ASTM F2245-2012a Standard Specification for Design and Performance of a Light Sport Airplane.pdf

1、Designation: F2245 12aStandard 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 of last revision.

2、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 forthe design of powered fixed wing light sport aircraft, an“airplane.”1.2 This

3、specification is applicable to the design of a lightsport aircraft/airplane as defined by regulations and limited toVFR flight.1.3 This standard does not purport to address all of thesafety concerns, if any, associated with its use. It is theresponsibility of the user of this standard to establish a

4、ppro-priate safety and health practices and determine the applica-bility of regulatory requirements prior to use.2. Referenced Documents2.1 ASTM Standards:2F2316 Specification for Airframe Emergency ParachutesF2339 Practice for Design and Manufacture of Reciprocat-ing Spark Ignition Engines for Ligh

5、t Sport AircraftF2538 Practice for Design and Manufacture of Reciprocat-ing Compression Ignition Engines for Light Sport AircraftF2564 Specification for Design and Performance of a LightSport GliderF2746 Specification for Pilots Operating Handbook (POH)for Light Sport Airplane2.2 Federal Aviation Re

6、gulations: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 Oper-ating Handbook53. Terminology3.1 Definitions:3.1.1 flapsany movable high lift device

7、.3.1.2 maximum empty weight, WE(N)largest emptyweight of the airplane, including all operational equipment thatis installed in the airplane: weight of the airframe, powerplant,required equipment, optional and specific equipment, fixedballast, full engine coolant and oil, hydraulic fluid, and theunus

8、able fuel. Hence, the maximum empty weight equalsmaximum takeoff weight 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 twilightand the beginning of morning civil twilight.3.1.4.1 DiscussionCivil twilight ends in th

9、e evening whenthe center of the suns disc is 6 below the horizon, and beginsin the morning when the center of the suns disc is 6 below thehorizon.3.2 Abbreviations:3.2.1 ARaspect ratio 5 b2/S3.2.2 bwing span (m)3.2.3 cchord (m)3.2.4 CAScalibrated air speed (m/s, kts)3.2.5 CLlift coefficient of the a

10、irplane3.2.6 CDdrag coefficient of the airplane3.2.7 CGcenter of gravity3.2.8 Cmmoment coefficient (Cmis with respect to c/4point, positive 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/

11、s, kts)3.2.13 ICAOInternational Civil Aviation Organization3.2.14 LSALight Sport Aircraft3.2.15 MACmean aerodynamic chord (m)3.2.16 nload factor1This specification is under the jurisdiction of ASTM Committee F37 on LightSport Aircraft and is the direct responsibility of Subcommittee F37.20 on Airpla

12、ne.Current edition approved Sept. 1, 2012. Published November 2012. Originallyapproved in 2004. Last previous edition approved in 2012 as F2245 12. DOI:10.1520/F2245-12A.2For referenced ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Customer Service at serviceastm.org. For Annu

13、al Book of ASTMStandards volume information, refer to the standards Document Summary page onthe ASTM website.3Available from Federal Aviation Administration (FAA), 800 IndependenceAve., SW, Washington, DC 20591, http:/www.faa.gov or http:/ecfr.gpoaccess.gov.4Available from EASA European Aviation Saf

14、ety Agency, Postfach 10 12 53,D-50452 Koeln, Germany, http:/easa.europa.eu.5Available from the General Aviation Manufacturers Association, http:/www.gama.aero/.1Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.3.2.17 n1airplane positiv

15、e 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 standardconditions3.2.22 POHPilot Operating Handbook3.2.23 qdynamic pressure N/m2!51/2V23.2.24 RCclimb rate (m/s)3.2

16、.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 level flight with maximumcontinu

17、ous power (corrected for sea level standard conditions)3.2.34 VNEnever exceed speed3.2.35 VSstalling speed or minimum steady flight speed atwhich the airplane is controllable (flaps retracted)3.2.36 VS1stalling speed or minimum steady flight speedat which the aircraft is controllable in a specific c

18、onfiguration3.2.37 VS0stalling speed or minimum steady flight speedat 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 for best rate of climb3.2.42 Wmaximu

19、m 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 themost critical weight and CG configuration. Unless othe

20、rwisespecified, the speed range from stall to VDFor the maximumallowable speed for the configuration being investigated shallbe considered.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 greaterthan or equal to 1.1VC. In addition, VNEmust be greater than

21、 orequal to VH.4.1.2 The following tolerances are acceptable during flighttesting:Weight +5 %, 10 %Weight, when critical +5 %, 1 %CG 67 % of total travel4.2 Load Distribution Limits:4.2.1 Minimum Useful Load Requirement:4.2.1.1 For a single-place airplane:WU5 845 1 3P, N!where:P = rated engine power

22、, kW.4.2.1.2 For a two-place airplane:WU5 1690 1 3P, N!where:P = rated engine power, kW.4.2.2 Minimum flying weight shall be determined.NOTE 1For reference, standard occupant weight = 845 N (190 lb). Forthe minimum flying weight, standard occupant weight = 534 N (120 lb).Fuel density = 0.72 kg/L (7

23、N/L; 6 lb/U.S. gal).4.2.3 Empty CG, most forward, and most rearward CG shallbe determined.4.2.4 Fixed or removable ballast, or both, may be used ifproperly installed and placarded.4.3 Propeller Speed and Pitch LimitsPropeller configura-tion shall not allow the engine to exceed safe operating limitse

24、stablished by the engine manufacturer under normal condi-tions.4.3.1 Maximum RPM shall not be exceeded with fullthrottle during takeoff, climb, or flight at 0.9VH, and 110 %maximum continuous RPM shall not be exceeded during aglide at VNEwith throttle closed.4.4 Performance, GeneralAll performance r

25、equirementsapply in standard ICAO atmosphere in still air conditions andat sea level. Speeds shall be given in indicated (IAS) andcalibrated (CAS) airspeeds.4.4.1 Stalling SpeedsWing level stalling speeds VSOandVSshall be determined by flight test at a rate of speed decreaseof 1 kts/s or less, throt

26、tle closed, with maximum takeoffweight, and most unfavorable CG.4.4.2 TakeoffWith the airplane at maximum takeoffweight, full throttle, the following shall be measured usingnormal takeoff procedures:NOTE 2The procedure used for normal takeoff, including flap posi-tion, shall be specified within the

27、POH.4.4.2.1 Ground roll distance to takeoff on a runway withminimal grade.4.4.2.2 Distance to clear a 15-m (50-ft) obstacle at a climbspeed of at least 1.3VS1.4.4.3 ClimbAt maximum takeoff weight, flaps in theposition specified for climb within the POH, and full throttle:4.4.3.1 Rate of climb at VYs

28、hall exceed 95 m/min (312fpm).4.4.3.2 Climb gradient at VXshall exceed112 .4.4.4 LandingFor landing with throttle closed and flapsextended, the following shall be determined:4.4.4.1 Landing distance from 15 m (50 ft) above groundwhen speed at 15 m (50 ft) is 1.3VSO.4.4.4.2 Ground roll distance with

29、reasonable braking if soequipped.4.4.5 Balked LandingThe airplane shall demonstrate afull-throttle climb gradient at 1.3VSOwhich shall exceed130within5sofpower application from aborted landing. If theflaps may be promptly and safely retracted without loss ofaltitude and without sudden changes in att

30、itude, they may beretracted.4.5 Controllability and Maneuverability:F2245 12a24.5.1 General:4.5.1.1 The airplane shall be safely controllable and maneu-verable during takeoff, climb, level flight (cruise), dive to VDFor the maximum allowable speed for the configuration beinginvestigated, approach, a

31、nd landing (power off and on, flapsretracted and extended) through the normal use of primarycontrols.4.5.1.2 Smooth transition between all flight conditions shallbe possible without exceeding pilot force as shown in Table 1.4.5.1.3 Full control shall be maintained when retracting andextending flaps

32、within their normal operating speed range (VSOto VFE).4.5.1.4 Lateral, directional, and longitudinal control shall bepossible down to VSO.4.5.2 Longitudinal Control:4.5.2.1 With the airplane trimmed as closely as possible forsteady flight at 1.3VS1, it must be possible at any speed between1.1VS1and

33、1.3VS1to pitch the nose downward so that a speednot less than 1.3VS1can be reached promptly. This must beshown with the airplane in all possible configurations, withsimultaneous application of full power and nose down pitchcontrol, and with power at idle.4.5.2.2 Longitudinal control forces shall inc

34、rease with in-creasing load factor.4.5.2.3 The control force to achieve the positive limitmaneuvering load factor (n1) shall not be less than 70 N in theclean configuration at the aft center of gravity limit. Thecontrol force increase is to be measured in flight from an initialn=1 trimmed flight con

35、dition at a minimum airspeed of twotimes the calibrated maximum flaps up stall speed.4.5.2.4 If flight tests are unable to demonstrate a maneuver-ing load factor of n1, then the minimum control force shall beproportional to the maximum demonstrated load factor, n1D,asfollows:fmin$70NSn1D1n11D4.5.3 D

36、irectional and Lateral Control:4.5.3.1 It must be possible to reverse a steady 30 bankedcoordinated turn through an angle of 60, from both directions:(1) within 5 s from initiation of roll reversal, with the airplanetrimmed as closely as possible to 1.3VS1, flaps in the takeoffposition, and maximum

37、takeoff power; and (2) within 4 s frominitiation of roll reversal, with the airplane trimmed as closelyas possible to 1.3VSO, flaps fully extended, and engine at idle.4.5.3.2 With and without flaps deployed, rapid entry into, orrecovery from, a maximum cross-controlled slip shall notresult in uncont

38、rollable flight characteristics.4.5.3.3 Lateral and directional control forces shall not re-verse with increased deflection.4.5.4 Static Longitudinal Stability:4.5.4.1 The airplane shall demonstrate the ability to trim forsteady flight at speeds appropriate to the climb, cruise, andlanding approach

39、configurations; at minimum and maximumweight; and forward and aft CG limits.4.5.4.2 The airplane shall exhibit positive longitudinal sta-bility characteristics at any speed above 1.1 VS1,uptothemaximum allowable speed for the configuration being inves-tigated, and at the most critical power setting

40、and CG combi-nation.4.5.4.3 Stability shall be shown by a tendency for theairplane to return toward trimmed steady flight after: (1)a“push” from trimmed flight that results in a speed increase,followed by a non-abrupt release of the pitch control; and (2)a “pull” from trimmed flight that results in

41、a speed decrease,followed by a non-abrupt release of the pitch control.4.5.4.4 The airplane shall demonstrate compliance with thissection while in trimmed steady flight for each flap and powersetting appropriate to the following configurations: (1) climb(flaps set as appropriate and maximum continuo

42、us power); (2)cruise (flaps retracted and 75 % maximum continuous power);and (3) approach to landing (flaps fully extended and engine atidle).4.5.4.5 While returning toward trimmed steady flight, theairplane shall: (1) not decelerate below stalling speed VS1;(2)not exceed VNEor the maximum allowable

43、 speed for theconfiguration being investigated; and (3) exhibit decreasingamplitude for any long-period oscillations.4.5.5 Static Directional and Lateral Stability:4.5.5.1 The airplane must maintain a trimmed conditionaround the roll and yaw axis with respective controls fixed.4.5.5.2 The airplane s

44、hall exhibit positive directional andlateral stability characteristics at any speed above 1.2 VS1,uptothe maximum allowable speed for the configuration beinginvestigated, and at the most critical power setting and CGcombination.4.5.5.3 Directional stability shall be shown by a tendencyfor the airpla

45、ne to recover from a skid condition after release ofthe yaw control.4.5.5.4 Lateral stability shall be shown by a tendency for theairplane to return toward a level-wing attitude after release ofthe roll control from a slip condition.4.5.5.5 The airplane shall demonstrate compliance with thissection

46、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 atidle).

47、4.5.6 Dynamic StabilityAny oscillations shall exhibit de-creasing amplitude within the appropriate speed range (1.1 VS1to maximum allowable speed specified in the POH, both asappropriate to the configuration).4.5.7 Wings Level StallIt shall be possible to preventmore than 20 of roll or yaw by normal

48、 use of the controlsduring the stall and the recovery at all weight and CGcombinations.4.5.8 Turning Flight and Accelerated Turning Stalls:TABLE 1 Pilot ForcePilot force as applied to the controlsPitch,N (lb)Roll,N (lb)Yaw,N (lb)For temporary application (less than 2 min):StickWheel (applied to rim)

49、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 12a34.5.8.1 With the airplane initially trimmed for 1.5 VS,turning flight and accelerated turning stalls shall be performedin both directions as follows: While maintaining a 30 coordi-nated turn, apply sufficient pitch control to maintain therequired rate of speed reduction until the stall is achieved.Afterthe stall, level flight shall be regained without exceeding 60 ofadditio