ASTM F3180 F3180M-2016 Standard Specification for Low-Speed Flight Characteristics of Aeroplanes《飞机低速飞行特性的标准规格》.pdf

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1、Designation: F3180/F3180M 16Standard Specification forLow-Speed Flight Characteristics of Aeroplanes1This standard is issued under the fixed designation F3180/F3180M; the number immediately following the designation indicates the yearof original adoption or, in the case of revision, the year of last

2、 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 will cover the flight characteristics ofaeroplanes at low speed and provide standards for departurechar

3、acteristics, spinning, and stall warning.1.2 This specification establishes the airworthiness designrequirements associated with low-speed aeroplane flight char-acteristics.1.3 The applicant for a design approval shall seek theindividual guidance to their respective civil aviation authority(CAA) bod

4、y concerning the use of this specification as part ofa certification plan. For information on 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 toA

5、STM Committee F44 webpage (www.astm.org/COMMITTEE/F44.htm), which includes CAA website links.1.4 This specification is applicable to small aeroplanes.1.5 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 b

6、e exact equivalents;therefore, each system shall be used independently of the other.Combining values from the two systems may result in noncon-formance with the standard.1.6 This standard does not purport to address all of thesafety concerns, if any, associated with its use. It is theresponsibility

7、of the user of this standard to establish appro-priate safety and health practices and determine the applica-bility of regulatory limitations prior to use.2. Referenced Documents2.1 ASTM Standards:2F3060 Terminology for AircraftF3173/F3173M Specification for Handling Characteristicsof AeroplanesF317

8、9/F3179M Specification for Performance ofAeroplanes3. Terminology3.1 See Terminology F3060 for more definitions and abbre-viations.3.2 Definitions of Terms Specific to This Standard:3.2.1 ball widtha displacement on a standardized slip-skipindicator that corresponds to a lateral acceleration of tan(

9、4/180) = 0.07 G = 0.7 m/s22.3 ft/s2.3.2.2 directional controlcockpit control that is intendedfor, but not necessarily limited to, generation of aircraft yawmotion.3.2.3 lateral controlcockpit control that is intended for,but not necessarily limited to, generation of aircraft rollmotion.3.2.4 longitu

10、dinal controlcockpit control that is intendedfor, but not necessarily limited to, generation of aircraft pitchmotion.4. Low-Speed Characteristics4.1 Stall:4.1.1 Wings-Level Stall:4.1.1.1 Primary Flight Control Behavior:(1) For single engine low-speed Level 1 aeroplanes withVS0 45 knots that have int

11、erconnected lateral and directionalcontrols, it shall be possible to produce and correct roll byunreversed use of the lateral control without producing exces-sive yaw, up to the time the aeroplane stalls.(2) For all other Level 1 aeroplanes, and all Level 2, 3, and4 aeroplanes, it shall be possible

12、to produce and correct roll byunreversed use of the lateral control and to produce and correctyaw by unreversed use of the directional control up to the timethe aeroplane stalls.4.1.1.2 The wings-level stall characteristics shall be demon-strated in flight as follows. Starting from a speed at least

13、18.5km/h 10 knots above the stall speed, the longitudinal controlshall be pulled back so that the rate of speed reduction will notexceed 1.9 (km/h)/s 1 knot/s until a stall is produced, asshown by either:(1) An uncontrollable downward pitching motion of theaeroplane,1This specification is under the

14、jurisdiction ofASTM Committee F44 on GeneralAviation Aircraft and is the direct responsibility of Subcommittee F44.20 on Flight.Current edition approved Feb. 1, 2016. Published March 2016. DOI: 10.1520/F3180_F3180M-16.2For referenced ASTM standards, visit the ASTM website, www.astm.org, orcontact AS

15、TM 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 Box C700, West Conshohocken, PA 19428-2959. United States1(2) A downward pitching motio

16、n of the aeroplane thatresults from the activation of a stall avoidance device (forexample, stick pusher activation), or(3) The longitudinal control reaching the stop.4.1.1.3 Normal use of longitudinal control for recovery isallowed after the downward pitching motion from 4.1.1.2(1)or4.1.1.2(2) has

17、unmistakably been produced, or the longitudinalcontrol has been held against the stop for not less than thelonger of2sorthetime used in the minimum steady flightspeed determination discussed in Specification F3179/F3179M.4.1.1.4 During the entry into and the recovery from stallsperformed below 7620

18、m 25 000 ft, it shall be possible toprevent more than 15 of roll or yaw by the normal use ofcontrols.4.1.1.5 For aeroplanes approved for a maximum operatingaltitude at or above 7620 m 25 000 ft, during the entry intoand the recovery from stalls performed at or above 7620 m25 000 ft, it shall be poss

19、ible to prevent more than 25 of rollor yaw by the normal use of controls.4.1.1.6 Compliance with these requirements shall be shownunder the following conditions:(1) Wing FlapsRetracted, fully extended, and each inter-mediate normal operating position as appropriate for the phaseof flight;(2) Landing

20、 GearRetracted and extended as appropriatefor the phase of flight and altitude;(3) Cowl FlapsAppropriate to configuration;(4) Spoilers/Speed BrakesRetracted and extended unlessthey have no measurable effect at low speeds, or in theirappropriate position if they are automatically actuated as partof n

21、ormal operations;(5) Power/thrust idle;(6) Power/Thrust OnDepending on engine type, one ofthe following applies:(a) For Reciprocating Engine Powered AeroplanesSeventy-five percent of maximum continuous power. However,if the power-to-weight ratio at 75 % of maximum continuouspower results in nose-hig

22、h attitudes exceeding 30, the testmay be carried out with the power required for level flight inthe landing configuration at maximum landing weight and aspeed of 1.4 VS0, except that the power may not be less than50 % of maximum continuous power; or(b) For Turbine Engine Powered AeroplanesAt maxi-mu

23、m engine thrust, except that it need not exceed the thrustnecessary to maintain level flight at 1.5 VS1(where VS1corresponds to the stalling speed with flaps in the approachposition, the landing gear retracted, and maximum landingweight);(7) TrimThe aeroplane trimmed at 1.5 VS1or the mini-mum trim s

24、peed, whichever is higher; and(8) PropellerFull increase revolutions per minute (rpm)position for the idle condition.4.1.2 Turning Flight and Accelerated Turning Stalls:4.1.2.1 Turning flight and accelerated turning stalls shall bedemonstrated by establishing and maintaining a coordinatedturn in a 3

25、0 bank. The speed should be steadily reduced whileprogressively tightening the turn with the longitudinal controluntil the aeroplane is stalled. The rate of speed reduction shallbe constant and:(1) For a turning flight stall, may not exceed 1.9 (km/h)/s 1knot/s, and(2) For an accelerated turning sta

26、ll, 5.6 to 9.3 (km/h)/s 3 to5 knots/s with steadily increasing normal acceleration.4.1.2.2 After the aeroplane has stalled, as defined in 4.1.1.2,it shall be possible to regain wings-level flight by normal useof the flight controls but without increasing power and without:(1) Excessive loss of altit

27、ude,(2) Undue pitch-up,(3) Uncontrollable tendency to spin,(4) Exceeding a bank angle of 60 in the original directionof the turn or 30 in the opposite direction in the case of turningflight stalls,(5) Exceeding a bank angle of 90 in the original directionof the turn or 60 in the opposite direction i

28、n the case ofaccelerated turning stalls, and(6) Exceeding the maximum permissible speed or allow-able limit load factor.4.1.2.3 Compliance with 4.1.2 shall be shown under thefollowing conditions:(1) Wing FlapsRetracted, fully extended, and each inter-mediate normal operating position as appropriate

29、for the phaseof flight.(2) Landing GearRetracted and extended as appropriatefor the phase of flight and altitude;(3) Cowl FlapsAppropriate to configuration;(4) Spoilers/Speed BrakesRetracted and extended unlessthey have no measurable effect at low speeds, or in theirappropriate position if they are

30、automatically actuated as partof normal operations;(5) Power/thrust idle;(6) Power/Thrust OnDepending on engine type, one ofthe following applies:(a) For Reciprocating Engine Powered AeroplanesSeventy-five percent of maximum continuous power. However,if the power-to-weight ratio at 75 % of maximum c

31、ontinuouspower results in nose-high attitudes exceeding 30, the testmay be carried out with the power required for level flight inthe landing configuration at maximum landing weight and aspeed of 1.4 VS0, except that the power may not be less than50 % of maximum continuous power; or(b) For Turbine E

32、ngine Powered AeroplanesAt maxi-mum engine thrust, except that it need not exceed the thrustnecessary to maintain level flight at 1.5 VS1(where VS1corresponds to the stalling speed with flaps in the approachposition, the landing gear retracted, and maximum landingweight);(7) TrimThe aeroplane trimme

33、d at 1.5 VS1or the mini-mum trim speed, whichever is higher; and(8) PropellerFull increase rpm position for the idlecondition.4.2 Departure CharacteristicsAll Level 1, all Level 2, andsingle engine Level 3 aeroplanes that are not approved forspinning shall meet one of the following alternatives. In

34、allcases, maneuvers can be discontinued, and a normal recoveryF3180/F3180M 162initiated, after a downward pitching motion of the aeroplanecommences due to the activation of a stall avoidance device(for example, stick pusher activation).4.2.1 Alternative 1:4.2.1.1 During the stall maneuver contained

35、in 4.1.1, thelongitudinal control shall be pulled back and held against thestop. Then, using lateral and directional controls in the properdirection, it shall be possible to maintain wings-level flightwithin 15 of bank and to roll the aeroplane from a 30 bank inone direction to a 30 bank in the othe

36、r direction.4.2.1.2 Reduce the aeroplane speed using the longitudinalcontrol at a rate of approximately 1.9 (km/h)/s 1 knot/s untilthe longitudinal control reaches the stop.(1) With the longitudinal control pulled back and heldagainst the stop, apply full directional control until whicheverof the fo

37、llowing conditions occurs first:(a) Seven seconds, or(b) Through a 360 heading change, which shall take nofewer than 4 s.(2) At the end of the maneuver, the aeroplane shall respondimmediately and normally to primary flight controls applied toregain coordinated, unstalled flight without reversal of c

38、ontroleffect and without exceeding the temporary control forcesspecified by Specification F3173/F3173M.(3) The following control positions and configurationsshall be used during the maneuver discussed in 4.2.1.2(1):(a) Full right and full left directional control,(b) Lateral control:(1) Neutral, and

39、(2) Fully deflected opposite of the direction of the turn;and(c) Power and aeroplane configuration set in accordancewith 4.1.1.6 without change during the maneuver.4.2.1.3 Compliance with 4.1.1 and 4.1.2 shall be demon-strated with the aeroplane in uncoordinated flight, correspond-ing to one ball-wi

40、dth displacement on a slip-skid indicator,unless one ball-width displacement cannot be obtained withfull directional control, in which case the demonstration shallbe with full directional control applied.4.2.2 Alternative 2:4.2.2.1 At their discretion, the applicant shall utilize anapproach acceptab

41、le to the local CAA that may utilize aerody-namic design characteristics, systems-based protectionfeatures, or a combination thereof to lower the probability ofdeparture from controlled flight to an acceptable level.NOTE 1Several proposals are in development for alternate means ofcompliance to the p

42、arent requirement in 4.2. Future revisions of thisspecification will include those alternate approaches under this (andpotentially other) requirements.4.2.3 Alternative 3Single engine low-speed Level 1 aero-planes with VS0 45 knots may comply with 4.2 as follows:4.2.3.1 The aeroplane shall fly a ser

43、ies of maneuvers ac-cording to the entry procedures described in 4.1.1.2 and4.1.2.1.4.2.3.2 The aeroplane shall be configured as per 4.1.1.6 forthe wings-level entries, and as per 4.1.2.3 for the banked andaccelerated entries, except that the configurations will bemodified as follows:(1) The aeropla

44、ne weight shall be 5 % more than thehighest weight for which approval is requested;(2) The aeroplane center of gravity shall be at least 3 % ofthe mean aerodynamic chord aft of the rearmost position forwhich approval is requested;(3) The available longitudinal control up-travel is set 4 inexcess of

45、that to which the longitudinal control travel is to belimited for approval; and(4) For aeroplanes that have independent lateral and direc-tional controls, the lateral control travel set 7 in bothdirections, in excess of that to which the lateral control travelis to be limited for approval, or(5) For

46、 aeroplanes with interconnected lateral and direc-tional controls, the lateral-directional control travel set 7 inboth directions, in excess of that to which the lateral-directional control travel is to be limited for approval.4.2.3.3 The maneuvers specified in 4.2.3.1 shall continueuntil the longit

47、udinal control reaches the aft stop. The aft stopshall be held for a period of 4 s with the following additionalcontrol inputs:(1) For aeroplanes with independent lateral and directionalcontrols:(a) Lateral control neutral,(b) Directional control full left and right; or(2) For aeroplanes with interc

48、onnected lateral and direc-tional controls, the lateral-directional control full left and fullright, though the control may be neutralized if the aircraftexceeds 60 of bank.4.2.3.4 After the conditions of 4.2.3.3 have been met, itmust be possible to regain wings-level flight according to thecriteria

49、 in 4.1.2.2.4.3 SpinningAeroplanes shall meet the following spinrecovery requirements in each configuration for which ap-proval for spinning is requested:4.3.1 The aeroplane shall recover from any point in a spinup to and including six turns, or any greater number of turns forwhich certification is requested, in not more than one-and-one-half additional turns after initiation of the first control actionfor recovery. However, beyond three turns, the spin may bediscontinued if spiral characteristics appear;4.3.2 The applic