ASTM F3173 F3173M-2017 Standard Specification for Aircraft Handling Characteristics《飞机操纵特性的标准规格》.pdf

1、Designation: F3173/F3173M 15F3173/F3173M 17Standard Specification forAircraft Handling Characteristics of Aeroplanes1This standard is issued under the fixed designation F3173/F3173M; the number immediately following the designation indicates the yearof original adoption or, in the case of revision,

2、the year of last revision. 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 establishesaddresses the airworthiness design standards associated with general airplan

3、e-handlingrequirements for aeroplane handling characteristics in flight and on ground and water.1.2 This specification is applicable to aeroplanes.The term “aeroplane” is utilized in this specification as it was originallyconceived for normal category fixed wing aircraft with a certified maximum tak

4、e-off weight of 19 000 lb or less and a passengerseating configuration up to 19 as defined in the Rules. However, this standard may be more broadly applicable.1.3 The applicant for a design approval shallmust seek the individual guidance offrom their respective civil aviation authority(CAA) CAAbody

5、concerning the use of this specification as part of a certification plan. For information on which CAAregulatorybodies have accepted this specification (in whole or in part) as a means of compliance to their small aircraft airworthinessregulations Airworthiness Rules (hereinafter referred to as “the

6、 Rules”), refer to the ASTM Committee F44 webpage(www.ASTM.org/COMITTEE/F44.htm) which includes CAAwebsite links. It will be the responsibility of the applicant to validateany applicability beyond that identified in this specification and request acceptance from the applicable CAA.1.4 UnitsThe Norma

7、lly, the values stated in either are SI units or inch-pound units are to be regarded separately as standard.followed by US customary units in square brackets. The values stated in each system may not be exact equivalents; therefore, eachsystem shall be used independently of the other. Combining valu

8、es from the two systems may result in nonconformance with thestandard.1.5 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 to establish appropriate safety safety, health, and healthenvironmenta

9、l practices and determine theapplicability of regulatory requirementslimitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardizationestablished in the Decision on Principles for the Development of International Standa

10、rds, Guides and Recommendations issuedby the World Trade Organization Technical Barriers to Trade (TBT) Committee.2. Referenced Documents2.1 ASTM Standards:2F3060 Terminology for AircraftF3061/F3061M Specification for Systems and Equipment in Small AircraftF3116/F3116M Specification for Design Loads

11、 and ConditionsF3174/F3174M Specification for Establishing Operating Limitations and Information for AeroplanesF3179/F3179M Specification for Performance of Aeroplanes2.2 Federal Standard:314 CFR Part 23 (Amendment 62) Airworthiness Standards: Normal, Utility, Aerobatic, and Commuter Category Aircra

12、ft3. Terminology3.1 Refer to Terminology F3060 referenced in Section 2.4. General RequirementsFlight Characteristics4.1 GeneralUnless otherwise specified in a specific requirement, the airplaneaeroplane shall meet the requirements of 4.2 4.9, Sections 5 8, 9.1, and 9.2 at all practical loading condi

13、tions and operating altitudes for which certification has been requested,1 This specification is under the jurisdiction of ASTM Committee F44 on General Aviation Aircraft and is the direct responsibility of Subcommittee F44.20 on Flight.Current edition approved Dec. 1, 2015Sept. 1, 2017. Published F

14、ebruary 2016October 2017. Originally approved in 2015. Last previous edition approved in 2015 asF3173/F3173M 15. DOI: 10.1520/F3173_F3173M-15.10.1520/F3173_F3173M-17.2 For referencedASTM standards, visit theASTM website, www.astm.org, or contactASTM Customer Service at serviceastm.org. For Annual Bo

15、ok of ASTM Standardsvolume information, refer to the standards Document Summary page on the ASTM website.This 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 techn

16、ically 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 B

17、ox C700, West Conshohocken, PA 19428-2959. United States1not exceeding the maximum operating altitude that established in Maximum Operating Altitude Specification F3174/F3174M,subsection 4.11, and without requiring exceptional piloting skill, alertness, or strength.4.2 Control Forces (General): Forc

18、es:4.2.1 The airplaneaeroplane shall be safely controllable and maneuverable during all flight phases including:4.2.1.1 Takeoff,4.2.1.2 Climb,4.2.1.3 Level flight,4.2.1.4 Descent,4.2.1.5 Go-around, and4.2.1.6 Landing (power on and power off)idle power) with the wing flaps extended and retracted.4.2.

19、2 It shall be possible to make a smooth transition from one flight condition to another (including turns and slips) withoutdanger of exceeding the limit load factor under any probable operating condition (including, for multiengine airplanes,aeroplanes,those conditions normally encountered in the su

20、dden failure of any engine).critical loss of thrust).4.2.3 If marginal conditions exist with regard to required pilot strength, the control forces necessary shall be determined byquantitative tests. In no case may the control forces under the conditions specified in 4.2.1 and 4.2.2 exceed those pres

21、cribed inTable 1.4.3 Longitudinal Control:4.3.1 Longitudinal ControlWith the airplaneaeroplane as nearly as possible in trim at 1.3 VS1, it shall be possible, at speedsbelow the trim speed, to pitch the nose downward so that the rate of increase in airspeed allows prompt acceleration to the trimspee

22、d with:4.3.1.1 Maximum continuous power on each engine;4.3.1.2 Power off;Idle power; and4.3.1.3 Wing flap and landing gear:(1) Retracted and(2) Extended.4.3.2 Unless otherwise required, it shall be possible to carry out the following maneuvers without requiring the application ofsingle-handed contro

23、l forces exceeding those specified in Table 1. The trimming controls shall not be adjusted during themaneuvers.4.3.2.1 With the landing gear extended, the flaps retracted, and the airplaneaeroplane as nearly as possible in trim at 1.4 VS1,extend the flaps as rapidly as possible and allow the airspee

24、d to transition from 1.4 VS1 to 1.4 VS0:(1) With power offidle and(2) With the power necessary to maintain level flight in the initial condition.4.3.2.2 With landing gear and flaps extended, power off,idle power, and the airplaneaeroplane as nearly as possible in trim at1.3 VS0, quickly apply takeof

25、f power and retract the flaps as rapidly as possible to the recommended go around setting and allowthe airspeed to transition from 1.3 VS0 to 1.3 VS1. Retract the gear when a positive rate of climb is established.4.3.2.3 With landing gear and flaps extended, in level flight, power necessary to attai

26、n level flight at 1.1 VS0, and theairplaneaeroplane as nearly as possible in trim, it shall be possible to maintain approximately level flight while retracting the flapsas rapidly as possible with simultaneous application of not more than maximum continuous power. If gated flap positions areprovided

27、, the flap retraction may be demonstrated in stages with power and trim reset for level flight at 1.1 VS1, in the initialconfiguration for each stage:TABLE 1 Control ForcesControl Longitudinal Lateral DirectionalLevel 1 Aeroplanes With VS0 # 45 KCASControl Longitudinal Lateral Directional(a) For tem

28、porary application: Stick 200 N 45 lbf 100 N 22 lbf Wheel 250 N 56 lbf 200 N 45 lbf Rudder pedal 400 N 90 lbf(b) For prolonged application: 20 N 4 lbf 15 N 3 lbf 100 N 22 lbfLevel 1 Aeroplanes With VS0 45 KCAS and Level 2, 3 and 4 AeroplanesControl Longitudinal Lateral Directional(a) For temporary a

29、pplication:Stick 267 N 60 lbf 133 N 30 lbfWheel (two hands on rim)Wheel (one hand on rim)334 N 75 lbf222 N 50 lbf222 N 50 lbf111 N 25 lbfWheel (two hands on rim) 334 N 75 lbf 222 N 50 lbfWheel (one hand on rim) 222 N 50 lbf 111 N 25 lbfRudder pedal 667 N 150 lbfRudder pedal 667 N 150 lbf(b) For prol

30、onged application: 44 N kg 10 lbf 22 N 5 lbf 89 N 20 lbf(b) For prolonged application: 44 N 10 lbf 22 N 5 lbf 89 N 20 lbfF3173/F3173M 172(1) From the fully extended position to the most extended gated position;(2) Between intermediate gated positions, if applicable; and(3) From the least extended ga

31、ted position to the fully retracted position.4.3.2.4 With power off,idle power, flaps and landing gear retracted and the airplaneaeroplane as nearly as possible in trim at 1.4VS1, apply takeoff power rapidly while maintaining the same airspeed.4.3.2.5 With power off,idle power, landing gear and flap

32、s extended, and the airplaneaeroplane as nearly as possible in trim atVREF, obtain and maintain airspeeds between 1.1 VS0 and either 1.7 VS0 or VFE, whichever is lower without requiring theapplication of two-handed control forces exceeding those specified in Table 1.4.3.2.6 With maximum takeoff powe

33、r, landing gear retracted, flaps in the takeoff position, and the airplaneaeroplane as nearlyas possible in trim at VFEFE appropriate to the takeoff flap position, retract the flaps as rapidly as possible while maintainingconstant speed.4.3.3 At speeds above VMO/MMO/VNE, and up to the maximum speed

34、shown under 8.1, a maneuvering capability of 1.5 :g shallbe demonstrated to provide a margin to recover from upset or inadvertent speed increase.4.3.3.1 For Level 1 aeroplanes with VS0 45 KCAS, it must be possible to raise the nose at all permitted c.g. positions andengine powers.4.3.3.2 For Level 1

35、 aeroplanes with VS0 45 KCAS and Level 2, 3, and 4 aeroplanles, a maneuvering capability of 1.5 g shallbe demonstrated to provide a margin to recover from upset or inadvertent speed increase.4.3.4 It For Level 1 aeroplanes with VS0 45 KCAS and Level 2, 3, and 4 aeroplanes, it shall be possible, with

36、 a pilot controlforce of not more than 45 N 10 lbf, to maintain a speed of not more than VREF during a power-off an idle power glide with landinggear and wing flaps extended, for any weight of the airplane,aeroplane, up to and including the maximum weight.4.3.5 By For Level 1 aeroplanes with VS0 45

37、KCAS and Level 2, 3, and 4 aeroplanes, by using normal flight and powercontrols, except as otherwise noted in 4.3.5.1 and 4.3.5.2, it shall be possible to establish a zero rate of descent at an attitudesuitable for a controlled landing without exceeding the operational and structural limitations of

38、the airplane,aeroplane, as follows:4.3.5.1 For single-engine airplanes with a stall speed in the landing configuration of more than 45 knots and multiengineairplanes,aeroplanes and multiengine aeroplanes, without the use of the primary longitudinal control system; and4.3.5.2 For multiengine airplane

39、s:aeroplanes:(1) Without the use of the primary directional control and(2) If a single failure of any one connecting or transmitting link would affect both the longitudinal and directional primarycontrol system, without the primary longitudinal and directional control system.4.3.6 For Level 1 aeropl

40、anes with VS0 45 KCAS, for any trim setting required under 5.3.1, it must be possible to takeoff,climb, descend, and land the aeroplane in required configurations with no adverse effect and with acceptable forces.4.4 Directional and Lateral Control:4.4.1 For each multiengine airplane,aeroplane, it s

41、hall be possible, while holding the wings level within 5, to make suddenchanges in heading safely in both directions. This ability shall be shown at 1.4 VS1 with heading changes up to 15, except thatthe heading change at which the rudder force corresponds to the limits specified in Table 1 need not

42、be exceeded, with the:4.4.1.1 Critical engine inoperative loss of thrust and its propeller in the minimum drag position;4.4.1.2 Remaining engines at maximum continuous power;4.4.1.3 Landing gear:(1) Retracted, and(2) Extended, andExtended.4.4.1.4 Flaps retracted.4.4.2 For each multiengine airplane,a

43、eroplane, it shall be possible to regain full control of the airplaneaeroplane withoutexceeding a bank angle of 45, reaching a dangerous attitude, or encountering dangerous characteristics in the event of a suddenand complete failureloss of the critical engine,thrust, making allowance for a delay of

44、 2 s in the initiation of recovery actionappropriate to the situation, with the airplaneaeroplane initially in trim, in the following condition:4.4.2.1 Maximum continuous power on each engine,4.4.2.2 The wing flaps retracted,4.4.2.3 The landing gear retracted,4.4.2.4 A speed equal to that at which c

45、ompliance with 23.69(a)Specification F3179/F3179M En Route Climb/Descent: AllEngines Operating has been shown, and4.4.2.5 All propeller controls in the position at which compliance with 23.69(a)Specification F3179/F3179M En RouteClimb/Descent: All Engines Operating has been shown.4.4.3 For airplanes

46、 Level 1 aeroplanes with aVS0 stall speed in the landing configuration of more than 45 knots, 45 KCASand Level 2, 3, and 4 aeroplanes, it shall be shown that the airplaneaeroplane is safely controllable without the use of the primarylateral control system in any all-engine configuration(s) and at an

47、y speed or altitude within the approved operating envelope. Itshall also be shown that the airplanesaeroplanes flight characteristics are not impaired below a level needed to permit continuedsafe flight and the ability to maintain attitudes suitable for a controlled landing without exceeding the ope

48、rational and structurallimitations of the airplane.aeroplane. If a single failure of any one connecting or transmitting link in the lateral control systemF3173/F3173M 173would also cause the loss of additional control system(s), compliance with the above requirement shall be shown with thoseaddition

49、al systems also assumed to be inoperative.4.5 Minimum Control Speed:4.5.1 VMC is the calibrated airspeed at which, when the critical engine is suddenly made inoperative, following a sudden criticalloss of thrust, it is possible to maintain control of the airplane with that engine still inoperative and, thereafter, aeroplane with thefailed components of the propulsion system remaining inoperative. Thereafter, it shall be possible to maintain straight flight at thesame speed with an angle of ba