ASTM F2317 F2317M-2005(2009) Standard Specification for Design of Weight-Shift-Control Aircraft《重心移动控制飞行器设计规格》.pdf

《ASTM F2317 F2317M-2005(2009) Standard Specification for Design of Weight-Shift-Control Aircraft《重心移动控制飞行器设计规格》.pdf》由会员分享，可在线阅读，更多相关《ASTM F2317 F2317M-2005(2009) Standard Specification for Design of Weight-Shift-Control Aircraft《重心移动控制飞行器设计规格》.pdf（10页珍藏版）》请在麦多课文档分享上搜索。

1、Designation: F 2317/F 2317M 05 (Reapproved 2009)Standard Specification forDesign of Weight-Shift-Control Aircraft1This standard is issued under the fixed designation F 2317/F 2317M; the number immediately following the designation indicates theyear of original adoption or, in the case of revision, t

2、he year of last revision. A number in parentheses indicates the year of lastreapproval. A superscript epsilon () indicates an editorial change since the last revision or reapproval.1. Scope1.1 This specification covers the minimum airworthinessstandards a manufacturer shall meet in the designing, te

3、sting,and labeling of weight-shift-control aircraft.1.2 This specification covers only weight-shift-control air-craft in which flight control systems do not use hinged surfacescontrolled by the pilot.NOTE 1This section is intended to preclude hinged surfaces such astypically found on conventional ai

4、rplanes such as rudders and elevators.Flexible sail surfaces typically found on weight-shift aircraft are notconsidered hinged surfaces for the purposes of this specification.1.3 Weight-shift-control aircraft means a powered aircraftwith a framed pivoting wing and a fuselage (trike carriage)controll

5、able only in pitch and roll by the pilots ability tochange the aircrafts center of gravity with respect to the wing.Flight control of the aircraft depends on the wings ability toflexibly deform rather than the use of control surfaces.1.4 This specification is organized and numbered in accor-dance wi

6、th the bylaws established for Committee F37. Themain sections are:Scope 1Referenced Documents 2Terminology 3Flight Requirements 4Structural Requirements 5Design and Construction Requirements 6Powerplant Requirements 7Equipment Requirements 8Operating Limitations 9Keywords 10Annex Annex A1Appendix Ap

7、pendix X11.5 The values stated in either SI units or inch-pound unitsare to be regarded separately as standard. The values stated ineach system may not be exact equivalents; therefore, eachsystem shall be used independently of the other. Combiningvalues from the two systems may result in non-conform

8、ancewith the standard.1.6 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 and health practices and determine the applica-bility of regulatory requirements prior

9、 to use.2. Referenced Documents2.1 ASTM Standards:2F 2339 Practice for Design and Manufacture of Reciprocat-ing Spark Ignition Engines for Light Sport Aircraft2.2 Federal Aviation Regulations:3FAR-33 Airworthiness Standards: Aircraft EnginesFAR-35 Airworthiness Standards: Propellers2.3 Joint Aviatio

10、n Requirements:4JAR-E EnginesJAR-P PropellersJAR-22 Sailplanes and Powered Sailplanes3. Terminology3.1 DefinitionsAircraft Weight:3.1.1 design maximum aircraft weight, naircraft designmaximum weight WMAXshall be the sum of WWING+ WSUSP.3.1.2 design maximum trike carriage weight, ndesignmaximum trike

11、 carriage weight, Wsusp, shall be established sothat it is: (1) highest trike carriage weight at which compliancewith each applicable structural loading condition and eachapplicable flight requirement is shown, and (2) not less than theempty trike carriage weight, Wtkmt, plus a weight of occu-pant(s

12、) of 86.0 kg 189.6 lb for a single-seat aircraft or 150 kg330.8 lb for a two-seat aircraft, plus the lesser of full usablefuel or fuel weight equal to 1-h burn at economical cruise atmaximum gross weight.3.1.3 trike carriage empty weight, Wtkmt, nall parts, com-ponents, and assemblies that comprise

13、the trike carriageassembly or that are attached to the suspended trike in flight,including any wing attachment bolts, shall be included in thetrike carriage assembly empty weight, Wtkmt. These mustinclude the required minimum equipment, unusable fuel,maximum oil, and where appropriate, engine coolan

14、t and1This specification is under the jurisdiction of ASTM Committee F37 on LightSport Aircraft and is the direct responsibility of Subcommittee F37.40 on WeightShift.Current edition approved July 1, 2009. Published September 2009. Originallyapproved in 2005. Last previous edition approved in 2007 a

15、s F 2317/F 2317M 05(2007).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.3Available from Federal Aviation Ad

16、ministration, 800 Independence Ave., SW,Washington, DC 20591.4Available from Global Engineering Documents, 15 Inverness Way, EastEnglewood, CO 80112-57041Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.hydraulic fluid. Trike carriage

17、empty weight, Wtkmt, shall berecorded in the Aircraft Operating Instructions (AOI).3.1.4 wing weight, Wwing, nall parts, components, andassemblies that comprise the wing assembly, or that areattached to the wing in flight, shall be included in the wingweight, Wwing. The wing weight, Wwing, shall be

18、entered in theAOI.3.2 Abbreviations:3.2.1 AOIAircraft Operating Instructions3.2.2 CCelsius3.2.3 CAScalibrated air speed3.2.4 cmcentimetre3.2.5 daNdeca Newton3.2.6 FFahrenheit3.2.7 Hgmercury3.2.8 IASindicated air speed3.2.9 in.inch3.2.10 ISAinternational standard atmosphere3.2.11 kgkilogram3.2.12 kt(

19、s)nautical mile per hour (knot) (1 nauticalmph = (1852/3600) m/s)3.2.13 lbpound (1 lb = 0.4539 kg)3.2.14 mmetre3.2.15 mbmillibars3.2.16 NNewton3.2.17 psipounds per square inch gage pressure3.2.18 sseconds3.2.19 SIinternational system of units3.2.20 VAmaneuvering speed (the maximum speed atwhich full

20、 or abrupt control movements are permitted)3.2.21 VCoperating cruising speed3.2.22 VDFdemonstrated flight diving speed3.2.23 VHmaximum sustainable speed in straight andlevel flight3.2.24 VNEnever exceed speed3.2.25 VS0stalling speed, or the minimum steady flightspeed in the landing configuration3.2.

21、26 VS1stalling speed, or the minimum steady flightspeed in a specific configuration3.2.27 Vxspeed at which best angle of climb is achieved3.2.28 Vyspeed at which best rate of climb is achieved3.2.29 VTmaximum glider towing speed3.2.30 WMAXmaximum design weight3.2.31 WSCweight shift control (aircraft

22、)4. Flight Requirements4.1 Proof of Compliance:4.1.1 It shall be possible to demonstrate that the aircraftmeets the requirements in this section at each allowablecombination of weight, hang point, and trimmer setting.4.1.2 The test aircraft used to demonstrate compliance withthis specification shall

23、 be an accurate representation of theproduction aircraft except in the following case:4.1.2.1 For the purposes of this test only, the aircraft may bemodified to expand the control travel or limits in pitch whenestablishing VDFor VS1.4.1.3 Airspeeds shall be corrected to standard atmosphericcondition

24、s 1013.25 mb 29.92 in. Hg, 15C 59F.4.1.4 Climb performance requirements shall be met atstandard conditions or conditions more adverse.4.2 General Performance:4.2.1 Stall Speed in the Landing Configuration (VS0):4.2.1.1 The stall speed, if obtainable, or the minimum flightspeed shall be established w

25、ith: (1) engine idling with thethrottle closed, (2) hang point that produces the highest stallingor minimum flight speed, (3) maximum takeoff weight, and (4)trim setting in the landing configuration.4.2.1.2 VS0shall be determined by flight-testing, in accor-dance with the following procedures: (1) a

26、ircraft power at idle,at a speed of not less than VS0plus 2.6 m/s 5 kts, and (2) thespeed reduced at a rate not exceeding 0.5 m/s 1 kt/s until thestall is produced as indicated by an autonomous downwardpitching motion of the wing or until the control limit isreached.4.2.1.3 It shall be possible to p

27、revent more than 30 of rollor yaw by normal use of the controls during the stall and therecovery, or, if stall is not achieved before the control limit isreached, during the slowing to VS0and subsequent accelerationto VS0plus 2.6 m/s 5 kts.4.2.2 Stall Speed Free of Control Limits (VS1):4.2.2.1 Where

28、 control limits result in VS0being reachedbefore the aircraft stalling, then the stall speed free of controllimits (VS1) shall be determined. VS1shall be established with:(1) the aircraft in the landing configuration defined in 4.2.1.1,and (2) the aircraft may be modified for the purposes of thistes

29、t, only to expand the nose up pitch control range to theextent necessary for the aircraft to stall when flown inaccordance with the procedures detailed in 4.2.1.2.4.2.2.2 Where VS0as determined in accordance with theprocedures of 4.2.1.2 is the speed at which the aircraft stalls,then VS1= VS0.4.2.3

30、Minimum Climb Performance:4.2.3.1 The gradient of climb at recommended takeoffpower at Vx shall not be less than 1:12.4.2.3.2 The rate of climb shall exceed 1.5 m/s 300 ft/minat Vy at recommended takeoff power.4.2.4 Flutter, Buffeting, and VibrationFlight-testing shallnot reveal, by pilot observatio

31、ns, potentially damaging buffet-ing, airframe, or controls vibration, flutter (with attempts toinduce it), or control divergence, at any speed from VS0to VDF.4.2.5 Turning Flight and StallsStalls shall be performedas follows: after establishing a steady state turn of at least 30bank, the speed shall

32、 be reduced until the aircraft stalls, or untilthe full nose up limit of pitch control is reached. After theturning stall or reaching the limit of pitch control, level flightshall be regained without exceeding 60 of roll. This shall beperformed with the engine at idle. No loss of altitude greatertha

33、n 152 m 500 ft, uncontrolled turn of more than onerevolution, or speed buildup to greater than VNEshall beassociated with the recovery.4.2.6 VHMaximum sustainable speed in straight and levelflight, knots CAS.4.2.6.1 VHshall be established in straight and level flightwith: (1) maximum allowed continu

34、ous engine power, and (2)the combination of weight, loading, trimmer setting, and use ofF 2317/F 2317M 05 (2009)2the flight controls allowed by the manufacturer that yields thehighest sustainable speed.NOTE 2In the case where maximum continuous engine power resultsin a climb at maximum speed, power

35、may be reduced as needed tomaintain level flight.4.3 Controllability and Maneuverability:4.3.1 GeneralWhen operating in accordance with therecommendations in the Aircraft Operating Instructions, theaircraft shall be safely controllable and maneuverable during:4.3.1.1 Takeoff at maximum takeoff power

36、,4.3.1.2 Climb,4.3.1.3 Level flight,4.3.1.4 Descent,4.3.1.5 Landing, power on and off,4.3.1.6 With sudden engine failure,4.3.1.7 Turns,4.3.1.8 Changing speeds between VS0and VNE, and4.3.1.9 Dive to VNE.4.3.2 Longitudinal Control:4.3.2.1 Starting at a speed of 1.1 VS0, it shall be possible topitch th

37、e nose downwards so that a speed equal to 1.3 VS0canbe reached in less than 4 s.4.3.2.2 It shall be possible to pitch the nose up at VNEat themost adverse hang point, trimmer setting, and engine power.4.3.3 Lateral Control:4.3.3.1 Using an appropriate control action, it shall bepossible to reverse a

38、 steady 30 banked turn to a 30 bankedturn in the opposite direction. This shall be possible in bothdirections within 5 s from initiation of roll reversal, with theaircraft flown at 1.3 VS0.4.3.3.2 Lateral control forces shall not reverse with in-creased displacement of the flight controls.4.3.4 Trim

39、 SpeedsThe speeds to achieve longitudinal trimshall lie between 1.3 VS0and 0.909 VNEat all engine powersand the allowable hang points.4.3.5 Ground HandlingIt shall be possible to preventground looping, with normal use of controls, up the maximumcrosswind component published in the AOI.4.4 Stability:

40、4.4.1 Longitudinal Stability:4.4.1.1 The aircraft shall demonstrate the ability to sustainsteady flight at speeds appropriate for climb, cruise, andlanding.4.4.1.2 A pull force shall be required to attain and maintainany speed above trim and a push force shall be required toattain and maintain any s

41、peed below trim. As the control forceis reduced, the aircraft shall return to within 20 % the originaltrim speed.4.4.2 Pitch TestingA test of the wing pitching momentabout the hang point shall be conducted at VS03 0.866 over therange of angles of attack from 15 above zero lift angle to 10below zero

42、lift angle of attack. The wing shall exhibit a trimangle above zero lift angle of attack, and a positive pitchingmoment at any angle below trim, or if trim is not achieved inthe test range, the wing shall exhibit a positive pitchingmoment throughout the range of angles specified.NOTE 3This test may

43、be conducted as a taxi test with the wingmounted to the trike carriage.5. Structural Requirements5.1 Strength Requirements:5.1.1 Strength requirements are specified in terms of limitloads (the maximum loads to be expected in service) andultimate loads (limit loads multiplied by prescribed factors of

44、safety as specified in 5.3). Unless otherwise provided, pre-scribed loads are limit loads.5.1.2 The structure shall be able to support limit loadswithout permanent deformation. At any load up to limit loads,the deformation may not interfere with safe operation.5.1.2.1 The structure shall be able to

45、support ultimate loadswith a positive margin of safety (analysis) or without failure forat least 3 s (tests).5.2 Fulfillment of Design Requirements:5.2.1 Fulfillment of the design requirements shall be deter-mined by conservative analysis, tests, or a combination of both.Structural analysis alone ma

46、y be used for validation of thestructural requirements only if the structure conforms to thosefor which experience has shown this method to be reliable.Aerodynamic data required for the establishment of the loadingconditions shall be verified by tests, calculations, or conserva-tive estimation.5.2.1

47、.1 For analysis and test purposes, unless otherwiseprovided, the air and ground loads shall be placed in equilib-rium with inertia forces, considering each major item of massin the aircraft. The loads shall be distributed so as to representactual conditions or a conservative approximation to them.5.

48、2.2 If deflections under load would significantly changethe distribution or amount of external or internal loads, thisredistribution shall be taken into account.5.2.3 The results obtained from strength tests should becorrected for departures from the minimal mechanical materialproperties and least f

49、avorable material dimensional tolerancevalues defined in the design.5.3 Safety FactorsThe factor of safety is 1.5, except itshall be increased to:3 on castings and bearings whose failure would preclude continuedsafe flight and landing of the aircraft or result in serious injury to theoccupants2 on other castings and bearings2 on cables2 on lap belts and shoulder harnesses1.73 on fittings and system joints whose strength is not proven by limitand ultimate tests in which actual stress conditions apply or ares