1、Designation: F 2245 08Standard Specification forDesign and Performance of a Light Sport Airplane1This standard is issued under the fixed designation F 2245; the number immediately following the designation indicates the year oforiginal adoption or, in the case of revision, the year of last revision.
2、 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 forthe design of powered fixed wing light sport aircraft, an“airplane.”1.2 This
3、 specification is applicable to the design of a lightsport aircraft/airplane as defined by regulations and limited toVFR flight.1.3 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
4、appro-priate safety and health practices and determine the applica-bility of regulatory requirements prior to use.2. Referenced Documents2.1 ASTM Standards:2F 2316 Specification for Airframe Emergency Parachutesfor Light Sport AircraftF 2339 Practice for Design and Manufacture of Reciprocat-ing Spar
5、k Ignition Engines for Light Sport AircraftF 2538 Practice for Design and Manufacture of Reciprocat-ing Compression Ignition Engines for Light Sport Aircraft2.2 Federal Aviation Regulations:3FAR-33 Airworthiness Standards: Aircraft Engines2.3 Joint Aviation Requirements:4JAR-E EnginesJAR-22 Sailplan
6、es and Powered Sailplanes3. Terminology3.1 Definitions:3.1.1 flapsany movable high lift device.3.1.2 maximum empty weight, WE(N)largest emptyweight of the airplane, including all operational equipment thatis installed in the airplane: weight of the airframe, powerplant,required equipment, optional a
7、nd specific equipment, fixedballast, full engine coolant and oil, hydraulic fluid, and theunusable fuel. Hence, the maximum empty weight equalsmaximum takeoff weight minus minimum useful load: WE= W WU.3.1.3 minimum useful load, WU(N)where WU= W WE.3.1.4 nighthours between the end of evening civil t
8、wilightand the beginning of morning civil twilight.3.1.4.1 DiscussionCivil twilight ends in the evening whenthe center of the suns disc is 6 degrees below the horizon, andbegins in the morning when the center of the suns disc is 6degrees below the horizon.3.2 Abbreviations:3.2.1 ARaspect ratio = b2/
9、S3.2.2 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 coefficient of the airplane3.2.7 CGcenter of gravity3.2.8 Cmmoment coefficient (Cmis with respect to c/4point, positive nose up)3.2.9 CMOzero lift moment coefficient3.
10、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 ICAOInternational Civil Aviation Organization3.2.14 LSAlight sport aircraft3.2.15 MACmean aerodynamic chord (m)3.2.16 nload factor3.2.17 n1airplane positive maneuvering limi
11、t load factor3.2.18 n2airplane negative maneuvering limit load factor3.2.19 n3load factor on wheels3.2.20 Ppower, (kW)3.2.21 rair density (kg/m3) = 1.225 at sea level standardconditions3.2.22 POHPilot Operating Handbook3.2.23 qdynamic pressure (N/m2)= 1/2rV23.2.24 RCclimb rate (m/s)3.2.25 Swing area
12、 (m2)3.2.26 Vairspeed (m/s, kts)3.2.27 VAdesign maneuvering speed3.2.28 VCdesign cruising speed1This specification is under the jurisdiction of ASTM Committee F37 on LightSport Aircraft and is the direct responsibility of Subcommittee F37.20 on Airplane.Current edition approved Sept. 1, 2008. Publis
13、hed October 2008. Originallyapproved in 2004. Last previous edition approved in 2007 as F 2245 07a.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 Doc
14、ument Summary page onthe ASTM website.3Available from Federal Aviation Administration (FAA), 800 IndependenceAve., SW, Washington, DC 20591, http:/www.faa.gov.4Available from Global Engineering Documents, 15 Inverness Way, EastEnglewood, CO 80112-5704, http:/.1Copyright ASTM International, 100 Barr
15、Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.3.2.29 VDdesign diving speed3.2.30 VDFdemonstrated flight diving speed (VDF# VD)3.2.31 VFdesign flap speed3.2.32 VFEmaximum flap extended speed3.2.33 VHmaximum speed in level flight with maximumcontinuous power (corrected for
16、 sea level standard conditions)3.2.34 VNEnever exceed speed (VH# VNE# 0.9VDF)3.2.35 VSstalling speed or minimum steady flight speed atwhich the airplane is controllable (flaps retracted)3.2.36 VS1stalling speed or minimum steady flight speedwith the flaps in a specific configuration3.2.37 VS0stallin
17、g speed or minimum steady flight speedat which the airplane is controllable in the landing configura-tion (flaps fully deployed)3.2.38 VSPmaximum spoiler/speed brake extended speed3.2.39 VRground gust speed3.2.40 VXspeed for best angle of climb3.2.41 VYspeed for best rate of climb3.2.42 Wmaximum tak
18、eoff or maximum design weight(N)3.2.43 WEmaximum empty airplane weight (N)3.2.44 WUminimum useful load (N)3.2.45 waverage design surface load (N/m2)4. Flight4.1 Proof of Compliance:4.1.1 Each of the following requirements shall be met at themost critical weight and CG configuration. Unless otherwise
19、specified, the speed range from stall to VDFor the maximumallowable speed for the configuration being investigated shallbe considered.4.1.1.1 VDFmay be less than or equal to VD.4.1.1.2 If VDFchosen is less than VD, VNEmust be less thanor equal to 0.9VDFand greater than or equal to 1.1VC.4.1.2 The fo
20、llowing tolerances are acceptable during flighttesting:Weight +5 %, 10 %Weight, when critical +5 %, 1 %CG 67 % of total travel4.2 Load Distribution Limits:4.2.1 Minimum Useful Load Requirement:4.2.1.1 For a single-place airplane:WU5 845 1 3P, N!where:P = rated engine power, kW.4.2.1.2 For a two-plac
21、e airplane:WU5 1690 1 3P, N!where:P = rated engine power, kW.4.2.2 Minimum flying weight shall be determined.NOTE 1For reference, standard occupant weight = 845 N (190 lb). Forthe minimum flying weight, standard occupant weight = 534 N (120 lb).Fuel density = 0.72 kg/L (7 N/L; 6 lb/U.S. gal).4.2.3 E
22、mpty CG, most forward, and most rearward CG shallbe determined.4.2.4 Fixed or removable ballast, or both, may be used ifproperly installed and placarded.4.3 Propeller Speed and Pitch LimitsPropeller configura-tion shall not allow the engine to exceed safe operating limitsestablished by the engine ma
23、nufacturer under normal condi-tions.4.3.1 Maximum RPM shall not be exceeded with fullthrottle during takeoff, climb, or flight at 0.9VH, and 110 %maximum continuous RPM shall not be exceeded during aglide at VNEwith throttle closed.4.4 Performance, GeneralAll performance requirementsapply in standar
24、d ICAO atmosphere in still air conditions andat sea level. Speeds shall be given in indicated (IAS) andcalibrated (CAS) airspeeds.4.4.1 Stalling SpeedsWing level stalling speeds VSOandVSshall be determined by flight test at a rate of speed decreaseof 1 kts/s or less, throttle closed, with maximum ta
25、keoffweight, and most unfavorable CG.4.4.2 TakeoffWith the airplane at maximum takeoffweight, full throttle, the following shall be measured usingnormal takeoff procedures:NOTE 2The procedure used for normal takeoff, including flap posi-tion, shall be specified within the POH.4.4.2.1 Ground roll dis
26、tance to takeoff on a runway withminimal grade.4.4.2.2 Distance to clear a 15-m (50-ft) obstacle at a climbspeed of at least 1.3VS1.4.4.3 ClimbAt maximum takeoff weight, flaps in theposition specified for climb within the POH, and full throttle:4.4.3.1 Rate of climb at VYshall exceed 95 m/min (312fp
27、m).4.4.3.2 Climb gradient at VXshall exceed112 .4.4.4 LandingFor landing with throttle closed and flapsextended, the following shall be determined:4.4.4.1 Landing distance from 15 m (50 ft) above groundwhen speed at 15 m (50 ft) is 1.3VSO.4.4.4.2 Ground roll distance with reasonable braking if soequ
28、ipped.4.4.5 Balked LandingThe airplane shall demonstrate afull-throttle climb gradient at 1.3VSOwhich shall exceed130within5sofpower application from aborted landing. If theflaps may be promptly and safely retracted without loss ofaltitude and without sudden changes in attitude, they may beretracted
29、.4.5 Controllability and Maneuverability:4.5.1 General:4.5.1.1 The airplane shall be safely controllable and maneu-verable during takeoff, climb, level flight (cruise), dive to VDFor the maximum allowable speed for the configuration beinginvestigated, approach, and landing (power off and on, flapsre
30、tracted and extended) through the normal use of primarycontrols.4.5.1.2 Smooth transition between all flight conditions shallbe possible without exceeding pilot force as shown in Table 1.4.5.1.3 Full control shall be maintained when retracting andextending flaps within their normal operating speed r
31、ange (VSOto VFE).F22450824.5.1.4 Lateral, directional, and longitudinal control shall bepossible down to VSO.4.5.2 Longitudinal Control:4.5.2.1 With the airplane trimmed as closely as possible forsteady flight at 1.3VS1, it must be possible at any speed between1.1VS1and 1.3VS1to pitch the nose downw
32、ard so that a speednot less than 1.3VS1can be reached promptly. This must beshown with the airplane in all possible configurations, withsimultaneous application of full power and nose down pitchcontrol, and with power at idle.4.5.2.2 Longitudinal control forces shall increase with in-creasing load f
33、actor.4.5.3 Directional and Lateral Control:4.5.3.1 It must be possible to reverse a steady 30 bankedcoordinated turn through an angle of 60, from both directions:(1) within 5 s from initiation of roll reversal, with the airplanetrimmed as closely as possible to 1.3VS1, flaps in the takeoffposition,
34、 and maximum takeoff power; and (2) within 4 s frominitiation of roll reversal, with the airplane trimmed as closelyas possible to 1.3VSO, flaps fully extended, and engine at idle.4.5.3.2 With and without flaps deployed, rapid entry into, orrecovery from, a maximum cross-controlled slip shall notres
35、ult in uncontrollable flight characteristics.4.5.3.3 Lateral and directional control forces shall not re-verse with increased deflection.4.5.4 Static Longitudinal Stability:4.5.4.1 The airplane shall demonstrate the ability to trim forsteady flight at speeds appropriate to the climb, cruise, andland
36、ing approach configurations; at minimum and maximumweight; and forward and aft CG limits.4.5.4.2 The airplane shall exhibit positive longitudinal sta-bility characteristics at any speed above VS1,uptothemaximum allowable speed for the configuration being inves-tigated, and at the most critical power
37、 setting and CG combi-nation.4.5.4.3 Stability shall be shown by a tendency for theairplane to return toward trimmed steady flight after: (1)a“push” from trimmed flight that results in a speed increase,followed by a non-abrupt release of the pitch control; and (2)a “pull” from trimmed flight that re
38、sults in a speed decrease,followed by a non-abrupt release of the pitch control.4.5.4.4 The airplane shall demonstrate compliance with thissection while in trimmed steady flight for each flap and powersetting appropriate to the following configurations: (1) climb(flaps set as appropriate and maximum
39、 continuous power); (2)cruise (flaps retracted and 75 % maximum continuous power);and (3) approach to landing (flaps fully extended and engine atidle).4.5.4.5 While returning toward trimmed steady flight, theairplane shall: (1) not decelerate below stalling speed VS1;(2)not exceed VNEor the maximum
40、allowable speed for theconfiguration being investigated; and (3) exhibit decreasingamplitude for any long-period oscillations.4.5.5 Static Directional and Lateral Stability:4.5.5.1 The airplane must maintain a trimmed conditionaround the roll and yaw axis with respective controls fixed.4.5.5.2 The a
41、irplane shall exhibit positive directional andlateral stability characteristics at any speed above VS1,uptothemaximum allowable speed for the configuration being inves-tigated, and at the most critical power setting and CG combi-nation.4.5.5.3 Directional stability shall be shown by a tendencyfor th
42、e airplane to recover from a skid condition after release ofthe yaw control.4.5.5.4 Lateral stability shall be shown by a tendency for theairplane to return toward a level-wing attitude after release ofthe roll control from a slip condition.4.5.5.5 The airplane shall demonstrate compliance with this
43、section while in trimmed steady flight for each flap and powersetting appropriate to the following configurations: (1) climb(flaps as appropriate and maximum continuous power); (2)cruise (flaps retracted and 75 % maximum continuous power);and (3) approach to landing (flaps fully extended and engine
44、atidle).4.5.6 Dynamic StabilityAny oscillations shall exhibit de-creasing amplitude within the appropriate speed range (VSOtoVFEflaps extended and VSto VDFflaps retracted).4.5.7 Wings Level StallIt shall be possible to preventmore than 20 of roll or yaw by normal use of the controlsduring the stall
45、and the recovery at all weight and CGcombinations.4.5.8 Turning Flight and Accelerated Stalls:4.5.8.1 Turning flight and accelerated stalls shall be per-formed in both directions as follows: after establishing a 30coordinated turn, the turn shall be tightened until the stall.Afterthe turning stall,
46、level flight shall be regained without exceed-ing 60 of additional roll in either direction. No excessive lossof altitude, nor tendency to spin, nor speed buildup shall beassociated with the recovery. The rate of speed reduction mustbe constant, and may not exceed 1 kts/s for a turning flightstall,
47、and be 3 to 5 kts/s with steadily increasing load factor foran accelerated stall.4.5.8.2 Both turning flight and accelerated stalls shall beperformed: (1) with flaps retracted, at 75 % maximum continu-ous power and at idle; and (2) with flaps extended, at 75 %maximum continuous power and at idle (sp
48、eed not to exceedVFE).4.5.9 Spinning:4.5.9.1 For airplanes placarded “no intentional spins,” theairplane must be able to recover from a one-turn spin or a 3-sspin, whichever takes longer, in not more than one additionalturn, with the controls used in the manner normally used forrecovery.4.5.9.2 For
49、airplanes in which intentional spinning is al-lowed, the airplane must be able to recover from a three-turnspin in not more than one and one-half additional turn.4.5.9.3 In addition, for either 4.5.9.1 or 4.5.9.2:TABLE 1 Pilot ForcePilot force as applied to the controlsPitch,N (lb)Roll,N (lb)Yaw,N (lb)For temporary application (less than 2 min):StickWheel (applied to rim)Rudder pedal200 (45)200 (45)100 (22.5)100 (22.5)400 (90)For prolonged application: 23 (5.2) 23 (5.2) 110 (24.7)F224508
