1、Designation: F 2244 05Standard Specification forDesign and Performance Requirements for PoweredParachute Aircraft1This standard is issued under the fixed designation F 2244; the number immediately following the designation indicates the year oforiginal adoption or, in the case of revision, the year
2、of last revision. A number in parentheses indicates the year of last reapproval. Asuperscript epsilon (e) indicates an editorial change since the last revision or reapproval.1. Scope1.1 The following requirements apply for the manufactureof powered parachute aircraft. This specification includesdesi
3、gn and performance requirements for powered parachuteaircraft.1.2 This specification applies to powered parachute aircraftseeking civil aviation authority approval, in the form of flightcertificates, flight permits, or other like documentation.1.3 This standard does not purport to address all of the
4、safety concerns, if any, associated with its use. It is theresponsibility of the user of this standard to establish appro-priate safety and health practices and determine the applica-bility of regulatory requirements prior to use.2. Referenced Documents2.1 ASTM Standards:2F 2240 Specification for Ma
5、nufacturer Quality AssuranceProgram for Powered Parachute AircraftF 2241 Specification for Continued Airworthiness Systemfor Powered Parachute AircraftF 2242 Specification for Production Acceptance TestingSystem for Powered Parachute AircraftF 2243 Specification for Required Product Information tobe
6、 Provided with Powered Parachute Aircraft3. Terminology3.1 Definitions:3.1.1 gross weight, ntotal aircraft system weight at take-off. This weight includes anything and everything that is on ora part of the powered parachute aircraft, including, but notlimited to, the wing, risers, fuselage, seats, e
7、ngine, instruments,wheels, fuel, oil, water, pilot, passenger, clothing, and so forth.3.1.2 maximum takeoff weight, ngross weight limit asdefined by the manufacturer, proven through compliance withthis specification and placarded on the aircraft as the not-to-exceed gross weight.3.1.3 powered parach
8、ute, naircraft comprised of a flex-ible or semi-rigid wing connected to a fuselage in such a waythat the wing is not in position for flight until the aircraft is inmotion that aircraft has a fuselage with seats, engine, andwheels (or floats), such that the wing and engine cannot beflown without the
9、wheels (or floats) and seat(s). Unique to thepowered parachute is the large displacement between thecenter of lift (high) and the center of gravity (low), which ispendulum effect. Pendulum effect limits angle of attachchanges, provides stall resistance and maintains flight stability.4. Flight4.1 Per
10、formance Requirements:4.1.1 Proof of ComplianceEach of the following require-ments shall be met at the maximum takeoff weight and mostcritical center of gravity (CG) position. To the extent that CGadjustment devices may be adjusted for flight, these compo-nents will be evaluated in the least favorab
11、le recommendedposition as it affects either performance or structural strength.4.1.2 General PerformanceAll performance requirementsapply in and shall be corrected to International Civil AviationOrganization (ICAO) defined standard atmosphere in still airconditions at sea level. Speeds shall be give
12、n in indicated (IAS)and calibrated (CAS) airspeeds in miles per hour (MPH).4.1.2.1 Wing PerformanceFor straight-ahead flight andturns in either direction during climb, cruise, descent, andlanding flare, it shall be shown that the limits of control inputare less than the wing stall limitations:(1) If
13、 a fixed wing trim is available;(2) If adjustable wing trim is available, it shall be tested toboth the most negative and most positive trim settings; and(3) If separate left wing and right wing trim devises areavailable, each shall be tested to both the maximum-left-andminimum-right trim settings a
14、nd the minimum-left-and-maximum-right trim settings.4.1.2.2 ClimbThe following shall be measured:1This specification is under the jurisdiction of ASTM Committee F37 on LightSport Aircraft and is the direct responsibility of Subcommittee F37.30 on PowerParachute.Current edition approved March 1, 2005
15、. Published March 2005. Originallyapproved in 2003. Last previous edition approved in 2003 as F 2244 03.2For referenced ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Customer Service at serviceastm.org. For Annual Book of ASTMStandards volume information, refer to the standard
16、s Document Summary page onthe ASTM website.1Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.(1) Distance to clear a 15 m (50 ft) obstacle not to exceed213 m (700 ft) from point of liftoff.(2) LandingThe total landing distance over a 1
17、5 m (50 ft)obstacle shall be achieved within 183 m (600 ft) total distance.4.1.2.3 Controllability and ManeuverabilityThe aircraftshall be safely controllable and maneuverable during takeoff,climb, level flight (cruise), approach, and landing (power offand on) with primary controls of turn and throt
18、tle and thepossibility of combined turn displacement for flare.(1) Demonstrate a smooth transition between all flightconditions shall be possible without excessive pilot skills norexceeding pilot forces of 59.1 kg (130 lb) for the rudder petal,9.1 kg (20 lb) prolonged application.(2) LandingIt must
19、be shown that in the event of anengine or propeller failure that a safe decent and landing can bemade. It must be shown that a pilot of normal skill can achievelanding sink rates of no more than 2.4 m/s (8 ft/s).4.1.2.4 Reference ParametersReference velocity param-eters V(S1) and V(H) are to be calc
20、ulated as follows:VS1! 5 square root W*391/S!VH! 5 2*VS1! 5 square root4*W*391/S!where:V = mph,W = lbs, andS =ft2.4.1.3 Stability and Control:4.1.3.1 Longitudinal StabilityLongitudinal stability of theaircraft will be demonstrated by performing two minutes offlight without control input for three co
21、nditions. In each case,the aircraft must not enter into dangerous or unusual attitudes.Test must be conducted at maximum gross weight, withminimum of in-flight turbulence.4.1.3.2 The three conditions are:(1) Maximum power setting climb,(2) Zero power descent, and(3) Cruise setting power level flight
22、.4.1.3.3 Lateral and Directional Stability:(1) Lateral stability will be demonstrated by maintainingthe controls in a neutral position, which will initially give anunaccelerated level flight condition. The aircraft must not enterinto a dangerous attitude during the 2 min that the flightcontrols are
23、fixed. Test must be conducted at maximum takeoffweight, with minimum of in-flight turbulence(2) Directional stability will be demonstrated by a separateand full deflection of each directional flight control for threefull turns of 360 without the aircraft entering any dangerousflight attitude during
24、the maneuver. Test must be conducted atminimum flight weight, with minimum of in-flight turbulence.The demonstrated turn rate shall not be less than 12/s (30 s fora 360 turn) in either direction.4.1.3.4 Parachute Re-InflationChute re-inflation may beconducted detached from the cage, or on a suitable
25、 testapparatus.(1) Ground Roll Chute CollapseThe chute manufacturershall demonstrate techniques that recover tip and wing collapseconditions as documented in the Aircraft Operating Instruc-tions.(2) In-Flight CollapseAt least one type of in-flight chutecollapse and recovery shall be demonstrated.5.
26、Structure5.1 LoadsUnless otherwise specified, all requirements arespecified in terms of limit load.5.1.1 Ultimate loads are limit loads multiplied by the factorof safety defined below.5.1.1.1 Loads shall be redistributed if the deformationsaffect them significantly.5.1.2 Factors of SafetyThe factor
27、of safety is 1.5, exceptas shown in the following:5.1.2.1 3.0 on castings,5.1.2.2 1.8 on fittings,5.1.2.3 6.67 on control surface hinges,5.1.2.4 3.3 on push-pull control systems, and5.1.2.5 2.0 on cable control systems.5.1.3 Strength and Deformation:5.1.3.1 The structure must be able to support limi
28、t loadswithout permanent deformation of the structure.5.1.3.2 The structure must be shown by analysis, test oranalysis supported by test, to be able to withstand ultimateloads without failure.5.1.3.3 The structure shall be able to withstand ultimateloads for 3 s without failure when proof is by stat
29、ic test. Whendynamic tests are used to demonstrate strength, the three-second requirement does not apply. Local failures or structuralinstabilities between limit load and ultimate load are acceptableif the structure can sustain the required ultimate load for threeseconds.5.2 Proof of StructureEach c
30、ritical load requirement shallbe investigated either by conservative analysis or tests, or acombination of both.5.2.1 Proof of Strength-WingsTest the wing design for apowered parachute aircraft to verify the critical ultimate loads.The wing designer shall provide the wing and risers designload capab
31、ility to the point of attachment of the risers. Thewing designer shall provide the factor of safety demonstratedin wing and riser tests to the fuselage designer.NOTE 1Advisory informationWing designer information providedto the fuselage designer shall be known as “pass-through” information.5.2.2 Loa
32、d Factor:5.2.2.1 Positiven = 2.25 (comprised of a 1.5 maneuveringload multiplied by a 1.5 gust load factor). The maneuveringload must be increased for any conditions for which thefollowing equation indicates a g loading higher than 1.5 gs.The calculated g load shall then be used as the maneuveringlo
33、ad. Maneuvering Load Factor: N = 1/cos(B), where B=arctan (RT 3 V/1255), where RT is turning rate in degrees persecond, and V is true airspeed in mph. For example, V =26mph, RT = 60/s (360 turn in 6 s), N =1.595. N 1.5 and themaneuvering load factor rises to 1.595. As a result, the limitload is 1.5
34、3 1.595 = 2.393 gs. See Fig. 1 for a reference graph.5.2.2.2 Negativen =0.F22440525.2.3 Fuselage LoadsThe airframe must be capable ofsupporting all lifting forces created by the parachute, anypropulsive device, systems, persons, and landing loads.5.2.4 Control Surface LoadsControl surface loads on a
35、powered parachute are related through the turn lines and shallbe evaluated at loads defined in flight tests of the wing by thewing manufacturer.5.2.5 Ground Gust ConditionsA powered parachute wingis not inflated for normal ground conditions. As a result,classical ground gust load concerns do not exi
36、st. Rolling gustloads for takeoff or landing are considered as part of thelanding ground load conditions.5.2.6 Control System and Supporting StructureThe con-trol system structure shall be designed to withstand maximumforces and in the case of dual controls the relevant system shallbe designed for t
37、he pilots operating in opposition, if greaterthan the control system forces.5.2.7 Ground Load ConditionsDesign features shall limitthe landing sink rate to less than, or equal to, 3 m/s (10 ft/s).Testing by drop test will use a drop height to achievea3m/s(10 ft/s) drop rate in a nose high simulation
38、 of flare. This willbe a “dead drop” test at maximum takeoff weight.5.2.8 Nose Wheel ConditionsA 2.25 times maximumloaded static load vertical in each case with 1.8 times maxi-mum static load applied at the axle acting aft, or 0.9 timesmaximum static load at the axle acting forward, or 1.57 timesmax
39、imum static load acting at the surface as a side load. Wheremaximum static load is the vertical load on the nose wheel atmaximum takeoff weight and the related forward most CG.5.2.9 Emergency Landing ConditionsDesign structure toprotect each occupant from serious injury when the aircraftexperiences
40、three independent ultimate load conditions: 1.5-gsupward; 6-gs forward; 3-gs sideward. Test articles that holdthis load for more than 3 s are considered to have passed.NOTE 2Advisory Information(1) Occupants restrained by availablesafety harnesses. (2) Consider all items of mass behind, above, below
41、, andlateral to the occupants (engine, baggage, fuel, ballast, and so forth). (3)The design must have design features to protect an occupant or occupantsin the event of a turnover.6. Design and Construction6.1 GeneralThe integrity of any novel or unusual designfeature having an important bearing on
42、safety shall be estab-lished by a test.6.2 Materials and WorkmanshipMaterials shall be suit-able and durable for the intended use and design values(strength) must be chosen so that structural under strengthbecause of material variations is unlikely as shown by test,analysis, service history or manuf
43、acturer certification.6.2.1 Fabrication Methods:6.2.1.1 Workmanship of manufactured parts, assemblies,and aircraft shall be of high standard.6.2.1.2 Methods of fabrication shall produce consistentlysound structures.6.2.1.3 Process specifications shall be followed where re-quired.6.2.2 Protection of
44、StructureProtection of the structureagainst weathering, corrosion, and abrasion, as well as suitableventilation and drainage shall be provided.6.2.3 AccessibilityAccessibility for principal structuraland control system inspection, adjustment, maintenance, andrepair shall be provided.6.2.4 Control Sy
45、stems-Operation TestsIt must be shownby functional test that the control system is free from jamming,excessive friction, or excessive deflection when the maximumpilot forces are applied from the cockpit.FIG. 1 Reference GraphF22440536.2.5 Pilot CompartmentPilot comfort, good visibility(instruments,
46、placards and outside), accessibility, exit, andability to reach all controls for smooth and positive operationshall be provided.7. Power Plant7.1 The power plant installation shall be easily accessiblefor inspection and maintenance.7.2 EngineA FAA type certificate is not required for apowered parach
47、ute aircraft engine. Engine installation andtesting shall demonstrate operation and reliability consistentwith industry-accepted practices.NOTE 3Advisory InformationPowered parachutes are light lowspeed aircraft with excellent short field landing capabilities. The craft arenot intended for flight in
48、 airspace in which safety depends on continuedengine operation. The engine is not considered to be a safety-of-flightcomponent.7.3 Fuel Tank TestsThe fuel tank shall be pressure testedto 24.1 kPa (3.5 psi) (2.4 m (8 ft) of water column) andinstalled to withstand prescribed load factors.7.4 Fuel Tank
49、 VentsA fuel tank vent that does not siphonin flight shall be provided. The fuel vent system does notsiphon in the event of roll over.7.5 Fuel Strainer or FilterA replaceable fuel filter, acces-sible for drainage and cleaning, or both, shall be included in thesystem.8. Equipment8.1 InstrumentsAn airspeed indicator is not a requiredinstrument. Required instruments include:8.1.1 A fuel quantity indicator,8.1.2 An engine kill switch, and8.1.3 Engine instruments identified as necessary by theengine designer or manufacturer.NOTE 4
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