1、Designation: F3179/F3179M 16F3179/F3179M 18Standard Specification forPerformance of AeroplanesAircraft1This standard is issued under the fixed designation F3179/F3179M; the number immediately following the designation indicates the yearof original adoption or, in the case of revision, the year of la
2、st revision. A number in parentheses indicates the year of last reapproval.A superscript epsilon () indicates an editorial change since the last revision or reapproval.1. Scope1.1 This specification establishescovers the airworthiness design standards associated with general aeroplane performance. T
3、hematerial was developed through open consensus of international experts in general aviation. This information was created byfocusing on Normal Category aeroplanes. The content may be more broadly applicable; it is the responsibility of the Applicant tosubstantiate broader applicability as a specifi
4、c means of compliance. The topics covered within this specification are: Stalling,Takeoff and Landing Speeds; Takeoff Performance, Distances and Path; Climb; Landing Performance and Distances; BalkedLanding.1.2 This specification is applicable to small aeroplanes as defined in Terminology F3060.1.2
5、The applicant An applicant intending to propose this information as Means of Compliance for a design approval shallmustseek the individual guidance tofrom their respective civil aviation authority (CAA) body concerning the use of this specificationas part of a certification plan.oversight authority
6、(for example, published guidance from applicable CAAs) concerning theacceptable use and application thereof. For information on which CAA regulatory bodies oversight authorities have accepted thisspecificationstandard (in whole or in part) as a means of compliance to their small aircraft airworthine
7、ss regulations (hereinafterreferred to as an acceptable Means of Compliance to their regulatory requirements (hereinafter “the Rules”), refer to the ASTMCommittee F44 webpage (www.astm.org/COMMITTEE/F44.htm) which includes CAA website links.(www.astm.org/COMMITTEE/F44.htm).1.3 UnitsThe values stated
8、 This specification may present information in either SI units or inch-pound units are to be regardedseparately as standard. units, English Engineering units, or both. The values stated in each system may not be exact equivalents;therefore, each equivalents. Each system shall be used independently o
9、f the other. Combiningother; combining values from the twosystems may result in nonconformance with the standard.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibilityof the user of this standard to establish appropriate sa
10、fety safety, health, and healthenvironmental practices and determine theapplicability of regulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardizationestablished in the Decision on Principles for the Deve
11、lopment of International Standards, Guides and Recommendations issuedby the World Trade Organization Technical Barriers to Trade (TBT) Committee.2. Referenced Documents2.1 ASTM Standards:2F3060 Terminology for AircraftF3083/F3083M Specification for Emergency Conditions, Occupant Safety and Accommoda
12、tionsF3173F3173/F3173M Specification for Aircraft Handling CharacteristicsF3174/F3174M Specification for Establishing Operating Limitations and Information for Aeroplanes3. Terminology3.1 Refer to Terminology F3060.3.2 In addition, the following definitions apply only in the context of this standard
13、:1 This specification is under the jurisdiction of ASTM Committee F44 on General Aviation Aircraft and is the direct responsibility of Subcommittee F44.20 on Flight.Current edition approved Feb. 1, 2016May 1, 2018. Published March 2016May 2018. Originally approved in 2016. Last previous edition appr
14、oved in 2016 asF3179/F3179M 16. DOI: 10.1520/F3179_F3179M-16.10.1520/F3179_F3179M-18.2 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 p
15、age on the ASTM website.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 recommends that
16、 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 States13.2.1 Loss of ThrustFor
17、conventional aeroplanes (reciprocating or turbine engine-powered), loss of thrust means one engineinoperative. For other aeroplanes, the amount of thrust loss shall be proposed by the applicant and accepted by the CAA.4. Performance RequirementsGeneral4.1 Unless otherwise prescribed, the performance
18、 requirements of this specification shall be met for:4.1.1 Still air and standard atmosphere;4.1.2 Ambient atmospheric conditions within the operating envelope for Level 1 and 2 high-speed aeroplanes and all Level 3and 4 aeroplanes.4.2 Performance data shall be determined over not less than the foll
19、owing conditions for all aeroplanes, except for aeroplaneswith VS0 45 KCAS:4.2.1 Airport altitude from sea level to 3084 m 10 000 ft;4.2.2 The temperature from standard to 30C 54F above standard or the maximum ambient atmospheric temperature at whichcompliance with the cooling provisions of is shown
20、, if lower;4.3 Performance data shall be determined with any means for controlling the engine cooling air supply in the position used inthe engine cooling tests;4.4 The available propulsive thrust shall correspond to engine power, not exceeding the approved power, less:4.4.1 Installation losses.4.4.
21、2 The power absorbed by the accessories and services appropriate to the particular ambient atmospheric conditions and theparticular flight condition.4.5 The performance, as affected by engine power or thrust, shall be based on a relative humidity:4.5.1 Of 80 % at and below standard temperature.4.5.2
22、 From 80 % at the standard temperature, varying linearly down to 34 % at the standard temperature plus 28C plus 50F.4.6 Unless otherwise prescribed in determining the takeoff and landing distances, changes in the aeroplanes configuration,speed, and power shall be made in accordance with procedures e
23、stablished by the applicant for operation in service. Theseprocedures shall be able to be executed consistently by pilots of average skill in atmospheric conditions reasonably expected tobe encountered in service.4.7 Takeoff and landing distances shall be determined on a smooth, dry, hard-surfaced r
24、unway.4.7.1 The effect on these distances of operation on other types of surfaces (for example, grass and gravel) when dry, may bedetermined or derived, and these surfaces listed in the aeroplane flight manual in accordance with Specification F3174/F3174M.4.8 General: For Level 3 and Level 4 high-sp
25、eed multiengine aeroplanes, the following also apply:4.8.1 Unless otherwise prescribed, the performance requirements of this specification shall be met for:applicant shall select thetakeoff, en route, approach, and landing configurations for the aeroplane;4.1.1.1 Still air and standard atmosphere.4.
26、1.1.2 Ambient atmospheric conditions for high-speed Level 1 and 2 aeroplanes and all Level 3 and 4 aeroplanes.4.8.2 Performance data shall be determined over not less than the following conditions for all aeroplanes except for aeroplanesThe aeroplane configuration may vary with weight, altitude, and
27、 temperature to the extent they are compatible with VtheS0 45KCAS:operating procedures required by 4.8.3;(1) Airport altitude from sea level to 3084 m 10 000 ft;(2) The temperature from standard to 30C 86F above standard or the maximum ambient atmospheric temperature at whichcompliance with the cool
28、ing provisions of is shown, if lower;(3) With any means for controlling the engine cooling air supply in the position used in the engine cooling tests;(4) The available propulsive thrust shall correspond to engine power, not exceeding the approved power, less:(a) Installation losses.(b) The power ab
29、sorbed by the accessories and services appropriate to the particular ambient atmospheric conditions and theparticular flight condition.4.1.2.1 The performance, as affected by engine power or thrust, shall be based on a relative humidity:(1) Of 80 % at and below standard temperature.(2) From 80 % at
30、the standard temperature, varying linearly down to 34 % at the standard temperature plus 28C plus 50F.4.8.3 Unless otherwise prescribed, in determining the takeoff and landing distances, performance, takeoff flight path, and theaccelerate-stop distance, all with a critical loss of thrust, changes in
31、 the aeroplanes configuration, speed, and power shall be madein accordance with procedures established by the applicant for operation in service. These procedures shall be able to be executedconsistently by pilots of average skill in atmospheric conditions reasonably expected to be encountered in se
32、rvice.service;4.8.4 Takeoff and landing distances shall be determined on a smooth, dry,Procedures for the execution of discontinuedapproaches and balked landings associated with the conditions prescribed in 15.3.4 hard-surfacedand 20.3runway. shallNOTE 1The effect on these distances of operation on
33、other types of surfaces (for example, grass and gravel) when dry, may be determined or derived,and these surfaces listed in the aeroplane flight manual in accordance with Specification F3174/F3174M. be established;F3179/F3179M 1824.8.5 For high-speed Level 3 aeroplanesThe procedures established unde
34、r 4.8.3 and all4.8.4 Level 4 aeroplanes, the followingalso apply:shall:4.1.5.1 Unless otherwise prescribed, the applicant shall select the takeoff, en route, approach, and landing configurations for theaeroplane;4.1.5.2 The aeroplane configuration may vary with weight, altitude, and temperature to t
35、he extent they are compatible with theoperating procedures required by 4.1.5.3;4.1.5.3 Unless otherwise prescribed, in determining the critical engine-inoperative takeoff performance, takeoff flight path, theaccelerate-stop distance, changes in the aeroplanes configuration, speed, and power shall be
36、 made in accordance with proceduresestablished by the applicant for operation in service;4.1.5.4 Procedures for the execution of discontinued approaches and balked landings associated with the conditions prescribedin 4.12.3.4 and 4.17.3 shall be established; and4.8.5.1 The procedures established und
37、erBe able to be 4.1.5.3 andconsistently executed 4.1.5.4 shall:by a crew of average skillin atmospheric conditions reasonably expected to be encountered in service,(1) Be able to be consistently executed by a crew of average skill in atmospheric conditions reasonably expected to beencountered in ser
38、vice,(2) Use methods or devices that are safe and reliable, and(3) Include allowance for any reasonably expected time delays in the execution of the procedures.4.8.5.2 Use methods or devices that are safe and reliable;4.8.5.3 Include allowance for any reasonably expected time delays in the execution
39、 of the procedures.4.2 Stalling Speed:4.2.1 VS0 and VS1 are the stalling speeds or the minimum steady flight speeds in knots (KCAS) at which the aeroplane iscontrollable with:4.2.1.1 The propulsive thrust not greater than zero at the stalling speed, or, if the resultant thrust has no appreciable eff
40、ect onthe stalling speed, with engine(s) at minimum flight thrust and throttle(s) closed with:(1) The propeller(s) in the takeoff position;(2) The aeroplane in the configuration existing in the test, in which VS0 and VS1 are being used;(3) The center of gravity in the position that results in the hi
41、ghest value of VS0 and VS1; and(4) The weight used when VS0 or VS1 are being used as a factor to determine compliance with a required performance standard.4.2.2 VS0 and VS1 shall be determined by flight tests using the procedure and meeting the flight characteristics specified in theappropriate stal
42、l handling characteristics testing.4.3 Takeoff Speeds:4.3.1 The rotation speed, VR, is the speed at which the pilot makes a control input with the intention of lifting the aeroplaneout of contact with the runway or water surface.4.3.1.1 For low-speed Levels 1, 2, and 3 multiengine landplanes, VR sha
43、ll not be less than the greater of 1.05 VMC or 1.10 VS1.4.3.1.2 For single-engine landplanes, VR shall not be less than VS1.4.3.1.3 For seaplanes and amphibians taking off from water, VR may be any speed that is shown to be safe under all reasonablyexpected conditions, including turbulence and compl
44、ete failure of the critical engine.4.3.2 The speed at 15 m 50 ft above the takeoff surface level shall not be less than:4.3.2.1 For low-speed Level 1 aeroplanes with VS0 45 knots, not less than 1.3 VS1;4.3.2.2 For low-speed Levels 1, 2, and 3 multiengine aeroplanes, the highest of:(1) A speed that i
45、s shown to be safe for continued flight (or emergency landing, if applicable) under all reasonable expectedconditions, including turbulence and complete failure of the critical engine;(2) 1.10 VMC; or(3) 1.20 VS1.4.3.2.3 For Level 1 with a VS0 45 knots and all Levels 2 and 3 single-engine aeroplanes
46、, the higher of:(1) Aspeed that is shown to be safe under all reasonably expected conditions, including turbulence and complete engine failure,or(2) 1.20 VS1.4.3.3 For high-speed multiengine aeroplanes and all Level 4 aeroplanes, the following apply:4.3.3.1 The value, V1, shall be established in rel
47、ation to VEF as follows:(1) The value, VEF, is the calibrated airspeed at which the critical engine is assumed to fail. The value, VEF, shall be selectedby the applicant but shall not be less than 1.05 VMC determined under Specification F3173 or, at the option of the applicant, notless than VMCG det
48、ermined under Specification F3173.(2) The takeoff decision speed, V1, is the calibrated airspeed on the ground at which, as a result of engine failure or otherreasons, the pilot is assumed to have made a decision to continue or discontinue the takeoff. The takeoff decision speed, V1, shallbe selecte
49、d by the applicant but shall not be less than VEF plus the speed gained with the critical engine inoperative during the timeinterval between the instant at which the critical engine is failed and the instant at which the pilot recognizes and reacts to theengine failure, as indicated by the pilots application of the first retarding means during the accelerate-stop determination of 4.5.F3179/F3179M 1834.3.3.2 The rotation speed, VR, in terms of calibrated airspeed, shall be selected by the applicant and shall not be less than thegreatest of the f
