基本信息
| 标准名称： | 防伪纸 第1部分：防涂改纸 |
| 英文名称： | Anti-counterfeiting paper—Part 1:Anti-alter paper |
| 中标分类： |
轻工、文化与生活用品 >>
造纸 >>
纸 |
| ICS分类： |
造纸技术 >>
纸生产工艺
|
| 替代情况： | 替代GB/T 17003.1-1997 |
| 发布部门： | 中华人民共和国国家质量监督检验检疫总局 中国国家标准化管理委员会 |
| 发布日期： | 2011-12-30 |
| 实施日期： | 2012-05-01 |
| 首发日期： | 1997-10-05 |
| 作废日期： | |
| 主管部门： | 全国防伪标准化技术委员会(SAC/TC 218) |
| 提出单位： | 全国防伪标准化技术委员会(SAC/TC 218) |
| 归口单位： | 全国防伪标准化技术委员会(SAC/TC 218) |
| 起草单位： | 保定钞票纸业有限公司、安兴纸业(深圳)有限公司、中国印钞造币总公司、国家防伪产品质量监督检验中心、深圳市公共防伪技术与材料科学研究院、无锡新光印防伪技术有限公司、昆山钞票纸业有限公司、天津中钞纸业有限公司、中国印钞造币总公司技术中心 |
| 起草人： | 曹秀痕、苏秀军、姚锦东、粟婉、刘克夫、戴梅、王国平、王炳强、李亚娟、王小涛、王彤、张华等 |
| 出版社： | 中国标准出版社 |
| 出版日期： | 2012-05-01 |
| 页数： | 12页 |
适用范围
GB/T17003的本部分规定了防涂改纸的术语和定义,要求,试验方法,检验规则,标志、包装、运输、贮存和安全措施,环保、卫生要求。
本部分适用于存单、支票、证件、保密文件等需要防化学涂改功能的纸。
前言
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目录
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引用标准
下列文件对于本文件的应用是必不可少的。凡是注日期的引用文件,仅注日期的版本适用于本文件。凡是不注日期的引用文件,其最新版本(包括所有的修改单)适用于本文件。
GB/T147—1997 印刷、书写和绘图用原纸尺寸
GB/T191—2008 包装储运图示标志
GB/T450—2008 纸和纸板试样的采取及试样纵横向、正反面的测定
GB/T451.1—2002 纸和纸板尺寸及偏斜度的测定
GB/T464—2008 纸和纸板的干热加速老化
GB/T2828.1—2003 计数抽样检验程序 第1部分:按接收质量限(AQL)检索的逐批检验抽样计划
GB/T7705—2008 平版装潢印刷品
GB/T10342—2002 纸张的包装和标志
GB/T10739—2002 纸、纸板和纸浆试样处理和试验的标准大气条件(eqvISO187:1990)
GB/T22467.1—2008 防伪材料通用技术条件 第1部分:防伪纸
所属分类： 轻工 文化与生活用品 造纸 纸 造纸技术 纸生产工艺
Product Code:SAE AIR790
Title:Considerations on Ice Formation in Aircraft Fuel Systems
Issuing Committee:Ae-5 Aerospace Fuel, Oil And Oxidizer Systems Committee
Scope:Ice formation in aircraft fuel systems results from the presence of dissolved and undissolved water in the fuel. Dissolved water or water in solution with hydrocarbon fuels constitutes a relatively small part of the total water potential in a particular system with the quantity dissolved being primarily dependent on the fuel temperature and the water solubility characteristics of the fuel. One condition of undissolved water is entrained water such as water particles suspended in the fuel as a result of mechanical agitation of free water or conversion of dissolved water through temperature reduction. Another condition of undissolved water is free water which may be introduced as a result of refueling or the settling of entrained water which collects at the bottom of a fuel tank in easily detectable quantities separated by a continuous interface from the fuel above. Water may also be introduced as a result of condensation from air entering a fuel tank through the vent system.Entrained water will settle out in time under static conditions and may or may not be drained, depending on the rate at which it is converted to free water. In general, it is not likely that all entrained water can ever be separated from fuel under field conditions. The settling rate depends on a series of factors including temperature, quiescence and droplet size. The droplet size will vary depending upon the mechanics of formation. Usually the particles are so small as to be invisible to the naked eye, but in extreme cases can cause a slight haziness in the fuel.Free water can be drained from a fuel tank if low point drain provisions are adequate. Water in solution cannot be removed except by dehydration or by converting it, through temperature reduction, to entrained, then to free water.Water strictly in solution is not a serious problem in aviation fuel so long as it remains in solution. Entrained and free water are the most dangerous because of the potential of freezing on the surfaces of the fuel system. Further, entrained water will freeze in cold fuel and tend to stay in solution longer since the specific gravity of ice is approximately the same as that of hydrocarbon fuels.The elimination of undissolved water, to the extent practicable, in fuel storage, handling and delivery systems as well as in aircraft fuel systems can reduce or eliminate the potential for icing problems. Appropriate testing of fuel systems, sub systems and components under controlled icing conditions can establish confidence in the safe operation of the aircraft fuel system in such icing conditions. Considerations for these measures to control potential icing problems are addressed herein.Several things happen to moisture laden fuel as the temperature is lowered, and an understanding of this helps to arrive at proper fuel conditioning procedures and subsequent testing for icing conditions. As the temperature of fuel is lowered, concentration of water droplets in the fuel begins to decrease in the vicinity of 40 to 50 °F (4 to 10 °C). Therefore, to get a reliable conditioning of fuel, samples should be taken and mixing of fuel and water should be accomplished before lowering the temperature further. Ice crystals begin to form as the temperature nears the freeze point of water; however, due to impurities in the water, this normally takes place at slightly lower temperatures (27 to 31 °F) (-3 to -1 °C). As the temperature is lowered further, the ice crystals begin to adhere to their surroundings in the form of ice. This is known as the critical icing temperature and occurs at about 12 to 15 °F (-11 to -9 °C). At temperatures below 0 °F (-18 °C), ice crystals tend to become larger and offer a threat to plugging small openings such as screens, filters, and orifices. The cooling rate and agitation or turbulence due to obstruction of flow have an effect on the type and size of ice formed, so it becomes important to test actual or closely simulated aircraft systems and to cool the fuel during tests at the aircraft cooling rate or practical simulation to obtain more accurate results.