1、Designation: F3180/F3180M 17Standard Specification forLow-Speed Flight Characteristics of Aircraft1This 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 revision, the year of last r
2、evision. 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 offixed-wing aircraft with a certified maximum take-off weight of86
3、18 kg 19 000 lb or less and a passenger-seating configu-ration of up to 19 at low speed and provide standards fordeparture characteristics, spinning, and stall warning.1.2 The term “aeroplane” is utilized in this specification asit was originally conceived for normal category fixed wingaircraft with
4、 a maximum certificated weight of 8618 kg 19 000lb or less and a passenger seating configuration up to 19 asdefined in the Rules. However, these standards may be morebroadly applicable and their usage should not be unnecessarilylimited.1.3 The applicant for a design approval shall seek theindividual
5、 guidance to their respective civil aviation authority(CAA) body concerning the use of this specification as part ofa certification plan. For information on which CAA regulatorybodies have accepted this specification (in whole or in part) asa means of compliance to their Airworthiness Rules (hereina
6、f-ter referred to as “the Rules”), refer to ASTM Committee F44webpage (www.astm.org/COMMITTEE/F44.htm), which in-cludes CAA website links.1.4 It is the responsibility of the applicant to validate anyapplicability beyond that identified in this specification andrequest acceptance from the applicable
7、CAA.1.5 UnitsNormally, the values stated are SI units followedby U.S. Customary Units in square brackets. The values statedin each system may not be exact equivalents; therefore, eachsystem shall be used independently of the other. Combiningvalues from the two systems may result in nonconformancewit
8、h the standard. In some cases other units may be usedexclusively (such as knots) and no other unit will be identified.This technique should be used sparingly and rationale for itsuse shall be clear and included in the standard.1.6 This standard does not purport to address all of thesafety concerns,
9、if any, associated with its use. It is theresponsibility of the user of this standard to establish appro-priate safety, health, and environmental practices and deter-mine the applicability of regulatory limitations prior to use.1.7 This international standard was developed in accor-dance with intern
10、ationally recognized principles on standard-ization established in the Decision on Principles for theDevelopment of International Standards, Guides and Recom-mendations issued by the World Trade Organization TechnicalBarriers to Trade (TBT) Committee.2. Referenced Documents2.1 ASTM Standards:2F3060
11、Terminology for AircraftF3173/F3173M Specification for Aircraft Handling Charac-teristicsF3179/F3179M Specification for Performance ofAeroplanes3. Terminology3.1 See Terminology F3060 for more definitions and abbre-viations.3.2 Definitions of Terms Specific to This Standard:3.2.1 ball widtha lateral
12、 acceleration of tan (4/180) =0.07 G = 0.7 m/s22.3 ft/s2, which corresponds to a typicalunit displacement on a standardized slip-skid indicator.3.2.2 directional controlcockpit control that is intendedfor, but not necessarily limited to, generation of aircraft yawmotion.3.2.3 lateral controlcockpit
13、control that is intended for,but not necessarily limited to, generation of aircraft rollmotion.3.2.4 longitudinal controlcockpit control that is intendedfor, but not necessarily limited to, generation of aircraft pitchmotion.4. Low-Speed Characteristics4.1 Stall:4.1.1 Wings-Level Stall:4.1.1.1 Prima
14、ry Flight Control Behavior:1This specification is under the jurisdiction ofASTM Committee F44 on GeneralAviation Aircraft and is the direct responsibility of Subcommittee F44.20 on Flight.Current edition approved Oct. 15, 2017. Published November 2017. Originallyapproved in 2016. Last previous editi
15、on approved in 2016 as F3180/F3180M 16.DOI: 10.1520/F3180_F3180M-17.2For 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 w
16、ebsite.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United StatesThis international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for theDevelopment o
17、f International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.1(1) For single engine low-speed Level 1 aeroplanes withVS0 45 knots that have interconnected lateral and directionalcontrols, it shall be possible to produce and
18、correct roll byunreversed use of the lateral control without producing exces-sive yaw, up to the time the aeroplane stalls.(2) For all other Level 1 aeroplanes, and all Level 2, 3, and4 aeroplanes, it shall be possible to produce and correct roll byunreversed use of the lateral control and to produc
19、e and correctyaw by unreversed use of the directional control up to the timethe aeroplane stalls.4.1.1.2 The wings-level stall characteristics shall be demon-strated in flight as follows. Starting from a speed at least 18.5km/h 10 knots above the stall speed, the longitudinal controlshall be pulled
20、back so that the rate of speed reduction will notexceed 1.9 (km/h)/s 1 knot/s until a stall is produced, asshown by either:(1) An uncontrollable downward pitching motion of theaeroplane,(2) A downward pitching motion of the aeroplane thatresults from the activation of a stall avoidance device (forex
21、ample, stick pusher activation), or(3) The longitudinal control reaching the stop.4.1.1.3 Normal use of longitudinal control for recovery isallowed after the downward pitching motion from 4.1.1.2(1)or4.1.1.2(2) has unmistakably been produced, or the longitudinalcontrol has been held against the stop
22、 for not less than thelonger of2sorthetime used in the minimum steady flightspeed determination discussed in Specification F3179/F3179M.4.1.1.4 During the entry into and the recovery from stallsperformed below 7620 m 25 000 ft, it shall be possible toprevent more than 15 of roll or heading change by
23、 the normaluse of controls.4.1.1.5 For aeroplanes approved for a maximum operatingaltitude at or above 7620 m 25 000 ft, during the entry intoand the recovery from stalls performed at or above 7620 m25 000 ft, it shall be possible to prevent more than 25 of rollor heading change by the normal use of
24、 controls.4.1.1.6 Compliance with these requirements shall be shownunder the following conditions:(1) Wing FlapsRetracted, fully extended, and each inter-mediate normal operating position as appropriate for the phaseof flight;(2) Landing GearRetracted and extended as appropriatefor the phase of flig
25、ht and altitude;(3) Cowl FlapsAppropriate to configuration;(4) Spoilers/Speed BrakesRetracted and extended unlessthey have no measurable effect at low speeds, or in theirappropriate position if they are automatically actuated as partof normal operations;(5) Power/thrust idle;(6) Power/Thrust OnDepen
26、ding on engine type, one ofthe following applies:(a) For Reciprocating Engine Powered AeroplanesSeventy-five percent of maximum continuous power. However,if this power setting results in nose-high attitudes exceeding30, the test may be carried out with the power required forlevel flight in the landi
27、ng configuration at maximum landingweight and a speed of 1.4 VS0, except that the power may notbe less than 50 % of maximum continuous power; or(b) For Turbine Engine Powered AeroplanesAt maxi-mum engine thrust, except that it need not exceed the thrustnecessary to maintain level flight at 1.5 VS1(w
28、here VS1corresponds to the stalling speed with flaps in the approachposition, the landing gear retracted, and maximum landingweight);(7) TrimThe aeroplane trimmed at 1.5 VS1or the mini-mum trim speed, whichever is higher; and(8) PropellerFull increase revolutions per minute (rpm)position for the idl
29、e condition.4.1.2 Turning Flight and Accelerated Turning Stalls:4.1.2.1 Turning flight and accelerated turning stalls shall bedemonstrated by establishing and maintaining a coordinatedturn in a 30 bank. While maintaining this bank angle, thespeed should be steadily reduced with the longitudinal cont
30、roluntil the aeroplane is stalled. The rate of speed reduction shallbe constant and:(1) For a turning flight stall, may not exceed 1.9 (km/h)/s 1knot/s, and(2) For an accelerated turning stall, 5.6 to 9.3 (km/h)/s 3 to5 knots/s.4.1.2.2 After the aeroplane has stalled, as defined in 4.1.1.2,it shall
31、be possible to regain wings-level flight by normal useof the flight controls but without increasing power and without:(1) Excessive loss of altitude,(2) Undue pitch-up,(3) Exceeding a bank angle of 60 in the original directionof the turn or 30 in the opposite direction in the case of turningflight s
32、talls,(4) Exceeding a bank angle of 90 in the original directionof the turn or 60 in the opposite direction in the case ofaccelerated turning stalls, and(5) Exceeding the maximum permissible speed or allow-able limit load factor.4.1.2.3 Compliance with 4.1.2 shall be shown under thefollowing conditi
33、ons:(1) Wing FlapsRetracted, fully extended, and each inter-mediate normal operating position as appropriate for the phaseof flight.(2) Landing GearRetracted and extended as appropriatefor the phase of flight and altitude;(3) Cowl FlapsAppropriate to configuration;(4) Spoilers/Speed BrakesRetracted
34、and extended unlessthey have no measurable effect at low speeds, or in theirappropriate position if they are automatically actuated as partof normal operations;(5) Power/thrust idle;(6) Power/Thrust OnDepending on engine type, one ofthe following applies:(a) For Reciprocating Engine Powered Aeroplan
35、esSeventy-five percent of maximum continuous power. However,if this power setting results in nose-high attitudes exceeding30, the test may be carried out with the power required forlevel flight in the landing configuration at maximum landingweight and a speed of 1.4 VS0, except that the power may no
36、tbe less than 50 % of maximum continuous power; orF3180/F3180M 172(b) For Turbine Engine Powered AeroplanesAt maxi-mum engine thrust, except that it need not exceed the thrustnecessary to maintain level flight at 1.5 VS1(where VS1corresponds to the stalling speed with flaps in the approachposition,
37、the landing gear retracted, and maximum landingweight);(7) TrimThe aeroplane trimmed at 1.5 VS1or the mini-mum trim speed, whichever is higher; and(8) PropellerFull increase rpm position for the idlecondition.4.2 Departure CharacteristicsAll single engine aero-planes that are not approved for spinni
38、ng shall not have atendency to inadvertently depart controlled flight. All Level 1and Level 2 multi-engine aeroplanes shall not have a tendencyto depart controlled flight due to a critical loss of thrust.Compliance to these requirements shall be found from thefollowing alternatives. In all cases, ma
39、neuvers can bediscontinued, and a normal recovery initiated, after a down-ward pitching motion of the aeroplane commences due to theactivation of a stall avoidance device (for example, stickpusher activation).4.2.1 Alternative 1All single engine aeroplanes may dem-onstrate compliance with 4.2 as fol
40、lows:4.2.1.1 During the stall maneuver contained in 4.1.1, thelongitudinal control shall be pulled back and held against thestop. Then, using lateral and directional controls in the properdirection, it shall be possible to maintain wings-level flightwithin 15 of bank and to roll the aeroplane from a
41、 minimumof a 30 bank in one direction to a minimum of a 30 bank inthe other direction.4.2.1.2 Reduce the aeroplane speed using the longitudinalcontrol at a rate of approximately 1.9 (km/h)/s 1 knot/s untilthe longitudinal control reaches the stop.(1) With the longitudinal control pulled back and hel
42、dagainst the stop, apply full directional control until whicheverof the following conditions occurs first:(a) Seven seconds, or(b) Through a 360 heading change, which shall take nofewer than 4 s.(2) At the end of the maneuver, the aeroplane shall respondimmediately and normally to primary flight con
43、trols applied toregain coordinated, unstalled flight without reversal of controleffect and without exceeding the temporary control forcesspecified by Specification F3173/F3173M.(3) The following control positions and configurationsshall be used during the maneuver discussed in 4.2.1.2(1):(a) Full ri
44、ght 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 accordancewith 4.1.1.6 without change during the maneuver.4.2.1.3 Compliance with 4.1.1 and 4.1.2 shall be demon-strated
45、 with the aeroplane in uncoordinated flight, correspond-ing to one ball-width displacement on a slip-skid indicator,unless one ball-width displacement cannot be obtained withfull directional control, in which case the demonstration shallbe with full directional control applied.4.2.2 Alternative 2All
46、 single engine aeroplanes may dem-onstrate compliance with 4.2 as follows:4.2.2.1 At their discretion, the applicant shall utilize anapproach acceptable to the local CAA that may utilize aerody-namic design characteristics, systems-based protectionfeatures, or a combination thereof to lower the prob
47、ability ofdeparture from controlled flight to an acceptable level.NOTE 1Several proposals are in development for alternate means ofcompliance to the parent requirement in 4.2. Future revisions of thisspecification will include those alternate approaches under this (andpotentially other) requirements
48、.4.2.3 Alternative 3Single engine low-speed Level 1 aero-planes with VS0 45 knots may comply with 4.2 as follows:4.2.3.1 The aeroplane shall fly a series of maneuvers ac-cording to the entry procedures described in 4.1.1.2 and4.1.2.1.4.2.3.2 The aeroplane shall be configured as per 4.1.1.6 forthe wi
49、ngs-level entries, and as per 4.1.2.3 for the banked andaccelerated entries, except that the configurations will bemodified as follows:(1) The aeroplane weight shall be 5 % more than thehighest weight for which approval is requested;(2) The aeroplane center of gravity shall be at least 3 % ofthe mean aerodynamic chord aft of the rearmost position forwhich approval is requested;(3) The available longitudinal control up-travel is set 4 inexcess of that to which the longitudinal control travel is to belimited
