ASTM F2564-14(2022)
(Specification)Standard Specification for Design and Performance of a Light Sport Glider
Standard Specification for Design and Performance of a Light Sport Glider
ABSTRACT
This specification covers airworthiness requirements for the design of a powered or non-powered fixed wing light sport aircraft, a “glider.” Stability shall be shown by a tendency for the glider to return toward steady flight after: (1) a “push” from steady flight that results in a speed increase, followed by a non-abrupt release of the pitch control; and (2) a “pull” from steady flight that results in a speed decrease, followed by a non-abrupt release of the pitch control. Strength requirements are specified in terms of limit loads (the maximum loads to be expected in service) and ultimate loads (limit loads multiplied by prescribed factors of safety). The suitability of each structural design detail and part having an important bearing on safety shall be established by test. Each combination of engine, exhaust, cooling and fuel system on a powered glider must be compatible with the glider, and function in a safe and satisfactory manner within the operational limits of the glider and powerplant. Each aircraft shall include Aircraft Operating Instructions (AOI).
SCOPE
1.1 This specification covers airworthiness requirements for the design of a powered or non-powered fixed wing light sport aircraft, a “glider.”
1.2 This specification is applicable to the design of a light sport aircraft glider as defined by regulations and limited to day VFR flight.
1.3 A glider for the purposes of this specification is defined as a heavier than air aircraft that remains airborne through the dynamic reaction of the air with a fixed wing and in which the ability to remain aloft in free flight does not depend on the propulsion from a power plant. A powered glider is defined for the purposes of this specification as a glider equipped with a power plant in which the flight characteristics are those of a glider when the power plant is not in operation.
1.4 The values stated in SI units are to be regarded as standard. The values given in parenthesis are for information only.
1.5 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 appropriate safety, health, and environmental practices and determine the applicability of regulatory requirements prior to use.
1.6 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.
General Information
Relations
Standards Content (Sample)
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:F2564 −14 (Reapproved 2022)
Standard Specification for
Design and Performance of a Light Sport Glider
This standard is issued under the fixed designation F2564; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision.Anumber in parentheses indicates the year of last reapproval.A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope ing of a Light Sport Aircraft (Withdrawn 2019)
F2316Specification for Airframe Emergency Parachutes
1.1 Thisspecificationcoversairworthinessrequirementsfor
F2339Practice for Design and Manufacture of Reciprocat-
the design of a powered or non-powered fixed wing light sport
ing Spark Ignition Engines for Light Sport Aircraft
aircraft, a “glider.”
F2840Practice for Design and Manufacture of Electric
1.2 This specification is applicable to the design of a light
Propulsion Units for Light Sport Aircraft
sportaircraftgliderasdefinedbyregulationsandlimitedtoday
F2972Specification for Light SportAircraft Manufacturer’s
VFR flight.
Quality Assurance System
1.3 Aglider for the purposes of this specification is defined 2.2 Other Standard:
CS-22 Subpart HCertification Specifications for Sailplanes
as a heavier than air aircraft that remains airborne through the
dynamic reaction of the air with a fixed wing and in which the and Powered Sailplanes
ability to remain aloft in free flight does not depend on the
3. Terminology
propulsion from a power plant.Apowered glider is defined for
the purposes of this specification as a glider equipped with a 3.1 Definitions:
power plant in which the flight characteristics are those of a 3.1.1 electric propulsion unit, EPU—any electric motor and
all associated devices used to provide thrust for an electric
glider when the power plant is not in operation.
aircraft.
1.4 The values stated in SI units are to be regarded as
3.1.2 energy storage device, ESD—used to store energy as
standard. The values given in parenthesis are for information
part of a Electric Propulsion Unit (EPU). Typical energy
only.
storage devices include but are not limited to batteries, fuel
1.5 This standard does not purport to address all of the
cells or capacitors.
safety concerns, if any, associated with its use. It is the
3.1.3 feathering—a single action from the cockpit that
responsibility of the user of this standard to establish appro-
repositionsthepropellerbladestolowdragconfigurationwhen
priate safety, health, and environmental practices and deter-
the engine is not operating.
mine the applicability of regulatory requirements prior to use.
1.6 This international standard was developed in accor-
3.1.4 flaps—any movable high lift device.
dance with internationally recognized principles on standard-
3.1.5 maximum empty weight, W (kg)—largest empty
E
ization established in the Decision on Principles for the
weightoftheglider,includingalloperationalequipmentthatis
Development of International Standards, Guides and Recom-
installed in the glider: weight of the airframe, powerplant,
mendations issued by the World Trade Organization Technical
excluding energy storage device (ESD) for electric propulsion
Barriers to Trade (TBT) Committee.
unit when removable, required equipment, optional and spe-
cific equipment, fixed ballast, full engine coolant and oil,
2. Referenced Documents
hydraulic fluid, and the unusable fuel. Hence, the maximum
2.1 ASTM Standards:
emptyweightequalsmaximumtakeoffweightminusminimum
F2295Practice for Continued Operational Safety Monitor-
useful load: W = W– W .
E U
3.1.6 minimum useful load, W (kg)—where W = W – W .
U U E
3.1.7 The terms “engine” referring to internal combustion
This specification is under the jurisdiction ofASTM Committee F37 on Light
enginesand“motor”referringtoelectricmotorsforpropulsion
Sport Aircraft and is the direct responsibility of Subcommittee F37.10 on Glider.
Current edition approved Oct. 1, 2022. Published October 2022. Originally
are used interchangeably within this standard.
approved in 2006. Last previous edition approved in 2014 as F2564–14. DOI:
10.1520/F2564-14R22.
2 3
For referenced ASTM standards, visit the ASTM website, www.astm.org, or The last approved version of this historical standard is referenced on
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM www.astm.org.
Standards volume information, refer to the standard’s Document Summary page on Available from European Union Aviation Safety Agency (EASA), Konrad-
the ASTM website. Adenauer-Ufer 3, D-50668 Cologne, Germany, https://www.easa.europa.eu.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F2564−14 (2022)
3.1.8 The term “engine idle” or “throttle closed” when in 3.2.35 V —stalling speed or minimum steady flight speed
S0
reference to electric propulsion units shall mean the minimum atwhichtheaircraftiscontrollableinthelandingconfiguration
power or propeller rotational speed condition for the electric
3.2.36 V —ground gust speed
R
motor as defined without electronic braking of the propeller
3.2.37 V —maximum aerotow speed
T
rotational speed.
3.2.38 V —maximum winch tow speed
3.2 Abbreviations:
W
3.2.1 AOI—Aircraft Operating Instructions
3.2.39 V —speed for best rate of climb
Y
3.2.2 AR—Aspect Ratio = b /S
3.2.40 W—maximum takeoff or maximum design weight
3.2.3 b—wing span (m) (kg)
3.2.4 c—chord (m) 3.2.41 W —maximum empty aircraft weight (kg)
E
3.2.5 CAS—calibrated air speed (m/s, kts) 3.2.42 W —minimum useful load (kg)
U
3.2.6 C —lift coefficient of the aircraft 3.2.43 w—average design surface load (N/m )
L
3.2.7 C —drag coefficient of the aircraft
D
4. Flight
3.2.8 CG—center of gravity
4.1 Proof of Compliance:
3.2.9 C —moment coefficient (C is with respect to c/4
m m
4.1.1 Eachofthefollowingrequirementsshallbemetatthe
point, positive nose up)
most critical weight and CG configuration. Unless otherwise
3.2.10 C —zero lift moment coefficient
MO
specified, the speed range from stall to V or the maximum
DF
3.2.11 C —normal coefficient allowable speed for the configuration being investigated shall
n
be considered.
3.2.12 g—acceleration as a result of gravity = 9.81 m/s
4.1.1.1 V shall be less than or equal to V .
DF D
3.2.13 IAS—indicated air speed (m/s, kts)
4.1.1.2 If V chosen is less than V , V must be less than
DF D NE
3.2.14 ICAO—International Civil Aviation Organization
or equal to 0.9 V and greater than or equal to 1.1 V .
DF C
3.2.15 LSA—light sport aircraft 4.1.2 The following tolerances are acceptable during flight
testing:
3.2.16 n—load factor
Weight +5 %, −10 %
3.2.17 n —glider positive maneuvering limit load factor
Weight, when critical +5 %, −1 %
at V
CG ±7 % of total travel
A
3.2.18 n —glider positive maneuvering limit load factor 4.2 Compliance must be established for all configurations
at V except as otherwise noted. In demonstrating compliance, the
D
powerplant or propeller, if retractable, must be retracted,
3.2.19 n —glider negative maneuvering limit load factor
except as otherwise noted.
at V
A
4.3 Load Distribution Limits:
3.2.20 n —glider negative maneuvering limit load factor
4.3.1 Themaximumweightshallbedeterminedsothatitis:
at V
D
2 2 4.3.1.1 Not more than:
3.2.21 q—dynamic pressure = 0.004823 V kg⁄m , when V
(1)The highest weight selected by the applicant, and
is in km/h
(2)The design maximum weight, which is the highest
3.2.22 S—wing area (m )
weight at which compliance with each applicable structural
3.2.23 V—airspeed (m/s, kts)
loadingconditionandallrequirementsforflightcharacteristics
is shown.
3.2.24 V —design maneuvering speed
A
4.3.1.2 Not less than:
3.2.25 V —design cruising speed
C
(1)Forasingle-placeglidernotlessthantheemptyweight
3.2.26 V —design diving speed
D
of the glider, plus a weight of the occupant of 80 kg, plus the
required minimum equipment, plus, for a powered glider,
3.2.27 V —demonstrated flight diving speed
DF
sufficient energy (fuel or other energy storage) for at least 30
3.2.28 V —design flap speed
F
min of flight at maximum continuous power.
3.2.29 V —maximum flap extended speed
FE
(2)Foratwo-placeglidernotlessthantheemptyweightof
3.2.30 V —maximum speed in level flight with maximum the glider, plus a weight of the occupants of 160 kg, plus the
H
continuous power (corrected for sea level standard conditions)
required minimum equipment, plus, for a powered glider,
sufficient energy (fuel or other energy storage) for at least 30
3.2.31 V —maximum speed for landing gear extended
LO
min of flight at maximum continuous power.
3.2.32 V —never exceed speed
NE
4.3.2 The design empty weight shall be specified by the
3.2.33 V —stallingspeedorminimumsteadyflightspeedat
S manufacturer.
which the aircraft is controllable (flaps retracted)
4.3.3 Empty Weight and Center of Gravity Range:
3.2.34 V —stalling speed, or minimum steady flight speed 4.3.3.1 The CG range within which the glider can be safely
S1
in a specific configuration operated must be specified by the manufacturer.
F2564−14 (2022)
TABLE 1 Pilot Force
4.3.3.2 The empty weight, corresponding CG, most
forward,andmostrearwardCGshallbedeterminedwithfixed Wing flaps, landing gear,
air brakes, retraction or
ballast and required minimum equipment.
Pilot force as applied to Pitch, Roll, Yaw,
extension of engine,
the controls N N N
4.3.3.3 The CG range must not be less than that which
two cable release,
N
corresponds to that of a sole pilot weight of 65 kg up to the
For temporary application: 200 150 300 150
maximum weight, always considering the most unfavorable
(less than 2 min) Stick
placing of luggage.
For prolonged application: 20 15 100 Not determined
4.3.3.4 Fixed or removable ballast, or both, may be used if
properly installed and placarded.
4.3.3.5 MultipleESDsmaybeusedifproperlyinstalledand
placarded.
4.5.6.2 Ground roll distance with braking if so equipped.
4.4 Propeller Speed and Pitch Limits for a Powered
4.6 Controllability and Maneuverability:
Glider—Theoperatinglimitationsshallnotallowtheengineto
4.6.1 General:
exceed safe operating limits established by the engine manu-
4.6.1.1 The glider shall be safely controllable and maneu-
facturer under normal conditions.
verable during takeoff, climb, level flight, dive to V or the
DF
4.4.1 Maximum RPM shall not be exceeded with full
maximum allowable speed for the configuration being
throttle during takeoff, climb, or flight at 0.9 V , and 110%
H
investigated,engineextensionandretraction,andapproachand
maximum continuous RPM shall not be exceeded during a
landing through the normal use of primary controls.
glide at V with throttle closed.
NE
4.6.1.2 Smooth transition between all flight conditions shall
4.5 Performance, General—All performance requirements be possible without exceeding pilot force as shown in Table 1.
4.6.1.3 Full control shall be maintained when retracting and
apply in standard ICAO atmosphere in still air conditions and
at sea level. Speeds shall be given in indicated (IAS) and extending flaps within their normal operating speed range (V
S0
to V ).
calibrated (CAS) airspeeds.
FE
4.6.1.4 Lateral,directional,andlongitudinalcontrolshallbe
4.5.1 Stalling Speeds:
possible down to V .
4.5.1.1 Wing level stalling speeds V and V shall be
S0
S0 S
4.6.2 Longitudinal Control:
determined by flight test at a rate of speed decrease of 1 knot/s
4.6.2.1 At steady flight, or if so equipped, with the aircraft
or less, throttle closed, with maximum takeoff weight, and
trimmed as closely as possible for steady flight at 1.3 V ,it
most unfavorable CG.
S1
must be possible at any speed below 1.3 V to pitch the nose
4.5.1.2 For powered gliders, wing level stalling speeds V
S1
S0
downward so that a speed not less than 1.3 V can be reached
and V shall also be determined with the engine idling,
S1
S
promptly. This must be shown with the aircraft in all possible
propeller in the takeoff position, and the cowl flaps closed.
configurations.
4.5.1.3 For powered gliders, wings level, level flight top
4.6.2.2 Longitudinal control forces shall increase with in-
speed V shall be determined by flight test at maximum
H
creasing load factor.
continuous rated RPM or with full throttle, if unable to reach
4.6.2.3 Longitudinal control must be maintained:
max continuous RPM, at maximum takeoff weight, in cruise
(1)In towed flight, while extending or retracting flaps.
configuration.
(2)Whenretractionorextensionoftheairbrakesismadeat
4.5.2 Takeoff for a Powered Glider:
speeds between 1.1 V and 1.5 V .
4.5.2.1 With the glider at maximum takeoff weight and full S0 S0
(3)For powered gliders, when a change of the wing flap
throttle, the distance to clear a 15m (50ft) obstacle shall not
configuration is made during steady horizontal flight at 1.1 V
exceed 600 m (2000 ft). S1
with simultaneous application of maximum continuous power.
4.5.2.2 Takeoff must be demonstrated with crosswind com-
(4)For powered gliders, when the engine is extended or
ponents not less than 0.2 V .
S0
retracted.
NOTE 1—The procedure used for normal takeoff, including flap
4.6.3 Directional and Lateral Control:
position, shall be specified within the AOI.
4.6.3.1 It must be possible, without significant slip or skid,
4.5.3 Climb—At maximum takeoff weight, flaps in the
toreversethedirectionofaturnwitha45°banktotheopposite
position specified for climb within the AOI, landing gear
direction within b/3 or 4 s, whichever is longer (where b is the
retracted, and full throttle, the minimum rate of climb shall
span of the glider in meters), when the turn is made at a speed
exceed 1.0 m/s (200 ft/min).
of 1.4 V , with where applicable, wing flaps, air brakes, and
S1
4.5.4 High Speed Descent—If so equipped, the glider must
landing gear retracted.
not exceed V in a dive at a 30° angle to the horizon with
4.6.3.2 With and without flaps deployed, rapid entry into or
NE
airbrakes extended.
recoveryfromamaximumcross-controlledslipshallnotresult
4.5.5 Descent—If so equipped, the glider must have a glide
in uncontrollable flight characteristics.
slope not flatter than one in seven at a speed of 1.3 V at
4.6.3.3 Lateral and directional control forces shall not re-
S0
maximum weight and with airbrakes extended.
verse with increased deflection.
4.5.6 Landing—The following shall be determined: 4.6.4 Aerotowing:
4.5.6.1 Landing distance from 15 m (50 ft) above ground 4.6.4.1 If the glider is equipped for aerotowing, aerotows
when speed at 15 m (50 ft) is 1.3 V . must be demonstrated at speeds up to V without:
S0 T
F2564−14 (
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