ASTM F3173 F3173M-17 Standard Specification for Aircraft Handling Characteristics.pdf

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1、Designation: F3173/F3173M 17Standard Specification forAircraft Handling Characteristics1This standard is issued under the fixed designation F3173/F3173M; the number immediately following the designation indicates the yearof original adoption or, in the case of revision, the year of last revision. A

2、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 addresses the airworthiness require-ments for aeroplane handling characteristics in flight and onground and water.1.

3、2 The term “aeroplane” is utilized in this specification asit was originally conceived for normal category fixed wingaircraft with a certified maximum take-off weight of 19 000 lbor less and a passenger seating configuration up to 19 asdefined in the Rules. However, this standard may be morebroadly

4、applicable.1.3 The applicant for a design approval must seek individualguidance from their respective CAA body concerning the useof this specification as part of a certification plan. For infor-mation on which CAA regulatory bodies have accepted thisspecification (in whole or in part) as a means of

5、compliance totheir Airworthiness Rules (hereinafter referred to as “theRules”), refer to the ASTM Committee F44 webpage(www.ASTM.org/COMITTEE/F44.htm) which includes CAAwebsite links. It will be the responsibility of the applicant tovalidate any applicability beyond that identified in this speci-fic

6、ation and request acceptance from the applicable CAA.1.4 UnitsNormally, the values stated are SI units followedby US customary units in square brackets. The values stated ineach system may not be exact equivalents; therefore, eachsystem shall be used independently of the other. Combiningvalues from

7、the two systems may result in nonconformancewith the standard.1.5 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 appro-priate safety, health, and environmental practices and deter

8、-mine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accor-dance with internationally recognized principles on standard-ization established in the Decision on Principles for theDevelopment of International Standards, Guides and Recom-mendati

9、ons issued by the World Trade Organization TechnicalBarriers to Trade (TBT) Committee.2. Referenced Documents2.1 ASTM Standards:2F3060 Terminology for AircraftF3061/F3061M Specification for Systems and Equipment inSmall AircraftF3116/F3116M Specification for Design Loads and Condi-tionsF3174/F3174M

10、Specification for Establishing OperatingLimitations and Information for AeroplanesF3179/F3179M Specification for Performance ofAeroplanes3. Terminology3.1 Refer to Terminology F3060 referenced in Section 2.4. Flight Characteristics4.1 GeneralUnless otherwise specified in a specificrequirement, the a

11、eroplane shall meet the requirements of 4.2 4.9, Sections 58, 9.1, and 9.2 at all practical loadingconditions and operating altitudes for which certification hasbeen requested, not exceeding that established in MaximumOperating Altitude Specification F3174/F3174M and withoutrequiring exceptional pil

12、oting skill, alertness, or strength.4.2 Control Forces:4.2.1 The aeroplane shall be safely controllable and maneu-verable during all flight phases including:4.2.1.1 Takeoff,4.2.1.2 Climb,4.2.1.3 Level flight,4.2.1.4 Descent,4.2.1.5 Go-around, and4.2.1.6 Landing (power on and idle power) with the win

13、gflaps extended and retracted.4.2.2 It shall be possible to make a smooth transition fromone flight condition to another (including turns and slips)without danger of exceeding the limit load factor under anyprobable operating condition (including, for multiengine1This specification is under the juri

14、sdiction ofASTM Committee F44 on GeneralAviation Aircraft and is the direct responsibility of Subcommittee F44.20 on Flight.Current edition approved Sept. 1, 2017. Published October 2017. Originallyapproved in 2015. Last previous edition approved in 2015 as F3173/F3173M 15.DOI: 10.1520/F3173_F3173M-

15、17.2For 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 Summary page onthe ASTM website.Copyright ASTM International, 100 Barr Harbor Drive, PO Bo

16、x C700, West Conshohocken, PA 19428-2959. United StatesThis international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for theDevelopment of International Standards, Guides and Recommendations issued by t

17、he World Trade Organization Technical Barriers to Trade (TBT) Committee.1aeroplanes, those conditions normally encountered in thesudden critical loss of thrust).4.2.3 If marginal conditions exist with regard to requiredpilot strength, the control forces necessary shall be determinedby quantitative t

18、ests. In no case may the control forces underthe conditions specified in 4.2.1 and 4.2.2 exceed thoseprescribed in Table 1.4.3 Longitudinal Control:4.3.1 With the aeroplane as nearly as possible in trim at 1.3VS1, it shall be possible, at speeds below the trim speed, topitch the nose downward so tha

19、t the rate of increase in airspeedallows prompt acceleration to the trim speed with:4.3.1.1 Maximum continuous power on each engine;4.3.1.2 Idle power; and4.3.1.3 Wing flap and landing gear:(1) Retracted and(2) Extended.4.3.2 Unless otherwise required, it shall be possible to carryout the following

20、maneuvers without requiring the applicationof single-handed control forces exceeding those specified inTable 1. The trimming controls shall not be adjusted during themaneuvers.4.3.2.1 With the landing gear extended, the flaps retracted,and the aeroplane as nearly as possible in trim at 1.4 VS1,exten

21、d the flaps as rapidly as possible and allow the airspeed totransition from 1.4 VS1to 1.4 VS0:(1) With power idle and(2) With the power necessary to maintain level flight in theinitial condition.4.3.2.2 With landing gear and flaps extended, idle power,and the aeroplane as nearly as possible in trim

22、at 1.3 VS0,quickly apply takeoff power and retract the flaps as rapidly aspossible to the recommended go around setting and allow theairspeed to transition from 1.3 VS0to 1.3 VS1. Retract the gearwhen a positive rate of climb is established.4.3.2.3 With landing gear and flaps extended, in level flig

23、ht,power necessary to attain level flight at 1.1 VS0, and theaeroplane as nearly as possible in trim, it shall be possible tomaintain approximately level flight while retracting the flaps asrapidly as possible with simultaneous application of not morethan maximum continuous power. If gated flap posi

24、tions areprovided, the flap retraction may be demonstrated in stageswith power and trim reset for level flight at 1.1 VS1,intheinitial configuration for each stage:(1) From the fully extended position to the most extendedgated position;(2) Between intermediate gated positions, if applicable;and(3) F

25、rom the least extended gated position to the fullyretracted position.4.3.2.4 With idle power, flaps and landing gear retracted andthe aeroplane as nearly as possible in trim at 1.4 VS1, applytakeoff power rapidly while maintaining the same airspeed.4.3.2.5 With idle power, landing gear and flaps ext

26、ended,and the aeroplane as nearly as possible in trim at VREF, obtainand maintain airspeeds between 1.1 VS0and either 1.7 VS0orVFE, whichever is lower without requiring the application oftwo-handed control forces exceeding those specified in Table1.4.3.2.6 With maximum takeoff power, landing gearret

27、racted, flaps in the takeoff position, and the aeroplane asnearly as possible in trim at VFEappropriate to the takeoff flapposition, retract the flaps as rapidly as possible while main-taining constant speed.4.3.3 At speeds above VMO/MMO/VNE, and up to the maxi-mum speed shown under 8.1:4.3.3.1 For

28、Level 1 aeroplanes with VS0 45 KCAS, it mustbe possible to raise the nose at all permitted c.g. positions andengine powers.4.3.3.2 For Level 1 aeroplanes with VS0 45 KCAS andLevel 2, 3, and 4 aeroplanles, a maneuvering capability of 1.5g shall be demonstrated to provide a margin to recover fromupset

29、 or inadvertent speed increase.4.3.4 For Level 1 aeroplanes with VS0 45 KCAS andLevel 2, 3, and 4 aeroplanes, it shall be possible, with a pilotcontrol force of not more than 45 N 10 lbf, to maintain aspeed of not more than VREFduring an idle power glide withlanding gear and wing flaps extended, for

30、 any weight of theaeroplane, up to and including the maximum weight.4.3.5 For Level 1 aeroplanes with VS0 45 KCAS andLevel 2, 3, and 4 aeroplanes, by using normal flight and powercontrols, except as otherwise noted in 4.3.5.1 and 4.3.5.2,itshall be possible to establish a zero rate of descent at an

31、attitudesuitable for a controlled landing without exceeding the opera-tional and structural limitations of the aeroplane, as follows:4.3.5.1 For single-engine aeroplanes and multiengineaeroplanes, without the use of the primary longitudinal controlsystem; and4.3.5.2 For multiengine aeroplanes:(1) Wi

32、thout the use of the primary directional control and(2) If a single failure of any one connecting or transmittinglink would affect both the longitudinal and directional primarycontrol system, without the primary longitudinal and direc-tional control system.4.3.6 For Level 1 aeroplanes with VS0 45 KC

33、AS, for anytrim setting required under 5.3.1, it must be possible to takeoff,climb, descend, and land the aeroplane in required configura-tions with no adverse effect and with acceptable forces.4.4 Directional and Lateral Control:4.4.1 For each multiengine aeroplane, it shall be possible,while holdi

34、ng the wings level within 5, to make suddenchanges in heading safely in both directions. This ability shallTABLE 1 Control ForcesLevel 1 Aeroplanes With VS0# 45 KCASControl Longitudinal Lateral Directional(a) For temporary application: Stick 200 N 45 lbf 100 N 22 lbf Wheel 250 N 56 lbf 200 N 45 lbf

35、Rudder pedal 400 N 90 lbf(b) For prolonged application: 20 N 4 lbf 15 N 3 lbf 100 N 22 lbfLevel 1 Aeroplanes With VS0 45 KCAS and Level 2, 3 and 4 AeroplanesControl Longitudinal Lateral Directional(a) For temporary application:Stick 267 N 60 lbf 133 N 30 lbfWheel (two hands on rim) 334 N 75 lbf 222

36、N 50 lbfWheel (one hand on rim) 222 N 50 lbf 111 N 25 lbfRudder pedal 667 N 150 lbf(b) For prolonged application: 44 N 10 lbf 22 N 5 lbf 89 N 20 lbfF3173/F3173M 172be shown at 1.4 VS1with heading changes up to 15, exceptthat the heading change at which the rudder force correspondsto the limits speci

37、fied in Table 1 need not be exceeded, withthe:4.4.1.1 Critical loss of thrust and its propeller in the mini-mum drag position;4.4.1.2 Remaining engines at maximum continuous power;4.4.1.3 Landing gear:(1) Retracted, and(2) Extended.4.4.1.4 Flaps retracted.4.4.2 For each multiengine aeroplane, it sha

38、ll be possible toregain full control of the aeroplane without exceeding a bankangle of 45, reaching a dangerous attitude, or encounteringdangerous characteristics in the event of a sudden and completeloss of critical thrust, making allowance for a delay of 2 s in theinitiation of recovery action app

39、ropriate to the situation, withthe aeroplane initially in trim, in the following condition:4.4.2.1 Maximum continuous power on each engine,4.4.2.2 The wing flaps retracted,4.4.2.3 The landing gear retracted,4.4.2.4 A speed equal to that at which compliance withSpecification F3179/F3179M En Route Cli

40、mb/Descent: AllEngines Operating has been shown, and4.4.2.5 All propeller controls in the position at whichcompliance with Specification F3179/F3179M En RouteClimb/Descent: All Engines Operating has been shown.4.4.3 For Level 1 aeroplanes with VS0 45 KCAS andLevel 2, 3, and 4 aeroplanes, it shall be

41、 shown that theaeroplane is safely controllable without the use of the primarylateral control system in any all-engine configuration(s) and atany speed or altitude within the approved operating envelope.It shall also be shown that the aeroplanes flight characteristicsare not impaired below a level n

42、eeded to permit continued safeflight and the ability to maintain attitudes suitable for acontrolled landing without exceeding the operational andstructural limitations of the aeroplane. If a single failure of anyone connecting or transmitting link in the lateral control systemwould also cause the lo

43、ss of additional control system(s),compliance with the above requirement shall be shown withthose additional systems also assumed to be inoperative.4.5 Minimum Control Speed:4.5.1 VMCis the calibrated airspeed at which, following asudden critical loss of thrust, it is possible to maintain controlof

44、the aeroplane with the failed components of the propulsionsystem remaining inoperative. Thereafter, it shall be possible tomaintain straight flight at the same speed with an angle of bankof not more than 5. The method used to simulate critical lossof thrust shall represent the most critical mode of

45、powerplantfailure expected in service with respect to controllability.4.5.2 VMCfor takeoff shall not exceed 1.2 VS1, where VS1isdetermined at the maximum takeoff weight.4.5.3 VMCshall be determined with the most unfavorableweight and center-of-gravity position and the aeroplane air-borne and the gro

46、und effect negligible, for the takeoff configu-ration(s) with:4.5.3.1 Maximum available takeoff power initially on eachengine,4.5.3.2 The aeroplane trimmed for takeoff,4.5.3.3 Flaps in the takeoff position(s),4.5.3.4 Landing gear retracted, and4.5.3.5 All propeller controls in the recommended takeof

47、fposition throughout.4.5.4 For all aeroplanes except low-speed Level 1 and 2aeroplanes, the conditions of 4.5.1 shall also be met for thelanding configuration with:4.5.4.1 Maximum available takeoff power initially on eachengine;4.5.4.2 The aeroplane trimmed for an approach, with allengines operating

48、, at VREF, at an approach gradient equal to thesteepest used in the landing distance demonstration of Speci-fication F3179/F3179M Landing Distance;4.5.4.3 Flaps in the landing position;4.5.4.4 Landing gear extended; and4.5.4.5 All propeller controls in the position recommendedfor approach with all e

49、ngines operating.4.5.5 A minimum speed to render the critical engine inop-erative intentionally shall be established and designated as thesafe, intentional, one-engine-inoperative speed (VSSE).4.5.6 At VMC, the rudder pedal force required to maintaincontrol shall not exceed 667 N 150 lbf and it shall not benecessary to reduce power of the operative engine(s). Duringthe maneuver, the aeroplane shall not assume any dangerousattitude and it shall be possible to prevent a heading change ofmore than 20.4.5.7 At the option