1、Designation: F2245 12c F2245 12dStandard 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
2、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 “airplan
3、e.”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 standard
4、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 Ignition Engine
5、s for Light Sport AircraftF2506 Specification for Design and Testing of Fixed-Pitch or Ground Adjustable Light Sport Aircraft PropellersF2538 Practice for Design and Manufacture of Reciprocating Compression Ignition Engines for Light Sport AircraftF2564 Specification for Design and Performance of a
6、Light Sport GliderF2746 Specification for Pilots Operating Handbook (POH) for Light Sport Airplane2.2 Federal Aviation Regulations: 314 CFR Part 33 Airworthiness Standards: Aircraft Engines14 CFR Part 35 Airworthiness Standards: Propellers2.3 EASA Requirements: 4CS-22 Sailplanes and Powered Sailplan
7、esCS-E EnginesCS-P Propellers2.4 Other Standards:GAMA Specification No. 1 Specification for Pilots Operating Handbook53. Terminology3.1 Definitions:3.1.1 flapsany movable high lift device.3.1.2 maximum empty weight, WE(N)largest empty weight of the airplane, including all operational equipment that
8、is installedin the airplane: weight of the airframe, powerplant, required equipment, optional and specific equipment, fixed ballast, full enginecoolant and oil, hydraulic fluid, and the unusable fuel. Hence, the maximum empty weight equals maximum takeoff weight minusminimum useful load: WE = W WU.3
9、.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.1 This specification is under the jurisdiction of ASTM Committee F37 on Light Sport Aircraft and is the direct responsibility of Subcommittee F37.20 o
10、n Airplane.Current edition approved Nov. 1, 2012Dec. 1, 2012. Published November 2012January 2013. Originally approved in 2004. Last previous edition approved in 2012 asF2245 12b.F2245 12c. DOI: 10.1520/F2245-12C.10.1520/F2245-12D.2 For referenced ASTM standards, visit the ASTM website, www.astm.org
11、, or contact ASTM Customer Service at serviceastm.org. For Annual Book of ASTM Standardsvolume information, refer to the standards Document Summary page on the ASTM website.3 Available from Federal Aviation Administration (FAA), 800 Independence Ave., SW, Washington, DC 20591, http:/www.faa.gov or h
12、ttp:/ecfr.gpoaccess.gov.4 Available from EASA European Aviation Safety Agency, Postfach 10 12 53, D-50452 Koeln, Germany, http:/easa.europa.eu.5 Available from the General Aviation Manufacturers Association, http:/www.gama.aero/.This document is not an ASTM standard and is intended only to provide t
13、he user of an ASTM standard an indication of what changes have been made to the previous version. Becauseit may not be technically possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current versionof the stand
14、ard as published by ASTM is to be considered the official document.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States13.1.4.1 DiscussionCivil twilight ends in the evening when the center of the suns disc is 6 below the horizon, and begin
15、s in the morning when thecenter of the suns disc is 6 below the horizon.3.2 Abbreviations:3.2.1 ARaspect ratio 5b2S3.2.2 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.
16、8 Cmmoment coefficient (Cm is with respect to c/4 point, 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/s, kts)3.2.13 ICAOInternational Civil Aviation Organization3.2.14 LSALight
17、 Sport Aircraft3.2.15 MACmean aerodynamic chord (m)3.2.16 nload factor3.2.17 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.
18、2.22 POHPilot Operating Handbook3.2.23 qdynamic pressure N/m2!512V23.2.24 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 speed
19、3.2.32 VFEmaximum flap extended speed3.2.33 VHmaximum speed in level flight with maximum continuous power (corrected for sea level standard conditions)3.2.34 VNEnever exceed speed3.2.35 VOoperating maneuvering speed3.2.36 VSstalling speed or minimum steady flight speed at which the airplane is contr
20、ollable (flaps retracted)3.2.37 VS1stalling speed or minimum steady flight speed at which the aircraft is controllable in a specific configuration3.2.38 VS0stalling speed or minimum steady flight speed at which the aircraft is controllable in the landing configuration3.2.39 VSPmaximum spoiler/speed
21、brake extended speed3.2.40 VRground gust speed3.2.41 VXspeed for best angle of climbF2245 12d23.2.42 VYspeed for best rate of climb3.2.43 waverage design surface load (N/m2)3.2.44 Wmaximum takeoff or maximum design weight (N)3.2.45 WEmaximum empty airplane weight (N)3.2.46 WUminimum useful load (N)3
22、.2.47 WZWFmaximum zero wing fuel weight (N)4. Flight4.1 Proof of Compliance:4.1.1 Each of the following requirements shall be met at the most critical weight and CG configuration. Unless otherwisespecified, the speed range from stall to VDF or the maximum allowable speed for the configuration being
23、investigated shall beconsidered.4.1.1.1 VDF may be less than or equal to VD.4.1.1.2 VNE must be less than or equal to 0.9VDF and greater than or equal to 1.1VC. In addition, VNE must be greater than orequal to VH.4.1.2 The following tolerances are acceptable during flight testing:Weight +5 %, 10 %We
24、ight, when critical +5 %, 1 %CG 7 % of total travel4.2 Load Distribution Limits:4.2.1 Minimum Useful Load Requirement: The minimum useful load, WU, shall be equal to or greater than the sum of:4.2.1.1 For a single-place airplane:An occupant weight of 845 N (190 lb) for each occupant seat in aircraft
25、, plusWU 584513P, N!where:P = rated engine power, kW.4.2.1.2 For a two-place airplane:The weight of consumable substances, such as fuel, as required for a 1-h flight at Vh.Consumption rates must be based on test results for the specific application.WU 5169013P, N!where:P = rated engine power, kW.4.2
26、.2 Minimum The minimum flying weight shall be determined.NOTE 1For reference, standard occupant weight = 845 N (190 lb). For the minimum flying weight, standard occupant 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 b
27、e 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 not allow the engine to exceed safe operating limitsestablished by the engine manufacturer under normal conditions.4.3.1 Maximum R
28、PM 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 VNE with throttle closed.4.4 Performance, GeneralAll performance requirements apply in standard ICAO atmosphere in still air conditions and a
29、t sealevel. Speeds shall be given in indicated (IAS) and calibrated (CAS) airspeeds.4.4.1 Stalling SpeedsWing level stalling speeds VSO and VS shall be determined by flight 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
30、 TakeoffWith the airplane at maximum takeoff weight, full throttle, the following shall be measured using normal takeoffprocedures:NOTE 1The procedure used for normal takeoff, including flap position, shall be specified within the POH.4.4.2.1 Ground roll distance to takeoff on a runway with minimal
31、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 within the POH, and full throttle:4.4.3.1 Rate of climb at VY shall exceed 95 m/min (312 fpm).4.4.3.2 Climb gradient at VX shall
32、 exceed 112 .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 speed at 15 m (50 ft) is 1.3VSO.F2245 12d34.4.4.2 Ground roll distance with reasonable braking if so equipped.4.4.5 Balked Lan
33、dingThe airplane shall demonstrate a full-throttle climb gradient at 1.3 VSO which shall exceed 130 within5 s of power application from aborted landing. If the flaps may be promptly and safely retracted without loss of altitude and withoutsudden changes in attitude, they may be retracted.4.5 Control
34、lability 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 VDF or themaximum allowable speed for the configuration being investigated, approach, and landing (power off and on, flaps retracted and
35、extended) 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 control shall be maintained when retracting and extending flaps within their normal operating speed range (VSO
36、 toVFE).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 flight at 1.3VS1, it must be possible at any speed between1.1VS1 and 1.3VS1 to pitch the nose downward so that a
37、 speed not less than 1.3VS1 can be reached promptly. This must be shownwith the airplane in all possible configurations, with simultaneous application of full power and nose down pitch control, and withpower at idle.4.5.2.2 Longitudinal control forces shall increase with increasing load factor.4.5.2
38、.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 measured in flight from an initial n=1 trimmedflight condition at a minimum airspeed of two ti
39、mes 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 load factor, n1D, as follows:fmin$70NS n1D 21n121D4.5.3 Directional and Lateral Control:4
40、.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, flaps in the takeoff position,and maximum takeoff power; and (2) within
41、 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-controlled slip shall not resultin uncontrollable flight characteri
42、stics.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 to the climb, cruise, and landingapproach configurations; at minimum
43、 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 investigated, and at the most critical power setting and CG combination.4.5.4
44、.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) a “pull” from trimmedflight that results in a speed decrease, foll
45、owed 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) climb (flaps set as appropriate and maximum continuous power); (2) crui
46、se(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 speed VS1; (2) notexceed VNE or the maximum allowable speed for the
47、 configuration being investigated; and (3) exhibit decreasing amplitude for anylong-period oscillations.4.5.5 Static Directional and Lateral Stability:TABLE 1 Pilot ForcePilot force as applied to the controls Pitch,N (lb) Roll,N (lb) Yaw,N (lb)For temporary application (less than 2 min):StickWheel (
48、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 12d44.5.5.1 The airplane must maintain a trimmed condition around the roll and yaw axis with respective controls fixed.4.5.5.2 The airplane shall exhibit positive direc
49、tional and lateral stability characteristics at any speed above 1.2 VS1, up to themaximum allowable speed for the configuration being investigated, and at the most critical power setting and CG combination.4.5.5.3 Directional 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
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