(v)
No breakaway coupling design may allow the release of fuel once the coupling has performed its intended function.

(2)
All individual breakaway couplings, coupling fuel feed systems, or equi-valent means must be designed, tested, installed, and maintained so that inadvertent fuel shuto. in .ight is improbable in accordance with Sec. 29.955(a) and must comply with the fatigue evaluation requirements of Sec. 29.571 without leaking.

(3)
Alternate, equivalent means to the use of breakaway couplings must not create a survivable impact-induced load on the fuel line to which it is installed greater than 25 to 50 percent of the ultimate load (strength) of the weakest component in the line and must comply with the fatigue requirements of Sec. 29.571 without leaking.

(d)
Frangible or deformable structural attachments. Unless hazardous relative mo-tion of fuel tanks and fuel system components to local rotorcraft structure is demonstrated to be extremely improbable in an otherwise survivable im-pact, frangible or locally deformable attachments of fuel tanks and fuel sys-tem components tolocal rotorcraft structure mustbe used.The attachment of fuel tanks and fuel system components to local rotorcraft structure, whether

frangible or locally deformable, must be designed such that its separation or relative local deformation will occur without rupture or local tearout of the fuel tank orfuel system components that will causefuel leakage.The ultimate strength of frangible or deformable attachments must be as follows :
(1)
The load required to separate a frangible attachment from its support structure, or deform a locally deformable attachment relative to its sup-port structure, must be between 25 and 50 percent of the minimum ulti-mateload(ultimate strength) of the weakestcomponentinthe attached system. In no case may the load be less than 300 pounds.

(2)
A frangible or locally deformable attachment must separate or locally deform asintended wheneverits ultimateload(asde.nedinparagraph (d)(1)of this section) is applied in the modes most likely to occur.

(3)
All frangible or locally deformable attachments must comply with the fatigue requirements of Sec. 29.571.

(e)
Separation of fuel and ignition sources.Toprovide maximum crash resistance, fuel must be located as far as practicable from all occupiable areas and from all potential ignition sources.

(f)
Other basic mechanical design criteria. Fuel tanks, fuel lines, electrical wires, and electrical devices must be designed, constructed, and installed, as far as practicable, to be crash resistant.

(g)
Rigid or semirigid fuel tanks.Rigid or semirigidfuel tank orbladder walls must be impact and tear resistant.]

Amdt. 29-35, E.. 11/2/94
FAR 29.953 : Fuel system independence.
(a)
For category A rotorcraft–

(1)
The fuel system must meet the requirements of Sec. 29.903(b); and

(2)
Unless otherprovisions are madeto meet subparagraph(1) ofthispa-ragraph, the fuel system must allow fuel to be supplied to each engine through a system independent of those parts of each system supplying fuel to other engines.

(b)
Eachfuel systemfora multiengine categoryB rotorcraft must meetthe requi-rementsofparagraph(a)(2) of thissection.However,separatefuel tanksneed not be provided for each engine.

FAR29.954 :[Fuel systemlightningprotection.]
[The fuel system must be designed and arranged to prevent the ignition of fuel vapor within the system by–
(a)
Directlightningstrikesto areashaving ahighprobability of stroke attachment;

(b)
Sweptlightning strokesto areaswhere sweptstrokesarehighlyprobable; and

(c)
Corona and streamering at fuel vent outlets.] Amdt. 29-26, E.. 10/3/88

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Elodie Roux. Septembre 2003
　
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本文鏈接地址：FAA規(guī)章 美國聯(lián)邦航空規(guī)章 Federal Aviation Regulations 5(66)