1、Designation: F2245 11Standard 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 revision. A
2、 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 s
3、pecification 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 ap
4、pro-priate safety and health practices and determine the applica-bility of regulatory requirements prior to use.2. Referenced Documents2.1 ASTM Standards:2F2316 Specification forAirframe Emergency Parachutes forLight Sport AircraftF2339 Practice for Design and Manufacture of Reciprocat-ing Spark Ign
5、ition Engines for Light Sport AircraftF2538 Practice for Design and Manufacture of Reciprocat-ing Compression Ignition Engines for Light Sport AircraftF2746 Specification for Pilots Operating Handbook (POH)for Light Sport Airplane2.2 Federal Aviation Regulations:314 CFR Part 33 Airworthiness Standar
6、ds: Aircraft Engines2.3 EASA Requirements:4CS-E EnginesCS-22 Sailplanes and Powered Sailplanes2.4 Other Standards:GAMA Specification No. 1 Specification for Pilots Oper-ating Handbook53. Terminology3.1 Definitions:3.1.1 flapsany movable high lift device.3.1.2 maximum empty weight, WE(N)largest empty
7、weight of the airplane, including all operational equipment thatis installed in the airplane: weight of the airframe, powerplant,required equipment, optional and specific equipment, fixedballast, full engine coolant and oil, hydraulic fluid, and theunusable fuel. Hence, the maximum empty weight equa
8、lsmaximum 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 twilightand the beginning of morning civil twilight.3.1.4.1 DiscussionCivil twilight ends in the evening whenthe center of the suns disc is 6
9、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 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 airplane
10、3.2.7 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 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
11、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 rair density (kg/m3) = 1.225 at sea
12、 level standardconditions3.2.22 POHPilot Operating Handbook3.2.23 qdynamic pressure (N/m2)= 1/2rV21This 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 15, 2011. Pu
13、blished June 2011. Originallyapproved in 2004. Last previous edition approved in 2010 as F2245 10c. DOI:10.1520/F2245-11.2For referenced ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Customer Service at serviceastm.org. For Annual Book of ASTMStandards volume information, refe
14、r to the standards Document Summary page onthe ASTM website.3Available from Federal Aviation Administration (FAA), 800 IndependenceAve., SW, Washington, DC 20591, http:/www.faa.gov or http:/ecfr.gpoaccess.gov.4Available from EASA European Aviation Safety Agency, Postfach 10 12 53,D-50452 Koeln, Germ
15、any, http:/easa.europa.eu.5Available from the General Aviation Manufacturers Association, http:/www.gama.aero/.1Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.3.2.24 RCclimb rate (m/s)3.2.25 Swing area (m2)3.2.26 Vairspeed (m/s, kts)
16、3.2.27 VAdesign maneuvering speed3.2.28 VCdesign cruising speed3.2.29 VDdesign diving speed3.2.30 VDFdemonstrated flight diving speed3.2.31 VFdesign flap speed3.2.32 VFEmaximum flap extended speed3.2.33 VHmaximum speed in level flight with maximumcontinuous power (corrected for sea level standard co
17、nditions)3.2.34 VNEnever exceed speed3.2.35 VSstalling speed or minimum steady flight speed atwhich the airplane is controllable (flaps retracted)3.2.36 VS1stalling speed or minimum steady flight speedat which the aircraft is controllable in a specific configuration3.2.37 VS0stalling speed or minimu
18、m steady flight speedat which the aircraft is controllable in the landing configuration3.2.38 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 design weight(N)3.2.43 WE
19、maximum 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 range from stall to
20、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 VNEmust be less than or equal to 0.9VDFand greaterthan or equal to 1.1VC. In addition, VNEmust be greater than orequal to VH.4.1.2 The following tolerances
21、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-place airplane:WU5 1690
22、 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 Empty CG, most forwa
23、rd, 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 no
24、rmal 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 i
25、n 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 mo
26、st 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
27、 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 (312fpm).4.4.3.2 Climb gr
28、adient 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
29、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.4.5 Controllabilit
30、y 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 extende
31、d) 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.F2245 1124.5.1.3 Full control shall be maintained when retracting andextending flaps within their normal operating speed range (VSOt
32、o VFE).4.5.1.4 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 spee
33、dnot 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 Direct
34、ional 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 takeo
35、ff 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 uncontrolla
36、ble 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 confi
37、gurations; 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 1.1 VS1,uptothemaximum allowable speed for the configuration being inves-tigated, and at the most critical power setting and C
38、G 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 results in a spe
39、ed 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 continuous po
40、wer); (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 spee
41、d 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 airplane shall
42、exhibit positive directional andlateral stability characteristics at any speed above 1.2 VS1,uptothe maximum allowable speed for the configuration beinginvestigated, and at the most critical power setting and CGcombination.4.5.5.3 Directional stability shall be shown by a tendencyfor the airplane to
43、 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 thissection while
44、 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 atidle).4.5.6
45、 Dynamic StabilityAny oscillations shall exhibit de-creasing amplitude within the appropriate speed range (1.1 VS1to maximum allowable speed specified in the POH, both asappropriate to the configuration).4.5.7 Wings Level StallIt shall be possible to preventmore than 20 of roll or yaw by normal use
46、of the controlsduring the stall and the recovery at all 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 maintainin
47、g a 30 coordi-nated turn, apply sufficient pitch control 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 a
48、ssociated with the recovery. Therate of speed reduction 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 ac
49、celerated turning stallsshall be performed: (1) with 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.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)1
