(1) For each conventional metal tank and nonmetallic tank with walls not supported by the airplane structure, a pressure of 3.5 p.s.i., or that pressure developed during maximum ultimate acceleration with a full tank, whichever is greater.
(2) For each integral tank, the pressure developed during the maximum limit acceleration of the airplane with a full tank, with simultaneous application of the critical limit structural loads.
(3) For each nonmetallic tank with walls supported by the airplane structure and constructed in an acceptable manner using acceptable basic tank material, and with actual or simulated support conditions, a pressure of 2 p.s.i. for the first tank of a specific design. The supporting structure must be designed for the critical loads occurring in the flight or landing strength conditions combined with the fuel pressure loads resulting from the corresponding accelerations.
(b) Each fuel tank with large, unsupported, or unstiffened flat surfaces,whose failure or deformation could cause fuel leakage, must be able to withstand the following test without leakage, failure, or excessive deformation of the tank walls:
(1) Each complete tank assembly and its support must be vibration tested while mounted to simulate the actual installation.
(2) Except as specified in paragraph (b)(4) of this section, the tank assembly must be vibrated for 25 hours at a total displacement of not less than
(3) The test frequency of vibration must be as follows:
(i) If no frequency of vibration resulting from any rpm within the normal operating range of engine or propeller speeds is critical, the test frequency of vibration is:
(A) The number of cycles per minute obtained by multiplying the maximum continuous propeller speed in rpm by 0.9 for propeller-driven airplanes, and
(B) For non-propeller driven airplanes the test frequency of vibration is 2,000 cycles per minute.
(ii) If only one frequency of vibration resulting from any rpm within the normal operating range of engine or propeller speeds is critical, that frequency of vibration must be the test frequency.
(iii) If more than one frequency of vibration resulting from any rpm within the normal operating range of engine or propeller speeds is critical, the most critical of these frequencies must be the test frequency.
(4) Under paragraph (b)(3) (ii) and (iii) of this section, the time of test must be adjusted to accomplish the same number of vibration cycles that would be accomplished in 25 hours at the frequency specified in paragraph (b)(3)(i) of this section.
(5) During the test, the tank assembly must be rocked at a rate of 16 to 20 complete cycles per minute, through an angle of 15° on either side of the horizontal (30° total), about an axis parallel to the axis of the fuselage, for 25 hours.
(c) Each integral tank using methods of construction and sealing not previously proven to be adequate by test data or service experience must be able to withstand the vibration test specified in paragraphs (b)(1) through (4) of this section.
(d) Each tank with a nonmetallic liner must be subjected to the sloshing test outlined in paragraph (b)(5) of this section, with the fuel at room temperature. In addition, a specimen liner of the same basic construction as that to be used in the airplane must, when installed in a suitable test tank, withstand the sloshing test with fuel at a temperature of 110 °F.
[Doc. No. 4080, 29 FR 17955, Dec. 18, 1964, as amended by Amdt. 23–43, 58 FR 18972, Apr. 9, 1993; Amdt. 23–43, 61 FR 253, Jan. 4, 1996; Amdt. 23–51, 61 FR 5136, Feb. 9, 1996]