ASTM F2245-2012 Standard Specification for Design and Performance of a Light Sport Airplane《轻型运动飞机的设计和性能标准规范》.pdf

1、Designation:F224511 Designation: F2245 12Standard Specification forDesign and Performance of a Light Sport Airplane1This standard is issued under the fixed designation F2245; 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 () indicates an editorial change since the last revision or reapproval.1. Scope1.1 This specification covers airworthiness requirements for the design of powered fixed wing light sport aircraft, an

3、 “airplane.”1.2 This specification is applicable to the design of a light sport aircraft/airplane as defined by regulations and limited to VFRflight.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibilityof the user of this

4、standard to establish appropriate safety and health practices and determine the applicability of regulatoryrequirements prior to use.2. Referenced Documents2.1 ASTM Standards:2F2316 Specification for Airframe Emergency ParachutesF2339 Practice for Design and Manufacture of Reciprocating Spark Igniti

5、on Engines for Light Sport AircraftF2538 Practice for Design and Manufacture of Reciprocating Compression Ignition Engines for Light Sport AircraftF2564 Specification for Design and Performance of a Light Sport GliderF2746 Specification for Pilots Operating Handbook (POH) for Light Sport Airplane2.2

6、 Federal Aviation Regulations:314 CFR Part 33 Airworthiness Standards: Aircraft Engines2.3 EASA Requirements:4CS-E EnginesCS-22 Sailplanes and Powered Sailplanes2.4 Other Standards:GAMA Specification No. 1 Specification for Pilots Operating Handbook53. Terminology3.1 Definitions:3.1.1 flapsany movab

7、le high lift device.3.1.2 maximum empty weight, WE(N)largest empty weight of the airplane, including all operational equipment that isinstalled in the airplane: weight of the airframe, powerplant, required equipment, optional and specific equipment, fixed ballast,full engine coolant and oil, hydraul

8、ic fluid, and the unusable fuel. Hence, the maximum empty weight equals maximum takeoffweight minus minimum useful load: WE= W WU.3.1.3 minimum useful load, WU(N)where WU= W WE.3.1.4 nighthours between the end of evening civil twilight and the beginning of morning civil twilight.3.1.4.1 DiscussionCi

9、vil twilight ends in the evening when the center of the suns disc is 6 below the horizon, and beginsin the morning when the center of the suns disc is 6 below the horizon.3.2 Abbreviations:3.2.1 ARaspect ratio 5 b2/S1This specification is under the jurisdiction of ASTM Committee F37 on Light Sport A

10、ircraft and is the direct responsibility of Subcommittee F37.20 on Airplane.Current edition approved April 15, 2011. Published June 2011. Originally approved in 2004. Last previous edition approved in 2010 as F224510c. DOI:10.1520/F2245-11.Current edition approved June 1, 2012. Published November 20

11、12. Originally approved in 2004. Last previous edition approved in 2011 as F2245 11. DOI:10.1520/F2245-12.2For referencedASTM standards, visit theASTM website, www.astm.org, or contactASTM Customer Service at serviceastm.org. For Annual Book of ASTM Standardsvolume information, refer to the standard

12、s Document Summary page on the ASTM website.3Available from Federal Aviation Administration (FAA), 800 Independence Ave., SW, Washington, DC 20591, http:/www.faa.gov or http:/ecfr.gpoaccess.gov.4Available from EASA European Aviation Safety Agency, Postfach 10 12 53, D-50452 Koeln, Germany, http:/eas

13、a.europa.eu.5Available from the General Aviation Manufacturers Association, http:/www.gama.aero/.1This document is not an ASTM standard and is intended only to provide the user of an ASTM standard an indication of what changes have been made to the previous version. Becauseit may not be technically

14、possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current versionof the standard as published by ASTM is to be considered the official document.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700

15、, West Conshohocken, PA 19428-2959, United States.3.2.2 bwing span (m)3.2.3 cchord (m)3.2.4 CAScalibrated air speed (m/s, kts)3.2.5 CLlift coefficient of the airplane3.2.6 CDdrag coefficient of the airplane3.2.7 CGcenter of gravity3.2.8 Cmmoment coefficient (Cmis with respect to c/4 point, positive

16、nose up)3.2.9 CMOzero lift moment coefficient3.2.10 Cnnormal coefficient3.2.11 gacceleration as a result of gravity = 9.81 m/s23.2.12 IASindicated air speed (m/s, kts)3.2.13 ICAOInternational Civil Aviation Organization3.2.14 LSALight Sport Aircraft3.2.15 MACmean aerodynamic chord (m)3.2.16 nload fa

17、ctor3.2.17 n1airplane positive maneuvering limit load factor3.2.18 n2airplane negative maneuvering limit load factor3.2.19 n3load factor on wheels3.2.20 Ppower, (kW)3.2.21 air density (kg/m3) = 1.225 at sea level standard conditions3.2.22 POHPilot Operating Handbook3.2.23 qdynamic pressure N/m2!51/2

18、V23.2.24 RCclimb rate (m/s)3.2.25 Swing area (m2)3.2.26 Vairspeed (m/s, kts)3.2.27 VAdesign maneuvering speed3.2.28 VCdesign cruising speed3.2.29 VDdesign diving speed3.2.30 VDFdemonstrated flight diving speed3.2.31 VFdesign flap speed3.2.32 VFEmaximum flap extended speed3.2.33 VHmaximum speed in le

19、vel flight with maximum continuous power (corrected for sea level standard conditions)3.2.34 VNEnever exceed speed3.2.35 VSstalling speed or minimum steady flight speed at which the airplane is controllable (flaps retracted)3.2.36 VS1stalling speed or minimum steady flight speed at which the aircraf

20、t is controllable in a specific configuration3.2.37 VS0stalling speed or minimum steady flight speed at which the aircraft is controllable in the landing configuration3.2.38 VSPmaximum spoiler/speed brake extended speed3.2.39 VRground gust speed3.2.40 VXspeed for best angle of climb3.2.41 VYspeed fo

21、r best rate of climb3.2.42 Wmaximum takeoff or maximum design weight (N)3.2.43 WEmaximum empty airplane weight (N)3.2.44 WUminimum useful load (N)3.2.45 waverage design surface load (N/m2)4. Flight4.1 Proof of Compliance:4.1.1 Each of the following requirements shall be met at the most critical weig

22、ht and CG configuration. Unless otherwisespecified, the speed range from stall to VDFor the maximum allowable speed for the configuration being investigated shall beconsidered.4.1.1.1 VDFmay be less than or equal to VD.4.1.1.2 VNEmust be less than or equal to 0.9VDFand greater than or equal to 1.1VC

23、. In addition, VNEmust be greater than orequal to VH.4.1.2 The following tolerances are acceptable during flight testing:Weight +5 %, 10 %Weight, when critical +5 %, 1 %CG 67 % of total travel4.2 Load Distribution Limits:4.2.1 Minimum Useful Load Requirement:F2245 1224.2.1.1 For a single-place airpl

24、ane:WU5 845 1 3P, N!F2245-12_3where:P = rated engine power, kW.4.2.1.2 For a two-place airplane:F2245-12_4where:P = rated engine power, kW.4.2.2 Minimum flying weight shall be determined.NOTE 1For reference, standard occupant weight = 845 N (190 lb). For the minimum flying weight, standard occupant

25、weight = 534 N (120 lb). Fueldensity = 0.72 kg/L (7 N/L; 6 lb/U.S. gal).4.2.3 Empty CG, most forward, and most rearward CG shall be determined.4.2.4 Fixed or removable ballast, or both, may be used if properly installed and placarded.4.3 Propeller Speed and Pitch LimitsPropeller configuration shall

26、not allow the engine to exceed safe operating limitsestablished by the engine manufacturer under normal conditions.4.3.1 Maximum RPM shall not be exceeded with full throttle during takeoff, climb, or flight at 0.9VH, and 110 % maximumcontinuous RPM shall not be exceeded during a glide at VNEwith thr

27、ottle closed.4.4 Performance, GeneralAll performance requirements apply in standard ICAO atmosphere in still air conditions and at sealevel. Speeds shall be given in indicated (IAS) and calibrated (CAS) airspeeds.4.4.1 Stalling SpeedsWing level stalling speeds VSOand VSshall be determined by flight

28、test at a rate of speed decrease of1 kts/s or less, throttle closed, with maximum takeoff weight, and most unfavorable CG.4.4.2 TakeoffWith the airplane at maximum takeoff weight, full throttle, the following shall be measured using normal takeoffprocedures:NOTE 2The procedure used for normal takeof

29、f, including flap position, shall be specified within the POH.4.4.2.1 Ground roll distance to takeoff on a runway with minimal grade.4.4.2.2 Distance to clear a 15-m (50-ft) obstacle at a climb speed of at least 1.3VS1.4.4.3 ClimbAt maximum takeoff weight, flaps in the position specified for climb w

30、ithin the POH, and full throttle:4.4.3.1 Rate of climb at VYshall exceed 95 m/min (312 fpm).4.4.3.2 Climb gradient at VXshall exceed112 .4.4.4 LandingFor landing with throttle closed and flaps extended, the following shall be determined:4.4.4.1 Landing distance from 15 m (50 ft) above ground when sp

31、eed at 15 m (50 ft) is 1.3VSO.4.4.4.2 Ground roll distance with reasonable braking if so equipped.4.4.5 Balked LandingThe airplane shall demonstrate a full-throttle climb gradient at 1.3 VSOwhich shall exceed130 within5 s of power application from aborted landing. If the flaps may be promptly and sa

32、fely retracted without loss of altitude and withoutsudden changes in attitude, they may be retracted.4.5 Controllability and Maneuverability:4.5.1 General:4.5.1.1 The airplane shall be safely controllable and maneuverable during takeoff, climb, level flight (cruise), dive to VDFor themaximum allowab

33、le speed for the configuration being investigated, approach, and landing (power off and on, flaps retracted andextended) through the normal use of primary controls.4.5.1.2 Smooth transition between all flight conditions shall be possible without exceeding pilot force as shown in Table 1.4.5.1.3 Full

34、 control shall be maintained when retracting and extending flaps within their normal operating speed range (VSOtoVFE).4.5.1.4 Lateral, directional, and longitudinal control shall be possible down to VSO.4.5.2 Longitudinal Control:4.5.2.1 With the airplane trimmed as closely as possible for steady fl

35、ight at 1.3VS1, it must be possible at any speed between1.1VS1and 1.3VS1to pitch the nose downward so that a speed not less than 1.3VS1can be reached promptly. This must be shownTABLE 1 Pilot ForcePilot force as applied to the controlsPitch,N (lb)Roll,N (lb)Yaw,N (lb)For temporary application (less

36、than 2 min):StickWheel (applied to rim)Rudder pedal200 (45)200 (45)100 (22.5)100 (22.5)400 (90)For prolonged application: 23 (5.2) 23 (5.2) 110 (24.7)F2245 123with the airplane in all possible configurations, with simultaneous application of full power and nose down pitch control, and withpower at i

37、dle.4.5.2.2 Longitudinal control forces shall increase with increasing load factor.4.5.2.3 The control force to achieve the positive limit maneuvering load factor (n1) shall not be less than 70 N in the cleanconfiguration at the aft center of gravity limit. The control force increase is to be measur

38、ed in flight from an initial n=1 trimmedflight condition at a minimum airspeed of two times the calibrated maximum flaps up stall speed.4.5.2.4 If flight tests are unable to demonstrate a maneuvering load factor of n1, then the minimum control force shall beproportional to the maximum demonstrated l

39、oad factor, n1D, as follows:4.5.3 Directional and Lateral Control:4.5.3.1 It must be possible to reverse a steady 30 banked coordinated turn through an angle of 60, from both directions: (1)within 5 s from initiation of roll reversal, with the airplane trimmed as closely as possible to 1.3 VS1, flap

40、s in the takeoff position,and maximum takeoff power; and (2) within 4 s from initiation of roll reversal, with the airplane trimmed as closely as possibleto 1.3 VSO, flaps fully extended, and engine at idle.4.5.3.2 With and without flaps deployed, rapid entry into, or recovery from, a maximum cross-

41、controlled slip shall not resultin uncontrollable flight characteristics.4.5.3.3 Lateral and directional control forces shall not reverse with increased deflection.4.5.4 Static Longitudinal Stability:4.5.4.1 The airplane shall demonstrate the ability to trim for steady flight at speeds appropriate t

42、o the climb, cruise, and landingapproach configurations; at minimum and maximum weight; and forward and aft CG limits.4.5.4.2 The airplane shall exhibit positive longitudinal stability characteristics at any speed above 1.1 VS1, up to the maximumallowable speed for the configuration being investigat

43、ed, and at the most critical power setting and CG combination.4.5.4.3 Stability shall be shown by a tendency for the airplane to return toward trimmed steady flight after: (1) a “push” fromtrimmed flight that results in a speed increase, followed by a non-abrupt release of the pitch control; and (2)

44、 a “pull” from trimmedflight that results in a speed decrease, followed by a non-abrupt release of the pitch control.4.5.4.4 The airplane shall demonstrate compliance with this section while in trimmed steady flight for each flap and powersetting appropriate to the following configurations: (1) clim

45、b (flaps set as appropriate and maximum continuous power); (2) cruise(flaps retracted and 75 % maximum continuous power); and (3) approach to landing (flaps fully extended and engine at idle).4.5.4.5 While returning toward trimmed steady flight, the airplane shall: (1) not decelerate below stalling

46、speed VS1;(2) notexceed VNEor the maximum allowable speed for the configuration being investigated; and (3) exhibit decreasing amplitude for anylong-period oscillations.4.5.5 Static Directional and Lateral Stability:4.5.5.1 The airplane must maintain a trimmed condition around the roll and yaw axis

47、with respective controls fixed.4.5.5.2 The airplane shall exhibit positive directional and lateral stability characteristics at any speed above 1.2 VS1,uptothemaximum allowable speed for the configuration being investigated, and at the most critical power setting and CG combination.4.5.5.3 Direction

48、al stability shall be shown by a tendency for the airplane to recover from a skid condition after release of theyaw control.4.5.5.4 Lateral stability shall be shown by a tendency for the airplane to return toward a level-wing attitude after release of theroll control from a slip condition.4.5.5.5 Th

49、e airplane shall demonstrate compliance with this section while in trimmed steady flight for each flap and powersetting appropriate to the following configurations: (1) climb (flaps as appropriate and maximum continuous power); (2) cruise(flaps retracted and 75 % maximum continuous power); and (3) approach to landing (flaps fully extended and engine at idle).4.5.6 Dynamic StabilityAny oscillations shall exhibit decreasing amplitude within the appropriate speed range (1.1 VS1tomaximum allowable sp