1、Designation: F 2245 09Standard 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 below the horizon, and beginsin the morning when the center of the suns disc is 6 below thehorizon.3.2 Abbreviations:3.2.1 ARaspect ratio = b2/S3.2.2 bwing spa
9、n, (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 coefficient3.2.10 Cnnormal co
10、efficient3.2.11 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 limit load factor3.2
11、.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 (m2)3.2.26 Vair
12、speed (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 April 1, 2009. Published May 2009. Or
13、iginallyapproved in 2004. Last previous edition approved in 2008 as F 2245 08.2For 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 on
14、the 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 Harbor Drive, PO Box
15、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 sea level standard c
16、onditions)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 VS0stalling speed or minimum st
17、eady 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 takeoff or maximum desig
18、n 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 otherwisespecified, the speed
19、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 following tolerances ar
20、e 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-place airplane:WU5 1690 1
21、 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 Empty CG, most forward
22、, 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 manufacturer under norm
23、al 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 standard ICAO atmosphere in
24、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 takeoffweight, and most
25、 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 distance to takeoff on a
26、 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 (312fpm).4.4.3.2 Climb grad
27、ient 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 soequipped.4.4.5 Balked La
28、ndingThe 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.4.5 Controllability
29、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, flapsretracted and extended)
30、 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 range (VSOto VFE).F224
31、50924.5.1.4 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 downward so that a speedno
32、t 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 factor.4.5.3 Direction
33、al 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, and maximum takeoff
34、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 notresult in uncontrollable
35、 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, andlanding approach configur
36、ations; 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 setting and CG combi
37、-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 results in a speed decr
38、ease,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 continuous power); (
39、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 allowable speed for t
40、heconfiguration 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 airplane shall exhibit
41、 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 the airplane to recover
42、 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 thissection while in trim
43、med 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 atidle).4.5.6 Dynamic
44、 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 and the recovery at a
45、ll weight and CGcombinations.4.5.8 Turning Flight and Accelerated Turning Stalls:4.5.8.1 With the airplane initially trimmed for 1.5 VS,turning flight and accelerated turning stalls shall be performedin both directions as follows: While maintaining a 30 coordi-nated turn, apply sufficient pitch cont
46、rol to maintain therequired rate of speed reduction until the stall is achieved.Afterthe stall, level flight shall be regained without exceeding 60 ofadditional roll in either direction. No excessive loss of altitudenor tendency to spin shall be associated with the recovery. Therate of speed reducti
47、on must be nearly constant and shall notexceed 1 kt/s for turning flight stalls and shall be 3 to 5 kts/s foraccelerated turning stalls. The rate of speed reduction in bothcases is controlled by the pitch control.4.5.8.2 Both turning flight and accelerated turning stallsshall be performed: (1) with
48、flaps retracted, at 75 % maximumcontinuous power and at idle; and (2) with flaps extended, at75 % maximum continuous power and at idle (speed not toexceed VFE).(1) Flaps extended conditions include fully extended andeach intermediate normal operating position.(2) If 75 % of maximum continuous power
49、results in pitchattitudes greater than 30 for non-aerobatic aircraft, the powersetting may be reduced as necessary as follows, but in no casebe less than 50 % of maximum continuous power.(a) For flaps retracted, the power setting may be reduced asnecessary to not exceed 30 pitch attitude.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
