robertheffley.comrobertheffley.com/docs/Data/NASA CR-2144--Heffley...robertheffley.com

1. Report No. 2. Government Accession No.

NASA CR-2144

4. Title and Subtitle

AII_CHAFT tIANI)LING QUALITIES DATA

7. Author(s)

Robert K. tleff!cy and Wayne F. Jewell

9. Performing Organization Name and Address

Systems Technology, Inc.

ttawthmme, Califon_ia 90250

12. Sponsoring Agency Name and Address

National Aeronautics m_(t Space A(ln_inistration

Washington, I).C. 20546

3. Recipient's Catalog No.

5._Report Datel)ecemoer 1972

6. Performing Organization Code

8. Performing Organization Report No.

Technical Report 1004-1

10. Work Unit No.

11. Contract or Grant No.

NAS 4-1729

13. Type of Report and Period Covered

Contractor Report

14. Sponsoring Agency Code

15. Supplementary Notes

16. Abstract

Available information on weight and inertia, aerodynamic derivatives,

control characteristics, and stability augmentation systems is documented

for 10 representative contemporary airplanes. Data sources are given

for each airplane. Flight envelopes are presented and dimensional deriv-

ativcs, transfer functions for control inputs, and several selected handling

qualities parameters have been computed and are tabulated for 10 different

flight conditions including the power approach configuration. The airplanes

documented are the NT-a3A, F-104A, F-4C, X-15, HL-10, Jetstar,

CV-880M, B-747, C-5A, andXB-70A.

17. Key Words (Suggested by Author(s))

llandling qualities, transfer functions, stability

derivatives, airplanes, control systems

18. Distribution Statement

Unclassified- Unlimited

19. Security Classif. (of this report} 20. Security Classif. (of this page)

Unclassified Unclassified

21. No. of Pages

343

22. Price*

$6.00

' For sale by the National Technical Information Service, Springfield, Virginia 22151

I. INTRODUCTION .

ii. NT-33A • • •

III. F- IO_A . . .

IV. F-4C • • •

v. x-15 • • •

VI. HL-IO • • •

VII. LOCKHEED JETSTAR

viii. CONVAIR 880M .

D{. BOEING 747 • •

x. C-_A ....

XI. XB-70A • • •

TABIZ OF COI_TERTS

• I

• • • • • • •

32

• . . 61

• . . Io8

• • • 137

• . . 166

• • • 193

• . . 210

• . . 2_3

• • • 273

APPENDIX A. AXIS SYSTEMS, SYMBOLS, COMPUTER MNEMONICS,AND DERIVATIVE DEFINITIONS ....

APPENDIX B. TRANSFORMATION OF STABILITY AXIS

DERIVATIVES TO BODY AXIS ......

APPENDIX C. EQUATIONS OF MOTION AND TRANSFER FUNCTIONS . . .

• . A-I

.... B-I

• C-I

iii

SECTION I

INTRODUCTION

The purpose of this document is to provide handling qualities investi-

gators with readily usable data on several representative contemporary air-

craft. Included are those data required to obtain transfer functions relating

the aircraft's response to control inputs. An analytical description of the

aircraft's stability augmentor is also given.

For those aircraft for which complete information was available, the

following summarizes the contents and presentation:

7. Flight conditions for which computations are made

including:

a. Configtu_ations (e.g., fuel load_ flaps,

gear, etc.)

b. Mach/altitude combinations

2. General arrangement

3- Control system description

4. Stability augmentation description

5- Tabulations and/or plots of non-dimensional stability

derivatives for trimmed flight

6- Dimensional, mass, and flight condition parameters

7- Dimensional stability derivatives

8. Transfer functions for control inputs

9" Selected_andling qualities parameters

10. Data sources

A page number cross index is presented in Table I-1.

The intention has been to make this report completely self-consistent

insofar as symbols, nomenclature, definitions, etc. The system used is

described in three appendices. Appendix A covers axis systems, symbols

and notation, and definitions of nondimensional and dimensional stability

derivatives. Appendix B gives the axis system transformations for the

derivatives. Appendix C includes the aircraft equations of motion and

transfer functions used herein.

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The aircraft considered in this report span a wide range of sizes, speeds,

and uses. In each case_ transfer functions and handling qualities parameters

were computed for flight conditions which were selected to cover the flight

regimes of interest. A nominal configuration (generally cruise) was picked

for all up and away flight conditions. For this nominal configuration, plots

of trimmed non-dimensional aerodynamic force and moment coefficients are

presented. Also, in most cases, a power approach case is presented along

with a tabulation of aerodynamic coefficients. The coefficients are based

on rigid wind tunnel data 3 estimated flexible data_ or flight test results,

depending upon availability. This is indicated by the words "rigid, "

"flexible," and "flight" on each aero data plot. Also, the axis system is

indicated by "stability" for a body-fixed stability axis system or 'body"

for a body-fixed system aligned with the F.R.L. (Further clarification of

axis systems used is given in Appendix A.) Descriptions of control systems

and stability augmentation systems are given along with transfer functions.

Where a longitudinal control system has a significant effect on the equations

of motion (as with a bobweight) the stick-free transfer functions and handling

qualities are given.

Transfer functions are always given for body axis motion quantities.

Handling qualities parameters are also given in the body axis. All accelera-

tion transfer functions (az and 4) are for the pilot's position. Thrust

transfer functions do not include any engine response characteristics.

A substantial portion of this report is in the form of computer printout.

The mnemonics used in this printout are defined in Appendix A.

The handling qualities parameters given in this report represent only a

small fraction of those developed over the years. The majority presented here

are used in past and present versions of MIL-F-8785. Although only SAS-off

values are shown, the definitions given in Appendix A are general and could

be used in conjunction with the HAS-on transfer functions to yield SAS-on

handling qualities parameters.

While complete coverage of each aircraft including only the "latest" and

'_oest" data would be desirable, the major criterion used was that the data be

accessible to the author. This is why only isolated flight conditions are

given for some aircraft, and also why, as those people more intimately familiar

3

with each particular aircraft will recognize, the data presented mayrepre-

sent an early estimate in the design process and perhaps the "nominal config-

uration" is one which never left the drawing board. The data have been reviewed

and, although not all those presented indicate unquestionable trends, thosedata knownto be based on only early "guesstimates" or showing unreasonable

trends have been deleted. In somecases data were estimated by the author.

As to how well the data can be expected to match the flying aircraft, it isassumedthat those for whomthis document is intended knowwell the difficulties

of obtaining derivatives from flight test data. Every attempt has been made

to insure reliable translation, interpretation, and transcription of the datafrom their source documents.

The manufacturers of the aircraft described herein can not be held account-

able for the information presented, nor would they be bound to concur in anyconclusions with respect to their aircraft which might be derived from its use.

4

-33A ACXSXOmm

"The NT-33A variable stability airplane (Serial No. 51-4120)

is an extensively modified T-33 jet trainer. The elevator,

aileron and rudder controls in the front cockpit are disconnected

from their respective control surfaces and have been connected

to separate servomechanisms that make up an 'artificial feel'

system. In addition, the elevator, aileron and rudder control

surfaces have been connected to individual servos which can be

driven by a number of different inputs. These servos receive

their electrical inputs from the artificial feel system (pilot's

commands, position or force), attitude and rate gyros, accelero-

meters, dynamic pressure, _ vane and _ probe. This arrangement,

through a response-feedback system, allows the normal T-33

derivatives to be augmented to the extent that the handling

qualities of many existing airplanes, future airplanes or hypo-

thetical research configurations, can be simulated. The original

T-33 nose section has been replaced with the larger nose of an

F-94 to provide the volume required for the electronic components

of the response-feedback system and the recording equipment."*

Transfer functions are given for only the primary surfaces and engine

thrust although the NT-33A also has other control surfaces and a range of con-

trol crossfeed and feedback combinations.

Aerodynamic data, for the most part, was taken from AFFDL-TR-70-71. However,

longitudinal data for the high lift configuration was obtained from LAL 127

andMach number derivatives from NACA-RM-7116.

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to the "Front Seat Engage" mode (normal NT-33)

Figure 11-3. NT-33A Control System

9

TABLE 11-I

Power_oach Non-Dimensional Stability Derivatives

h = sea level

VTo = 228 ft/sec = 139 kt

oo = 2.2 °

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cD = .139

CLm = 5.22/rad

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% = --.401/rad

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Cm6e = -.89/rad

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(Stability Axis )

cy0 = -.72/r

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C_0 = --.127/rad

C_p = -.O7/rad

C_p = -.045/rad

C_r = .20/rad

Cnr = --.16/rad

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Cnsr = -.O73/rad

C_5 r = -.OO2/rad

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NT-33A DATA SOURCES

Hall, G. Warren, and Ronald W. Huber, System Description and

Performance Data for the USAF/CAL Variable Stability T-33

Airplane, Air Force Flight' D_nsmics Laboratory Rept. No.

AFFDL TR-70-71, Aug. 1970

Tests of a I/5 Scale Wind Tunnel Model of the TP-80C Trainer,Lockheed Aerodynamics Laboratory Rept. No. LAL 127, Jan. 23, 1948

Cleary, Joseph W., and Lyle J. Gray, High Speed Wind-Tunnel Testsof a Model Pursuit Airplane and Correlation with Flight-Test

Results, NACA-RM-7116, .Jan. 21, 1948

Statler, Irving C., et al, The Development and Evaluation of the

CAL/Air Force Dyuamic Wind Tunnel Testing System_ Part l--Description and Dynamic Tests Of an F-80 Model, A_'_'DL-TR-66-153,

Feb. 1967

Flight Manual_ USAF Series T-33A Aircraft, T. O. IT-33A-I.

31

SECTION III

F-IO4A

32

F- 104A BACKGROD'AID

The F-IO4A is a single place_ lightweight_ supersonic air superiority

fighter powered by a single turbojet engine with afterburner. The wing has

a full span leading edge flap. Trailing edge flaps have a blowing-type

boundary layer control system. Control is provided by conventional ailerons

and rudder and an all-movable stabilizer. Pitch_ roll_ and yaw dampers are

incorporated_ however their effect is not shown here. Pitch and roll con-

trols are fully irreversible while the yaw control is a cable-actuated rudder

without boost. A bobweight is used in the longitudinal feel system. Its

position is assumed to be at the pilot's location.

The primary source of data was LR 10794. Drag information was obtained

from LR-12873.

The nominal configuration used here is the combat loading for the F-]O4A

based on actual weight and balance data. The PA configuration is a typical

loading at flight manual approach speeds.

33

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F-104A

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32.2 F BOz

Baz assumed to be at pilot location

G57.3

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2.0

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Figure 111-3. F-IO4A Control System

36

Power Approach Non-Dimensional Stability Derivatives

h = sea level

VTo = 287 ft/sec = 170 kt

_o = 2"3°

_s = --7.1°

Longitudinal

CL = .735

% = .263

CL= = 3.44/tad

CDa = .45/rad

Cm_ = -.6_/ra_

Cma = --I.6/rad

Cmq = ->.8/ra_

Cg_s = .68/tad

Cm_s = --1.4g/rad

37

Lateral-Directional

(Stability Axis )

Cyp = -1.17/rad

cn6 = .5o/r_

C2p = --.175/tad

C_p = --.285/tad

Cnp = --.14/rad

C_r = .26_/rad

Cn r = --.7_/rad

Cnsa = .O0_2/rad

C£5a = .039/rad

Cy_r = .2OS/ra_

C_Sr : .045/rad

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CnSd = --.025/tad

Cg5 d = -.O044/rad

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59

F- 104A DATA SOURCES

Stabi? [ty and Control and Handling Qualities_ F-IO4A, Lockheed Rept.

No. LR 10794, 12 Dec. 1955

Andrews, William H., and Herman A. Rediess, Flight-Determined Sta-bility and Control Derivatives of a Supersonic Airplane with a

Low Aspect-Ratio Unswept Wing and a Tee-Tail, NASA Memo 2-2-59H,A!or. '1959

Performance t F-IO4D, Lockheed Rept. No. LR-12873, I May 1958

Flight Manualt F-IO4A and F-IO4B USAF Series Aircraft, T. O. IF-IO4A-I,

15 Dec. 1961

Technica ! Manual t Flight Controls t USAF Series F-IO4A and F-I04CAircraft, T. O. 1F-104A-2-8, 15 Mar. 1960

6O

SECTION IV

F-4C

61

F-_C BAC_DROUND

The F-4C is an Air Force tactical fighter whose primary mission is

all-weather air-to-air missile combat. Lateral control is achieved by

ailerons in combination with spoilers on a swept wing. A swept stabilator

provides longitudinal stability and control. Directional stability and

control is accomplished through a conventional fin-rudder combination.

Landing speed is reduced by full span leading edge flaps and inboard plain

trailing edge flaps in conjunction with blowing-type boundary layer control

(BLC). Boundary layer control is automatically induced when full flap

deflection occurs.

Features distinguishing the USAF F-4C from its Navy counterpart, the

F-4B, are:

• Lack of drooped ailerons with flaps down resulting in

higher landing speeds.

• Dual flight controls resulting in slightly increased

control system inertia.

• Wing bumps to house larger main gear wheels resulting

in a slight drag increase.

Data included here was obtained primarily from MAC Report No. 9842.

Special emphasis is placed on the longitudinal control system because of

its relative complexity when compared to other aircraft. Figure IV-4 has

been addqd to help illustrate this system. Also, care has been taken to0

retain s_m% of the control system nomenclaure used by the manufacturer,

e.g., qB and PBF (see Fig. IV-5).

The Stability Augmentation block diagrams are shown in Fig. IV-7. The

roll SAS described is not included in lateral directional SAS on transfer

functions since it is faded out with the lateral control stick out of neutral

position.

62

@

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68

4--q.- r-- _1"

o .oII II II

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0

E

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r_

H

.,-I

64

PITCH AXIS

FST(Ib__ _-_.0369s 2 +.208s

F-4C

Feel System_SsAs (rad)

I _ Gearing / Actuator

18sT(in)_ _.0569qePsF

,:_1 I _'-_I- _ -I°_'+'1

_-- See Fig and for feel system details

Bobweight

az ts---_-_) of JtB= 39.3 ft

+ .OI57qBPBF -*

8s(rad)

ROLL AXIS

8OsAs (rad)

Feel Spring Gearing /

_;T,,_ -I 2"961 =1_ i-_

AR! Gain

C38r {-.46 SAS OFF

= _-.69 SAS ON

CLEAN O ,/

Sa(rad)Spoiler

-__ 8sp( ra d )

PA ARI

__r I___--_-:1_ <_rAm(rod)

YAW AXIS 8rARl(rad) 3rsAs (rad)

\ / Rudder

Feel Spring Gearing \ / Flexure

.._j_'_ SPED(i n) .___.J__

_"_°_'_- I _ I _I_ I- _ - l""txl -

K mR G air

V<235KIAS 36.61b/in -11.5deg/in

V>220KIAS 8.51b/in -6.5deg/in

8r(rad)

_-- See Fig

Figure IV-3. F-hC Control System

65

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66

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q

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-4C

/ _---- 35,00Oft 389:)4 Ib

.... 55,00Oft .289

I I I I 1O0 4 8 12 1.6 2.0

Mach

PBF

(ft z)

J.I m

1.0-

8

I0

I I L 1 I.4 .8 1.2 1.6 2.0

Mach

h

(ft)

60k

40k

20k

Viscous Damper Off Stop3.03 Ib/in/sec

"l//f/[_ I

Viscous Domper On Stopb=_

I I I I ISLo" .4 .8 1.2 1.6 2.0

Mach

Figure IV-5. F-4C Feel System }arameters

6?

III!i-

I,

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i°

/

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111

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68

F-4C

PITCH SAS

E}(rad/sec) _1 .15s

- I s+l_SsAs(rad)

ROLL SAS

PG(rad/sec) _I -.265 I _--- 8asAs(rad)

P6 = P (Roll rate gyro assumed aligned with FRL)

Note." Roll GAS faded out with lateral control

out of neutral

YAW SAS

rG (radlsec)

' (ftlsecz)ay

_I,s_1 S+'5

I--I .0168

_rsAs (rad)

rG = r cos(-I.5 °) +p sin (-I.5 °)

I

ay = ay + 9.9 _"-.391b

Yaw rate gyro inclined 1.5° below FRL and

lateral accelerometer at ES. 198.0and W.L.23.0

Figure IV- 7. F-4C Stability Augmentation

69

TABLE IV- I

F-_C

Power A_roach Non-Dimensional 8tability Derivatives

h = sea level

VTo = 230 ft/sec = 136 kt

% = 11.7°

_s = -9 .1°

Longitudinal

CL = .915

CD = .242

CL_ : 2.8/rad

CD_ = .555/rad

Cm_ - .098/rad

Cm& - .95/rad

Cmq = -2.0/rad

CL5 s = .24/rad

C-mss = --.322/tad

CD5 s = --.14/rad

Lateral-Directional

(Stability Axis )

Cy6 : --.655/rad

Cnl3 : .199/rad

C26 = -.156/rad

C£p = --.272/rad

Cnp = -.013/rad

C_r = .20_/rad

Cnr = -.320/rad

CYSa = --.0359/rad]

Cnsa = --.O041/rad I

= .o 7/r aj

CYSr = .124/rad

Cnsr = --.072/rad

C_5 r = --.O009/rad

Spoiler

Effects

Included

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F-4C DATA SOURCES

Bonine, W. J., et al, Model F/RF-4B-C Aerodynamic Derivatives,

MAC Report 9542, I0 Feb. 1964

Crawford, W. N., and G. Nadler, Static and Dynamic Control System

Characteristics for the F-4 Aircraft, MAC Rept. F21_, 16 Dec. 1966

Bridges, B. C., Calculated Longitudinal Stability and Performance

Characteristics of the F-hB/C/D/J' and RF-hB/C Aircraft plus the

AN/ASA-32H Automatic Flight Control System, MAC Rept F934,19 Apr. 1963

Bridges, B. C., Calculated Lateral-Directional Stability and Perfor-

mance Characteristics of the F-4B/C/D/J and RF-4B/C Aircraft plus

the AN/ASA-32H Automatic Flight Control System, MAC Rept. F935,

3 May 1968

NATOPS Flight Manual_ Navy Model F-4B Aircraft, NAVAIR 01-245 FDB-I,

I Nov. 1966

107

SECTION V

X-15

108

X- 15 BACKGROUND

The X-]_ is a single-place, rocket-powered airplane designed for flight

at hypersonic speeds and extreme altitudes. The airplane is carried aloft

under the right wing of a B-52 and is launched at an altitude of about

45_000 ft and a Mach number of about 0.80. After launch_ the X-J5 performs

a powered flight mission_ followed by a deceleration glide prior to vectoring

for a landing. With this operational technique, the airplane is capable of

attaining a Mach number of 6 and can be flown to and recovered from an altitude

in excess of 300_000 feet.

Flights to high altitudes have been made with all three of the X-J5

airplanes in two configurations: the basic and the ventral off. The basic

configuration is considered here.

Aerodynamic control is provided through conventional aerodynamic surfaces_

with vertical surfaces used for yaw control and the horizontal tail for both

pitch and roll control. All of the aerodynamic control surfaces are actuated

by irreversible hydraulic systems. Control force is provided by bungee for

pilot feel. A conventional center stick is used for pitch and roll control_

and rudder pedals are used for yaw control; however_ a side-located stick is

provided for control of pitch and roll in high-acceleration environments at

the option of the pilot. Most of the X-15 missions have been made with the

side stick_ although the pilots used the center stick on their first flights.

Only the center stick control is shown here.

The augmentation system shown in this report consists of angular rate

feedback loops about all three axes. In addition to the normal p -_$a roll

SAS loop_ there is an r -_5 a feedback known as the YAR loop. The gains for

each SAS loop are manually set by the pilot. The SAS-on transfer functions

given for this airplane assume maximum gain settings for each loop. This may

not have been realistic for actual flights.

The flight conditions considered for this airplane are all for straight

and level trimmed flight. This is definitely unrealistic for this airplane_

however_ the intent here is to show general speed and altitude variation

effects.

109

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