1、Designation: F2245 16Standard 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 UnitsThe values given in this standard are in SI unitsand are to be regarded as standard. The values given inparentheses are mathematical conversions to inch-pound (oroth
4、er) units that are provided for information only and are notconsidered standard. The values stated in each system may notbe exact equivalents. Where it may not be clear, someequations provide the units of the result directly following theequation.1.4 This standard does not purport to address all of
5、thesafety concerns, if any, associated with its use. It is theresponsibility of the user of this standard to establish appro-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
6、Airframe Emergency ParachutesF2339 Practice for Design and Manufacture of Reciprocat-ing Spark Ignition Engines for Light Sport AircraftF2483 Practice for Maintenance and the Development ofMaintenance Manuals for Light Sport AircraftF2506 Specification for Design and Testing of Light SportAircraft P
7、ropellersF2538 Practice for Design and Manufacture of Reciprocat-ing Compression Ignition Engines for Light SportAircraftF2564 Specification for Design and Performance of a LightSport GliderF2746 Specification for Pilots Operating Handbook (POH)for Light Sport AirplaneF2840 Practice for Design and M
8、anufacture of ElectricPropulsion Units for Light Sport Aircraft2.2 Federal Aviation 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 Othe
9、r 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 devices used to provide thrust for an electricaircraft.3.1.2 energy storage device, ESDused to store energy aspart o
10、f 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 maximum empty weight, WE(N)largest emptyweight of the airplane, including all operational equipment thatis installed in t
11、he airplane: weight of the airframe, powerplant,Energy Storage Device (ESD) as part of an Electric PropulsionUnit (EPU), required equipment, optional and specificequipment, fixed ballast, full engine coolant and oil, hydraulicfluid, and the unusable fuel. Hence, the maximum emptyweight equals maximu
12、m takeoff weight minus minimum usefulload: WE= W WU.3.1.5 minimum useful load, WU(N)where WU= W WE.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 March 1, 2016. Pu
13、blished March 2016. Originallyapproved in 2004. Last previous edition approved in 2015 as F2245 15. DOI:10.1520/F2245-16.2For 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/.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States13.1.6 nighthours between the end of evening civil twilightand the beginning
16、 of morning 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” referri
17、ng to electric motors for propulsionare used interchangeably within this standard.3.1.8 The term “engine idle” when in reference to electricpropulsion units shall mean the minimum power or propellerrotational speed condition for the electric motor as definedwithout electronic braking of the propelle
18、r 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 CDdrag coefficient of the airplane3.2.7 CGcenter of gravity3.2.8 Cmmoment coefficient (Cmis with respect to c/4point
19、, 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 Organization3.2.14 LSALight Sport Aircraft3.2.15 MACmean aerodynamic chord (m)3.2.
20、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 density (kg/m3) = 1.225 at sea level standardconditions3.2.22 POHPilot Operating Handbook3.2.23 qdynamic pressure
21、 N/m2!512V23.2.24 RCclimb rate (m/s)3.2.25 Swing area (m2)3.2.26 Vairspeed (m/s)3.2.26.1 VAdesign maneuvering speed3.2.26.2 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 VHm
22、aximum speed in level flight with maximumcontinuous power (corrected for sea level standard conditions)3.2.26.8 VNEnever exceed speed3.2.26.9 VOoperating maneuvering speed3.2.26.10 VSstalling speed or minimum steady flightspeed at which the airplane is controllable (flaps retracted)3.2.26.11 VS1stal
23、ling speed or minimum steady flightspeed at which the aircraft is controllable in a specificconfiguration3.2.26.12 VS0stalling speed or minimum steady flightspeed at which the aircraft is controllable in the landingconfiguration3.2.26.13 VSPmaximum spoiler/speed brake extendedspeed3.2.26.14 VRground
24、 gust speed3.2.26.15 VXspeed for best angle of climb3.2.26.16 VYspeed for best rate of climb3.2.27 waverage design surface load (N/m2)3.2.28 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
25、(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 maximumallowable speed for the configuration being investigated shallbe considered.4.1.1.1 VDF
26、may 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 flighttesting:Weight +5 %, 10 %Weight, when critical +5 %, 1 %CG 7 % of total trav
27、el4.2 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 lbf) for eachoccupant 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
28、 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, or both, may be used ifproperly installed and placarded.4.2.5 Multiple ESDs may
29、 be used if properly installed andplacarded.F2245 1624.3 Propeller Speed and Pitch LimitsPropeller configura-tion shall not allow the engine to exceed safe operating limitsestablished by the engine manufacturer under normal condi-tions.4.3.1 Maximum RPM shall not be exceeded with fullthrottle during
30、 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 air conditions andat sea level. Speeds shall be given in indicated (IAS)
31、andcalibrated (CAS) airspeeds.4.4.1 Stalling SpeedsWing level stalling speeds VSOandVSshall be determined by flight test at a rate of speed decreaseof 0.5 m/s2(m/s per second) (1 kt/s) or less, throttle closed, withmaximum takeoff weight, and most unfavorable CG.4.4.2 TakeoffWith the airplane at max
32、imum 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 a runway withminimal grade.4.4.2.2 Distance to clear a 1
33、5-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 1.6 m/s (315ft/min).4.4.3.2 Climb gradient at VXshall exceed112 .4.4.4 LandingFor landing w
34、ith 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 LandingThe airplane shall demonstrate afull-throttle cl
35、imb 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 with EPUBalked landing performanceshall be demonstrate
36、d 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 allowable speed for the configuration beinginvestigat
37、ed, 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 Full control shall be maintained when retracting ande
38、xtending 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 flight at 1.3VS1, it must be possible at any speed be
39、tween1.1VS1and 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, and with power at idle.4.5.2.2 Longitudinal control f
40、orces 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 increase is to be measured in flight from an initialn=1 tri
41、mmed 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 maximum demonstrated load factor, n1D,asfollows:fmin$70NS
42、n1D2 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 closely as possible to 1.3 VS1, flaps in the takeoffpo
43、sition, 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, orrecovery from, a maximum cross-controlled slip shal
44、l 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 forsteady flight at speeds appropriate to the climb, cruise,
45、 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,uptotheTABLE 1 Pilot ForcePilot force as applied to the controlsPitch,N (lbf)Roll,N (lbf)Yaw
46、,N (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 163maximum allowable speed for the configuration beinginvestigated, and at the most critical powe
47、r 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 the pitch control; and (2)a “pull” from trimmed flight that res
48、ults 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
49、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 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 mu
