1、Designation: F3180/F3180M 16F3180/F3180M 17Standard Specification forLow-Speed Flight Characteristics of AeroplanesAircraft1This standard is issued under the fixed designation F3180/F3180M; the number immediately following the designation indicates the yearof original adoption or, in the case of rev
2、ision, 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 will cover the flight characteristics of aeroplanes fixed-wing aircraft with a c
3、ertified maximum take-offweight of 8618 kg 19 000 lb or less and a passenger-seating configuration of up to 19 at low speed and provide standards fordeparture characteristics, spinning, and stall warning.1.2 This specification establishes the airworthiness design requirements associated with low-spe
4、ed aeroplane flight character-istics.The term “aeroplane” is utilized in this specification as it was originally conceived for normal category fixed wing aircraftwith a maximum certificated weight of 8618 kg 19 000 lb or less and a passenger seating configuration up to 19 as defined inthe Rules. How
5、ever, these standards may be more broadly applicable and their usage should not be unnecessarily limited.1.3 The applicant for a design approval shall seek the individual guidance to their respective civil aviation authority (CAA) bodyconcerning the use of this specification as part of a certificati
6、on plan. For information on which CAA regulatory bodies haveaccepted this specification (in whole or in part) as a means of compliance to their small aircraft airworthiness regulationsAirworthiness Rules (hereinafter referred to as “the Rules”), refer to ASTM Committee F44 webpage (www.astm.org/COMM
7、ITTEE/F44.htm), which includes CAA website links.1.4 This specification is applicable to small aeroplanes.It is the responsibility of the applicant to validate any applicabilitybeyond that identified in this specification and request acceptance from the applicable CAA.1.5 UnitsThe Normally, the valu
8、es stated in either SI units or inch-pound units are to be regarded separately as standard. areSI units followed by U.S. Customary Units in square brackets. The values stated in each system may not be exact equivalents;therefore, each system shall be used independently of the other. Combining values
9、 from the two systems may result innonconformance with the standard. In some cases other units may be used exclusively (such as knots) and no other unit will beidentified. This technique should be used sparingly and rationale for its use shall be clear and included in the standard.1.6 This standard
10、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 healthenvironmental practices and determine theapplicability of regulatory limitations prior to use.1.7 Th
11、is international standard was developed in accordance with internationally recognized principles on standardizationestablished in the Decision on Principles for the Development of International Standards, Guides and Recommendations issuedby the World Trade Organization Technical Barriers to Trade (T
12、BT) Committee.2. Referenced Documents2.1 ASTM Standards:2F3060 Terminology for AircraftF3173/F3173M Specification for Aircraft Handling CharacteristicsF3179/F3179M Specification for Performance of Aeroplanes3. Terminology3.1 See Terminology F3060 for more definitions and abbreviations.3.2 Definition
13、s of Terms Specific to This Standard: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 Feb. 1, 2016Oct. 15, 2017. Published March 2016November 2017. Originally a
14、pproved in 2016. Last previous edition approved in 2016 asF3180/F3180M 16. DOI: 10.1520/F3180_F3180M-16.10.1520/F3180_F3180M-17.2 For referencedASTM standards, visit theASTM website, www.astm.org, or contactASTM Customer Service at serviceastm.org. For Annual Book of ASTM Standardsvolume information
15、, 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 technically possible to adequately depict a
16、ll 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, West Conshohocken, PA 19428-2
17、959. United States13.2.1 ball widtha displacement on a standardized slip-skip indicator that corresponds to a lateral acceleration of tan (4pi/180)= 0.07 G = 0.7 m/s2 2.3 ft/s2., which corresponds to a typical unit displacement on a standardized slip-skid indicator.3.2.2 directional controlcockpit c
18、ontrol that is intended for, but not necessarily limited to, generation of aircraft yaw motion.3.2.3 lateral controlcockpit control that is intended for, but not necessarily limited to, generation of aircraft roll motion.3.2.4 longitudinal controlcockpit control that is intended for, but not necessa
19、rily limited to, generation of aircraft pitchmotion.4. Low-Speed Characteristics4.1 Stall:4.1.1 Wings-Level Stall:4.1.1.1 Primary Flight Control Behavior:(1) For single engine low-speed Level 1 aeroplanes with VS0 45 knots that have interconnected lateral and directionalcontrols, it shall be possibl
20、e to produce and correct roll by unreversed use of the lateral control without producing excessive yaw,up to the time the aeroplane stalls.(2) For all other Level 1 aeroplanes, and all Level 2, 3, and 4 aeroplanes, it shall be possible to produce and correct roll byunreversed use of the lateral cont
21、rol and to produce and correct yaw by unreversed use of the directional control up to the timethe aeroplane stalls.4.1.1.2 The wings-level stall characteristics shall be demonstrated in flight as follows. Starting from a speed at least 18.5 km/h10 knots above the stall speed, the longitudinal contro
22、l shall be pulled back so that the rate of speed reduction will not exceed1.9 (km/h)/s 1 knot/s until a stall is produced, as shown by either:(1) An uncontrollable downward pitching motion of the aeroplane,(2) Adownward pitching motion of the aeroplane that results from the activation of a stall avo
23、idance device (for example, stickpusher activation), or(3) The longitudinal control reaching the stop.4.1.1.3 Normal use of longitudinal control for recovery is allowed after the downward pitching motion from 4.1.1.2(1) or4.1.1.2(2) has unmistakably been produced, or the longitudinal control has bee
24、n held against the stop for not less than the longerof 2 s or the time used in the minimum steady flight speed determination discussed in Specification F3179/F3179M.4.1.1.4 During the entry into and the recovery from stalls performed below 7620 m 25 000 ft, it shall be possible to preventmore than 1
25、5 of roll or yaw heading change by the normal use of controls.4.1.1.5 For aeroplanes approved for a maximum operating altitude at or above 7620 m 25 000 ft, during the entry into andthe recovery from stalls performed at or above 7620 m 25 000 ft, it shall be possible to prevent more than 25 of roll
26、or yawheading change by the normal use of controls.4.1.1.6 Compliance with these requirements shall be shown under the following conditions:(1) Wing FlapsRetracted, fully extended, and each intermediate normal operating position as appropriate for the phase offlight;(2) Landing GearRetracted and ext
27、ended as appropriate for the phase of flight and altitude;(3) Cowl FlapsAppropriate to configuration;(4) Spoilers/Speed BrakesRetracted and extended unless they have no measurable effect at low speeds, or in their appropriateposition if they are automatically actuated as part of normal operations;(5
28、) Power/thrust idle;(6) Power/Thrust OnDepending on engine type, one of the following applies:(a) For Reciprocating Engine Powered AeroplanesSeventy-five percent of maximum continuous power. However, if thepower-to-weight ratio at 75 % of maximum continuous power this power setting results in nose-h
29、igh attitudes exceeding 30, thetest may be carried out with the power required for level flight in the landing configuration at maximum landing weight and a speedof 1.4 VS0, except that the power may not be less than 50 % of maximum continuous power; or(b) For Turbine Engine Powered AeroplanesAt max
30、imum engine thrust, except that it need not exceed the thrust necessaryto maintain level flight at 1.5 VS1 (where VS1 corresponds to the stalling speed with flaps in the approach position, the landing gearretracted, and maximum landing weight);(7) TrimThe aeroplane trimmed at 1.5 VS1 or the minimum
31、trim speed, whichever is higher; and(8) PropellerFull increase revolutions per minute (rpm) position for the idle condition.4.1.2 Turning Flight and Accelerated Turning Stalls:4.1.2.1 Turning flight and accelerated turning stalls shall be demonstrated by establishing and maintaining a coordinated tu
32、rnin a 30 bank. The While maintaining this bank angle, the speed should be steadily reduced while progressively tightening the turnwith the longitudinal control until the aeroplane is stalled. The rate of speed reduction shall be constant and:(1) For a turning flight stall, may not exceed 1.9 (km/h)
33、/s 1 knot/s, and(2) For an accelerated turning stall, 5.6 to 9.3 (km/h)/s 3 to 5 knots/s with steadily increasing normal acceleration.knots/s.4.1.2.2 After the aeroplane has stalled, as defined in 4.1.1.2, it shall be possible to regain wings-level flight by normal use ofthe flight controls but with
34、out increasing power and without:F3180/F3180M 172(1) Excessive loss of altitude,(2) Undue pitch-up,(3) Uncontrollable tendency to spin,(3) Exceeding a bank angle of 60 in the original direction of the turn or 30 in the opposite direction in the case of turningflight stalls,(4) Exceeding a bank angle
35、 of 90 in the original direction of the turn or 60 in the opposite direction in the case of acceleratedturning stalls, and(5) Exceeding the maximum permissible speed or allowable limit load factor.4.1.2.3 Compliance with 4.1.2 shall be shown under the following conditions:(1) Wing FlapsRetracted, fu
36、lly extended, and each intermediate normal operating position as appropriate for the phase offlight.(2) Landing GearRetracted and extended as appropriate for the phase of flight and altitude;(3) Cowl FlapsAppropriate to configuration;(4) Spoilers/Speed BrakesRetracted and extended unless they have n
37、o measurable effect at low speeds, or in their appropriateposition if they are automatically actuated as part of normal operations;(5) Power/thrust idle;(6) Power/Thrust OnDepending on engine type, one of the following applies:(a) For Reciprocating Engine Powered AeroplanesSeventy-five percent of ma
38、ximum continuous power. However, if thepower-to-weight ratio at 75 % of maximum continuous power this power setting results in nose-high attitudes exceeding 30, thetest may be carried out with the power required for level flight in the landing configuration at maximum landing weight and a speedof 1.
39、4 VS0, except that the power may not be less than 50 % of maximum continuous power; or(b) For Turbine Engine Powered AeroplanesAt maximum engine thrust, except that it need not exceed the thrust necessaryto maintain level flight at 1.5 VS1 (where VS1 corresponds to the stalling speed with flaps in t
40、he approach position, the landing gearretracted, and maximum landing weight);(7) TrimThe aeroplane trimmed at 1.5 VS1 or the minimum trim speed, whichever is higher; and(8) PropellerFull increase rpm position for the idle condition.4.2 Departure CharacteristicsAll Level 1, all Level 2, and single en
41、gine Level 3 single engine aeroplanes that are notapproved for spinning shall meet one of not have a tendency to inadvertently depart controlled flight. All Level 1 and Level 2multi-engine aeroplanes shall not have a tendency to depart controlled flight due to a critical loss of thrust. Compliance t
42、o theserequirements shall be found from the following alternatives. In all cases, maneuvers can be discontinued, and a normal recoveryinitiated, after a downward pitching motion of the aeroplane commences due to the activation of a stall avoidance device (forexample, stick pusher activation).4.2.1 A
43、lternative 1: 1All single engine aeroplanes may demonstrate compliance with 4.2 as follows:4.2.1.1 During the stall maneuver contained in 4.1.1, the longitudinal control shall be pulled back and held against the stop.Then, using lateral and directional controls in the proper direction, it shall be p
44、ossible to maintain wings-level flight within 15of bank and to roll the aeroplane from a minimum of a 30 bank in one direction to a minimum of a 30 bank in the other direction.4.2.1.2 Reduce the aeroplane speed using the longitudinal control at a rate of approximately 1.9 (km/h)/s 1 knot/s until the
45、longitudinal control reaches the stop.(1) With the longitudinal control pulled back and held against the stop, apply full directional control until whichever of thefollowing conditions occurs first:(a) Seven seconds, or(b) Through a 360 heading change, which shall take no fewer than 4 s.(2) At the e
46、nd of the maneuver, the aeroplane shall respond immediately and normally to primary flight controls applied toregain coordinated, unstalled flight without reversal of control effect and without exceeding the temporary control forces specifiedby Specification F3173/F3173M.(3) The following control po
47、sitions and configurations shall be used during the maneuver discussed in 4.2.1.2(1):(a) Full right and full left directional control,(b) Lateral control:(1) Neutral, and(2) Fully deflected opposite of the direction of the turn; and(c) Power and aeroplane configuration set in accordance with 4.1.1.6
48、 without change during the maneuver.4.2.1.3 Compliance with 4.1.1 and 4.1.2 shall be demonstrated with the aeroplane in uncoordinated flight, corresponding to oneball-width displacement on a slip-skid indicator, unless one ball-width displacement cannot be obtained with full directionalcontrol, in w
49、hich case the demonstration shall be with full directional control applied.4.2.2 Alternative 2: 2All single engine aeroplanes may demonstrate compliance with 4.2 as follows:4.2.2.1 At their discretion, the applicant shall utilize an approach acceptable to the local CAA that may utilize aerodynamicdesign characteristics, systems-based protection features, or a combination thereof to lower the probability of departure fromcontrolled flight to an acceptable level.F3180/F3180M 173NOTE 1Several proposals are in develop
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