ASTM F3180 F3180M-2018 Standard Specification for Low-Speed Flight Characteristics of Aircraft.pdf

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1、Designation: F3180/F3180M 17F3180/F3180M 18Standard Specification forLow-Speed Flight Characteristics of Aircraft1This 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

2、 year of last 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 covers the low-speed flight characteristics of fixed-wing aircraft with a certi

3、fied maximumtake-off weight of 8618 kg 19 000 lb or less and a passenger-seating configuration of up to 19 at low speed and provide standardsfor departure characteristics, spinning, and stall warning.and provides standards for departure characteristics, spinning, and stallwarning. The material was d

4、eveloped through open consensus of international experts in general aviation. This information wascreated by focusing on Normal Category aeroplanes. The content may be more broadly applicable; it is the responsibility of theApplicant to substantiate broader applicability as a specific means of compl

5、iance. The topics covered within this specification are:(4.1) Low-Speed Flight Characteristics Score, (4.2) Stall Characteristics, (4.3) Stall Warning, (4.4) Departure Characteristics:Single Engine, (4.5) Departure Characteristics: Multiengine, (4.6) Spinning, and (4.7) Safety-Enhancing Features.1.2

6、 The term “aeroplane” is utilized in this specification as it was originally conceived for normal category fixed wing aircraftwith a maximum certificated weight of 8618 kg 19 000 lb or less and a passenger seating configuration up to 19 as defined inthe Rules. However, these standards may be more br

7、oadly applicable and their usage should not be unnecessarily limited.1.2 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

8、of this specificationas part of a certification plan.oversight authority (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

9、 or in part) as a means of compliancean acceptable Means of Compliance to their AirworthinessRules (hereinafter referred to as regulatory requirements (hereinafter “the Rules”), refer to the ASTM Committee F44 webpage(www.astm.org/COMMITTEE/F44.htm), which includes CAA website links.(www.astm.org/CO

10、MMITTEE/F44.htm).1.4 It is the responsibility of the applicant to validate any applicability beyond that identified in this specification and requestacceptance from the applicable CAA.1.3 UnitsNormally, the values stated are SI units followed by U.S. Customary Units in square brackets. The values st

11、ated inThis standard may present information in either SI units, English Engineering units, or both; the values stated in each system maynot be exact equivalents; therefore, each equivalents. Each system shall be used independently of the other. Combiningother;combining values from the two systems m

12、ay result in nonconformance with the standard. In some cases other units may be usedexclusively (such as knots) and no other unit will be identified. This technique should be used sparingly and rationale for its useshall be clear and included in the standard.1.4 This standard does not purport to add

13、ress all of the safety concerns, if any, associated with its use. It is the responsibilityof the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability ofregulatory limitations prior to use.1.5 This international standard was develo

14、ped in accordance with internationally recognized principles on standardizationestablished in the Decision on Principles for the Development of International Standards, Guides and Recommendations issuedby the World Trade Organization Technical Barriers to Trade (TBT) Committee.2. Referenced Document

15、s2.1 ASTM Standards:2F3060 Terminology for Aircraft1 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 Oct. 15, 2017June 1, 2018. Published November 2017July 2018.

16、 Originally approved in 2016. Last previous edition approved in 20162017 asF3180/F3180M 16.F3180/F3180M 17. DOI: 10.1520/F3180_F3180M-17.10.1520/F3180_F3180M-18.2 For referencedASTM standards, visit theASTM website, www.astm.org, or contactASTM Customer Service at serviceastm.org. For Annual Book of

17、 ASTM Standardsvolume information, refer to the standards Document Summary page 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 technicall

18、y possible to adequately depict all changes accurately, ASTM recommends that 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 C7

19、00, West Conshohocken, PA 19428-2959. United States1F3061/F3061M Specification for Systems and Equipment in Small AircraftF3083/F3083M Specification for Emergency Conditions, Occupant Safety and AccommodationsF3117 Specification for Crew Interface in AircraftF3173/F3173M Specification for Aircraft H

20、andling CharacteristicsF3179/F3179M Specification for Performance of AircraftF3230 Practice for Safety Assessment of Systems and Equipment in Small Aircraft2.2 Other Standards:FAA AC 2315A Small Airplane Certification Compliance Program3FAA AC 238C Flight Test Guide for Certification of Part 23 Airp

21、lanes4SAE ARP4102/7 Electronic Displays53. Terminology3.1 See Terminology F3060 for more definitions and abbreviations.3.2 Definitions of Terms Specific to This Standard:3.2.1 ball widthball-widtha lateral acceleration of tan (4pi/180) = 0.07 G = 0.7 m/s2 2.3 ft/s2, which corresponds to atypical uni

22、t displacement on a standardized slip-skid indicator.3.2.2 directional controlcockpit control that is intended for, but not necessarily limited to, generation of aircraft yaw motion.3.2.3 lateral controlcockpit control that is intended for, but not necessarily limited to, generation of aircraft roll

23、 motion.3.2.4 longitudinal controlcockpit control that is intended for, but not necessarily limited to, generation of aircraft pitchmotion.4. Low-Speed Characteristics4.1 The applicant shall demonstrate that the aeroplane has acceptable stall characteristics, stall warning, and spinningcharacteristi

24、cs, if applicable, by compliance with performance criteria specified for stall characteristics and spinning, as applicable,and by accumulating a number of “points” from stall warning, departure characteristics, and safety-enhancing features.4.1.1 The sum of the Stall Warning Score (SSW), Departure C

25、haracteristics Score (SDC,SE or SDC,ME, if required), and thesafety-enhancing features score (SSEF, if required) is called the Low-Speed Flight Characteristics Score (SLSC).NOTE 1The rationale for the development of the Low-Speed Flight Characteristics Score is provided in Borers “Development of a N

26、ew DepartureAversion Standard for Light Aircraft.”64.1.2 The minimum Low-Speed Flight Characteristics Score is dependent on the certification level, number of engines, andwhether or not the aeroplane is approved for aerobatics, as summarized in Table 1.3 Available from FederalAviationAdministration

27、(FAA), 800 IndependenceAve., SW,Washington, DC 20591, http:/www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentID/74398.4 Available from FederalAviationAdministration (FAA), 800 IndependenceAve., SW,Washington, DC 20591, http:/www.faa.gov/regulations_polici

28、es/advisory_circulars/index.cfm/go/document.information/documentID/1019676.5 Available from SAE International (SAE), 400 Commonwealth Dr., Warrendale, PA 15096, http:/standards.sae.org/arp4102/7/.6 Borer, N. K., “Development of a New Departure Aversion Standard for Light Aircraft,” AIAA-2017-3438, 1

29、7th AIAAAviation Technology, Integration, and OperationsConference, Denver Colorado, 2017. Publicly available at: https:/ntrs.nasa.gov/search.jsp?R=20170005881, accessed 20 December 2017.TABLE 1 Summary of Minimum Requirements for Low-Speed Flight CharacteristicsNOTE 1N/A: Not Applicable; A/R: As Re

30、quiredCertification Level 1 2, 3, 4 1, 2 3, 4 1, 2, 3, 4Engine(s) Single Single Multi Multi AnyAerobatic? No No No No Yes4.1 Minimum Low-Speed Flight CharacteristicsScore (SLSC) 150 200 150 50 50A4.2 Stall Characteristics Pass all Pass all Pass all Pass all Pass all4.3 Stall Warning Score (SSW) Min

31、50Max 100Min 50Max 100Min 50Max 100 Min 50 Min 504.4 Departure Characteristics Score Single Engine (SDC,SE)Min 50BMax 100Min 50BMax 100 N/A N/A N/AA4.5 Departure Characteristics Score Multiengine (SDC,ME) N/A N/AMin 50Max 100 N/A N/A4.6 Spinning N/A N/A N/A N/A Pass allA4.7 Safety-Enhancing Features

32、 Score (SSEF) A/R to meet SLSC A/R to meet SLSC A/R to meet SLSC N/A N/AAAIf spinning is requested for fewer than all possible conditions in 4.2.1 for single-engine aeroplanes, the scores and requirements are pro-rated based on the number ofconditions approved for spinning vs. not approved for spinn

33、ing, as appropriate to Certification Level and Engines.BSDC,SE may be less than 50 as outlined in 4.4.2.6(3), which requires particular equipment from 4.7.3 be installed.F3180/F3180M 1824.2 Stall: The applicant shall demonstrate that the aeroplane has controllable stall characteristics in straight f

34、light, turning flight,and accelerated turning flight.4.2.1 Wings-Level Stall: Compliance with these requirements shall be shown under the following conditions. An example tableof relevant permutations of these conditions are given in Appendix X1.4.1.1.1 Primary Flight Control Behavior:(1) For single

35、 engine low-speed Level 1 aeroplanes with VS0 45 knots that have interconnected lateral and directionalcontrols, it shall be possible to produce and correct roll by unreversed use of the lateral control without producing excessive yaw,up to the time the aeroplane stalls.(2) For all other Level 1 aer

36、oplanes, and all Level 2, 3, and 4 aeroplanes, it shall be possible to produce and correct roll byunreversed use of the lateral control and to produce and correct yaw by unreversed use of the directional control up to the timethe aeroplane stalls.NOTE 2The differentiation in conditions between Level

37、 1 and Level 2, Low-Speed, Single Engine aeroplanes, vs. all others, is based off guidancegiven in AC 23-15A (see 2.2).4.1.1.2 The wings-level stall characteristics shall be demonstrated in flight as follows. Starting from a speed at least 18.5 km/h10 knots above the stall speed, the longitudinal co

38、ntrol shall be pulled back so that the rate of speed reduction will not exceed1.9 (km/h)/s 1 knot/s until a stall is produced, as shown by either:(1) An uncontrollable downward pitching motion of the aeroplane,(2) Adownward pitching motion of the aeroplane that results from the activation of a stall

39、 avoidance device (for example, stickpusher activation), or(3) The longitudinal control reaching the stop.(1) Wing FlapsAs follows, based on the type of aeroplane:(a) For Level 1 and Level 2, low-speed, single-engine aeroplanes: Retracted, fully extended, and in the maximum approvedextension for the

40、 takeoff configuration,(b) For all other aeroplanes: Retracted, fully extended, and each intermediate normal operating position as appropriate for thephase of flight;(2) Landing GearAs follows, based on the type of aeroplane:(a) For Level 1 and Level 2, low-speed, single-engine aeroplanes: Retracted

41、 for the configuration in which the wing flaps areretracted, and extended for all other wing flap extensions,(b) For all other aeroplanes: Retracted and extended as appropriate for the phase of flight and altitude;(3) Cowl FlapsAs follows, based on the type of aeroplane:(a) For Level 1 and Level 2,

42、low-speed, single-engine aeroplanes: Open for the configuration in which the wing flaps are inthe maximum approved extension for the takeoff configuration, otherwise closed,(b) For all other aeroplanes: Appropriate to configuration;(4) Spoilers/Speed BrakesRetracted and extended unless they have no

43、measurable effect at low speeds, or in their appropriateposition if they are automatically actuated as part of normal operations;(5) Power/thrust idle;(6) Power/Thrust OnDepending on engine type, one of the following applies:(a) For Reciprocating Engine Powered AeroplanesSeventy-five percent of maxi

44、mum continuous power. However, if thispower setting results in nose-high attitudes exceeding 30, the test may be carried out with the power required for level flight inthe landing configuration at maximum landing weight and a speed of 1.4 VS0, except that the power may not be less than 50 %of maximu

45、m continuous power; or(b) For Turbine Engine Powered AeroplanesAt maximum engine thrust, except that it need not exceed the thrust necessaryto maintain level flight at 1.5 VS1 (where VS1 corresponds to the stalling speed with flaps in the approach position, the landing gearretracted, and maximum lan

46、ding weight);(7) TrimThe aeroplane trimmed at:(a) 1.3 VS1 for any conditions with the flaps or landing gear extended,(b) 1.5 VS1 or the minimum trim speed, whichever is higher for any conditions with the flaps and landing gear retracted;(8) PropellerFull increase revolutions per minute (rpm) positio

47、n for the idle condition.(9) WeightWith the aeroplane at the most adverse operational weight(s) for the particular stall characteristics test beingconducted, as determined by simple analysis from the applicant; and(10) CGWith the aeroplane at the most adverse center of gravity location(s) (along the

48、 longitudinal, lateral, and directionalaxes) for the particular stall characteristics test being conducted, as determined by simple analysis from the applicant.4.1.1.3 Normal use of longitudinal control for recovery is allowed after the downward pitching motion from 4.1.1.2(1) or4.1.1.2(2) has unmis

49、takably been produced, or the longitudinal control has been held against the stop for not less than the longerof 2 s or the time used in the minimum steady flight speed determination discussed in Specification F3179/F3179M.4.1.1.4 During the entry into and the recovery from stalls performed below 7620 m 25 000 ft, it shall be possible to preventmore than 15 of roll or heading change by the normal use of controls.F3180/F3180M 1834.1.1.5 For aeroplanes approved for a maximum operating altitude at or above 7620 m 25 000 ft, during th