1、Designation: F2245 13bF2245 14Standard 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 re
2、vision. 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 for the design of powered fixed wing light sport aircraft, an “airplane.
3、”1.2 This specification is applicable to the design of a light sport aircraft/airplane as defined by regulations and limited to VFRflight.1.3 UnitsThe values given in this standard are in SI units and are to be regarded as standard. The values given in parenthesesare mathematical conversions to inch
4、-pound (or other) units that are provided for information only and are not considered standard.The values stated in each system may not be exact equivalents. Where it may not be clear, some equations provide the units ofthe result directly following the equation.1.4 This standard does not purport to
5、 address all of the safety concerns, if any, associated with its use. It is the responsibilityof the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatoryrequirements prior to use.2. Referenced Documents2.1 ASTM Standards:2F2316 Spec
6、ification for Airframe Emergency ParachutesF2339 Practice for Design and Manufacture of Reciprocating Spark Ignition Engines for Light Sport AircraftF2506 Specification for Design and Testing of Light Sport Aircraft PropellersF2538 Practice for Design and Manufacture of Reciprocating Compression Ign
7、ition Engines for Light Sport AircraftF2564 Specification for Design and Performance of a Light Sport GliderF2746 Specification for Pilots Operating Handbook (POH) for Light Sport AirplaneF2840 Practice for Design and Manufacture of Electric Propulsion Units for Light Sport Aircraft2.2 Federal Aviat
8、ion Regulations: 314 CFR Part 33 Airworthiness Standards: Aircraft Engines14 CFR Part 35 Airworthiness Standards: Propellers2.3 EASA Requirements: 4CS-22 Sailplanes and Powered SailplanesCS-E EnginesCS-P Propellers2.4 Other Standards:GAMA Specification No. 1 Specification for Pilots Operating Handbo
9、ok53. Terminology3.1 Definitions:3.1.1 electric propulsion unit, EPUany electric motor and all associated devices used to provide thrust for an electric aircraft.1 This specification is under the jurisdiction of ASTM Committee F37 on Light Sport Aircraft and is the direct responsibility of Subcommit
10、tee F37.20 on Airplane.Current edition approved Sept. 1, 2013Sept. 1, 2014. Published September 2013November 2014. Originally approved in 2004. Last previous edition approved in 2013as F2245 13a.F2245 13b. DOI: 10.1520/F2245-13B.10.1520/F2245-14.2 For referencedASTM standards, visit theASTM website,
11、 www.astm.org, or contactASTM Customer Service at serviceastm.org. For Annual Book of ASTM Standardsvolume information, refer to the standards Document Summary page on the ASTM website.3 Available from Federal Aviation Administration (FAA), 800 Independence Ave., SW, Washington, DC 20591, http:/www.
12、faa.gov or http:/ecfr.gpoaccess.gov.4 Available from EASA European Aviation Safety Agency, Postfach 10 12 53, D-50452 Koeln, Germany, http:/easa.europa.eu.5 Available from the General Aviation Manufacturers Association, http:/www.gama.aero/.This document is not an ASTM standard and is intended only
13、to provide the user of an ASTM standard an indication of what changes have been made to the previous version. Becauseit may not be technically possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current version
14、of the standard as published by ASTM is to be considered the official document.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States13.1.2 energy storage device, ESDused to store energy as part of a Electric Propulsion Unit (EPU). Typical e
15、nergy storagedevices include but are not limited to batteries, fuel cells, or capacitors.3.1.3 flapsany movable high lift device.3.1.4 maximum empty weight, WE(N)largest empty weight of the airplane, including all operational equipment that is installedin the airplane: weight of the airframe, powerp
16、lant, Energy Storage Device (ESD) as part of an Electric Propulsion Unit (EPU),required equipment, optional and specific equipment, fixed ballast, full engine coolant and oil, hydraulic fluid, and the unusablefuel. Hence, the maximum empty weight equals maximum takeoff weight minus minimum useful lo
17、ad: 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 twilight and the beginning of morning civil twilight.3.1.6.1 DiscussionCivil twilight ends in the evening when the center of the suns disc is 6 below the horizon, and begins in the morning
18、 when thecenter of the suns disc is 6 below the horizon.3.1.7 The terms “engine” referring to internal combustion engines and “motor” referring to electric motors for propulsion areused interchangeably within this standard.3.1.8 The term “engine idle” when in reference to electric propulsion units s
19、hall mean the minimum power or propellerrotational speed condition for the electric motor as defined without 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 coeffi
20、cient of the airplane3.2.6 CDdrag coefficient of the airplane3.2.7 CGcenter of gravity3.2.8 Cmmoment coefficient (Cm is with respect to c/4 point, 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 IASindicat
21、ed 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 factor3.2.18 n2airplane negative maneuvering limit load factor3.2.19 n3load factor on whee
22、ls3.2.20 Ppower, (kW)3.2.21 air density (kg/m3) = 1.225 at sea level standard conditions3.2.22 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
23、 VDdesign diving speedF2245 1423.2.30 VDFdemonstrated flight diving speed3.2.31 VFdesign flap speed3.2.32 VFEmaximum flap extended speed3.2.33 VHmaximum speed in level flight with maximum continuous power (corrected for sea level standard conditions)3.2.34 VNEnever exceed speed3.2.35 VOoperating man
24、euvering speed3.2.36 VSstalling speed or minimum steady flight speed at which the airplane is controllable (flaps retracted)3.2.26 VVS1stalling speed or minimum steady flight speed at which the aircraft is controllable in a specific configuration-airspeed (m/s)3.2.26.1 VAdesign maneuvering speed3.2.
25、26.2 VCdesign cruising speed3.2.26.3 VDdesign diving speed3.2.26.4 VDFdemonstrated flight diving speed3.2.26.5 VFdesign flap speed3.2.26.6 VFEmaximum flap extended speed3.2.26.7 VHmaximum speed in level flight with maximum continuous power (corrected for sea level standard conditions)3.2.26.8 VNEnev
26、er exceed speed3.2.26.9 VOoperating maneuvering speed3.2.26.10 VSstalling speed or minimum steady flight speed at which the airplane is controllable (flaps retracted)3.2.26.11 VS1stalling speed or minimum steady flight speed at which the aircraft is controllable in a specific configuration3.2.26.12
27、VS0stalling speed or minimum steady flight speed at which the aircraft is controllable in the landing configuration3.2.26.13 VSPmaximum spoiler/speed brake extended speed3.2.26.14 VRground gust speed3.2.26.15 VXspeed for best angle of climb3.2.26.16 VYspeed for best rate of climb3.2.38 VS0stalling s
28、peed or minimum steady flight speed at which the aircraft is controllable in the 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 climb3.2.27 waverage design surface load (N/m2)3.2
29、.28 Wmaximum takeoff or maximum design weight (N)3.2.29 WEmaximum empty airplane weight (N)3.2.30 WUminimum useful load (N)3.2.31 WZWFmaximum zero wing fuel weight (N)4. Flight4.1 Proof of Compliance:4.1.1 Each of the following requirements shall be met at the most critical weight and CG configurati
30、on. Unless otherwisespecified, the speed range from stall to VDF or the maximum allowable speed for the configuration being investigated shall beconsidered.4.1.1.1 VDF may be less than or equal to VD.4.1.1.2 VNE must be less than or equal to 0.9VDF and greater than or equal to 1.1VC. In addition, VN
31、E must be greater than orequal to VH.4.1.2 The following tolerances are acceptable during flight testing: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 or greater than the sum of:F2245 1434.2.1.1
32、 An occupant weight of 845 N (190 lb)lbf) for each occupant seat in aircraft, plus4.2.1.2 The weight of consumable substances, such as fuel, as required for a 1-h flight at Vh. Consumption rates must be basedon test results for the specific application.4.2.2 The minimum flying weight shall be determ
33、ined.4.2.3 Empty CG, most forward, and most rearward CG shall be determined.4.2.4 Fixed or removable ballast, or both, may be used if properly installed and placarded.4.2.5 Multiple ESDs may be used if properly installed and placarded.4.3 Propeller Speed and Pitch LimitsPropeller configuration shall
34、 not allow the engine to exceed safe operating limitsestablished by the engine manufacturer under normal conditions.4.3.1 Maximum RPM shall not be exceeded with full throttle during takeoff, climb, or flight at 0.9VH, and 110 % maximumcontinuous RPM shall not be exceeded during a glide at VNE with t
35、hrottle closed.4.4 Performance, GeneralAll performance requirements apply in standard ICAO atmosphere in still air conditions and at sealevel. Speeds shall be given in indicated (IAS) and calibrated (CAS) airspeeds.4.4.1 Stalling SpeedsWing level stalling speeds VSO and VS shall be determined by fli
36、ght test at a rate of speed decrease of1 kts/s0.5 m/s2(m/s per second) (1 kt/s) or less, throttle closed, with maximum takeoff weight, and most unfavorable CG.4.4.2 TakeoffWith the airplane at maximum takeoff weight, full throttle, the following shall be measured using normal takeoffprocedures:NOTE
37、1The procedure used for normal takeoff, including flap position, shall be specified within the POH.4.4.2.1 Ground roll distance to takeoff on a runway with minimal grade.4.4.2.2 Distance to clear a 15-m (50-ft) obstacle at a climb speed of at least 1.3VS1.4.4.3 ClimbAt maximum takeoff weight, flaps
38、in the position specified for climb within the POH, and full throttle:4.4.3.1 Rate of climb at VY shall exceed 95 m/min (312 fpm).1.6 m/s (315 ft/min).4.4.3.2 Climb gradient at VX shall exceed 112 .4.4.4 LandingFor landing with throttle closed and flaps extended, the following shall be determined:4.
39、4.4.1 Landing distance from 15 m (50 ft) above ground when speed at 15 m (50 ft) is 1.3VSO.4.4.4.2 Ground roll distance with reasonable braking if so equipped.4.4.5 Balked LandingThe airplane shall demonstrate a full-throttle climb gradient at 1.3 VSO which shall exceed 130 within5 s of power applic
40、ation from aborted landing. If the flaps may be promptly and safely retracted without loss of altitude and withoutsudden changes in attitude, they may be retracted.4.4.5.1 Airplanes with EPUBalked landing performance shall be demonstrated considering minimum remaining availableESD power.4.5 Controll
41、ability and Maneuverability:4.5.1 General:4.5.1.1 The airplane shall be safely controllable and maneuverable during takeoff, climb, level flight (cruise), dive to VDF or themaximum allowable speed for the configuration being investigated, approach, and landing (power off and on, flaps retracted ande
42、xtended) through the normal use of primary controls.4.5.1.2 Smooth transition between all flight conditions shall be possible without exceeding pilot force as shown in Table 1.4.5.1.3 Full control shall be maintained when retracting and extending flaps within their normal operating speed range (VSO
43、toVFE).4.5.1.4 Lateral, directional, and longitudinal control shall be possible down to VSO.4.5.2 Longitudinal Control:4.5.2.1 With the airplane trimmed as closely as possible for steady flight at 1.3VS1, it must be possible at any speed between1.1VS1 and 1.3VS1 to pitch the nose downward so that a
44、speed not less than 1.3VS1 can be reached promptly. This must be shownwith the airplane in all possible configurations, with simultaneous application of full power and nose down pitch control, and withpower at idle.4.5.2.2 Longitudinal control forces shall increase with increasing load factor.TABLE
45、1 Pilot ForcePilot force as applied to the controls Pitch,N (lb)(lbf) Roll,N (lb)(lbf) Yaw,N (lb)(lbf)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 144
46、4.5.2.3 The control force to achieve the positive limit maneuvering load factor (n1) shall not be less than 70 N in the cleanconfiguration at the aft center of gravity limit. The control force increase is to be measured in flight from an initial n=1 trimmedflight condition at a minimum airspeed of t
47、wo times the calibrated maximum flaps up stall speed.4.5.2.4 If flight tests are unable to demonstrate a maneuvering load factor of n1, then the minimum control force shall beproportional to the maximum demonstrated load factor, n1D, as follows:fmin$70NSn1D 21n121D4.5.3 Directional and Lateral Contr
48、ol:4.5.3.1 It must be possible to reverse a steady 30 banked coordinated turn through an angle of 60, from both directions: (1)within 5 s from initiation of roll reversal, with the airplane trimmed as closely as possible to 1.3 VS1, flaps in the takeoff position,and maximum takeoff power; and (2) wi
49、thin 4 s from initiation of roll reversal, with the airplane trimmed as closely as possibleto 1.3 VSO, flaps fully extended, and engine at idle.4.5.3.2 With and without flaps deployed, rapid entry into, or recovery from, a maximum cross-controlled slip shall not resultin uncontrollable flight characteristics.4.5.3.3 Lateral and directional control forces shall not reverse with increased deflection.4.5.4 Static Longitudinal Stability:4.5.4.1 The airplane shall demons
