ASTM F3173 F3173M-2015 Standard Specification for Handling Characteristics of Aeroplanes《航空器操纵特性的标准规格》.pdf

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1、Designation: F3173/F3173M 15Standard Specification forHandling Characteristics of Aeroplanes1This 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 revisio

2、n. 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 establishes the airworthiness designstandards associated with general airplane-handling character-istics in fli

3、ght and on ground and water.1.2 This specification is applicable to aeroplanes.1.3 The applicant for a design approval shall seek theindividual guidance of their respective civil aviation authority(CAA) body concerning the use of this specification as part ofa certification plan. For information on

4、which CAA regulatorybodies have accepted this specification (in whole or in part) asa means of compliance to their small aircraft airworthinessregulations (hereinafter referred to as “the Rules”), refer to theASTM Committee F44 webpage (www.ASTM.org/COMITTEE/F44.htm) which includes CAA website links

5、.1.4 UnitsThe values stated in either SI units or inch-pound units are to be regarded separately as standard. Thevalues stated in each system may not be exact equivalents;therefore, each system shall be used independently of the other.Combining values from the two systems may result in noncon-forman

6、ce with 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 and health practices and determine the applica-bility of regulatory requirements prior

7、to use.2. Referenced Documents2.1 ASTM Standards:2F3060 Terminology for AircraftF3061/F3061M Specification for Systems and Equipment inSmall AircraftF3174/F3174M Specification for Establishing OperatingLimitations and Information for Aeroplanes2.2 Federal Standard:314 CFR Part 23 (Amendment 62) Airw

8、orthiness Standards:Normal, Utility, Aerobatic, and Commuter Category Air-craft3. Terminology3.1 Refer to Terminology F3060 referenced in Section 2.4. General Requirements4.1 GeneralUnless otherwise specified in a specificrequirement, the airplane shall meet the requirements of 4.2 4.9, Sections 58,

9、 9.1, and 9.2 at all practical loadingconditions and operating altitudes for which certification hasbeen requested, not exceeding the maximum operating altitudeestablished in Specification F3174/F3174M, subsection 4.11,and without requiring exceptional piloting skill, alertness, orstrength.4.2 Contr

10、ol Forces (General):4.2.1 The airplane 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 power off) with the wingflaps extended and retracted.4.2.2 I

11、t 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 multiengineairplanes, those conditions normally encountered in the suddenfailure of a

12、ny engine).4.2.3 If marginal conditions exist with regard to requiredpilot strength, the control forces necessary shall be determinedby quantitative tests. 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:1T

13、his specification is under the jurisdiction ofASTM Committee F44 on GeneralAviation Aircraft and is the direct responsibility of Subcommittee F44.20 on Flight.Current edition approved Dec. 1, 2015. Published February 2016. DOI: 10.1520/F3173_F3173M-15.2For referenced ASTM standards, visit the ASTM w

14、ebsite, 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 U.S. Government Printing Office Superintendent of Documents,732 N. Capitol St., NW, Mail Stop

15、: SDE, Washington, DC 20401.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States14.3.1 Longitudinal ControlWith the airplane as nearly aspossible in trim at 1.3 VS1, it shall be possible, at speeds belowthe trim speed, to pitch the nose do

16、wnward so that the rate ofincrease in airspeed allows prompt acceleration to the trimspeed with:4.3.1.1 Maximum continuous power on each engine;4.3.1.2 Power off; 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

17、 following 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 airplane as nearly as possible in trim at 1.4

18、 VS1, extendthe flaps as rapidly as possible and allow the airspeed totransition from 1.4 VS1to 1.4 VS0:(1) With power off and(2) With the power necessary to maintain level flight in theinitial condition.4.3.2.2 With landing gear and flaps extended, power off, andthe airplane as nearly as possible i

19、n trim at 1.3 VS0, quicklyapply takeoff power and retract the flaps as rapidly as possibleto the recommended go around setting and allow the airspeedto transition from 1.3 VS0to 1.3 VS1. Retract the gear when apositive rate of climb is established.4.3.2.3 With landing gear and flaps extended, in lev

20、el flight,power necessary to attain level flight at 1.1 VS0, and theairplane 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 fla

21、p positions 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;an

22、d(3) From the least extended gated position to the fullyretracted position.4.3.2.4 With power off, flaps and landing gear retracted andthe airplane as nearly as possible in trim at 1.4 VS1, applytakeoff power rapidly while maintaining the same airspeed.4.3.2.5 With power off, landing gear and flaps

23、extended, andthe airplane as nearly as possible in trim at VREF, obtain andmaintain airspeeds between 1.1 VS0and either 1.7 VS0or VFE,whichever is lower without requiring the application of two-handed control forces exceeding those specified in Table 1.4.3.2.6 With maximum takeoff power, landing gea

24、rretracted, flaps in the takeoff position, and the airplane asnearly as possible in trim at VFE appropriate to the takeoff flapposition, retract the flaps as rapidly as possible while main-taining constant speed.4.3.3 At speeds above VMO/MMO, and up to the maximumspeed shown under 8.1, a maneuvering

25、 capability of 1.5 g shallbe demonstrated to provide a margin to recover from upset orinadvertent speed increase.4.3.4 It shall be possible, with a pilot control force of notmore than 45 N 10 lbf, to maintain a speed of not more thanVREFduring a power-off glide with landing gear and wing flapsextend

26、ed, for any weight of the airplane, up to and includingthe maximum weight.4.3.5 By using normal flight and power controls, except asotherwise noted in 4.3.5.1 and 4.3.5.2, it shall be possible toestablish a zero rate of descent at an attitude suitable for acontrolled landing without exceeding the op

27、erational andstructural limitations of the airplane, as follows:4.3.5.1 For single-engine airplanes with a stall speed in thelanding configuration of more than 45 knots and multiengineairplanes, without the use of the primary longitudinal controlsystem; and4.3.5.2 For multiengine airplanes:(1) Witho

28、ut 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.4.4 Directional and Lateral Control:4.4.1 For

29、each multiengine airplane, it shall be possible,while holding the wings level within 5, to make suddenchanges in heading safely in both directions. This ability shallbe shown at 1.4 VS1with heading changes up to 15, exceptthat the heading change at which the rudder force correspondsto the limits spe

30、cified in Table 1 need not be exceeded, withthe:4.4.1.1 Critical engine inoperative and its propeller in theminimum drag position;4.4.1.2 Remaining engines at maximum continuous power;4.4.1.3 Landing gear:(1) Retracted,(2) Extended, and4.4.1.4 Flaps retracted.4.4.2 For each multiengine airplane, it

31、shall be possible toregain full control of the airplane without exceeding a bankangle of 45, reaching a dangerous attitude, or encounteringdangerous characteristics in the event of a sudden and completefailure of the critical engine, making allowance for a delay of2 s in the initiation of recovery a

32、ction appropriate to thesituation, with the airplane initially in trim, in the followingcondition: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,TABLE 1 Control ForcesControl Longitudinal Lateral Directional(a) For temporary applic

33、ation:Stick 267 N 60 lbf 133 N 30 lbfWheel (two hands on rim)Wheel (one hand on rim)334 N 75 lbf222 N 50 lbf222 N 50 lbf111 N 25 lbfRudder pedal 667 N 150 lbf(b) For prolonged application: 44 N kg 10 lbf 22 N 5 lbf 89 N 20 lbfF3173/F3173M 1524.4.2.4 A speed equal to that at which compliance with23.6

34、9(a) has been shown, and4.4.2.5 All propeller controls in the position at whichcompliance with 23.69(a) has been shown.4.4.3 For airplanes with a stall speed in the landing configu-ration of more than 45 knots, it shall be shown that the airplaneis safely controllable without the use of the primary

35、lateralcontrol system in any all-engine configuration(s) and at anyspeed or altitude within the approved operating envelope. Itshall also be shown that the airplanes flight characteristics arenot impaired below a level needed to permit continued safeflight and the ability to maintain attitudes suita

36、ble for acontrolled landing without exceeding the operational andstructural limitations of the airplane. If a single failure of anyone connecting or transmitting link in the lateral control systemwould also cause the loss of additional control system(s),compliance with the above requirement shall be

37、 shown withthose additional systems also assumed to be inoperative.4.5 Minimum Control Speed:4.5.1 VMCis the calibrated airspeed at which, when thecritical engine is suddenly made inoperative, it is possible tomaintain control of the airplane with that engine still inopera-tive and, thereafter, main

38、tain straight flight at the same speedwith an angle of bank of not more than 5. The method used tosimulate critical engine failure shall represent the most criticalmode of powerplant failure expected in service with respect tocontrollability.4.5.2 VMCfor takeoff shall not exceed:4.5.2.1 For multi-en

39、gine airplanes with a VS0 65 kt andthat during the climb demonstration in 23.67(a)(2) cannotclimb after a critical loss of thrust, VS1, where VS1is deter-mined for all practical weights and takeoff configurations.4.5.2.2 For all other multi-engine airplanes, 1.2 VS1, whereVS1is determined at the max

40、imum takeoff weight.4.5.3 VMCshall be determined with the most unfavorableweight and center-of-gravity position and the airplane airborneand the ground effect negligible, for the takeoff configura-tion(s) with:4.5.3.1 Maximum available takeoff power initially on eachengine,4.5.3.2 The airplane trimm

41、ed 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 takeoffposition throughout.4.5.4 For all airplanes except low-speed Level 1 and 2airplanes, the conditions of 4.5.1 shall also be met for thelanding configurat

42、ion with:4.5.4.1 Maximum available takeoff power initially on eachengine;4.5.4.2 The airplane trimmed for an approach, with allengines operating, at VREF, at an approach gradient equal to thesteepest used in the landing distance demonstration of 23.75;4.5.4.3 Flaps in the landing position;4.5.4.4 La

43、nding gear extended; and4.5.4.5 All propeller controls in the position recommendedfor approach with all engines 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.

44、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 airplane shall not assume any dangerousattitude and it shall be possible to prevent a heading change ofmore t

45、han 20.4.5.7 At the option of the applicant, to comply with therequirements of 23.51(c)(1), VMCGmay be determined. VMCG,is the minimum control speed on the ground and is thecalibrated airspeed during the takeoff run at which, when thecritical engine is suddenly made inoperative, it is possible tomai

46、ntain control of the airplane using the rudder control alone(without the use of nose wheel steering) as limited by 667 N150 lbf of force and using the lateral control to the extent ofkeeping the wings level to enable the takeoff to be safelycontinued. In the determination of VMCG, assuming that thep

47、ath of the airplane accelerating with all engines operating isalong the centerline of the runway, its path from the point atwhich the critical engine is made inoperative to the point atwhich recovery to a direction parallel to the centerline iscompleted may not deviate more than 9.1 m 30 ft laterall

48、yfrom the centerline at any point. VMCG, shall be establishedwith:4.5.7.1 The airplane in each takeoff configuration or, at theoption of the applicant, in the most critical takeoff configura-tion;4.5.7.2 Maximum available takeoff power on the operatingengines;4.5.7.3 The most unfavorable center of g

49、ravity position;4.5.7.4 The airplane trimmed for takeoff; and4.5.7.5 The most unfavorable weight in the range of takeoffweights.4.6 Aerobatic ManeuversEach aerobatic airplane shall beable to perform safely the aerobatic maneuvers for whichcertification is requested. Safe entry speeds for these maneu-vers shall be determined.4.7 Control during LandingsIt shall be possible, while inthe landing configuration, to complete a landing safely withoutexceeding the one-hand control force limits specified in Table1 following an approach to land:4.7.1