1、Designation: F2245 16cF2245 18Standard 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 re
2、vision. 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 “airplane.
3、”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 UnitsThe values given in this standard are in SI units and are to be regarded as standard. The values given in parenthesesare mathematical conversions to inch
4、-pound (or other) units that are provided for information only and are not considered standard.The values stated in each system may not be exact equivalents. Where it may not be clear, some equations provide the units ofthe result directly following the equation.1.4 This standard does not purport to
5、 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 requirements prior to use.1.5 This international s
6、tandard 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 (TBT) Committee.2. R
7、eferenced Documents2.1 ASTM Standards:2F2316 Specification for Airframe Emergency ParachutesF2339 Practice for Design and Manufacture of Reciprocating Spark Ignition Engines for Light Sport AircraftF2483 Practice for Maintenance and the Development of Maintenance Manuals for Light Sport AircraftF250
8、6 Specification for Design and Testing of 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 Light Sport GliderF2746 Specification for Pilots Operating Hand
9、book (POH) for Light Sport AirplaneF2840 Practice for Design and Manufacture of Electric Propulsion Units for Light Sport Aircraft2.2 Federal Aviation Regulations: 314 CFR Part 33 Airworthiness Standards: Aircraft Engines14 CFR Part 35 Airworthiness Standards: Propellers2.3 EASA Requirements: 4CS-22
10、 Sailplanes and Powered SailplanesCS-E EnginesCS-P Propellers2.4 Other Standards:Standard:GAMA Specification No. 1 Specification for Pilots Operating Handbook51 This specification is under the jurisdiction of ASTM Committee F37 on Light Sport Aircraft and is the direct responsibility of Subcommittee
11、 F37.20 on Airplane.Current edition approved Dec. 1, 2016Nov. 1, 2018. Published January 2017December 2018. Originally approved in 2004. Last previous edition approved in 2016 asF2245 16b.F224516c. DOI: 10.1520/F2245-16C.10.1520/F224518.2 For referencedASTM standards, visit theASTM website, www.astm
12、.org, or contactASTM Customer Service at serviceastm.org. For Annual Book of ASTM Standardsvolume information, refer to the standardsstandards Document Summary page on the ASTM website.3 Available from Federal Aviation Administration (FAA), 800 Independence Ave., SW, Washington, DC 20591, http:/www.
13、faa.gov or http:/ecfr.gpoaccess.gov.http:/www.gpo.gov.4 Available from EASA European Aviation Safety Agency, Postfach 10 12 53, D-50452 Koeln,Cologne, Germany, http:/easa.europa.eu.5 Available from the General Aviation Manufacturers Association, Association (GAMA), 1400 K Street NW, Suite 801, Washi
14、ngton, DC 20005-2485, http:/www.gama.aero/.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 all changes accurately, A
15、STM 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 19428-2959. United States13. Te
16、rminology3.1 Definitions:3.1.1 electric propulsion unit, EPUany electric motor and all associated devices used to provide thrust for an electric aircraft.3.1.2 energy storage device, ESDused to store energy as part of a Electric Propulsion Unit (EPU). Typical energy storagedevices include but are no
17、t limited to batteries, fuel cells, or capacitors.3.1.3 flapsany movable high lift device.3.1.4 maximum empty weight, WE(N)largest empty weight of the airplane, including all operational equipment that is installedin the airplane: weight of the airframe, powerplant, Energy Storage Device (ESD) as pa
18、rt of an Electric Propulsion Unit (EPU),required equipment, optional and specific equipment, fixed ballast, full engine coolant and oil, hydraulic fluid, and the unusablefuel. Hence, the maximum empty weight equals maximum takeoff weight minus minimum useful load: WE = W WU.3.1.5 minimum useful load
19、, WU(N)where WU = W WE.3.1.6 nighthours between the end of evening civil twilight and the beginning of morning civil twilight.3.1.6.1 DiscussionCivil twilight ends in the evening when the center of the suns disc is 6 below the horizon, and begins in the morning when thecenter of the suns disc is 6 b
20、elow the horizon.3.1.7 The terms “engine” referring to internal combustion engines and “motor” referring to electric motors for propulsion areused interchangeably within this standard.3.1.8 The term “engine idle” when in reference to electric propulsion units shall mean the minimum power or propelle
21、rrotational speed condition for the electric motor as defined without electronic braking of the propeller rotational speed.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 coeff
22、icient of the airplane3.2.7 CGcenter of gravity3.2.8 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 ICAOInter
23、national Civil Aviation Organization3.2.14 LSALight 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
24、 (kg/m3) = 1.225 at sea level standard conditions3.2.22 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)F2245 1823.2.26.1 VAdesign maneuvering speed3.2.26.2 VCdesign cruising speed3.2.26.3 VDdesign diving speed3.2.26.
25、4 VDFdemonstrated flight diving speed3.2.26.5 VFdesign flap speed3.2.26.6 VFEmaximum flap extended speed3.2.26.7 VHmaximum speed in level flight with maximum continuous power (corrected for sea level standard conditions)3.2.26.8 VNEnever exceed speed3.2.26.9 VOoperating maneuvering speed3.2.26.10 VS
26、stalling speed or minimum steady flight speed at which the airplane is controllable (flaps retracted)3.2.26.11 VS1stalling speed or minimum steady flight speed at which the aircraft is controllable in a specific configuration3.2.26.12 VS0stalling speed or minimum steady flight speed at which the air
27、craft is controllable in the landing configuration3.2.26.13 VRground gust speed3.2.26.14 VXspeed for best angle of climb3.2.26.15 VYspeed for best rate of climb3.2.27 waverage design surface load (N/m2)3.2.28 Wmaximum takeoff or maximum design weight (N)3.2.29 WEmaximum empty airplane weight (N)3.2.
28、30 WUminimum useful load (N)3.2.31 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
29、 for the configuration being 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 fligh
30、t testing:Weight +5 %, 10 %Weight, when critical +5 %, 1 %CG 7 % of total travel4.2 Load Distribution Limits:4.2.1 The minimum useful load, WU, shall be equal to or greater than the sum of:4.2.1.1 An occupant weight of 845 N (190 lbf) for each occupant seat in aircraft, plus4.2.1.2 The weight of con
31、sumable substances, such as fuel, as required for a 1-h flight at Vh. Consumption rates must be basedon test results for the specific application.4.2.2 The minimum flying weight shall be determined.4.2.3 Empty CG, most forward, and most rearward CG shall be determined.4.2.4 Fixed or removable ballas
32、t, or both, may be used if properly installed and placarded.4.2.5 Multiple ESDs 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 co
33、nditions.4.3.1 Maximum RPM 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 st
34、ill air conditions and at 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 of0.5 m/s2(m/s per second) (1 kt/s) or less, throttle closed, with max
35、imum takeoff weight, and most unfavorable CG.4.4.2 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.F2245 1834.4.2.
36、1 Ground roll distance to takeoff on a runway with minimal 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 e
37、xceed 1.6 m/s (315 ft/min).4.4.3.2 Climb gradient at VX shall 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.4.4.4.2 Ground roll distance with
38、 reasonable braking if so equipped.4.4.5 Balked LandingThe 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 cha
39、nges in attitude, they may be retracted.4.4.5.1 Airplanes with EPUBalked landing performance shall be demonstrated considering minimum remaining availableESD power.4.5 Controllability and Maneuverability:4.5.1 General:4.5.1.1 The airplane shall be safely controllable and maneuverable during takeoff,
40、 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 andextended) through the normal use of primary controls.4.5.1.2 Smooth transition between all flight conditions shall be possibl
41、e 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 toVFE).4.5.1.4 Lateral, directional, and longitudinal control shall be possible down to VSO.4.5.2 Longitudinal Control:4.5.2
42、.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 speed not less than 1.3VS1 can be reached promptly. This must be shownwith the airplane in all possible configurations, with
43、 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.4.5.2.3 The control force to achieve the positive limit maneuvering load factor (n1) shall not be less than 70 N in the cleanconfi
44、guration 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 times the calibrated maximum flaps up stall speed.4.5.2.4 If flight tests are unable to demonstrate a maneuvering load factor o
45、f n1, then the minimum control force shall beproportional to the maximum demonstrated load factor, n1D, as follows:fmin$70NSn1D 21n121D4.5.3 Directional and Lateral Control:4.5.3.1 It must be possible to reverse a steady 30 banked coordinated turn through an angle of 60, from both directions: (1)wit
46、hin 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 4 s from initiation of roll reversal, with the airplane trimmed as closely as possibleto 1.3 VSO, flaps fully extended, and e
47、ngine 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 characteristics.4.5.3.3 Lateral and directional control forces shall not reverse with increased deflection.4.5.4 Static Longitudinal Sta
48、bility: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 and maximum weight; and forward and aft CG limits.4.5.4.2 The airplane shall exhibit positive longitudinal stability characte
49、ristics 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.TABLE 1 Pilot ForcePilot force as applied to the controls Pitch,N (lbf) Roll,N (lbf) Yaw,N (lbf)For temporary application (less than 2 min):Stick 200 (45) 100 (22.5) Wheel (applied to rim) 200 (45) 100 (22.5) Rudder pedal 400 (90)For prolonged application: 23 (5.2) 23 (5.2) 110 (24.7)F2245 1844.5.4.3 Stability shall
