1、Designation: F2245 16F2245 16aStandard 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 AircraftF2483 Practice for Maintenance and the Development of Maintenance Manuals for Light Sport AircraftF2506 Specification for Design and Testing of Light S
7、port Aircraft PropellersF2538 Practice for Design and Manufacture of Reciprocating Compression Ignition 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
8、 for Design and Manufacture of Electric Propulsion 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-
9、P Propellers2.4 Other Standards:GAMA Specification No. 1 Specification for Pilots Operating Handbook53. 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 jurisd
10、iction of ASTM Committee F37 on Light Sport Aircraft and is the direct responsibility of Subcommittee F37.20 on Airplane.Current edition approved March 1, 2016June 1, 2016. Published March 2016July 2016. Originally approved in 2004. Last previous edition approved in 20152016 asF2245 15.F2245 16. DOI
11、: 10.1520/F2245-16.10.1520/F2245-16A.2 For referencedASTM standards, visit theASTM website, 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
12、 Aviation Administration (FAA), 800 Independence Ave., SW, Washington, DC 20591, http:/www.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 As
13、sociation, http:/www.gama.aero/.This document is not an ASTM standard and is intended only 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 recomme
14、nds that users consult prior editions as appropriate. In all cases only the current versionof 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 sto
15、rage device, ESDused to store energy as part of a Electric Propulsion Unit (EPU). Typical energy 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
16、 all operational equipment that is installedin the airplane: weight of the airframe, powerplant, 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 unusable
17、fuel. Hence, the maximum empty weight equals maximum takeoff weight minus minimum useful load: 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
18、 evening when the center of the suns disc is 6 below the horizon, and begins in the morning 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
19、this standard.3.1.8 The term “engine idle” when in reference to electric propulsion units shall 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.
20、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 (Cm is with respect to c/4 point, positive nose up)3.2.9 CMOzero lift moment coefficient3.2.10 C
21、nnormal 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)3.2.16 nload factor3.2.17 n1airplane positive maneuvering limit load
22、 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 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)3.2.2
23、6 Vairspeed (m/s)3.2.26.1 VAdesign maneuvering speed3.2.26.2 VCdesign cruising speed3.2.26.3 VDdesign diving speedF2245 16a23.2.26.4 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
24、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 flight speed at which the airplane is controllable (flaps retracted)3.2.26.11 VS1stalling speed or minimum steady flight speed at which
25、the aircraft is controllable in a specific configuration3.2.26.12 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
26、 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 (N)4. Flight4.1 Proof of Compliance:4.1.1 Eac
27、h of the following requirements shall be met at the most critical weight and CG configuration. 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 V
28、NE must be less than or equal to 0.9VDF and greater than or equal to 1.1VC. In addition, VNE 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
29、 The minimum useful load, WU, shall be equal to or greater than the sum of:4.2.1.1 An occupant weight of 845 N (190 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 resul
30、ts 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 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
31、and placarded.4.3 Propeller Speed and Pitch LimitsPropeller configuration shall 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
32、 110 % maximumcontinuous RPM shall not be exceeded during a glide at VNE with throttle 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
33、Stalling SpeedsWing level stalling speeds VSO and VS shall be determined by flight test at a rate of speed decrease of0.5 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 thrott
34、le, the following shall be measured using normal takeoffprocedures:NOTE 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 cli
35、mb speed of at least 1.3VS1.F2245 16a34.4.3 ClimbAt maximum takeoff weight, flaps in the position specified for climb within the POH, and full throttle:4.4.3.1 Rate of climb at VY shall exceed 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
36、closed and flaps extended, the following shall be determined:4.4.4.1 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 gradi
37、ent at 1.3 VSO which shall exceed 130 within5 s of power application 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 demonstrate
38、d considering minimum remaining availableESD power.4.5 Controllability 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
39、, approach, and landing (power off and on, flaps retracted andextended) 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
40、extending flaps within their normal operating speed range (VSO 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
41、 between1.1VS1 and 1.3VS1 to pitch the nose downward so that a 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 c
42、ontrol forces shall increase with increasing load factor.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 initi
43、al n=1 trimmedflight condition at a minimum airspeed of two 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 follow
44、s:fmin$70NSn1D 21n121D4.5.3 Directional and Lateral Control: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 t
45、he takeoff position,and maximum takeoff power; and (2) within 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-contro
46、lled 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 demonstrate the ability to trim for steady flight at speeds appropriate to the
47、climb, cruise, and landingapproach configurations; at minimum and maximum weight; and forward and aft CG limits.4.5.4.2 The airplane shall exhibit positive longitudinal stability characteristics at any speed above 1.1 VS1, up to the maximumallowable speed for the configuration being investigated, an
48、d at the most critical power setting and CG combination.4.5.4.3 Stability shall be shown by a tendency for the airplane to return toward trimmed steady flight after: (1) a “push” fromtrimmed flight that results in a speed increase, followed by a non-abrupt release of the pitch control; and (2) a “pu
49、ll” from trimmedflight that results in a speed decrease, followed by a non-abrupt release of the pitch control.TABLE 1 Pilot ForcePilot force as applied to the controls Pitch,N (lbf) Roll,N (lbf) Yaw,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 16a44.5.4.4 The airplane shall demonstrate compliance with this section while in trim
