1、Designation: F2245 13aStandard 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.
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 a
4、ppro-priate safety and health practices and determine the applica-bility of regulatory requirements prior to use.2. Referenced Documents2.1 ASTM Standards:2F2316 Specification for Airframe Emergency ParachutesF2339 Practice for Design and Manufacture of Reciprocat-ing Spark Ignition Engines for Ligh
5、t Sport AircraftF2506 Specification for Design andTesting of Fixed-Pitch orGround Adjustable Light Sport Aircraft PropellersF2538 Practice for Design and Manufacture of Reciprocat-ing Compression Ignition Engines for Light SportAircraftF2564 Specification for Design and Performance of a LightSport G
6、liderF2746 Specification for Pilots Operating Handbook (POH)for Light Sport AirplaneF2840 Practice for Design and Manufacture of ElectricPropulsion Units for Light Sport Aircraft2.2 Federal Aviation Regulations:314 CFR Part 33 Airworthiness Standards: Aircraft Engines14 CFR Part 35 Airworthiness Sta
7、ndards: Propellers2.3 EASA Requirements:4CS-22 Sailplanes and Powered SailplanesCS-E EnginesCS-P Propellers2.4 Other Standards:GAMA Specification No. 1 Specification for Pilots Operat-ing Handbook53. Terminology3.1 Definitions:3.1.1 electric propulsion unit, EPUany electric motor andall associated d
8、evices used to provide thrust for an electricaircraft.3.1.2 energy storage device, ESDused to store energy aspart of a Electric Propulsion Unit (EPU). Typical energystorage devices include but are not limited to batteries, fuelcells, or capacitors.3.1.3 flapsany movable high lift device.3.1.4 maximu
9、m empty weight, WE(N)largest emptyweight of the airplane, including all operational equipment thatis installed in the airplane: weight of the airframe, powerplant,Energy Storage Device (ESD) as part of an Electric PropulsionUnit (EPU), required equipment, optional and specificequipment, fixed ballas
10、t, full engine coolant and oil, hydraulicfluid, and the unusable fuel. Hence, the maximum emptyweight equals maximum takeoff weight minus minimum usefulload: WE= W WU.3.1.5 minimum useful load, WU(N)where WU= W WE.3.1.6 nighthours between the end of evening civil twilightand the beginning of morning
11、 civil twilight.3.1.6.1 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.3.1.7 The terms “engine” referring to internal combustionengines and “motor” referring to elect
12、ric motors for propulsionare used interchangeably within this standard.1This 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 May 1, 2013. Published June 2013. Originallya
13、pproved in 2004. Last previous edition approved in 2013 as F2245 13. DOI:10.1520/F2245-13A.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 Su
14、mmary 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, Germany, http:/easa.europa.eu.5Ava
15、ilable from the General Aviation Manufacturers Association, http:/www.gama.aero/.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States13.1.8 The term “engine idle” when in reference to electricpropulsion units shall mean the minimum power o
16、r propellerrotational speed condition for the electric motor as definedwithout 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 CDd
17、rag 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 coefficient3.2.11 gacceleration as a result of gravity = 9.81 m/s23.2.12 IASindicated air speed (m/s, kts)3.2.13 IC
18、AOInternational 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
19、density (kg/m3) = 1.225 at sea level standardconditions3.2.22 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, kts)3.2.27 VAdesign maneuvering speed3.2.28 VCdesign cruising speed3.2.29 VDdesign diving speed3.2.30 VDFd
20、emonstrated 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 conditions)3.2.34 VNEnever exceed speed3.2.35 VOoperating maneuvering speed3.2.36 VSstalling speed or mi
21、nimum steady flight speed atwhich the airplane is controllable (flaps retracted)3.2.37 VS1stalling speed or minimum steady flight speedat which the aircraft is controllable in a specific configuration3.2.38 VS0stalling speed or minimum steady flight speedat which the aircraft is controllable in the
22、landing configuration3.2.39 VSPmaximum spoiler/speed brake extended speed3.2.40 VRground gust speed3.2.41 VXspeed for best angle of climb3.2.42 VYspeed for best rate of climb3.2.43 waverage design surface load (N/m2)3.2.44 Wmaximum takeoff or maximum design weight(N)3.2.45 WEmaximum empty airplane w
23、eight (N)3.2.46 WUminimum useful load (N)3.2.47 WZWFmaximum zero wing fuel weight (N)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 VDFor the maximumallow
24、able 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 are acceptable during
25、flighttesting: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 orgreater than the sum of:4.2.1.1 An occupant weight of 845 N (190 lb) for eachoccupant seat in aircraft, plus4.2.1.2 The weight of co
26、nsumable substances, such as fuel,as required for a 1-h flight at Vh. Consumption rates must bebased on 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 shallbe determined.4.2.4 Fixed or removable ballast
27、, or both, may be used ifproperly installed and placarded.4.2.5 Multiple ESDs may be used if properly installed andplacarded.4.3 Propeller Speed and Pitch LimitsPropeller configura-tion shall not allow the engine to exceed safe operating limitsestablished by the engine manufacturer under normal cond
28、i-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 still a
29、ir conditions andat sea level. Speeds shall be given in indicated (IAS) andcalibrated (CAS) airspeeds.F2245 13a24.4.1 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 m
30、ost unfavorable CG.4.4.2 TakeoffWith the airplane at maximum takeoffweight, full throttle, the following shall be measured usingnormal takeoff procedures:NOTE 1The procedure used for normal takeoff, including flapposition, shall be specified within the POH.4.4.2.1 Ground roll distance to takeoff on
31、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 gra
32、dient 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 L
33、andingThe airplane shall demonstrate afull-throttle climb gradient at 1.3 VSOwhich 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.4.4.5.1 Airplanes
34、with EPUBalked landing performanceshall be demonstrated considering minimum remaining avail-able ESD power.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
35、 allowable speed for the configuration beinginvestigated, approach, and landing (power off and on, flapsretracted 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
36、 Full control shall be maintained when retracting andextending flaps within their normal operating speed range (VSOto 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
37、 flight at 1.3VS1, it must be possible at any speed between1.1VS1and 1.3VS1to pitch the nose downward 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,
38、 and with power at idle.4.5.2.2 Longitudinal control forces shall increase with in-creasing load factor.4.5.2.3 The control force to achieve the positive limitmaneuvering load factor (n1) shall not be less than 70 N in theclean configuration at the aft center of gravity limit. Thecontrol force incre
39、ase is to be measured in flight from an initialn=1 trimmed flight condition at a minimum airspeed of twotimes the calibrated maximum flaps up stall speed.4.5.2.4 If flight tests are unable to demonstrate a maneuver-ing load factor of n1, then the minimum control force shall beproportional to the max
40、imum demonstrated load factor, n1D,asfollows:fmin$70NSn1D2 1n12 1D4.5.3 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
41、closely as possible to 1.3 VS1, flaps in the takeoffposition, and maximum takeoff power; and (2) within 4 s frominitiation of roll reversal, with the airplane trimmed as closelyas possible to 1.3 VSO, flaps fully extended, and engine at idle.4.5.3.2 With and without flaps deployed, rapid entry into,
42、 orrecovery from, a maximum cross-controlled slip shall notresult 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 forste
43、ady flight at speeds appropriate to the climb, cruise, andlanding 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 1.1 VS1,uptothemaximum allowable speed for the
44、 configuration beinginvestigated, and at the most critical power setting and CGcombination.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
45、the pitch control; and (2)a “pull” from trimmed flight that results 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
46、configurations: (1) climb(flaps set 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).TABLE 1 Pilot ForcePilot force as applied to the controlsPitch,N (lb)Roll,N (lb)Yaw,N (
47、lb)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 13a34.5.4.5 While returning toward trimmed steady flight, theairplane shall: (1) not decelerate below
48、stalling speed VS1;(2)not exceed VNEor the maximum 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 ya
49、w axis with respective controls fixed.4.5.5.2 The airplane shall 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 recover from a skid condition after release ofthe yaw control.4.5.5.4 Lateral stability shall be shown by a tendency for theairpla
