ASTM F3563-22

This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
Designation:F3563 −22
Standard Specification for
Design and Construction of Large Fixed Wing Unmanned
Aircraft Systems
This standard is issued under the fixed designation F3563; 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 Aviation),ASTM Committee F38 (UnmannedAerial Systems)
or ASTM Committee F39 (Aircraft Systems) webpages
1.1 Applicability:
(www.astm.org/COMMITTEE/F44.htm, www.astm.org/
1.1.1 This specification identifies the industry standards that
COMMITTEE/F38.htm, www.astm.org/COMMITTEE/
havebeendeterminedbyconsensustodemonstratecompliance
F39.htm), which include CAA website links.
to the requirements (“the Rules”) for Unmanned Aircraft
Systems (UAS).
1.3 Applicant Responsibility—The applicant must seek in-
1.1.2 This specification does not apply to UAS carrying
dividual guidance from their respective CAA concerning the
passengers or crew.
use of this specification and any referenced Specifications,
1.1.3 Thefollowing are outside the scope of thisDesignand
Practices, Test Methods, or Guides to show compliance to the
Construction Specification: Vertical Takeoff and Landing
CAA rules. Alternatively, an applicant may propose an MoC
(VTOL) or HybridAircraft, Passenger or Crew Carrying UAS,
other than those included in this specification, but it is their
Seaplanes or Amphibians, UAS Certified for Acrobatic Flight,
responsibilitytoobtainacceptanceoftheirproposedMoCfrom
Lightweight UAS that fall under Specification F3298, Recre-
their CAA.
ational UAS (Model Aircraft), Detect and Avoid Systems,
1.4 This specification is based heavily on the ASTM Com-
Control Station Specifics to Human Factors, Building Codes
mittee F44 General Aviation means of compliance guidelines.
that apply to Ground Control Stations, and Command and
Unmanned Aircraft System specific guidance is provided
Control Link.
below for areas where considerations specific to the unmanned
1.1.4 Only standards that are considered mature enough for
application of aircraft differs from traditional manned aircraft
general application to certification projects and have been
specification or certification requirements. ASTM F3264–18b,
found acceptable by committee consensus to propose to the
Standard Specification for Normal Category Aeroplanes
civil aviation authorities (CAAs) for acceptance as a Means of
Certification, from the Committee F44 GeneralAviation group
Compliance (MoC) to their Rules are included.
wasusedasthestartingpointwithreferencedASTMF44MoC
1.1.5 In the event that a particular CAA’s requirements are
Specification referenced throughout. The referenced F44 stan-
not harmonized with the other CAA’s requirements, the stan-
dard is to be used as is except in the areas where UAS-specific
dards will be written to include the non-harmonized require-
changes to standard MoC practices have been identified.These
ments as well as the harmonized requirements with the
changes are identified in the following manner:
applicability defined in the standard.
1.4.1 Unique Addition for UAS—New UAS-specific MoC
1.2 Civil Aviation Authorities—CAAs may accept a specific
added in addition to standard MoC in areas where new UAS
revision of this specification as an acceptable MoC to their
functionality is introduced.
requirements. Acceptance and applicability as an MoC to the
1.4.2 Substitutions for UAS—Modification of standard MoC
CAA’s airworthiness rules remains the decision of the respec-
to create similar UAS-specific MoCs.
tive CAAs. CAAs may accept this specification, with or
1.4.3 Not Applicable for UAS—MoCs not needed for Un-
without limitations as defined in their specification acceptance
manned Aircraft or Remote Pilot Station.
document. For information on which CAAs have accepted
these standards (in whole or in part) as an acceptable MoC to
1.5 This standard does not purport to address all of the
their Rules, refer to the ASTM Committee F44 (General
safety concerns, if any, associated with its use. It is the
responsibility of the user of this standard to establish appro-
priate safety, health, and environmental practices and deter-
This specification is under the jurisdiction of ASTM Committee F38 on mine the applicability of regulatory limitations prior to use.
UnmannedAircraftSystemsandisthedirectresponsibilityofSubcommitteeF38.01
1.6 This international standard was developed in accor-
on Airworthiness.
dance with internationally recognized principles on standard-
Current edition approved May 1, 2022. Published June 2022. DOI: 10.1520/
F3563-22. ization established in the Decision on Principles for the
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F3563−22
Development of International Standards, Guides and Recom- craft with Combustion Engine Electrical Power Genera-
mendations issued by the World Trade Organization Technical tion
Barriers to Trade (TBT) Committee. F3232/F3232M Specification for Flight Controls in Small
Aircraft
2. Referenced Documents
F3233/F3233M Specification for Flight and Navigation In-
strumentation in Aircraft
2.1 ASTM Standards:
F3234/F3234M Specification for Exterior Lighting in Small
NOTE 1—Referenced ASTM standards are listed in Sections 5 – 12 of
Aircraft
this specification.
F3235 Specification for Aircraft Storage Batteries
F2490 Guide for Aircraft Electrical Load and Power Source
F3236 Specification for High Intensity Radiated Field
Capacity Analysis
(HIRF) Protection in Small Aircraft
F3060 Terminology for Aircraft
F3239 SpecificationforAircraftElectricPropulsionSystems
F3061/F3061M Specification for Systems and Equipment in
F3254 Specification for Aircraft Interaction of Systems and
Aircraft
Structures
F3062/F3062M Specification forAircraft Powerplant Instal-
F3264 Specification for Normal Category Aeroplanes Certi-
lation
fication
F3063/F3063M Specification for Aircraft Fuel Storage and
F3298 Specification for Design, Construction, and Verifica-
Delivery
tion of Lightweight Unmanned Aircraft Systems (UAS)
F3064/F3064M Specification for Aircraft Powerplant
F3309/F3309M PracticeforSimplifiedSafetyAssessmentof
Control, Operation, and Indication
Systems and Equipment in Small Aircraft
F3065/F3065M Specification for Aircraft Propeller System
F3316/F3316M Specification for Electrical Systems forAir-
Installation
craft with Electric or Hybrid-Electric Propulsion
F3066/F3066M Specification forAircraft Powerplant Instal-
F3331 Practice for Aircraft Water Loads
lation Hazard Mitigation
F3341/F3341M Terminology for Unmanned Aircraft Sys-
F3082/F3082M Specification for Weights and Centers of
tems
Gravity of Aircraft
F3367 PracticeforSimplifiedMethodsforAddressingHigh-
F3083/F3083M Specification for Emergency Conditions,
Intensity Radiated Fields (HIRF) and Indirect Effects of
Occupant Safety and Accommodations
Lightning on Aircraft
F3093/F3093M Specification for Aeroelasticity Require-
ments
2.2 European Aviation Safety Agency (EASA) Regulations:
F3114 Specification for Structures
CS 23, Amendment 5 Certification Specifications for Nor-
F3115/F3115M Specification for Structural Durability for
mal Category Aeroplanes
Small Aeroplanes
2.3 Federal Aviation Administration (FAA) Regulations:
F3116/F3116M Specification for Design Loads and Condi-
14 CFR 23, Amendment 64 Airworthiness Standards: Nor-
tions
mal Category Airplanes
F3117/F3117M Specification for Crew Interface in Aircraft
DOT/FAA/AR-00 Aircraft Materials Fire Test Handbook
F3120/F3120M Specification for Ice Protection for General
NOTE 2—The above regulations and requirements are not directly
Aviation Aircraft
referencedinthespecificationbutarethe“relevantapplicableregulations”
F3173/F3173M Specification for Aircraft Handling Charac-
referred to in the Rules definition in 3.2.2.
teristics
F3174/F3174M Specification for Establishing Operating
3. Terminology
Limitations and Information for Aeroplanes
3.1 Unique and Common Terminology—Terminology used
F3179/F3179M Specification for Performance of Aircraft
in multiple standards is defined in F3341/F3341M, UAS
F3180/F3180M Specification for Low-Speed Flight Charac-
Terminology Standard, and F3060,Aircraft Terminology Stan-
teristics of Aircraft
dard.Terminology that is unique to this specification is defined
F3227/F3227M Specification for Environmental Systems in
in this section.
Aircraft
F3228 Specification for Flight Data and Voice Recording in
3.2 Definitions:
Small Aircraft
3.2.1 Means of Compliance (MoC), n—a method or process
F3229/F3229M Practice for Static Pressure System Tests in
that is used to show that a rule has been complied with through
Small Aircraft
either design, analysis, test, or a combination of design,
F3230 Practice for Safety Assessment of Systems and
analysis, and test.
Equipment in Small Aircraft
F3231/F3231M Specification for Electrical Systems forAir-
Available from European Union Aviation Safety Agency (EASA), Konrad-
Adenauer-Ufer 3, D-50668 Cologne, Germany, https://www.easa.europa.eu/
For referenced ASTM standards, visit the ASTM website, www.astm.org, or document-library/certification-specifications/cs-23-amendment-5.
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM Available from U.S. Government Publishing Office (GPO), 732 N. Capitol St.,
Standards volume information, refer to the standard’s Document Summary page on NW, Washington, DC 20401, http://www.gpo.gov.
the ASTM website. Available from https://www.regulations.gov/.
F3563−22
3.2.2 Rules, n—universal reference to the relevant appli-
Unique Additions for UAS—Add the following UAS-specific considerations to
Specification F3082/F3082M:
cable regulations or standards governing airworthiness require-
4.1.1.3 Where appropriate and agreed upon by the Certification Authority,
ments for Normal Category Aeroplanes issued by the CAAs.
simulations (physical or computer) done upon the type and configu-
ration of the aircraft. Note: 4.1.1.3 is added in addition to 4.1.1.1
3.3 Abbreviations:
and 4.1.1.2 [AND].
3.3.1 CAA, n—Civil Aviation Authority
4.4.1.4 The payload or load configuration specified by the Applicant and
agreed to by the Certifying Authority.
3.3.2 MoC, n—Means of Compliance
Substitutions for UAS—Replace the existing 4.4.1.3 with the following:
3.3.3 UA, n—Unmanned Aircraft
4.4.1.3(3) Other fluids required for normal operation of UA systems and water
3.3.4 UAS, n—Unmanned Aircraft System
intended for injection in the engines.
3.3.5 RPS, n—Remote Pilot Station
Not Applicable for UAS—None
5.1.2 F3114–19 Standard Specification for Structures
4. General
5.2 Performance Data:
4.1 Regulatory Applicability and Definitions:
5.2.1 F3179/F3179M–18 Standard Specification for Perfor-
4.1.1 See the applicable CAA Rules for specific CAA’s
mance of Aircraft
Applicability and Definitions. There are currently no standards
Unique Additions for UAS—None
written or anticipated for these requirements.
Substitutions for UAS:
UAS Continued safe flight and landing is a condition whereby a UA is
4.8 For High-Speed multiengine UAS over 6000 lb, the following also
Modification capable of continued controlled flight, and landing at a suitable
apply:
location, possibly using emergency or abnormal procedures,
4.8.5.3 Include allowance for any reasonably expected time delays in the
without requiring exceptional pilot skill. Some UA damage may
execution of the procedures, including but not limited to datalink
be associated with a failure condition during flight or upon
latencies.
landing.
UAS Change Due to pilot not being onboard the aircraft and subjected to
Not Applicable for UAS:
aerodynamic forces as well the reliance on flight control
4.8.5.1 Descriptions of actions being made in atmospheric conditions
systems, pilot strength has no correlation to control of vehicle.
experienced by assumed onboard pilot removed.
NOTE 3—Mentions of pilot strength removed throughout due to pilot
5.3 Stall Speed:
not needing to overcome onboard aerodynamic forces.
5.3.1 F3179/F3179M–18 Standard Specification for Perfor-
4.2 Certification of Normal Category UAS:
mance of Aircraft
4.2.1 This specification will identify in Sections 5 – 12 the
Unique Additions for UAS:
modifications required to make Committee F44 and the refer-
Note—Due to Flight Envelope Protection Systems, Minimum Steady
Flight Speed is used universally in place of stall speed due to
enced standards that are applicable for certification of a
limitations on UA flight envelopes.
fixed-wing UA of a Part 23 design in the normal category and
the RPS that controls it. Substitutions for UAS:
5.1.1 The propulsive thrust not greater than zero at the minimum steady
4.2.2 UA performance levels are:
flight speed, or, if the resultant thrust has no appreciable effect on
4.2.2.1 Low Speed—For UA with a V and V ≤250
NO MO
the minimum steady flight sped, with engine(s) at minimum flight
thrust and throttle(s) closed with:
Knots Calibrated Airspeed (KCAS) and an M ≤0.6.
MO
5.2 V shall be determined by flight tests using the procedure and
S1
4.2.2.2 High Speed—For UA with a V or V >250
NO MO
meeting the flight characteristics specified in the appropriate
KCAS or an M >0.6.
MO minimum steady flight speed handling characteristics testing.
4.2.3 UAnotcertifiedforaerobaticsmaybeusedtoperform
Not Applicable for UAS—None
any maneuver incident to normal flying, including:
5.4 Takeoff Performance:
4.2.3.1 Stalls (except whip stalls); and
5.4.1 F3179/F3179M–18 Standard Specification for Perfor-
4.2.3.2 Lazy eights, chandelles, and steep turns in which the
mance of Aircraft
angle of bank is not more than 60 degrees.
Unique Additions for UAS—None
4.2.4 This specification will identify in Sections 11 and 12
the modifications required to make Committee F44 and the
Substitutions for UAS:
referenced standards applicable for the design and construction
6.1 For UA, the rotation speed, V , is the speed at which the autopilot
R
makes a control input with the intention of lifting the UA out of
of a Remote Pilot Station.
contact with the runway.
4.2.5 This specification will identify in Appendix X1 other
considerations applicable to UAS that an applicant will be
Not Applicable for UAS—6.1.3
expected to address.
5.5 Climb Requirements:
5.5.1 F3179/F3179M–18 Standard Specification for Perfor-
5. Flight
mance of Aircraft
5.1 Weight/Mass and Center of Gravity: 5.6 Climb Information:
5.1.1 F3082/F3082M–17 Standard Specification for 5.6.1 F3179/F3179M–18 Standard Specification for Perfor-
Weights and Centers of Gravity of Aircraft mance of Aircraft
F3563−22
5.7 Landing:
4.1.2 Turning Flight Stall Preventions and Accelerated Turning Stalls
Prevention:
5.7.1 F3179/F3179M–18 Standard Specification for Perfor-
4.1.2.1 Turning flight stall preventions and accelerated stall prevention shall
mance of Aircraft
be demonstrated by establishing and maintaining a coordinated turn
in a 30° bank. While maintaining this bank angle, the speed should
5.8 Controllability:
be steadily reduced with the longitudinal control until the aeroplane
5.8.1 F3173/F3173M–18StandardSpecificationforAircraft
reaches is minimum steady flight speed for which the aircraft is still
controllable. The rate of speed reduction shall be constant and:
Handling Characteristics
(1) For a turning flight stall prevention demonstration, may not exceed
Unique Additions for UAS—None
1.9 (km/h)/s [1 knot/s], and
(2) For an accelerated stall prevention demonstration, 5.6 to 9.3 (km/
Substitutions for UAS:
h)/s [3 to 5 knots/s].
4.5.6 At V , it shall not be necessary to reduce power of the operative
MC
engine(s). During the maneuver, the UA shall not assume any
Not Applicable for UAS—4.2.2.3, 4.2.2.4 and 4.2.2.5
dangerous attitude, and it shall be possible to prevent a heading
change of more than 20°. 5.12 Ground and Water Handling Characteristics:
4.5.7 At the option of the applicant, to comply with the requirements of
5.12.1 F3173/F3173M–18 Standard Specification for Air-
Specification F3179/F3179M, Takeoff Speed, V may be deter-
MCG
craft Handling Characteristics
mined. V , is the minimum control speed on the ground and is
MCG
the calibrated airspeed during the takeoff run at which, following a
Unique Additions for UAS—None
sudden critical loss of thrust, it is possible to maintain control of the
UA using the rudder control alone (without the use of nose wheel
Substitutions for UAS:
steering) using the lateral control to the extent of keeping the wings
7.1.1 An aircraft may have no uncontrollable tendency to change pitch
level to enable the takeoff to be safely continued. In the determina-
attitude that would adversely affect aircraft handling characteristics
tion of V , assuming that the path of the UA accelerating with all
MCG
in any reasonably expected operating condition, including rebound
engines operating is along the centerline of the runway, its path
during landing or takeoff. Wheel brakes shall operate smoothly and
from the point at which the critical engine is made inoperative to the
may not induce any undue tendency to nose over or change pitch
point at which recovery to a direction parallel to the centerline is
attitude in a way that would adversely affect aircraft handling
completed may not deviate more than 9.1 m [30 ft] laterally from the
characteristics.
centerline at any point. V , shall be established with:
MCG
4.7 Control during Landings—It shall be possible, while in the landing
Not Applicable for UAS—None
configuration, to complete a landing without causing substantial
5.13 Vibration, Buffering, and High-Speed Characteristics:
damage to the aircraft.
5.13.1 F3173/F3173M–18 Standard Specification for Air-
Not Applicable for UAS:
craft Handling Characteristics
4.2.3, Control Forces, 4.3.2, 4.7.1, 4.7.2, and 4.8.
Table 1
Unique Additions for UAS—None
5.9 Trim:
Substitutions for UAS:
5.9.1 F3173/F3173M–18StandardSpecificationforAircraft
8.1 There shall be no vibration or buffeting severe enough to result in
structural damage, and each part of the UA shall be free from
Handling Characteristics
excessive vibration under any appropriate speed and power
Unique Additions for UAS—None
conditions up to V /M ,orV /M for turbojets. In addition, there
D D DF DF
shall be no buffeting in any normal flight condition, severe enough to
Substitutions for UAS:
interfere with the satisfactory control of the UA.
5.1 General—Each UA shall meet the trim requirements of this section
after being trimmed and without further pressure upon, or movement
8.2 For high speed UA and all UA with a maximum operating altitude
of, the primary controls or their corresponding trim controls by the
greater than 7620 m [25 000 ft], there shall be no perceptible
pilot or the flight control system.
buffeting in the cruise configuration at 1 g and at any speed up to
V /M .
MO MO
Not Applicable for UAS—None
9.1.1 Operating conditions and characteristics likely to cause inadvertent
speed increases (including upsets in pitch and roll) shall be
5.10 Stability:
simulated with the UA trimmed at any likely speed up to V /M .
MO MO
5.10.1 F3173/F3173M–18 Standard Specification for Air-
These conditions and characteristics include gust upsets inadvertent
control movements leveling off from climb, cargo/payload movement
craft Handling Characteristics
and descent from Mach to airspeed limit altitude.
5.11 Stall Characteristics, Stall Warning, and Spins: 9.1.2.1 Exceptional piloting skill;
9.1.2.3 Buffeting that would impair the unmanned aerial vehicle (UAV)’s
5.11.1 F3180/F3180M–19 Standard Specification for Low-
ability to recover.
Speed Flight Characteristics of Aircraft
9.1.3 There may be no control reversal about any axis at any speed up to
the maximum speed shown in Section 8. Any reversal of elevator
Unique Additions for UAS—None
control force or tendency of the UA to pitch, roll, or yaw shall be
mild and readily controllable.
Substitutions for UAS:
9.3.6 In the out-of-trim condition specified in 9.3.1, it shall be possible
4.2.2.2 The wings-level stall characteristics shall be demonstrated in flight
from an overspeed condition at V /M to produce at least 1.5 g
DF DF
as follows. Starting from a speed at least 18.5 km/h [10 knots]
for recovery through longitudinal control force or longitudinal control
above the stall speed, the longitudinal control shall be pulled back
and the longitudinal trim system. If the longitudinal trim is used to
so that the rate of speed reduction will not exceed 1.9 (km/h)/s [1
assist in producing the required load factor, it shall be shown at
knot/s] until a minimum steady flight speed for which the aircraft is
V /M that the longitudinal trim can be actuated in the UA
DF DF
still controllable (V ) is produced, as shown by either:
S
nose-up direction.
4.2.2.2(3) The longitudinal control reaching a mechanical or electronic/
software stop or limit
Not Applicable for UAS—9.3.2.1
4.2.1(6)(b) For Turbine Engine Powered UA—At maximum engine thrust,
except that it need not exceed the thrust necessary to maintain level
5.14 Performance and Flight Characteristics Requirements
flight at 1.5 V (where V corresponds to the minimum steady
S1 S1
for Flight in Icing Conditions:
flight speed for which the aircraft is still controllable with flaps in the
approach position, the landing gear retracted, and maximum landing 5.14.1 F3120/F3120M–19 Standard Specification for Ice
weight);
Protection for General Aviation Aircraft
F3563−22
5.15 Operating Limitations: 6.4.1 F3116/F3116M–18 Standard Specification for Design
5.15.1 F3174/F3174M–19 Standard Specification for Estab- Loads and Conditions
lishing Operating Limitations and Information for Aeroplanes
6.5 Ground and Water Load Conditions:
6.5.1 F3116/F3116M–18 Standard Specification for Design
6. Structures
Loads and Conditions
6.1 Structural Design Envelope:
Unique Additions for UAS:
6.1.1 F3116/F3116M–18 Standard Specification for Design
8.9.3.3 In determining the ground loads on the tail skid and affected
Loads and Conditions
supporting structures, the following applies:
(1) If the c.g. of the unloaded UA – in side view – is situated behind the
Unique Additions for UAS—None
ground contact area of the main landing gear, the rear portion of
the fuselage, the tail skid and the empennage must be designed to
Substitutions for UAS:
withstand the loads arising when the tail landing skid is raised to its
4.4.1 General—Compliance with the strength requirements of this subpart
highest possible position, consistent with the main wheel remaining
must be shown at any combination of airspeed and load factor on
on the ground, and is then released and allowed to fall freely.
and within the boundaries of a flight envelope, as bounded by the
(2) If the c.g. in all loading conditions is situated above the ground
flight control system (similar to the one in 4.4.4) that represents the
contact area of the main landing gear 8.9.3.3(1) need not be
envelope of the flight loading conditions specified by the
applied.
maneuvering and gust criteria of 4.4.2 and 4.4.3, respectively.
If a failure of the flight control system could lead to an excursion
Substitutions for UAS:
from the approved flight envelope, then it shall be shown that this
8.2.4 The selected limit vertical inertia load factor at the center of gravity
failure condition is extremely improbable.
of the airplane for the ground load conditions prescribed in this
4.4.3.1 The UA is assumed to be subjected to symmetrical vertical gusts in
subpart may not be less than that which would be obtained when
level flight. The resulting limit load factors must correspond to the
landing with a descent velocity (V), in feet per second equal to 4.4
conditions determined as follows:
1/4
(W/S) , except that this velocity need not be more than 10 ft/s and
Positive (up) and Negative (down) gust values at V and V
C D
may not be less than 7 ft/s. If the UA cannot reach these descent
should be determined by rational analysis of the intended use of the
velocities, the UA maximum descent velocity shall be used instead.
UA system, considering the time spent at low altitude levels and the
8.5.1.2 For airplanes with nose wheels, a stalling attitude (or maximum
cruise speed, however, as a minimum:
attitude allowed by the flight envelope protection system), or the
(1) Positive (up) and negative (down) gusts of 15.24 m/s [50 fps] at V
C
maximum angle allowing ground clearance by each part of the
must be considered at altitudes between sea level and 6096 m
airplane, whichever is less.
[20 000 ft]. The gust velocity may be reduced linearly from 15.24
8.10 Supplementary Conditions for Nose Wheels—In determining the
m/s [50 fps] at 6096 m [20 000 ft] to 7.62 m/s [25 fps] at 15 240 m
ground loads on nose wheels and affected supporting structures,
[50 000 ft]; and
and assuming that the shock absorbers and tires are in their static
(2) Positive and negative gusts of 7.62 m/s [25 fps] at V must be
D
positions, the following conditions must be met:
considered at altitudes between sea level and 6096 m [20 000 ft].
8.10.1 For aft loads, the limit force components at the axle must be:
The gust velocity may be reduced linearly from 7.62 m/s [25 fps] at
8.10.1.1 A vertical component of 2.25 times the static load on the wheel; and
6096 m [20 000 ft] to 3.81 m/s [12.5 fps] at 15 240 m [50 000 ft].
8.10.1.2 A drag component of 0.8 times the vertical load.
4.12 Pressurized Compartment Loads—For each pressurized
8.10.2 For forward loads, the limit force components at the axle must be:
compartment, the following applies:
8.10.2.1 A vertical component of 2.25 times the static load on the wheel; and
4.12.3 If landings may be made with the pressurized compartments,
8.10.2.2 A forward component of 0.4 times the vertical load.
landing loads must be combined with pressure differential loads
8.10.3 For side loads, the limit force components at ground contact must
from zero up to the maximum allowed during landing. If the aircraft
be:
has pressurized areas, this applies.
8.10.3.1 A vertical component of 2.25 times the static load on the wheel; and
4.12.5 If a pressurized compartment has two or more compartments
8.10.3.2 A side component of 0.7 times the vertical load.
separated by bulkheads or a floor, the primary structure must be
8.10.4 For airplanes with a steerable nose wheel that is controlled by
designed for the effects of sudden release of pressure in any
hydraulic or other power, at design takeoff weight with the nose
compartment with external doors or windows. This condition must
wheel in any steerable position, the application of 1.33 times the full
be investigated for the effects of failure of the largest opening in the
steering torque combined with a vertical reaction equal to 1.33
compartment. The effects of intercompartmental venting may be
times the maximum static reaction on the nose gear must be
considered.
assumed. However, if a torque limiting device is installed, the
steering torque can be reduced to the maximum value allowed by
Not Applicable for UAS—4.7.3 and 4.20.3
that device.
6.2 Interaction of Systems and Structure:
Not Applicable for UAS—None
6.2.1 F3254–19 Standard Specification for Aircraft Interac-
tion of Systems and Structures
6.5.1.1 F3331–18 Standard Practice for Aircraft Water
Loads
6.3 Structural Design Loads:
6.3.1 F3116/F3116M–18 Standard Specification for Design
6.6 Component Loading Conditions:
Loads and Conditions
6.6.1 F3061/F3061M–19a Standard Specification for Sys-
Unique Additions for UAS—None tems and Equipment in Small Aircraft
6.6.1.1 F3232/F3232M–19a Standard Specification for
Substitutions for UAS:
Flight Controls in Small Aircraft
4.1.2 Unless otherwise provided, the air and ground loads must be
placed in equilibrium with inertia forces, considering each item of
6.6.2 F3116/F3116M–18 Standard Specification for Design
mass in the airplane. These loads must be distributed to
Loads and Conditions
conservatively approximate or closely represent actual conditions.
Methods used to determine load intensities and distribution on
Unique Additions for UAS—None
canard and tandem wing configurations must be validated by flight
test measurement unless the methods used for determining those
Substitutions for UAS:
loading conditions are shown to be reliable or conservative on the
4.12 Pressurized Compartment Loads—For each pressurized
configuration under consideration.
compartment, the following applies:
4.12.1 The airplane structure must be strong enough to withstand the flight
Not Applicable for UAS—None
loads combined with pressure differential loads from zero up to the
maximum relief valve setting
6.4 Flight Load Conditions:
F3563−22
4.12.2 The external pressure distribution in flight, and any stress 4.25.1.2 By the following deflections (except as limited by pilot effort), during
concentrations, must be accounted for. unsymmetrical flight conditions:
4.12.3 If landings may be made with the cabin pressurized, landing loads (1) Sudden maximum displacement of the aileron control at V .
A
must be combined with pressure differential loads from zero up to Suitable allowance may be made for control system deflections.
the maximum allowed during landing. (2) Sufficient deflection at V , where V is more than V , to produce a
C C A
4.12.4 The airplane structure must be strong enough to withstand the rate of roll not less than obtained in 4.25.1.2.
pressure differential loads corresponding to the maximum relief (3) Sufficient deflection at V to produce a rate of roll not less than one-
D
valve setting multiplied by a factor of 1.33, omitting other loads. third of that obtained in 4.25.1.2.
4.12.5 If a pressurized cabin has two or more compartments separated by
4.25.2 For airplanes meeting the limitations of X4.1, the average loading in
bulkheads or a floor, the primary structure must be designed for the Appendix X4, X4.3 and Fig. X4.1 of Appendix X4 and the
effects of sudden release of pressure in any compartment with distribution in Fig. X4.8 of Appendix X4 may be used.
external doors or windows. This condition must be investigated for
the effects of failure of the largest opening in the compartment. The
Not Applicable for UAS—7.3.4
effects of intercompartmental venting may be considered.
6.7 Limit and Ultimate Loads:
7.3 Control System Loads:
7.3.1 Each flight control system and its supporting structure must be 6.7.1 F3114–19 Standard Specification for Structures
designed for loads corresponding to at least 125 % of the computed
6.8 Structural Strength:
hinge moments of the movable control surface in the conditions
prescribed in 4.16 through 4.26 and 7.1 through 7.9. In addition, the
6.8.1 F3114–19 Standard Specification for Structures
following apply:
7.3.1.1 The system limit loads need not exceed the highest load that can
6.9 Structural Durability:
be applied by servo-controls or actuators.
6.9.1 F3061/F3061M–19a Standard Specification for Sys-
7.3.1.2 The design must, in any case, provide a rugged system for service
tems and Equipment in Small Aircraft
use, considering jamming, ground gusts, taxiing downwind, control
inertia, and friction. Compliance with this subparagraph may be
6.9.2 F3115/F3115M–19 Standard Specification for Struc-
shown by designing for loads resulting from application of the
tural Durability for Small Aeroplanes
minimum forces prescribed in 7.4.2.
7.3.3 Control system actuating forces used for design are assumed to act
6.10 Aeroelasticity:
at the appropriate attachments of the control system to the aircraft
6.10.1 F3061/F3061M–19a Standard Specification for Sys-
and control surface horns.
7.4 Limit Control Forces and Torques:
tems and Equipment in Small Aircraft
7.4.1 The control system must be able to bear the maximum loads and
6.10.2 F3093/F3093M–19 Standard Specification for
torques generated by the actuating system. In the control surface
Aeroelasticity Requirements
flight loading condition, the air loads on movable surfaces and the
corresponding deflections need exceed those that would result in
6.11 Design and Construction Principles:
flight from the application of any automated flight control system
force within the ranges declared and implemented by the
6.11.1 F3061/F3061M–19a Standard Specification for Sys-
manufacturer. In applying this criterion, the effects of control system
tems and Equipment in Small Aircraft
boost, servo-mechanisms, dynamic response of the automatic
6.11.1.1 F3232/F3232M–19a Standard Specification for
control system (including structural resonance), and the effects of
tabs must be considered.
Flight Controls in Small Aircraft
7.4.2 The automated control system forces and torques shall be declared
6.11.2 F3114–19 Standard Specification for Structures
by the manufacturer.
7.5 Dual Control System:
6.12 Protection of Structure:
7.5.1 Each dual control system must be designed to withstand the force
6.12.1 F3061/F3061M–19a Standard Specification for Sys-
of flight control inputs accounting for feedback, operating in
opposition, using individual servo forces not less than the greater of:
tems and Equipment in Small Aircraft
7.5.1.1 0.75 times those obtained under 7.3; or
6.12.1.1 F3232/F3232M–19a Standard Specification for
7.5.1.2 The minimum forces specified in 7.4.2.
7.5.2 Each dual control system must be designed to withstand the force Flight Controls in Small Aircraft
of flight control inputs accounting for feedback, applied together, in
6.12.2 F3114–19 Standard Specification for Structures
the same direction, using individual servo forces not less than 0.75
6.12.3 F3066/F3066M–18 Standard Specification for Air-
times those obtained under 7.3.
7.6 Secondary Control System—Secondary controls, such as wheel
craft Powerplant Installation Hazard Mitigation
brakes, spoilers, and tab controls, must be designed for the
6.13 Materials and Processes:
maximum forces that the flight control system is likely to apply to
those controls.
6.13.1 F3114–19 Standard Specification for Structures
7.7 Trim Tab Effects—The effects of trim tabs on the control surface
design conditions must be accounted for only where the surface
6.14 Special Factors of Safety:
loads are limited by the flight control system. In these cases, the
6.14.1 F3061/F3061M–19a Standard Specification for Sys-
tabs are considered to be deflected in the direction that would assist
the flight control system. These deflections must correspond to the tems and Equipment in Small Aircraft
maximum degree of 9out of trim9 expected at the speed for the
6.14.2 F3114–19 Standard Specification for Structures
condition under consideration.
Unique Additions for UAS—None
7.9.1.2 If flight control system forces less than the minimums specified in
7.4.2 are used for design, the effects of surface loads due to ground
Substitutions for UAS:
gusts and taxiing downwind must be investigated for the entire
control system according to the formula: 8.2.3 Critical Castings—For each casting whose failure would preclude
continued safe flight and landing of the airplane, the following apply:
[See formula]
4.25 Ailerons:
Not Applicable for UAS—8.4.4
4.25.1 The ailerons must be designed for the loads to which they are
subjected; allowance may be made for the capability of the flight
6.15 Emergency Conditions:
control system (such as rate of movement or limitations on
deflection). 6.15.1 F3061/F3061M–19a Standard Specification for Sys-
4.25.1.1 In the neutral position during symmetrical flight conditions; and
tems and Equipment in Small Aircraft
F3563−22
6.15.1.1 F3232/F3232M–19a Standard Specification for
5.1.9 The automatic pilot system must be coupled to airborne navigation
equipment, and means must be provided to indicate to the flight
Flight Controls in Small Aircraft
crew in the control station the current mode of operation. Selector
6.15.2 F3083/F3083M–19 Standard Specification for Emer-
switch position is not acceptable as a means of indication; refer to
gency Conditions, Occupant Safety and Accommodations Specification F3117/F3117M.
5.3.4 In showing compliance with 5.3, each system must be designed so
Unique Additions for UAS—None
that the artificial stall barrier cannot be disengaged by the pilot.
Substitutions for UAS:
Not Applicable for UAS—4.8.2 and 5.1.2
4.1.6 Powerplant and ESS mounts and supporting structures must
withstand 15.0 g forward.
7.1.2 F3066/F3066M–18StandardSpecificationforAircraft
5.3 Cargo Compartments:
Powerplant Installation Hazard Mitigation
5.3.1 Each cargo compartment must:
7.2 Landing Gear Systems:
Not Applicable for UAS—4.1.1, 4.1.2, 4.1.3, 4.1.4, 4.1.5, 4.1.7.2, 4.2.1, 4.2.2,
7.2.1 F3061/F3061M–19a Standard Specification for Sys-
4.2.3, 4.2.4.2, 4.2.5, 4.2.6, 5.1, 5.2, 5.3.1.3, 5.4, 5.5, 5.6, 5.7, 5.8, 5.9, 5.10,
tems and Equipment in Small Aircraft
5,11, 7.1, and 7.2
Unique Additions for UAS—None
7. Design and Construction
Substitutions for UAS—None
7.1 Flight Control Systems:
7.1.1 F3061/F3061M–19a Standard Specification for Sys-
Not Applicable for UAS—13.3.3
tems and Equipment in Small Aircraft
7.3 Buoyancy for Seaplanes and Amphibians:
7.1.1.1 F3232/F3232M–19a Standard Specification for
7.3.1 F3061/F3061M–19a Standard Specification for Sys-
Flight Controls in Small Aircraft
tems and Equipment in Small Aircraft
Unique Additions for UAS—None
7.4 Means of Egress and Emergency Exits:
Substitutions for UAS:
7.4.1 F3061/F3061M–19a Standard Specification for Sys-
4.4.2 There must be means to indicate to the pilot the direction of trim
tems and Equipment in Small Aircraft
control movement relative to aircraft motion.
4.7.1 It must be shown by operation tests that, when the controls are
Unique Additions for UAS—None
operated from the control station with the system loaded as
prescribed in 4.7.2 and 4.7.3, the system is free from jamming,
Substitutions for UAS:
excessive friction, excessive deflection, or any combination thereof.
13.11.1 There must be a means to lock and safeguard each door or access
4.7.3 For secondary controls, the prescribed test loads must be not less
panel against inadvertent opening during flight by cargo or as a
than those corresponding to the expected loads established under
result of mechanical failure.
Specification F3116/F3116M.
4.8.1 Each detail of each control system must be designed and installed
Not Applicable for UAS—13.11.2, 13.11.3, 13.11.4, 13.11.5, 13.11.6, 13.11.7,
to prevent jamming, chafing, and interference from cargo, loose
13.11.8, and 13.11.9
objects, or the freezing of moisture.
7.4.2 F3083/F3083M–19 Standard Specification for Emer-
4.12.1 There must be a means to provide wing flap position information for
flap installations with only the retracted and fully extended positions.
gency Conditions, Occupant Safety and Accommodations
4.12.2 There must be a means to provide wing flap position information for
Unique Additions for UAS—None
flap installations with intermediate flap positions if any flap position
other than retracted or fully extended is used to show compliance
Substitutions for UAS:
with the performance requirements of the rules of the governing
5.3 Cargo Compartments:
civil aviation authority.
5.3.1 Each cargo compartment must:
5.1.1 For UAS an automatic pilot system must be installed, and it must
not be designed so that the automatic pilot system can be disen-
Not Applicable for UAS—5.2 (entire section), 5.3.1.3, 5.3.2, 5.4, 5.5, 5.6, 5.7,
gaged by a pilot during flight.
5.8, 5.9, 5.10, and 5.11
5.1.3 Each automatic pilot system must have a means to readily indicate
to the pilot the alignment of the actuating device in relation to the
7.5 Occupant Physical Environment:
control system it operates; refer to Specification F3117/F3117M.
7.5.1 F3061/F3061M–19a Standard Specification for Sys-
5.1.4 Each manually operated control for the automatic pilot system op-
eration must be readily accessible to the pilot. Each control must
tems and Equipment in Small Aircraft
operate in the same plane and sense of motion as specified in
Unique Additions for UAS—None
Specification F3117/F3117M for cockpit controls. The direction of
motion must be plainly indicated on or near each control.
Substitutions for UAS—None
5.1.5 The automatic pilot system must be designed and adjusted so that,
within the range of adjustment available to the pilot, it cannot pro-
Not Applicable for UAS—10.2
duce hazardous loads on the aircraft or create hazardous devia-
tions in the flight path, under any flight condition appropriate to its
7.5.1.1 F3227/F3227M–17 Standard Specification for Envi-
use, either during normal operation or in the event of a malfunction,
ronmental Systems in Small Aircraft
assuming that corrective action begins within a reasonable period of
time.
Unique Additions for UAS—None
5.1.6 The automatic pilot system must be designed so that a single mal-
function will not produce a hardover signal in more than one control
Substitutions for UAS—None
axis.
5.1.7 For an automatic pilot system that integrates signals from auxiliary
Not Applicable for UAS—3.2.3, 4.1.1, 4.1.2, 4.1.3, 4.1.4, 4.1.5, 4.1.6, 5.1.1,
controls or furnishes signals for operation of other equipment, posi-
5.1.2, 5.1.3, 5.1.4, 5.1.5, 5.1.10, 5.1.11, 5.1.12, 5.1.13, 5.1.14, 5.1.15 , 5.1.16,
tive interlocks and sequencing of engagement to prevent improper
6.1, 6.2, 6.3, 6.4, 6.5, 6.7, and 6.8
operation are required.
5.1.8 The automatic pilot system must have protection against adverse 7.5.2 F3083/F3083M–19 Standard Specification for Emer-
interaction of integrated components, resulting from a malfunction.
gency Conditions, Occupant Safety and Accommodations
F3563−22
Unique Additions for UAS—None Unique Additions for UAS—None
Substitutions for UAS—None Substitutions for UAS:
6.3.2 For UA that are intended to carry cargo, each cargo and baggage
Not Applicable for UAS: compartment must meet one of the following requirements in
addition to the requirements of Specification F3061/F3061M:
NOTE 1—The entire F3083/F3083M standard specification is not
6.3.2.1 Have ceiling and sidewall liners and floor panels constructed of ma-
applicable to 7.5 of this specification, because there is no crew onboard an
terials that have been subjected to and meet the 45° angle test of
unmanned aircraft. The crew station, or RPS, is addressed in Sections 11
DOT/FAA/AR-00 Aircraft Materials Fire Test Handbook or other ap-
and 12 of this specification.
proved equivalent test requirements. The compartment must be
constructed to provide fire protection that is not less than that re-
7.5.3 F3114–19 Standard Specification for Structures
quired of its individual panels; or
Unique Additions for UAS—None
6.3.2.2 Be constructed and sealed to contain any fire within the compart-
ment.
Substitutions for UAS—None
Not Applicable for UAS—6.1.1, 6.1.2, 6.1.3, 6.2.1, 6.2.1.2, 6.2.1.3, 6.2.1.4,
Not Applicable for UAS—4.7.1 and 4.7.6
6.3.1, and 6.4
7.5.4 F3117/F3117M–19 Standard Specification for Crew 7.7 Fire Protection in Designated Fire Zones and Adjacent
Interface in Aircraft Areas:
7.7.1 F3061/F3061M–19a Standard Specification for Sys-
Unique Additions for UAS—None
tems and Equipment in Small Aircraft
Substitutions for UAS:
7.7.1.1 F3231/F3231M–19 Standard Specification for Elec-
4.2.1 If installed, airborne video cameras must be arranged with
trical Systems for Aircraft with Combustion Engine Electrical
sufficiently clear and undistorted view to enable the pilot to safely
taxi, takeoff, approach, land, and perform any maneuvers within the
Power Generation
operating limitations of the aircraft.
7.7.2 F3066/F3066M–18StandardSpecificationforAircraft
4.2.2 If installed, airborne video cameras must be free from glare and
Powerplant Installation Hazard Mitigation
reflections that could interfere with the pilot’s vision. Compliance
must be shown in all operations for which certification is requested.
7.7.3 F3114–19 Standard Specification for Structures
4.2.3 If installed, airborne video cameras must be designed so that each
is protected from the elements so that moderate rain conditions do 7.8 Lightning Protection:
not unduly impair the pilot’s view of the flight path in normal flight
7.8.1 F3061/F3061M–19a Standard Specification for Sys-
and while landing.
tems and Equipment in Small Aircraft
Not Applicable for UAS—4.1.1, 4.1.2, 4.1.3, and 4.2.4
7.9 Design and Construction Information:
7.6 Fire Protection:
7.9.1 F3117/F3117M–19 Standard Specification for Crew
7.6.1 F3061/F3061M–19a Stand
...