’s developed from 14 CFR part 33.49 (b) provided in Appendix D. Pump speeds are equal to engine RPM.

15.2.8. 140-MICRON (150 MAX) F INGER SCREENS

The f inger screens are used to collect any debris in the fuel loops that may remain from the construct ion of the loops, and to collect any contaminat ion that may have been inadvertently introduced into the fuel.

15.3. DATA COLLECTION

All data: fuel and air f lows, pressures, speeds, and reservoir temperature shal l be col lected at the beginning and end of a set point as descr ibed in Appendix D .

15.3.1. FUEL PRESSURE AND FLOWS

The fuel pressures and f lows are set automatically by the system based on the pump

RPM’s .

Mult iple locations for monitor ing fuel pressure are indicated in each of the schemat ics in Appendix B. Fuel f low is measured using the Floscan f lowmeter or equivalent and the location of the f lowmeter is indicated in each of the schematics in Appendix B.

15.3.2. SYSTEM TEMPERATURES

Bulk fuel temperature is to be measured at the fuel tank (reservoir) . The bulk fuel temperature shal l be maintained at the test temperature 22 °C (72 °F) +/ - 3 °C (5

°F).

15.3.3. A IR FLOW (LOOP A)

27 | P a g e PAFI-RTP-009

The cubic feet per minute (CFM) at ambient temperature is to be recorded upstream of the servo.

15.3.4. ENGINE (MOTOR) RPM

Report the equivalent engine RPM at the motor for each set point.

15.3.5. A IRCRAFT FUEL SELECTOR VALVE

Report any changes in force, rotat ional, required to move the selector valve. Also note any appearance of leakage.

15.4. TEST PREPARATION

15.4.1. FUEL SWAP

Establish a run schedule to faci l i tate fuel swaps at the reservoir every minimum 75 hours so as facil i tate the run schedule. Fuel swaps shal l not be made between set point changes. I t is acceptable to delay a fuel swap up to one hour to faci l i tate this schedule. Record the actual run t ime accrued on the fuel at each fuel swa p. Record any observable anomalies from previous fuel swaps such as dramatic color changes, dramatic (visual ly observable) v iscosity changes, etc. Unless an observable anomaly is observed, removed fuel is treated as waste. Where anomalies are observed, col lect the fuel as a retain, contact the FAA POC, and continue running.

I f observable debris are noted, pause test ing and contact the FAA POC for instruct ions.

15.4.2. LYCOMING RSA (LOOP A)

Establish a run schedule per 14 CFR part 33.49 (b), provided in Appendix D. Repeat the run schedule twelve (12) times for a total of 1800 hours. Runs do not need to be continuous; however, breaks should occur on a set point change. See

Table 1 (Loop A) for motor rpm to % power.

Loop A also includes an aircraft fuel selector valve. Actuate the valve through a full sweep, once per day. Measure rotat ional force. Monitor for leakage after actuating the selector valve.

Table 1 - CFM Requirements Lycoming Loop A

%RPM

Motor

(Engine) RPM CFM Air

Flow Component (Pump) RPM

100 2600 736 1300

28 | P a g e PAFI-RTP-009

Best Econ 2300 651 1150 91 2366 670 1183 75 1950 552 975 89 2314 655 1157 65 1690 478 845 87 2262 640 1131 60 1560 441 780

84.5 2197 622 1098.5 50 1300 368 650

79.5 2067 585 1033.5

15.4.3. LYCOMING LOOP B

At the beginning of the test and every t ime there is a Loop A (or Loop C if A is unavai lable) power change, actuate the accelerator pump three (3) t imes.

At the end of every day actuate the accelerator pump three (3) and col lect the dispensed fuel volume from the accelerator pump, using a graduated cyl inder and record the col lected fuel volume. Fuel may be col lected as it drains from the carburetor body. At the end of every day, measure the force required to actuate the accelerator pump plunger and record.

15.4.4. LYCOMING LOOP C

Establish a run schedule per 14 CFR part 33.49 (b) , provided in Appendix D. Repeat the run schedule twelve (12) t imes for a total of 1800 hours. Runs do not need to be cont inuous; however, breaks should occur on a set po int change. See Table 2 for motor rpm to % power.

Table 2 - CFM Requirements Lycoming Loop C

%RPM

Motor

(Engine) RPM CFM Air

Flow Component (Pump) RPM

100 2600 736 2600 Best Econ 2300 651 2300

91 2366 670 2366 75 1950 552 1950 89 2314 655 2314 65 1690 478 1690 87 2262 640 2262 60 1560 441 1560

84.5 2197 622 2197 50 1300 368 1300

79.5 2067 585 2067

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15.4.5. CONTINENTAL LOOP D

Establish a run schedule per 14 CFR part 33.49 (b), provided in Appendix D. Repeat the run schedule twelve (12) t imes for a total of 1800 hours. Runs do not need to be cont inuous; however, breaks should occur on a set point change. See Table 3 for motor rpm to % power.

Table 3 - CFM Requirements Continental Motors Loop D

%RPM

Motor

(Engine) RPM CFM Air

Flow Component (Pump) RPM

100 2600 832 2600 Best Econ 2300 736 2300

91 2366 757 2366 75 1950 624 1950 89 2314 740 2314 65 1690 541 1690 87 2262 724 2262 60 1560 499 1560

84.5 2197 703 2197 50 1300 416 1300

79.5 2067 661…