ASTM F2317/F2317M-05(2007)

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Designation: F 2317/F 2317M – 05 (Reapproved 2007)
Standard Specification for
Design of Weight-Shift-Control Aircraft
This standard is issued under the fixed designation F2317/F2317M; the number immediately following the designation indicates the
year of original adoption or, in the case of revision, the 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. Scope priate safety and health practices and determine the applica-
bility of regulatory requirements prior to use.
1.1 This specification covers the minimum airworthiness
standards a manufacturer shall meet in the designing, testing,
2. Referenced Documents
and labeling of weight-shift-control aircraft.
2.1 ASTM Standards:
1.2 This specification covers only weight-shift-control air-
F2339 Practice for Design and Manufacture of Reciprocat-
craftinwhichflightcontrolsystemsdonotusehingedsurfaces
ing Spark Ignition Engines for Light Sport Aircraft
controlled by the pilot.
2.2 Federal Aviation Regulations:
NOTE 1—This section is intended to preclude hinged surfaces such as
FAR-33 Airworthiness Standards: Aircraft Engines
typically found on conventional airplanes such as rudders and elevators.
FAR-35 Airworthiness Standards: Propellers
Flexible sail surfaces typically found on weight-shift aircraft are not
2.3 Joint Aviation Requirements:
considered hinged surfaces for the purposes of this specification.
JAR-E Engines
1.3 Weight-shift-control aircraft means a powered aircraft
JAR-P Propellers
with a framed pivoting wing and a fuselage (trike carriage)
JAR-22 Sailplanes and Powered Sailplanes
controllable only in pitch and roll by the pilot’s ability to
change the aircraft’s center of gravity with respect to the wing. 3. Terminology
Flight control of the aircraft depends on the wing’s ability to
3.1 Definitions—Aircraft Weight:
flexibly deform rather than the use of control surfaces.
3.1.1 design maximum aircraft weight, n—aircraft design
1.4 This specification is organized and numbered in accor-
maximum weight W shall be the sum of W + W .
MAX WING SUSP
dance with the bylaws established for Committee F37. The
3.1.2 design maximum trike carriage weight, n—design
main sections are:
maximum trike carriage weight, W , shall be established so
susp
Scope 1
that it is: (1) highest trike carriage weight at which compliance
Referenced Documents 2
with each applicable structural loading condition and each
Terminology 3
Flight Requirements 4 applicableflightrequirementisshown,and(2)notlessthanthe
Structural Requirements 5
empty trike carriage weight, W , plus a weight of occu-
tkmt
Design and Construction Requirements 6
pant(s)of86.0kg[189.6lb]forasingle-seataircraftor150kg
Powerplant Requirements 7
Equipment Requirements 8 [330.8 lb] for a two-seat aircraft, plus the lesser of full usable
Operating Limitations 9
fuel or fuel weight equal to 1-h burn at economical cruise at
Keywords 10
maximum gross weight.
Annex Annex A1
Appendix Appendix X1 3.1.3 trike carriage empty weight, W , n—all parts, com-
tkmt
ponents, and assemblies that comprise the trike carriage
1.5 The values stated in either SI units or inch-pound units
assembly or that are attached to the suspended trike in flight,
are to be regarded separately as standard. The values stated in
including any wing attachment bolts, shall be included in the
each system may not be exact equivalents; therefore, each
trike carriage assembly empty weight, W . These must
tkmt
system shall be used independently of the other. Combining
include the required minimum equipment, unusable fuel,
values from the two systems may result in non-conformance
maximum oil, and where appropriate, engine coolant and
with the standard.
1.6 This standard does not purport to address all of the
safety concerns, if any, associated with its use. It is the
responsibility of the user of this standard to establish appro-
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
Standards volume information, refer to the standard’s Document Summary page on
This specification is under the jurisdiction of ASTM Committee F37 on Light the ASTM website.
Sport Aircraft and is the direct responsibility of Subcommittee F37.40 on Weight Available from Federal Aviation Administration, 800 Independence Ave., SW,
Shift. Washington, DC 20591.
Current edition approved Dec. 1, 2007. Published September 2008. Originally Available from Global Engineering Documents, 15 Inverness Way, East
approved in 2005.Lastprevious edition approved in 2005 as F2317/F2317M–05. Englewood, CO 80112-5704
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.
F 2317/F 2317M – 05 (2007)
hydraulic fluid. Trike carriage empty weight, W , shall be 4.1.4 Climb performance requirements shall be met at
tkmt
recorded in the Aircraft Operating Instructions (AOI). standard conditions or conditions more adverse.
3.1.4 wing weight, W , n—all parts, components, and
4.2 General Performance:
wing
assemblies that comprise the wing assembly, or that are
4.2.1 Stall Speed in the Landing Configuration (V ):
S0
attached to the wing in flight, shall be included in the wing
4.2.1.1 The stall speed, if obtainable, or the minimum flight
weight, W . The wing weight, W , shall be entered in the
wing wing
speed shall be established with: (1) engine idling with the
AOI.
throttleclosed,(2)hangpointthatproducesthehigheststalling
3.2 Abbreviations:
orminimumflightspeed,(3)maximumtakeoffweight,and(4)
3.2.1 AOI—Aircraft Operating Instructions
trim setting in the landing configuration.
3.2.2 C—Celsius
4.2.1.2 V shall be determined by flight-testing, in accor-
S0
3.2.3 CAS—calibrated air speed
dancewiththefollowingprocedures:(1)aircraftpower at idle,
3.2.4 cm—centimetre
at a speed of not less than V plus 2.6 m/s [5 kts], and (2) the
S0
3.2.5 daN—deca Newton
speed reduced at a rate not exceeding 0.5 m/s [1 kt/s] until the
3.2.6 F—Fahrenheit
stall is produced as indicated by an autonomous downward
3.2.7 Hg—mercury
pitching motion of the wing or until the control limit is
3.2.8 IAS—indicated air speed
reached.
3.2.9 in.—inch
4.2.1.3 It shall be possible to prevent more than 30° of roll
3.2.10 ISA—international standard atmosphere
or yaw by normal use of the controls during the stall and the
3.2.11 kg—kilogram
recovery, or, if stall is not achieved before the control limit is
3.2.12 kt(s)—nautical mile per hour (knot) (1 nautical
reached,duringtheslowingto V andsubsequentacceleration
S0
mph=(1852/3600) m/s)
to V plus 2.6 m/s [5 kts].
S0
3.2.13 lb—pound (1 lb=0.4539 kg)
4.2.2 Stall Speed Free of Control Limits (V ):
S1
3.2.14 m—metre
4.2.2.1 Where control limits result in V being reached
S0
3.2.15 mb—millibars
before the aircraft stalling, then the stall speed free of control
3.2.16 N—Newton
limits (V ) shall be determined. V shall be established with:
S1 S1
3.2.17 psi—pounds per square inch gage pressure
(1) the aircraft in the landing configuration defined in 4.2.1.1,
3.2.18 s—seconds
and (2) the aircraft may be modified for the purposes of this
3.2.19 SI—international system of units
test, only to expand the nose up pitch control range to the
3.2.20 V —maneuvering speed (the maximum speed at
A
extent necessary for the aircraft to stall when flown in
which full or abrupt control movements are permitted)
accordance with the procedures detailed in 4.2.1.2.
3.2.21 V —operating cruising speed
C
4.2.2.2 Where V as determined in accordance with the
S0
3.2.22 V —demonstrated flight diving speed
DF
procedures of 4.2.1.2 is the speed at which the aircraft stalls,
3.2.23 V —maximum sustainable speed in straight and
H
then V = V .
S1 S0
level flight
4.2.3 Minimum Climb Performance:
3.2.24 V —never exceed speed
NE
4.2.3.1 The gradient of climb at recommended takeoff
3.2.25 V —stalling speed, or the minimum steady flight
S0
power at Vx shall not be less than 1:12.
speed in the landing configuration
3.2.26 V —stalling speed, or the minimum steady flight 4.2.3.2 The rate of climb shall exceed 1.5 m/s [300 ft/min]
S1
at Vy at recommended takeoff power.
speed in a specific configuration
3.2.27 V —speed at which best angle of climb is achieved
4.2.4 Flutter, Buffeting, and Vibration—Flight-testing shall
x
3.2.28 V —speed at which best rate of climb is achieved
not reveal, by pilot observations, potentially damaging buffet-
y
3.2.29 V —maximum glider towing speed ing, airframe, or controls vibration, flutter (with attempts to
T
3.2.30 W —maximum design weight induceit),orcontroldivergence,atanyspeedfrom V to V .
MAX S0 DF
3.2.31 WSC—weight shift control (aircraft)
4.2.5 Turning Flight and Stalls—Stalls shall be performed
as follows: after establishing a steady state turn of at least 30°
4. Flight Requirements
bank,thespeedshallbereduceduntiltheaircraftstalls,oruntil
the full nose up limit of pitch control is reached. After the
4.1 Proof of Compliance:
turning stall or reaching the limit of pitch control, level flight
4.1.1 It shall be possible to demonstrate that the aircraft
shall be regained without exceeding 60° of roll. This shall be
meets the requirements in this section at each allowable
performed with the engine at idle. No loss of altitude greater
combination of weight, hang point, and trimmer setting.
than 152 m [500 ft], uncontrolled turn of more than one
4.1.2 The test aircraft used to demonstrate compliance with
revolution, or speed buildup to greater than V shall be
NE
this specification shall be an accurate representation of the
associated with the recovery.
production aircraft except in the following case:
4.2.6 V —Maximum sustainable speed in straight and level
4.1.2.1 Forthepurposesofthistestonly,theaircraftmaybe
H
flight, knots CAS.
modified to expand the control travel or limits in pitch when
establishing V or V . 4.2.6.1 V shall be established in straight and level flight
DF S1 H
4.1.3 Airspeeds shall be corrected to standard atmospheric with: (1) maximum allowed continuous engine power, and (2)
conditions 1013.25 mb [29.92 in. Hg], 15°C [59°F]. thecombinationofweight,loading,trimmersetting,anduseof
F 2317/F 2317M – 05 (2007)
the flight controls allowed by the manufacturer that yields the 5. Structural Requirements
highest sustainable speed.
5.1 Strength Requirements:
NOTE 2—In the case where maximum continuous engine power results 5.1.1 Strength requirements are specified in terms of limit
in a climb at maximum speed, power may be reduced as needed to
loads (the maximum loads to be expected in service) and
maintain level flight.
ultimate loads (limit loads multiplied by prescribed factors of
safety as specified in 5.3). Unless otherwise provided, pre-
4.3 Controllability and Maneuverability:
scribed loads are limit loads.
4.3.1 General—When operating in accordance with the
5.1.2 The structure shall be able to support limit loads
recommendations in the Aircraft Operating Instructions, the
without permanent deformation.At any load up to limit loads,
aircraft shall be safely controllable and maneuverable during:
the deformation may not interfere with safe operation.
4.3.1.1 Takeoff at maximum takeoff power,
4.3.1.2 Climb, 5.1.2.1 The structure shall be able to support ultimate loads
withapositivemarginofsafety(analysis)orwithoutfailurefor
4.3.1.3 Level flight,
4.3.1.4 Descent, at least 3 s (tests).
4.3.1.5 Landing, power on and off, 5.2 Fulfillment of Design Requirements:
4.3.1.6 With sudden engine failure,
5.2.1 Fulfillment of the design requirements shall be deter-
4.3.1.7 Turns,
minedbyconservativeanalysis,tests,oracombinationofboth.
4.3.1.8 Changing speeds between V and V , and
Structural analysis alone may be used for validation of the
S0 NE
4.3.1.9 Dive to V .
structural requirements only if the structure conforms to those
NE
4.3.2 Longitudinal Control:
for which experience has shown this method to be reliable.
4.3.2.1 Starting at a speed of 1.1 V , it shall be possible to
Aerodynamicdatarequiredfortheestablishmentoftheloading
S0
pitch the nose downwards so that a speed equal to 1.3 V can
conditions shall be verified by tests, calculations, or conserva-
S0
be reached in less than 4 s.
tive estimation.
4.3.2.2 It shall be possible to pitch the nose up at V at the
NE 5.2.1.1 For analysis and test purposes, unless otherwise
most adverse hang point, trimmer setting, and engine power.
provided, the air and ground loads shall be placed in equilib-
4.3.3 Lateral Control:
rium with inertia forces, considering each major item of mass
4.3.3.1 Using an appropriate control action, it shall be
in the aircraft. The loads shall be distributed so as to represent
possible to reverse a steady 30° banked turn to a 30° banked
actual conditions or a conservative approximation to them.
turn in the opposite direction. This shall be possible in both
5.2.2 If deflections under load would significantly change
directions within 5 s from initiation of roll reversal, with the
the distribution or amount of external or internal loads, this
aircraft flown at 1.3 V .
S0 redistribution shall be taken into account.
4.3.3.2 Lateral control forces shall not reverse with in-
5.2.3 The results obtained from strength tests should be
creased displacement of the flight controls.
corrected for departures from the minimal mechanical material
4.3.4 Trim Speeds—The speeds to achieve longitudinal trim
properties and least favorable material dimensional tolerance
shall lie between 1.3 V and 0.909 V at all engine powers
S0 NE
values defined in the design.
and the allowable hang points.
5.3 Safety Factors—The factor of safety is 1.5, except it
4.3.5 Ground Handling—It shall be possible to prevent
shall be increased to:
ground looping, with normal use of controls, up the maximum
3 on castings and bearings whose failure would preclude continued
crosswind component published in the AOI.
safe flight and landing of the aircraft or result in serious injury to the
occupants
4.4 Stability:
2 on other castings and bearings
4.4.1 Longitudinal Stability:
2 on cables
4.4.1.1 The aircraft shall demonstrate the ability to sustain
2 on lap belts and shoulder harnesses
1.73 on fittings and system joints whose strength is not proven by limit
steady flight at speeds appropriate for climb, cruise, and
and ultimate tests in which actual stress conditions apply or are
landing.
simulated.
4.4.1.2 Apull force shall be required to attain and maintain
5.4 Design Airspeeds:
any speed above trim and a push force shall be required to
5.4.1 Theselecteddesignairspeedsarecalibratedairspeeds
attain and maintain any speed below trim.As the control force
(CAS):
is reduced, the aircraft shall
...