ASTM F2317 F2317M-2010 Standard Specification for Design of Weight-Shift-Control Aircraft《重力-移动-控制式飞机的设计的标准规范》.pdf

1、Designation: F2317/F2317M 10Standard Specification forDesign of Weight-Shift-Control Aircraft1This standard is issued under the fixed designation F2317/F2317M; the number immediately following the designation indicates the yearof original adoption or, in the case of revision, the year of last revisi

2、on. A number in parentheses indicates the year of last reapproval.A superscript epsilon () indicates an editorial change since the last revision or reapproval.1. Scope1.1 This specification covers the minimum airworthinessstandards a manufacturer shall meet in the designing, testing,and labeling of

3、weight-shift-control aircraft.1.2 This specification covers only weight-shift-control air-craft in which flight control systems do not use hinged surfacescontrolled by the pilot.NOTE 1This section is intended to preclude hinged surfaces such astypically found on conventional airplanes such as rudder

4、s and elevators.Flexible sail surfaces typically found on weight-shift aircraft are notconsidered hinged surfaces for the purposes of this specification.1.3 Weight-shift-control aircraft means a powered aircraftwith a framed pivoting wing and a fuselage (trike carriage)controllable only in pitch and

5、 roll by the pilots ability tochange the aircrafts center of gravity with respect to the wing.Flight control of the aircraft depends on the wings ability toflexibly deform rather than the use of control surfaces.1.4 This specification is organized and numbered in accor-dance with the bylaws establis

6、hed for Committee F37. Themain sections are:Scope 1Referenced Documents 2Terminology 3Flight Requirements 4Structural Requirements 5Design and Construction Requirements 6Powerplant Requirements 7Equipment Requirements 8Operating Limitations 9Keywords 10Annex Annex A1Appendix Appendix X11.5 The value

7、s stated in either SI units or inch-pound unitsare to be regarded separately as standard. The values stated ineach system may not be exact equivalents; therefore, eachsystem shall be used independently of the other. Combiningvalues from the two systems may result in non-conformancewith the standard.

8、1.6 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 appro-priate safety and health practices and determine the applica-bility of regulatory requirements prior to use.2. Referenced

9、Documents2.1 ASTM Standards:2F2339 Practice for Design and Manufacture of Reciprocat-ing Spark Ignition Engines for Light Sport Aircraft2.2 Federal Aviation Regulations:3FAR-33 Airworthiness Standards: Aircraft EnginesFAR-35 Airworthiness Standards: Propellers2.3 Joint Aviation Requirements:4JAR-E E

10、nginesJAR-P PropellersJAR-22 Sailplanes and Powered Sailplanes3. Terminology3.1 DefinitionsAircraft Weight:3.1.1 design maximum aircraft weight, naircraft designmaximum weight WMAXshall be the sum of WWING+ WSUSP.3.1.2 design maximum trike carriage weight, ndesignmaximum trike carriage weight, Wsusp

11、, shall be established sothat it is: (1) highest trike carriage weight at which compliancewith each applicable structural loading condition and eachapplicable flight requirement is shown, and (2) not less than theempty trike carriage weight, Wtkmt, plus a weight of occu-pant(s) of 86.0 kg 189.6 lb f

12、or a single-seat aircraft or 150 kg330.8 lb for a two-seat aircraft, plus the lesser of full usablefuel or fuel weight equal to 1-h burn at economical cruise atmaximum gross weight.3.1.3 trike carriage empty weight, Wtkmt, nall parts, com-ponents, and assemblies that comprise the trike carriageassem

13、bly or that are attached to the suspended trike in flight,including any wing attachment bolts, shall be included in thetrike carriage assembly empty weight, Wtkmt. These mustinclude the required minimum equipment, unusable fuel,maximum oil, and where appropriate, engine coolant and1This specificatio

14、n is under the jurisdiction of ASTM Committee F37 on LightSport Aircraft and is the direct responsibility of Subcommittee F37.40 on WeightShift.Current edition approved Jan. 1, 2010. Published February 2010. Originallyapproved in 2005. Last previous edition approved in 2009 as F2317/F2317M 05(2009).

15、 DOI: 10.1520/F2317_F2317M-10.2For 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 standards Document Summary page onthe ASTM website.3Available from Federal Aviatio

16、n Administration, 800 Independence Ave., SW,Washington, DC 20591.4Available from Global Engineering Documents, 15 Inverness Way, EastEnglewood, CO 80112-57041Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.hydraulic fluid. Trike carri

17、age empty weight, Wtkmt, shall berecorded in the Aircraft Operating Instructions (AOI).3.1.4 wing weight, Wwing, nall parts, components, andassemblies that comprise the wing assembly, or that areattached to the wing in flight, shall be included in the wingweight, Wwing. The wing weight, Wwing, shall

18、 be entered in theAOI.3.2 Abbreviations:3.2.1 AOIAircraft Operating Instructions3.2.2 CCelsius3.2.3 CAScalibrated air speed (m/s, kts)3.2.4 cmcentimetre3.2.5 daNdeca Newton3.2.6 FFahrenheit3.2.7 Hgmercury3.2.8 IASindicated air speed (m/s, kts)3.2.9 in.inch3.2.10 ISAinternational standard atmosphere3

19、.2.11 kgkilogram3.2.12 kt(s)nautical mile per hour (knot) (1 nauticalmph = (1852/3600) m/s)3.2.13 lbpound (1 lb = 0.4539 kg)3.2.14 mmetre3.2.15 mbmillibars3.2.16 NNewton3.2.17 psipounds per square inch gage pressure3.2.18 sseconds3.2.19 SIinternational system of units3.2.20 VAdesign maneuvering spee

20、d3.2.21 VCdesign cruising speed3.2.22 VDFdemonstrated flight diving speed3.2.23 VHmaximum sustainable speed in straight andlevel flight3.2.24 VNEnever exceed speed3.2.25 VS0stalling speed or minimum steady flight speedat which the aircraft is controllable in the landing configuration3.2.26 VS1stalli

21、ng speed, or the minimum steady flightspeed in a specific configuration3.2.27 Vxspeed for best angle of climb3.2.28 Vyspeed for best rate of climb3.2.29 VTmaximum aerotow speed3.2.30 WMAXmaximum design weight3.2.31 WSCweight shift control (aircraft)4. Flight Requirements4.1 Proof of Compliance:4.1.1

22、 It shall be possible to demonstrate that the aircraftmeets the requirements in this section at each allowablecombination of weight, hang point, and trimmer setting.4.1.2 The test aircraft used to demonstrate compliance withthis specification shall be an accurate representation of theproduction airc

23、raft except in the following case:4.1.2.1 For the purposes of this test only, the aircraft may bemodified to expand the control travel or limits in pitch whenestablishing VDFor VS1.4.1.3 Airspeeds shall be corrected to standard atmosphericconditions 1013.25 mb 29.92 in. Hg, 15C 59F.4.1.4 Climb perfo

24、rmance requirements shall be met atstandard conditions or conditions more adverse.4.2 General Performance:4.2.1 Stall Speed in the Landing Configuration (VS0):4.2.1.1 The stall speed, if obtainable, or the minimum flightspeed shall be established with: (1) engine idling with thethrottle closed, (2)

25、hang point that produces the highest stallingor minimum flight speed, (3) maximum takeoff weight, and (4)trim setting in the landing configuration.4.2.1.2 VS0shall be determined by flight-testing, in accor-dance with the following procedures: (1) aircraft power at idle,at a speed of not less than VS

26、0plus 2.6 m/s 5 kts, and (2) thespeed reduced at a rate not exceeding 0.5 m/s 1 kt/s until thestall is produced as indicated by an autonomous downwardpitching motion of the wing or until the control limit isreached.4.2.1.3 It shall be possible to prevent more than 30 of rollor yaw by normal use of t

27、he controls during the stall and therecovery, or, if stall is not achieved before the control limit isreached, during the slowing to VS0and subsequent accelerationto VS0plus 2.6 m/s 5 kts.4.2.2 Stall Speed Free of Control Limits (VS1):4.2.2.1 Where control limits result in VS0being reachedbefore the

28、 aircraft stalling, then the stall speed free of controllimits (VS1) shall be determined. VS1shall be established with:(1) the aircraft in the landing configuration defined in 4.2.1.1,and (2) the aircraft may be modified for the purposes of thistest, only to expand the nose up pitch control range to

29、 theextent necessary for the aircraft to stall when flown inaccordance with the procedures detailed in 4.2.1.2.4.2.2.2 Where VS0as determined in accordance with theprocedures of 4.2.1.2 is the speed at which the aircraft stalls,then VS1= VS0.4.2.3 Minimum Climb Performance:4.2.3.1 The gradient of cl

30、imb at recommended takeoffpower at Vx shall not be less than 1:12.4.2.3.2 The rate of climb shall exceed 1.5 m/s 300 ft/minat Vy at recommended takeoff power.4.2.4 Flutter, Buffeting, and VibrationFlight-testing shallnot reveal, by pilot observations, potentially damaging buffet-ing, airframe, or co

31、ntrols vibration, flutter (with attempts toinduce it), or control divergence, at any speed from VS0to VDF.4.2.5 Turning Flight and StallsStalls shall be performedas follows: after establishing a steady state turn of at least 30bank, the speed shall be reduced until the aircraft stalls, or untilthe f

32、ull nose up limit of pitch control is reached. After theturning stall or reaching the limit of pitch control, level flightshall be regained without exceeding 60 of roll. This shall beperformed with the engine at idle. No loss of altitude greaterthan 152 m 500 ft, uncontrolled turn of more than onere

33、volution, or speed buildup to greater than VNEshall beassociated with the recovery.4.2.6 VHMaximum sustainable speed in straight and levelflight, knots CAS.4.2.6.1 VHshall be established in straight and level flightwith: (1) maximum allowed continuous engine power, and (2)the combination of weight,

34、loading, trimmer setting, and use ofthe flight controls allowed by the manufacturer that yields thehighest sustainable speed.F2317/F2317M 102NOTE 2In the case where maximum continuous engine power resultsin a climb at maximum speed, power may be reduced as needed tomaintain level flight.4.3 Controll

35、ability and Maneuverability:4.3.1 GeneralWhen operating in accordance with therecommendations in the Aircraft Operating Instructions, theaircraft shall be safely controllable and maneuverable during:4.3.1.1 Takeoff at maximum takeoff power,4.3.1.2 Climb,4.3.1.3 Level flight,4.3.1.4 Descent,4.3.1.5 L

36、anding, power on and off,4.3.1.6 With sudden engine failure,4.3.1.7 Turns,4.3.1.8 Changing speeds between VS0and VNE, and4.3.1.9 Dive to VNE.4.3.2 Longitudinal Control:4.3.2.1 Starting at a speed of 1.1 VS0, it shall be possible topitch the nose downwards so that a speed equal to 1.3 VS0canbe reache

37、d in less than 4 s.4.3.2.2 It shall be possible to pitch the nose up at VNEat themost adverse hang point, trimmer setting, and engine power.4.3.3 Lateral Control:4.3.3.1 Using an appropriate control action, it shall bepossible to reverse a steady 30 banked turn to a 30 bankedturn in the opposite dir

38、ection. This shall be possible in bothdirections within 5 s from initiation of roll reversal, with theaircraft flown at 1.3 VS0.4.3.3.2 Lateral control forces shall not reverse with in-creased displacement of the flight controls.4.3.4 Trim SpeedsThe speeds to achieve longitudinal trimshall lie betwe

39、en 1.3 VS0and 0.909 VNEat all engine powersand the allowable hang points.4.3.5 Ground HandlingIt shall be possible to preventground looping, with normal use of controls, up the maximumcrosswind component published in the AOI.4.4 Stability:4.4.1 Longitudinal Stability:4.4.1.1 The aircraft shall demon

40、strate the ability to sustainsteady flight at speeds appropriate for climb, cruise, andlanding.4.4.1.2 A pull force shall be required to attain and maintainany speed above trim and a push force shall be required toattain and maintain any speed below trim. As the control forceis reduced, the aircraft

41、 shall return to within 20 % the originaltrim speed.4.4.2 Pitch TestingA test of the wing pitching momentabout the hang point shall be conducted at VS03 0.866 over therange of angles of attack from 15 above zero lift angle to 10below zero lift angle of attack. The wing shall exhibit a trimangle abov

42、e zero lift angle of attack, and a positive pitchingmoment at any angle below trim, or if trim is not achieved inthe test range, the wing shall exhibit a positive pitchingmoment throughout the range of angles specified.NOTE 3This test may be conducted as a taxi test with the wingmounted to the trike

43、 carriage.5. Structural Requirements5.1 Strength Requirements:5.1.1 Strength requirements are specified in terms of limitloads (the maximum loads to be expected in service) andultimate loads (limit loads multiplied by prescribed factors ofsafety as specified in 5.3). Unless otherwise provided, pre-s

44、cribed loads are limit loads.5.1.2 The structure shall be able to support limit loadswithout permanent deformation. At any load up to limit loads,the deformation may not interfere with safe operation.5.1.2.1 The structure shall be able to support ultimate loadswith a positive margin of safety (analy

45、sis) or without failure forat least 3 s (tests).5.2 Fulfillment of Design Requirements:5.2.1 Fulfillment of the design requirements shall be deter-mined by conservative analysis, tests, or a combination of both.Structural analysis alone may be used for validation of thestructural requirements only i

46、f the structure conforms to thosefor which experience has shown this method to be reliable.Aerodynamic data required for the establishment of the loadingconditions shall be verified by tests, calculations, or conserva-tive estimation.5.2.1.1 For analysis and test purposes, unless otherwiseprovided,

47、the air and ground loads shall be placed in equilib-rium with inertia forces, considering each major item of massin the aircraft. The loads shall be distributed so as to representactual conditions or a conservative approximation to them.5.2.2 If deflections under load would significantly changethe d

48、istribution or amount of external or internal loads, thisredistribution shall be taken into account.5.2.3 The results obtained from strength tests should becorrected for departures from the minimal mechanical materialproperties and least favorable material dimensional tolerancevalues defined in the

49、design.5.3 Safety FactorsThe factor of safety is 1.5, except itshall be increased to:3 on castings and bearings whose failure would preclude continuedsafe flight and landing of the aircraft or result in serious injury to theoccupants2 on other castings and bearings2 on cables2 on lap belts and shoulder harnesses1.73 on fittings and system joints whose strength is not proven by limitand ultimate tests in which actual stress conditions apply or aresimulated.5.4 Design Airspeeds:5.4.1 The selected design air s