AFFDL.TR-72-47

F..102A EIGHT-CHANNEL FLIGHT

LOADS DATA RECORD!NG PROGRAM

EUGENE DURKEE D D C

UC 7

TECHNICAL REPORT AFFDL-TR-72-47 C

MAY K 12

Approved for public release; distribution unlimited.

NATIONAL TECHNICAL.

INFORMATION SERVICE. ., A 2, 5

AIR FORCE FLIGHT DYNAMvCS LABORATORYAIR FORCE SYSTEMS COMMAND

WRIGHT-PATTERSON AIR FORCE BASE, OHIO

NOTICES

When Government drawings, specifications, or other data are used for any

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responsibility nor any obligation whatsoever; and the fact that the

Government may have formulated, furnished, or in any way supplied the

said drawings, specifications, or other data, is not to be regarded by

implication or otherwise as in any manner licensing the holder or any

other person or corporation, or conveying any rights or permission to

manufacture, use, or sell any patented invention that may in any way

be related thereto.

JJ$A 11C

C.-

Copies of this report should not be returned unless return is required

by security considerations, contractual obligations, or notice on a

specific document.

AIR FORCE: 13-7-72/100

AFFDL-TR-72-47

F-102A EIGHT-CHANNEL FLIGHTLOADS DATA RECORDING PROGRAM

EUGENE DURKEE

C p

af. *.V

.!4

Approved for public release; distribution unlimited.

AIR FORCE I'LIGHT DYNAMICS LABORATORYAIR FORCE SYSTEMS COMMAND

f WRIGHT-PATTERSON AIR FORCE BASE, OHIO

AFFDL-TR-72-47

FOREWORD

This report, which comprises data acquisit.L.,s, processing, and

analysis of F-102A maneuver loads data, was phu.cated by the Design

Criteria Branch, Structures Division, Air Force i2light Dynamics Laboratory,

Air Force Systems Command, Wright-Patteison Air Force Base, Ohio. This

effort was performed under Research and Deve,',opment Project 1367,

"Structural Design Criteria for Military Ae ...ace Vehicles," Task 136717,

"Structural Flight Loads Data Acquisition. 'dJAnalysis on USAF Military

Aircraft." Mr. Clement J. Schmid was thit n,-. ject engineer and

Mr. Eugene Durkee was the task engineer.

Tht F-102A airplane S/N 57-70835 was an Air National Guard airplane

under loan to Headquarters San Antonio Atr Materiel Area (SAAMA),

Air Force Logistics Command, Kelly Air Force Base, Texas, for a

Structural Load/Stress Spectrum-in-Flight Survey. Concurrent to the

SAduA program, eight-channel flight data were collected with the

Whittaker 8-channel magnetic tape recorder for design criteria development.

The maneuver loads data acquisiiion program began in April 1968 and

terminateu in April 1970. Data flights were very infrequent due to air-

plane maintenance problems.

Appreciation is extended to Messrs. Eugene Brazier and Clement J. Schmid

for their helpful suggestions during the preparation of the data analyses and

the report.

This technical report has been reviewed and is approved.

GORDON R. NEGAARD, Major, USAFChief, Design Criteria BranchStructures Division

-• i i

UNCLASSIFIEDSeculrity Clasnsification

DOCUMENT CONTROL DATA- R & D(Security ¢asnsilication of title, body of hobsfroct and hidexin. annotation rnu't be entered when the oýerofl recport Is ¢lasslliedi

I ORIGINATING ACTIVITY (Corporate author) ,Ze. REPORT SECURITY CLASSIFICATION

Air Force Flight Dynamics Laboratory UNCLASSIFIEDWright-Patterson AFB, Ohio 45433 2b. GROUP

.41 REPORT TITLE

F-102A Eight-Channel Flight Loads Data Recording Program

4. OESCRIPTIVE NOTES (Type of report and Inclusive dates)

Final Report (April 1968 April 1972)5 AUTHORI(S (Fiirst name, middlo initial. last nfOn2)

Eugene D. Durkee

6. REPORT OATE 7a. TOTAL NO. OF PAGES 7 b, NO. OF REFS

May 1972 3an. CONTRACT OR GRANT NO 9a. ORIGINATOR'S REPORT NUMBERIS)

b. PROJECT NO. 13671709 AFFDL-TR-72-47

C. 9b. OTHER REPORT NOJS) (Any other numbers that may be aselignedthis report)

d.

ICý OISTRIBUTION STATEMENT

Approved for public release; distribution unlimited.

11. SUPPLEMCNTARY NOTES [12. SPONSORING MILITARY ACTIVITY

Air Force Flight Dynamics LaboratoryAir Force Systems CommandWright-Patterson AFB, Ohio 45433

13. AaS3TRAC T

This report describes the composite F-102A maneuver loads program comprising instrumen-tation, data acquisition, processing and analysis of the maneuver loads data as expe-rienced by F-102A airplane S/N 57-70835 from April 1968 to April 1970. The primaryobjective of this program was to collect typical interceptor type maneuver loads datafor the refinement of structural design criteria for interceptor type aircraft.

The maneuver loads data were processed and analyzed on the IBM 7094 computer in accord-ance with six computer programs which were previously prepared and desigr.ed to applymaneuver loads data to the development of structural design criteria. Results of theanalyses are presented herein in the form of curves, graphs, and envm.!opes to providea basis for extending the state-of-the-art in structural design criteria for currentand future flight vehicles.

Data evaluation reveals a deficiency in the design limit normal load factor. The maxi-mum load factor recorded during this program was 8.5 "g" which exceeds the design limitload factor by 1.5 "g." A survey of nine previously conducted programs on fiqbter-typeaircraft reveals that depending on mission requirements, the design normal 1I -,d- fact~rshould be in the range of 8.2 to 8.9 "g." The maximum recorded acceletat-4. _ -ý5 \")

is within this recommended range of design accelerations. The roll, pitch, _^, ya'rate values indicate that asymmetrical maneuvers were not severe. The design airspeedof 655 knots or Mach 1.5, whichever occurs first, was exceeded by 44 knots. However,because of the limited number of data hours accumulated during these tests, no judgmentcan be made relative to damage and aircraft life. ,

DD FOV 1473 UNCLASSIFIEDSectinity CI;aqqk fication

% .I

UNCLASSIFIEDSecurity Classification

K4O LINK A LINK B LINK CKEY WOROS

ROLE WT ROLE Wt ROLE WT

Mint-'ver LoadsFlight Loads DataDigital RecordingMulti-Channel RecordingAutomated Data ProcessingDesign Criteria

OU.S.Government Printing Office. 1972 - 759.087/671 UNCLASSIFIEDSecurity Classification

AFFDL-TR-72-47

TABLE OF CONTENTS

Section Page

I INTRODUCTION 1

II -DISCUSSION 3

1. Aircraft Type 3

2. Instrumentation- 53. Flight Test Program 94. Data Analysis 105. Data Presentation 13

III CONCLUSION' 19

REFERENCES 21

APPENDIX A - FLIGHT LOAD3 DATA PRESENTATION 22

!'V

AFFDL-TR-72-47

LIST OF FIGURES

Figure Page

I F-102A Airplane 4

2 Whittaker Flight Recorder 6

3 Airspeed Distribution for Total Flight and 23Maneuver Time

Altitude Distribution i6r Total Flight end 24Maneuver Time

5 Percent Maneuver Time Spent Above Value ot Nx 25

6 Percent Maneuver Time Spent Above Value of Ny 26

7 Percent Maneuver Time Spent Above Value of Nz 27

8 Percent Man",,ver Time Spent Above Value of P 28

9 Percent Maneuver Time Spent Above Value of Q 29

10 Percent Maneuver Time Spent Above Value of R 30

II Probability of Exceeding a Dwell Time (TD) When 31NZ and M are in Specified Intervals

12 Probability of Being in an Altitude Interval (HP) 32When N y Exhibits a Peak

13 Probability of Being in an Altitude Interval (HP) 33When Nz Exhibits a Peak

14 Probability of Being in an Altitude Interval (HP) 34When P Exhibits a Peak

15 Probability of Being in an Altitude Interval (HP) 35When Q Exhibits a Peak

16 Probability of Being in an Altitude Interval (H1P) 36When R Exhibits a Peak

17 Probability of Being in an Altitude Interval (HP) 37When Nze Exhibits a Peak

18 Probability of Being in an Altitude Interval (H1P) 38When PDOT Exhibits a Peak

vi

AFFDL-TR-72-47

List of Figures (Continued)

Figure Page

19 Probability of Being in an Altitude Interval (HP) 39When QDOT Exhibits a Peak

20 Probability of Being in an Altitude Interval (HP) 40When RDOT Exhibits a Peak

21 Probability of Variable's Peak Exceeding a Value of 41the Variable N. with Intervals W, Ve(1) and HP(l)

22 Probability of Variable's Peak Exceeding a Value of 42the Variable Nz with- T-tervals W, Ve( 2 ) and HP(l)

23 Probability of Variable's Peak Exceeding a Value of 43the Variable Nz with Intervals W, Ve( 3 ) and HP(l)

24 Probability of Variable's Peak Exceeding a Value of 44the Variable Nz with Intervals W, Ve( 4 ) and HP(l)

25 Probability of Variable's Peak Exceeding a Value of 45the Variable Nz with Intervals W, Ve(5) and HP(l)

26 Probability of Variable's Peak Exceeding a Value of 46the Variable Nz with Intervals W, Ve(6) and HP(l)

27 Probability of Variable's Peak Exceeding a Value of 47the Variable Nz with Intervals 14, Ve(7) and HP(l)

28 Probability of Variable's Peak Exceeding a Value of 48the Variable Nz with Intervals W, Ve(I) and HP(2)

29 Probability of Variable's Peak Exceeding a Value of 49the Variable Nz with Intervals W, Ve( 2 ) and HP(2)

30 Probability of Variable's Peak Exceeding a Value of 50the Variable Nz with Intervals 14, Ve(3) and 11P(2)

31 Probability of Variable's Peak Exceeding a Value of 51the Variable Nz with Intervals W, Ve(4) and HP(2)

32 Probability of Variable's Peak Exceeding a Value of 52the Variable Nz with Intervals 14, V,(5) and HP(2)

33 Probability of Variable's Peak Exceeding a Value of 53the Variable Nz with Intervals W, Ve(6) and HP(2)

34 Probability of Variable's Peak Exceeding a Value of 54the Variable Nz with Intervals W, Ve(7) and liP(2)

vii

AFFDL-TR-72-47

List of Figures-`(Continued)

Figure Page

35 Probability of Variable's Peak Exceeding a Value of 55the Variable Nz with Intervals W, V e(8) and HP(2)

36 Probability-of Variable's Peak Exceeding a Value of 56the-Variable Nz with Intervals W, Ve(1) and HP(3)

3/ Probability of Variable's Peak Exceeding a Value of 57the Variable Nz with Intervals W, Ve(2) and HP(3)

38 Probability of Variable's Peak Exceeding a Value of 58the Variable Nz with Intervals W, Ve(3) and HP(3)

39 Probability of Variable's Peak Exceeding a Value of 59the Variable Nz with Intervals W, Ve( 4 ) and HP(3)

40 Probability of Variable's Peak Exceeding a Value of 60the Variable Nz with Intervals W, Ve(5) and HP(3)

41 Probability of Variable's Peak Exceeding a Value of 61the Variable Nz with IntervaJs W, V,(6) and HP(3)

42 Probability of Variable's Peak Exceeding 3 Value of 62the Variable Nz with Intervals W, Ve( 7 ) and HP(3)

1.3 Probability of Variable's Peak Exceeding a Value of 63the Variable Nz with Intervals W, Ve(8) and HP(3)

44 Probability of Variable's Peak Exceeding a Value of 64the Variable Nz with Intervals W, Ve(l) and HP(4)

45 Probability of Variable's Peak Exceeding a Value of 65the Variable Nz with Intervals W, Ve( 2 ) and HP(4)

46 Probability of Variable's Peak Exceeding a Va.'ue of 66the Variable N. with Intervals W, Ve(3) and NP(4)

47 Probability of Variable's Peak Exceeding a Value of 67the Variable Nz with Intervals W, Ve(4) and HP(4)

48 Probability of Variable's Peak Exceeding a Value of 68the Variable NZ with Intervals W, V,(5) and 11P(4)

49 Probability of Variable's Peak Exceeding a Value of 69the Variable N. with Intarvats W, V,(6) and HP(4)

50 Probability of Variable's Peak Exceeding a Value of 70the Variable Nz with Intervals W, Ve 7) and flP(?)

viii

AFFDL-TR-72-47

List of Figures (Continued)

Figure LaSe

51 Probability of Variable's Peak Exceeding a Value of 71the Variable N z with Intervals W, V e (1) and HPM

52 Probability of Variable's Peak Exceeding a Value of 72the Variable NZ with Intervals W, V e (2) and 11P(5),

53 Probability of Variable's Peak Exc6eding a Value of 73the Variable N z with Intervals W, VeM and HPM

54 Probability of Varieble's Peak Exceeding a Value of 74the Variable NZ with Intervals 14, VM and HP(5)

55 Probability of Variable's Peak Exceeding a Value of 75the Variable N. with Intervals W, Vc(5) and HP(5)

5 Probability of Variable's Peak Exceeding a Value of 76the Variable NZ with Intervals 1q, V e (6) and HPM

57 Probability of Variable's Peak Exceeding a Value of 77the Variable NZ with Intervals W, VM and IWO)

58 Probability of Variable's Peak Exceeding a Value of 78the Variable N y with Intervals 14, Ve(l) and HP(l)

ix

AFFDL-TR-72-47

LIST OF SYMBOLS

Symbol Definition

g Acceleration due to grav7ity, 32.2 feet per second per second

HP Pressure altituc~e, feet

H z Frequency, cycles per second

KIAS Knots indicated air speed

K Knots

M Mach number

Nx Longitudinal load factor at aircraft center of gravity

Ny Lateral load factor at aircraft center of gravity

NLz Normal load factor at aircraft center of gravity

Nze Effective normal load factor = Nz WiW4D

PSIA Pressure, pounds per square inch absolute

PSID Pressure, pounds per square inch differential

P Roll velocity, radians per second

PDOT Roll acceleration, radians per second per second

Q Pitch velocity, radians per second

QDOT Pitch acceleration, radian per second per second

R Yaw velocity, radians per second

RDOT Yaw acceleration, radian per second per second

VAC Volts alternating current

VDC Volts direct current

SVe Air speed equivalent, knots

W Airplane gross weight, pounds

1WD Design gross weight, pounds

x

AFFDL-TR-72-47

List of Symbols (Continued)

Symbol Definition

Wi Indicated gross weight, pounds

TD' Dwell time, seconds

0• Phase of alternating current

xi

4 .,-

AFFDL-TR-72-47

SECTION I

INTRODUCTION

This report was prepared in the interest of updating structural design

criteria for interceptor, type aircraft. This is part of a continuous

effort to develop more definitive structural design criteria and maintain

a state-of-the-art consistent with rapid technological developments in

associated scientific areas as aerodynamics, propulsion, materials,

mechanics, etc., and with military requirements for increased speeds,

altitudes, and maneuverability.

The development and refinement of structural design criteria have been

the responsibility of the Design Criteria Branch and its predecessor

organizations since their inception, and as necessary to the development

of practical operational aircraft for the various mission requirements as

specified by the USAF including its various operational commands. Each

aircraft type, having a different mission assignment, requires a different

set of criteria to achieve the maximum proficiency for which it is

intended.

The approach to the development of realistic structural design

criteria has been accomplished through the acquisition of flight data

which normally comprises velocity, altitude, and noimal linear acceleration

at the airplane center of gravity. Recently, these three flight parameters

have been expanded to include linear accelerations in the other two

airplane axes, i.e., in the lateral .and longitudinal axes, and rotational

velocities in all three airplane axes. 3r occasions, strain gages have

been installed on structural members in the wing, tail, fuselage, and

landing gear to collect bending moments, shear, and torsion. Also,

AFFDL-TR-72-47

control forces have been collected on specific aircraft. Subsequent to

data acquisition, the data are processed and analyzed with the results

being presented in reports in formats appropriate to the development Ind

refinement of structural design criteria.

This particular report presents 17.9 hours of flight loads data with

their analyses from an F-102A test aircraft at Kelly AFB, Texas. This

program, "F-102A Structural Load/Stress $pectrum-in-Flight Survey," was

initiated by Headquarters San Antonio Air Materiel Area (SAAMA), Kelly AFB,

in an effort to retrieve actual in-flight loads/stresses for comparison

with original stress analysis and flight loads data and for direct appli-

cation to a fatigue analysis to re-evaluate the F-102A useful operational

life. Coincident with the SAAMA effort, an AFFDL instrumentation package

was prepared and installed to collect 8-channel flight loads data (airspeed,

altitude, 3-axes linear accelerations and rotational velocities). These

data were processed through the six AFFDL computer programs which process

and analyze the data for application to structural design criteria.

The test aircraft, F-102A S/N 57-70835, was an Air National Guard

airplate and was loaned to Headquarters San Antonio Air Materiel Area

for this program.

2

AFFDL-TR-72-:47'

SECTION II

DISCUSSION-

1. AIRCRAFT TYPE

An F-102A airplane, S/N 57-70835, was selected, instrumented, and test

flown in an effort to retrieve actual in-flight loads/stresses for compari-

son/correlation with the original structural analysis, design criteria, and

for a fatigue investigation and the development or refinement of structural

design criteria. The F-102A (see Figure 1) is a single-place, supersonic,

all-weather interceptor built by General Dynamics/Convair. F-102 airplanes

are best characterized by the large 60-degree delta wing and the absence of

a conventional empennage. The delta wing is equipped with elevons which

provide combination aileron and elevator action from conventional cockpit

controls. Conventional tricycle landing gear is utilized for take off,

taxi, and landing. The wing contains six internal fuel tanks which are

serviced by a single-point pressure refueling system, and fuel usage is

sequenced automatically to maintain desirable center of gravity. Gross

weights vary according to various mission loading conditions. Airplane

gross weights range from approximately 28,150 pounds to 31,276 pounds

with full fuel.Clean External Tanks

Empty Weight 19,903 20,234

Usable Fuel 7,053 9,848

Armament 1,194 1,194

Total Weight 28,150 31,276

Thrust is supplied by a Pratt and Whitney J57-P-23A engine with after-

burner. Approximate standard sea level static thrust rating is as

AFFDL -TIR-72-4 7

014 1CC

LAA

LLL

ULA

AFFDL-TR-72-47

follows:

Maximum (with afterburning) - 16,000 pounds

Military (without afterburning) - 10,200 pounds

The maximum allowable indicated airspeed for a clean airplane is 655

knots or Mach 1.5, whichever occurs first. For airplanes with external

tanks, the maximum allowable airspeed is 435 KIAS or Mach .95, whichever

occurs first. This includes either tanks empty or with fuel. The maximum

positive and negative load factors for symmetrical maneuvers and for a

clean airplane are: + 7.0 and - 3.0 "g." The airplane is further

restricted by external tanks and asymmetrical maneuvers.

2. INSTRUIENTATION

The Whittaker 8-channel magnetic tape flight recorder and appropriate

sensors were installed in the F-102A airplane by Air Force Flight Dynamics

Laboratory personnel early in the program. Sensors comprised an airspeed-

altitude pressure transducer, three linear accelerometers, and three rate

gyros. The instruments were all laboratory calibrated prior to installation.

a. The Whittaker flight loads data recorder KXU-316/A24U-6, as

shown in Figure 2, contains the analog-to-digital converter and record

electronics for converting eight channels of analog data to eight channels

of straight binary digital data. Each channel output consists of six

binary bits and a timing track, The drive motors for the tape magazine,

which are within the recorder, possess two operating speeds. In the low-

speed mode, the input analog data is sampled thirty times per second and

the tape speed is 3.6 inches per minute. In this mode of operation, up to

6 Hz analog data can be resolved. In the high-speed mode of operation,

the analog data is sampled 60 times per second and the tape is driven 7.2

5

AFFDL-TR- 72-47

ii,? .•~~ , ,? :.,,

1 '$1.

"it.

, 14

AFFDL-TR-72-47

inches per minute. In this mode of operation, up to 12 Hz data can be

utilized.

The eight channels of flight information are fed into the multiplexer

and are time division multiplexed onto a single channel. Tile word-pulse

generator generates a separate gating pulse for each information channel.

The multiplexed output is fed into the analog-to-digital converter through

the automatic calibration unit. Tile analog information is converted into

a six-bit binary word and presented to the record heads in parallel form.

A timer assembly provides the system clock frequency, together with a

0.1 H. signal for recording elapsed time, and the automatic calibration

commands. The automatic calibration commands allow 10 seconds half-scale

and full-scale calibration of the recorder system at the beginning of

each flight.

b. The magazine assembly (MXK-315/A24U-6) contains the tape transport

mechanisms, the magnetic record/reproduce heads, erase head, and the

recording media. The tape is pulled at a constant speed by the rotating

capstan assembly. The mechanical interface with the recorder or playback

is made through jaw clutches that extend from the bottom of the magazine.

Two magnetic record/reproduce head assemblies are used for both recording

and reproduction, with each assembly containing 30 in-line magnetic heads.

Each track is 0.010 inch wide and is spaced 0.042 inch centerline to

centerline. Since the magazine is crash and fire resistant, the tape is

metallic, 1-mil thick by 1.375 inches wide by 450 feet long. The magazine

assembly mounts on the recorder mechanism assem 'y for record operation and

is contained in a reinforced plastic housing designed to protect the tape

and the recording thereon from aircraft crash conditions consisting of

impact, explosion, and subsequent fire. The magazine assembly is restrained

on the recorder by six l-inch diameter, high strength bolts.

7

4-- r -- .-. ." - --. -,1- " ". :-

AFFDL-TR-72-47The recorder assembly-requires 115 VAC, 400 Hz' 30• and 2b VDC power

from the airplane. kecorder ,assembly dimensio•,; are: 8 x 7V x 8-3/8

inches with a weight of 25 pounds. Total syý,tem error is less than -2

percent. Additional recorder assembly. information can be found in

reference 1.

c. The dual pressure transducer -i-ithin r:he recorder is a Pace Model

CP-84. l't has dual unit assemblies of variable inductance transducers

operated by pressure bellows actuators. The input range of the impact

channel (pitot) is 0 to 10 PSID. The static channel input range is 14.7

to 0.408 PSIA. The output range for both channels is 0 to + 5 VDC. Twenty-

eight VDC are required for operation. Electrical connections are made

through a nine-pin connector. The transducers are designed for a maximum

error of ±1 percent over the entire operating range.

d. The accelerometer assembly, consisting of three Palomar linear

accelerometers, part number 465-1002-2, SINs 1, 201, and 205, and buffer

amplifier filters, were installed at the airplane center-of-gravity to

record three axes of linear accelerations. The accelerometer in the

vertical axis posseusad a range of - 3.0 to + 9.0 "g." The other two

accelerometers for the lateral and longitudinal each had a range of ±1i.0

"g." The frequency response of the accelerometers was flat to 6 Hz. The

units were designed for an overall accuracy of -1 percent over the entire

operating range.

e. The gyro assembly comprised three gyros with part number RG02-

0501-1 HII. The gyros were manufactured by Humphrey Inc. The specification

accuracy lists a 11.0 percent of full scale at zero rate input increasing

to Q2.5 percent of full scale at maximum rate inclusive of linearity,

repeatability, and hysteresis. Gyro ranges are ±360, ±60, "60 degrees-

per second for roll, pitch, and yaw, respectively.

AFFDL-TR-72-47

f. The recorder and sensors wore all calibrated by Flight Dynamics

Laboratory personnel within the Experimental Branch facility. The mercury

manometer system was used to calibrate the dual pressure transducers. The

accelerometers and gyros were calibrated on the AFFDL centrifuge table.

All laboratory calibrations were measured with accurate digital voltmeters.

The calibrations were essentially linear and the slopes of the calibration

curves were fitted with least-square straight lines.

g. Under contract with Headquarters San Antonio Air Materiel Area

(SAADA), Southwest Research Institute installed over 200 strain gages, a

fuel flow meter and pressure transducers. The three-axes linear accelerations

and rotational velocities recorded on the Whittaker recorder were also

recorded on the SAAMA Leach recorder. Strain gages were installed on the

wing, vertical tail, fuselage and landing gear at over 200 locations as

shown in reference 2.

3. FLIGHT TEST PROGRAM

F-102 airplane, S/N 57-70835, was instrumented to collect structural

flight loads data for a fatigue life history program and the development of

structural design criteria. Flights covered all the possibilities relative

to maneuvers and gusts for an interceptor type aircraft. Programmed

maneuvers for these tests included both symmetrical and asymmetrical with

velocities ranging frcm .55 to 1.2 Mach, altitudes ranging from 1200 to

35,000 feet and accelerations from 0 to 6.0 "g." The airplane was flown

at the above conditions in three configurations: clean, with pylons only

(no tanks), and with pylons, tanks and fuel. Fot additional information

regarding the various flight conditions, see reference 2.

9

AFFDL-TR-72-47

4. DATA ANALYSIS

a. The strain gage data was processed by Southwest Research Institute

and presented in reference 2.

b. The Whittaker 8-channel flight loads data were processed and

analyzed on the 7094 IBM computer at Wright-Patterson AFB. These data were

analyzed in accordance with methods as presented in reference 3. Under a

contract with North American Rockwell Corporation, six computer programs

were developed to process, analyze and present the refined data and their

analyses in tables, graphs, and probability curves which are useful for

application to the development of structural design criteria. The computer

programs were generated for use on IBM 7094 computer.

Computer Program Number 1, "Data Reduction and Computation," reads the

basic data tapes, calibrates, converts the oata to standard units, computes

such parameters as velocity in knots and Nacti number, instantaneous gross

weight, temperature, three axes linear accel, rations and rotational velocitie

and equivalent normal acceleration and preparet a binary output tape

containing time histories of all parameters f.i: use by computer programs

2A, 2B, and 2W. Data are input to tile program at the beginning of each

flight as required to compute weight changes durin,; the flight as from

dropping of stores or refueling. Any calibration zhanges that occur at

any time during the flight are also entered at ,'hp beginning of each flight.

The program then adjusts to the new weight ratc or norm at the designated

time in the flight. The data recorded for each 'Lig•i w.l, allow the

8-channel flight loads data to be analyzed in a numbi:r , " different ways.

For example, three aircraft configurations are categorized as per load

factor limitations (5.0, 6.0 and 7.0 "g"). Data 1,,r these three groups

10

AFFDL-TR-72-47

may be analyzed separately or together. Other possible populations could

be grouped by mission, base, date, or aircraft tail number. Program Number I

will read up to three input tapes and prepare one output tape. A single

output tape will contain all the reduced flight loads data from three input

tapes of raw data.

Computer Program Number 2A, "Peaks and Correlated Variables," detects

structurally significant peaks in the time histories of the recorded and

computed parameter data from Program 1 output tapes. As each peak is

detected, simultaneous values of selected non-peaking parameters are

recorded and stored for liter evaluation by Program 3. Up to three

Program Number I tapes can be read by Program 2A. Eight additional

parameters are computed in Program 2A: wing tip helix apgle, roll angular

displacement, coupling parameters (PQ, PR, QR) and the three rotational

accelerations (P, Q, R). The output Program 2A tape is for use in Program 3.

Computer Program 2B, "Time Distributions and Envelopes," reads flight

loading parameter data from Program 1, computes time distributions and

peak envelopes of the multiparameter data, and produces tables and graphs

of the results. With a full spectrum of input data, Program 2B prints 85

pages of tables containing time distributions and peak envelope data. The

graphical data prepared by Program 2B are written on a tape which is then

placed on a SC-4020 cathode ray tube plotter which plots 35 pages of graphs.

The plotted data from the 85 pages of tables are all shown in the 35 pages

of graphs. Results of Program 2B aie shown in Appendix "A."

Computer Program Number 3, "Peak Distributions," uti.1izes the output

tapes from Program 2A which contain all significant parameter peaks and

correlated variables. Up to four input tapes can be used in a single run.

Data can be combined with previous data by means of an updating tape, which

11

AFFDL-TR-72-47

stores all previously processed data. Program 3 counts the frequency of

peaks in given intervals, computes probabilities, prints the distributions

in tabular form and produces a data tape for Program 4 to use in preparing

graphs of the data. The printed output of Program 3 consists n'f tables of

all the peak data of the recorded and computed parameters. These tables

provide a comprehensive collection of data on the loading statistics of the

aircraft under investigation.

Computer Program Number 4, "Peak Distribution Craphs," possesses one

sole function, that is, to produce graphs of the peak distributions as

computed by Program 3. The graphs are produced by means of the SC-4020

cathode ray tube plotter. Program 4 can read up to four input tapes from

Program 3 and prepares one output tape for the SC-4020 plotter.

Computer Program 2W, "Automatic Wacning System," is the means f-r the

practical application of the automttic warning system. The function of this

program is to read the flight loads data from the Program 1 output, compute

and record peaks of selected loading parameters that exceed preassigned

thresholds with the times of occurrence of the peaks. Then, if the frequency

of occurrence of the peaks indicace, that the actual loading environment is

exceeding expectations or that. an occurrence of ultimate load may be expected,

a warning message Is printed. Record plotting can be accomplished for normal

linear acceleration and roll acceleration for visual determination of a

valid exceedance.

Additional data analysis information is available in reference 3.

12

AFFDL-TR-72-47

5. DATA PRESENTATION

The F-102A maneuver loads data and subsequent analyses are presented

in figure format in Appendix "A."

a. Computer Program 2B, "Time Distributions and Envelopef," Results

Figures 3 through 11 were computed and plotted in accorda. _' with instruc-

tions as provided in Computer Program 2B (reference 3). The total flight and

maneuver time for each of these figures was 13.5 and 8.79 hours, respectively.

The maneuver time (8.79 hours) is part of the total flight time of 13.5 hou-s.

As will be noted later, this differs with the hours shown on graphical outputs

from Program 4 which will be discussed later in the report. The percents of

time in each column rcpresent a percent of the total flight and maneuver times

for each segment of airspeed or altitude. An inspection of the column heights

shows, in some instances, a greater percent of elapsed time for m?.neuvers than

for flight. In other words, column heights are greater, in some instances, for

the maneuvers than !or total flight time. This is legitimate since these are

percentages. It is conceivable that 100 percent of the maneuver time could be

within any one given altitude or airspeed segment along the abscissa, even

though the total flight time was fairly well distributed in all the segments.

Figure 3, "Airspeed Distribution of Total Flight Time and Maneuver Time,"

indicates that approximately 90 percent of the flight and maneuver time occurred

under 400 knots airspeed. Better control can be exercised over the degree of

acceleration at lower airspeeds. The maximum recorded airspced was 699 knots

for these series of tests. The design limit airspeed for the F-102A is 655

knots or Mach 1.5, whizhever occurs first. There was no indication that this

exceedance of the design limit airspeed resulted *n any damage to the aircraft.

Figure 4, "Altitude Distribution of Total Flight Time and Mancuver Time,"

shows that flight time varies from 12 to 25 percent with the maneuver time

13

AFFDL-TR-72-47

varying from ll•to about 30 percent for each of the ranges of altitude inter-

vals. The first two intervals do cover less altitude change than succeeding

altitude intervals. There appears to be no precise way of predicting the

percent of time spent in each interval. This is expected to vary depending

I#on the base altitude and as flight- miss" n requirements vary.

Figure 5, "Percent Maneuver Time Spent Above Value of (Nx)," shows that

less than 5 percent of the time was speu, toutside of the range ±0.4 Nx.

This indicates that there was neither a sudden application of forward thrust

nor abrupt braking. Above 20 percent on the time scale, the curve is nearly

symmetrical. This would indicate, for the most part, that the degree of

thrust and braking is about equivalent. The asterisks along the abscissa

out to ±1.2 Nx are not necessarily indicative of data to that limit. The

table from which this curve was generated showed maximum values of + 1.0

and - 0.36. This positive value (1.0) does appear to be a little high for

the available engine thrust.

Figure 6, "Per.'ant Maneuver Time Spent Above Value of Ny," portrays

a lopsided envelope for lateral load factor with most of the time spent

performing maneuvers (left turns) which contributed to obtaining negative

lateral. load factors. Obviously, during any other series of flights with

other pilots and mission requirements, this curve might be reversed to

the other side of the spectrum (positive); but logically and w.ith more

pilots and flight and maneuver hours, the spectrum would be symmetrical

about the zero line with an equal percent of time for both the positive and

negative values (right and left turns). The degree of deviation from the

zero line and on each side thereof should be approximately as shown in

Figure 6 on the negative side, i.e., -i.0 "g..

S~14

AFFDL-TR-72-47

Figure 7, "Percent Maneuver Time Spent Above Value of (Nz)," shows

values up to 6.0 "g", but the percent of time at values above 3.0 "g" is

minimal. Although nct shown in Figure 7 because the graph was cut off at

6.0 "g", the design limit load factor of 7.0 "g"t was exceeded during these

tests. The highest recorded value was 8.5 "g". During one flight in

June of 1968, the airplane momentarily and inadvertently went into a series

of pitching oscillations, resulting in maximum load factors of -3.26 and

+8.5 "g" with failures to right wing spars 3 and 5. The left wing had

permanent set. Both wings were replaced and instrumented prior to further

flight testing. The high acceleration (8.5 "g") occurred irrespective of

maximum programmed maneuvers of 6.0 "g." If this maximum acceleration

(8.5 "g") could occur once in 17.9 flight hours, then statistically this

acceleration (8.5 "g") could occur 223 times in an airplane's lifetime of

4000 hours. This is in close agreement to the findings of reference 4

which surveyed nine flight data ptograms with conclusions that fighter-type

aircraft should be designed for limit load factors within a range of 8.2

to 8.9 "g", depending on their assigned missions. Referring again to

Figure 7, this envelope is not symmetrical nor is it expected to be even

if more flight data were available. Normally, more time is spent performing

pull-up type maneuvers than pLshdowns. It is known that pilots, in general,

are reluctant to perform negative "g" maneuvers.

Figures 8, 9, and 10 show percentage of maneuver time spent above

values of P, Q, and R, respectively. These curves are all nearly symmetrical

and of approximately the same shape. It is expected that with a larger

quantity of data, the curves would be even more symmetrical about the

zero line. The values are relatively low for an interceptor type of

airplane. These values are in radians per second. There appears to be

no design problem concerning roll, pitch, or yaw rates.

15

r

AFFDL-TR-72-47

Figure 11, "Probability of Exceeding a Dwell Time (TD) When (Nz) and

(M) are in Specified Intervals," shows a maximum dwell time of six seconds.*

The dwell times for the various acceleration values range from one second

to a maximum of six seconds. The shorter dwell times cover the higher

accelerations above four "g." This figure is for a Mach number range of

zero to 0.6 wherein 85 percent of the maneuver flight time occurred. This

is typical of the data in all other Mach number ranges. In no instance

did the dwell time exceed six seconds.

b. Program 4, "Peak Distribution Graphs," Results

Figures 12 through 58 were computed and plotted in accordance with

instructions as provided in Computer Program Number 4 (reference 3). The

total flight hours used in the development of these graphs were 17.9. This

is larger than the hours shown on Figures 3 through 11 which resulted from

Program 2B. The same input data tapes were used for both programs. The

reason for the flight hour difference is not known; apparently a data tape

4 was rejected by Program 2B.

Figures 12 through 20 show probabilities of being in an altitude

interval "HP" when the basic parameters (Ny, Nz, e P, Q, R, P, Q, R)

exhibit a peak. These figures are all relatively similar with the maximum

probabilities occurring in the lowest altitude interval of zero to two

thousand feet and generally decreasing for the higher altitudes. These

figures are somewhat related to Figure 4 which relates percent of flight

and maneuver time to each altitude interval; but in Figures 12 through 20,

the graphs are based on the number of peak occurrences within each altitude

interval. There were numerous peak occurrences in the zero to two thousand

altitude interval though the time span of each maneuver was small. These

figures indicate that the larger percentage of maneuvering is performed

at the lower altitudes.

16

AFFDL-TR-72-47

Figures 21 through 57, "Probability of Variable's Peak Exceeding a

Value of the Variable (N) Given the Intervals of W, Ve and HP," are all

similar in shape originating at either minus one or zero "g" and extending

to six "g" with the probabilities of occurrences diminishing moderately as

they approach six "g" for all the intervals of weight, velocity and altitude.

The final figure, Number 58, which is entitled, "Probability of

Variable's Peak Exceeding a Value of the Variable (N y) (Absolute Value of

Peaks) Given Intervals of W, Ve and HP," is typical of all the thirty-

seven figures involving the variable Ny. This figure indicates that Ny

varies between zero and 0.9 "g" for probabilities to 0.085. Lateral load

factor values were not excessive and are not expected to contribute to

any structural failures.

Upon inspection of the programmed maneuvers and the resulting load

factors, it appears significant that for most of the maneuvers the resultant

load factors were higher than programmed. There were three instances where

the overshoot was excessive and in a critical area. In these three cases,

a 6 "g" symmetrical pull-up was specified and accelerations of 6.96, 7.05,

and 8.5 "g" were recorded. Southwest Research Institute personnel were of

the opinion that rather than the high "g" forces Laus.ing right wing spars

3 and 5 to fail, these failures were caused by flight retraction and

extension cycling of tl:e main landing gear or landing gear side loads,

inducing loads in the side brace attach beam and, in turn, into spars 3

and 5. These gear cycling loads were probably not made a part of tLhe

original fatigue-loads program. This is supported by the fact that one

F-102A training base experienced 17 cracks on the side beam attach lug

for the retract cylinder. Possibly the skewed-gear induces more of

these loads than does the original gear. The accident report suggested

17

AFFDL-TR-72-47

that the spar failures occurred because of pre-existent stress corrosion

cracks, dynamic loading conditions, and out-of-phase surface control

deflections, rather than abnormally high accelerations. The Leach Recorder,

installed by Southwest Research Institute (SWRI), showed maxima of -2.96

and +17.3 "g"; however, SWRI personnel believed there was an instantaneous

electrical interruption at this time and the maximum positive acceleration

should have been only 6.95 "g." (The AFFDL recorder showed maximum

accelerations of -3.26 and +8.5 "g.") Both wings were replaced.

18

AFFDL-TR-72-47

SECTION III

CONCLUSIONS

To relate the recorded F-102A maneuver loads data, most of which is

shown in Figures 3 through 58, to structural design criteria for interceptor

type aircraft, it is concluded that:

1. The design limit load factor of 7.0 "g" w.s exceeded during these

tests irrespective of the fact that programmed maneuvers were not to exceed

6.0 "g." The maximum accelerations recorded on the AFFDL recorder were

- 3.26 and + 8.5 "g." Subsequent to this flight wherein these design load

exceedances occurred, the airplane was inspected for structural deficiencies.

Spars 3 and 5 in the right wing were cracked and there was perlaanent set in

the left wing. The accident report did not attribute the failures to the

high "g" forces, but suggested that the spar failures occurred because of

pre-existent stress corrosion cracks, dynamic loading conditions and out

of phase surface control deflections. Both wings were replaced prior to

continued testing. Statistically, if 8.5 "g" could occur in 17.9 hours,

this value would be reached or exceeded 223 times in the airplane's design

life of 4000 hours. In reference 4 where nine fighter-type aircraft flight

loads data programs were evaluated, it was recommended that these aircraft

types should be designed for load factors within the range of 8.2 to 8.9 "g",

depending -t their mission requirements such as air-to-air gunnery, ground

gunnery, reconnaissance, etc. Results of the F-102A flight program are in

close agreement with these conclusions.

2. The design limit airspeed of 655 knots or Mach 1.5, whichever

occurs first, was exceeded by a significant amount (699 knots). There was

19

AFFDL-TR-72-47

no indication that this exceedance of the design limit airspeed resulted

in any damage to the aircraft. It should be noted that for these tests

approximately 90 percent of the flight and maneuver time occurred under

400 knots airspeed.

3. Normal linear acceleration excursions covered time spans of

from one to six seconds.

4. All other parameters (longitudinal and lateral accelerations,

and roll, pitch: and yaw rates) as measured during this program were

within design limits.

20

AFFDL-TR-72-47

REFERENCES

1. Sackett, Rod and Hobel, Dan, "Nine-Channel Data Acquisition System,"AFFDL-TR-65-151, Air Force Flight Dynamics Laboratory, Research andTechnology Division, Air Force Systems Command, Wright-Patterson

4 Air Force Base, Ohio, September 1965.

2. Ursell, C. R., Kirksey, R. E., and Overby, G. J., "F-102A StructuralLoad/Stress Spectrum-in-Flight Load Survey," Headquarters San AntonioAir Materiel Area (AFLC), Kelly Air Force Base, Ohio, February 1971.

3. Trent, D. J., Cowen, A. E., and Bouton, Innes, "Application of Multi-parameter Flight Loads Data to Structural Design Criteria," Volumes Ithrough IV, AFFDL-TR-68-131, Air Force Flight Dynamics Laboratory,Air Force Systems Command, Wright-Patterson Air Force Base, Ohio,March 1969.

4. Durkee, Eugene D., "Application of Maneuver Loads Data from Fighter-Type Aircraft to Structural Design Criteria," AFFDL-TM-71-2-FBE,Air Force Flight Dynamics Laboratory, Air Force Systems Command,Wright-Patterson Air Force Base, Ohio, August 1971.

21

AFFDL-TR-72-47

APPENDIX A

FLIGHT LOADS DATA PRESENTATION

Appendix A consists of envelopes, distributions and probability

curves of the measured and statistically analyzed flight loads data

resulting from the six computer programs of Reference 3. Figures 3

through 58 depict these results and are presented on the following

pages.

22

A

AFFDL-TR-72-47

AIIhSPI O DISTRISUTION Of TOTAL FLICi1 TIME AMD MANEUVEiR TIME £do.iiV

POI-&AINCIAiT CONVIOI*ATIC N 00 0100o

TOTAL MANtuICUE TIME 6.791 HOURs XIIAL PLI441 TINE 5 9s.90 NO•M

PRCENt COP TIME

4..

ISO. Sao. IS. 400 45. $0 S. 60 . 00

I I

I I A I

0. 2,0. 500. 550{3. 400. 450., 500. 550O. 6003. 650.

TO TO TO TO 10 TO 10 10 1v x0

0. 500. 550. 400, 450. 500. 550. 600. .50. .P .O.

tQ'•UIYALE•NT AIR SPEED INTiERlVAL (*•N0TS)

SIMSO(L

(ANEUVlEt TIfNC) .......IF'LI@.T TIMEI a

Figure 3

23

I.

AFFDL-TR-72-47

ALTITUDE 013TRISUTION OF TOTAL PLIC*T TIME ANG M&NEUVEIR TIME Sect('-,

r-toA AIRCRAFT CONFIGURAINi 9 1 act 000

TOTAL WANEUVER TIME1 a %.?t HOURS TOTAL rLtt, T Tifn S ii.s0 HOURS

Ixtoll.

PERCENT Cf TIMIE

40.,

0. 2000. 000. 1 $00. MO.

To To TO TO to

2000. Sono. 15000. 15000. S0000.

ALTITUDE INTERVAL hIEClT)

IMANEUVEF TI Nc): .........rI~rNI• TIME) a

Figure 4

24

AFFDL-TR-72-47

PEIRCENIT ANEUVE IIN( 5 leT ASCOC VALUL Of INN)

60'

T

Ha .. . .........

seo

40

30:

to . . . , ,

to,

.1.3 .. 0 .-0. .6 .0.4 -0.1 0. ' 0.4 0.0 M I ! .bLCW4ITLOINAL LCAO rACTCF INX)

Fi gure 5

25

AFFDL-TR-72-47

00, 000

PhCR NT APCUVI[I TIME $ V N? ASOYC VALUE O (1)

-*: ..................................

O.. ' . . . .

?*iN

............................ ... ;

30'

....................... .. , .....

'U

to:

-0 .0 o x. 0 4 .~ 3 0 0 2 0. .

LATCRA,. LM4 FACCF CNO

Figure 6

26

L . .. . .. . . .. . . . . . . . . . . . . . . .

AFFDL-TR-72-47

tI

AD ISh*CI t'-I[

006 000

too pERCENT MANEUVER TIME SPENT ABOVE VALUIE Of (MI?

Pt0 ....................

!~

40

i ~so.

to:

* I

-. ,0 -0.5 0 0.5 1.0 1.5 .0 5.0 3.5 4.0 4.5 9.0 S.S 0.0

Figure 7

27

•', AFFDL-TR-72-47

i::A

S•,,•°-%'oo

SPERC[NT •AM[U¥[I TI#[ rNT A6OVI• VALU[ C#' I01

•, IQO . . . . . . . .. .

.• tO. , ,

g

Sa 50'

U

.• I: 40 . .. .

• ,

"• ' [ ' i ....• . -•'•$ -II;0 -$,9 -t*O -0.-* 0 0.• 1,0 t,$ I•,0 I•,S

g Figure 8

/

•S 28

r;

i

AFFDL-TR-72-47

M co.t o@06 000

PIRCENT MANEUVIA TIME SPENT ASO6 VALUE Of (1)

to•.. . . . . .

40"

NT

so

V

R 40' ..

Sl

F I

.A . 1 M. . .37 .0 ' 1 ' 7 .1PITCHING VELCCI1T (O) iA0AN/SrCCCND

Figure 9

29

AFFDL-TR-72-47

cog 060

10EACENT MAN[UVEII ?INC 301N1 ADOVC YALVC Of (4)

1o00 . .. ...... . .

SO.................... • ........

41370'

so .. . . . .

40

30:

to:

-AWING Vt'LCCI-fA OIAN,$EC .fC

Figure 10

30

AFFDL-TR-72-47

FktlABILII TV O [11CC!N6 A N0ELL IIME, I1), oft 0WHIN (Ii ANO IN) ARl IN TH1 SPECIPI|FO INTERVALS

?I.Ot$ AIRCRAFT CONFI60UAIIon 8 t

TOTAL FLIfNT TIME t0 t.so HOW$

MACH NO. (M) S 0.00 TO 0.60

P 0.100 . . .. . .."a

A

8

IT

( 0.0100. 1 . . . . . . . . . . . . . . . . . . .

0.001

0IA.1 TIN! (SECONDS)

SIMO. LCAn FACITC RANCE OF INZ)

I 4t.00 TO -1.00

2 4.500 TO 0.00

3 0.00 to 1.00

4 2.00 10 .003 2.00 TO 3.00

3 5.00 TO 4.00

7 '.0 0 to .00

1 ,o0 tO 6.00

f 4.00 To 7.00

Figure 11

31

AFFDL-TR-72-47

Pý-:EACILIII Ic eEING IN AN ALVINuCE INTERVAL. ISP. WmtN N, EXH121?S A FtAK 5 0TOTAL IONGI? .hCURS Cr MiC(fCE DATA IT.90

'I. il0 0

1CTLW IFPAS T19

PEKIG AIALE N-

CAS I $

Fiur 12

I 32

AFFDL-TR-72-47

PRfOASILtIx CF BIUNG IN AN ALTIINID INTCAVAL, hP. WHEN N: 9XHIIITS A PEAK $1oc coo

TOTAL FLIGHT hCuMs CF WORCD0E DATA M 1o.o0

a.xaO0 3

HP 0 5000. 10000. 15000. 10000. 19000. 00010. 55000. 40000. 45000. 9000.

ALIITVOE. HP (FEET)

TOTAL NO. CF PEAKS r 1as06.

PEAKING VARIABLE I HZ )

CASE NO'. of

Figure 13

33

AFFDL-TR-72-47

PReOAMILtI? CJ eIING, IN AN ALTWINCE INTERVAL1 , Wh,.(N P 0 XNBII A PEAK Olt C00

TOTAt PLIGHT H0? URS CPr Ef, CGcC CATA : 17.90

t.xtO010

I.I

0 SO00. I 000. 1 5 o00 0 ooo0. 2000. 30000. 35000. 40000. 40010. 0000.

AL T |TUME HP (PEET)

TOMT. W,,. OFr DAKS -. !2?2,

PE.AK|NO VAR|JeLE' I P I

CASE NC. #3

Figure 14

34

AFFDL-TR-72-47

PROWeAILIT; CD EEINO IN AN ALIITVC INTERVAL, M.P Wihk 4 L lEXiMS A PEK O

IOTA-. FLIGNT hiOuRS CF AECC'CEO DATA I.O

0000

AtTIN~CE. liP (FEET)

TOTAL loN e PEV-1: 1!3

PEAPKINO VARIADLE f 0

CASE NC. (04

Figure 15

35

AFFDL -TR-72-47

PAC'eAtILtTi OF EEING IN AN WINhCE0 INIEAVAL, NP, WHEN A E1NIeI?. A PEAP 4 000

TOTAL, PLIOF? HjOURS OF RECC'40CEC DATA I7.90

A 1.110*0

"HP 0 000. 1000. D500. 20000. 2500. 30000. 35000. 40000. 41 00. 100

ALTITUDE. HP (FEET)

T'OYA'L?.*N. Cf PEAPFS 503

PEAKING VARjIACLE I RT

CASE NC. 63

Figure 16

36

AFFDL-TR-72-47

P e~ eA |t |i :? C " BE |NG IN AN ALTIT UDE INTERVAL , hP, WhEN N l E hP O IC H S A PEAP @4 2 G O!TOTAL FLG htl hCUVR OP RECORDCE DA tA T $7.10

02

"H? l~owo o . Isom. tn•. tooo. IS0. 00. 33000. 40Mo. 41000. 10000.ALLIIA C. HP WEEI)

TOTAL NO. -.f PEAY.t 16009.PEAKING VARIA-LE

INZE )

cAS[ N'. 46

Figure 17

37

AFFDL-TR-72-47

£ICC.(F IFP@.tAttItI: Cf ECINC [t AN ATINICE INTECVAL. hP, WVAN FDC- EtlkellS A PFAR 0@4 Goo

TOTAT FLICGK? Ho)R$ CF AECCfC9D DATA M oo,0

I.X1O"0 3

HD000. 1000. 0sooo. 1ooG0. tcoo, 30000, 35000. 40000. 45010. s0000.

ATINTP[. HP (FEET)

?:TA- W-. O:f PEAKS 44334.

PEAKING VARIAULE (P00T)

CASE No. 6?

Figure 18

38

AFFDL-TR-72-47

AtCECV i

PROMAIIL: OF WEING IN AN ALTITNVU INTCRVAL, 1P, WhEN *00? EXN|I81T A PEAK 044 000

TOTAL FLIGhT IOURS CF FICCEDC DATA M I D.to

t.xtoOO02

I.X -003

H0 00000. 0000. 1 to000, 0 ooo. 30000. 33060. 4o0oo. 43000. loom.

ALTII.CE. HP (FEET)

:AI.A 14.% Of PEA?, : 11431P.

PE*APIWNG VARE|aCI (OD'T)

CASE NO. it

Figure 19

39

AFFDL-TR-72-47

PROeCAML!|; e.F CtING IN AN ALTITU0[ INTERVAL, 0P, WEN 1[ 0 -l ExhlelTS A PEAK 04• 000

?CTAL FL|IGHlT HtOURS cf RECCAoCD OATA M O7O.0

I, XlO°0 2

h p 0 O. 10000. DO. 0000. DO. 30000. 35000. 40000. 45000. 5000.

TOTAL P#ý. Cf PEAt'. M14.

PEAKING VARIAeLE IADOD)

CASE NC. 69

Figure 20

40

AFFDL-TR-72-47

S~011 000

PRCA ILITY OF VARIAML'S PEAK CXCt[EINC A VALUE If TNE VARIABLE I NZGIVEN 'NE INTERVALS O r , W YE. AND , NP

TOTAL FL14NT HCOURS Cf A•C•&ODD DATA 3 17.10

I Xa*a00

I .. t,

e

I.10

._IGT W,(~ )N. CC PEK. IN

S S

I

*oI

1IN.U IP4N$ P iZ C' EFS.IN

SII'Co. INTNW. FrIOw TC TOTAL NEGATIVt POSITIYEI 1 25000 3500D. 46 . 4. 4671:2 2 35000. 40000. O0 0. 0.3 3 40000. 45000. 0. 0. 0.4 4 45000. 50000. 0. 0. 0.5 5 50000. 550000. 0. 0. 0.

VELOCITY, YE, INTERVAL NC. I, FROM 0. TO •30. IN&NOTS)

A*,*I:UO.E, HP, It:ICRVAL ý. I. rRCW 0. TO 2000. wFEEI)

CASE NC'. It

Figure 21

41

AFFDL-TR-72-47

006 000

PW~A ILITY OF VARIAULE* PEAK ExCEcDINO A VALUECf TH V~ ARIAUEL NZCIVEN THE INTMIALS ':r W , E. ANC HiP

TOTAL FL14HT liOURS OF RECCACED DATA 1 7.90

I.X10*00

I II1,21.xL

0

I .X10,03

"NZ -1.0 1.0 2.0 3.0 4.0 3.0 4:0

NCAPI~AL LOAC F'ACiCf3. N:

1I1EGHiI, W. IPC4aJhNC) W . CF PEAKS. f N: ISTAICOL INT.W4. FRCm TO TOTAL NEGATIVE POSI.IVE1 1 25000. 35000. 345. 0. 3fl.2 2 35000. 40000. 0. 0. 0.

A 3 '0000. 45000. 0. 0. 0.4 4 415000. 50,000. 0. 0. 0.5 5 5o0000. 5 5000 . 0 . 0 . 0.

VELOC!Tv. YE. INTERVAL for,. 2. r~cw 250. TO 300. (WT4ST$

CASE M% I

Figure 22

42

AFFDL-TR-72-47

PRa M••AtIT• OF VARIAIlLE'S PE[AK EXCIE6INO A VAL.UE Or!TH VARIABLE NZ I4|VtN IN[ INTiElVAL$ Or., W Vt.E AND NP

T 0TAL Irt |• hT HOUR|I 01 REC M DED DATA ! 17. 90

I i o"MIITU

NZ t -1.0 . .0Ot40 : :

WRMAL~~. LOA FAOUN

00 060 000

i 5.I"0. $00 550. 0 . 0

GECI I.VEN , INTERVALS NO. 3. A* 30E .A TO 3 .(KOS

I N . .

6 I - ,

* -

CAS NO.I

F .

l -1.0 -.. O.0 4.0 S.D 6.0

NCiIAL LOA[D FALTCR4. HZ

C.LIGHT, W, (• os$ ,•. c" PC•AKS, 1 N'E )ST'EOCI. ;NT.N'. F'ECW TO TOTAL NEGATIVE POSITIVE

1 I 25000. 35000. 693. 2. 69?'.

2 2 35000. 40000. 0. 0. 0.

3J 3 40000. 45000. 0. 0. 0.4 4 45000. 50000. 0. 0. 0.5 5 50000. 55000. 0. 0. 0.

VEtOCItry YE, INTERVAL •<. 3. VrRC.I 300. IC. 350. (VJN'T5)

ALTITUDE., HP, INTERVAL I,•,. I, t~C€ 0. TO' 2ttU, tFEEI)

CASE NO. It

Figure 23

43

.- 5-

AFFDL-TR-72-47

ABCC-.CV

Ofi 000

'RCSA It|Ih OF VARIAVSC3 PEAK EXCEC•IhG A VALUE OF Ipt VARIACLE I NZ ICIVEN IkE INTEAVAL.Cr Wd . Vt. AND HP

TOIAL PLIQ! moURI CF WORMCEC DATA M t17.O

I. X DO.0 0,

1.110*

e

C

L

I .

t.XI0 3

4 , rio ' 1, ,NZ -1.0 1.0 3.0 3.0 4.0 5.0 6.0

NCMAL LOAD FACTOR. N

bRoIGHT, W. WPC4JNDS) NO. OF PEAX$, I N" ISy",Ct. INt.t*. FRC*I To I OTAL NEGAIIVC POSITIVE

I 1 25000. 35000. 696. 3. 693.2 2 35000. 40000. 0. 0. 0.3 3 40000. 45000. 0. 0. 0.4 4 45000. 50000. 0. 0. 0.5 5 !0000. $5000. 0. 0. 0.

VELCCITT. V", INTERVAL NO. 4. FR•M 350. TO 400. (KNOI$)

ALTITUDE. HP. INTERVAL NO. I, FhC" 0. IQ touv., FrFI)

CASE NC. It

Figure 24

44

- ---

AFFDL-TR-72-47

0$0 g0oPROA WLIT Of VAKIA.{*s PEAK ExCE&INO A VALUE OF ThE VARIAeLC I 0Z I

GIVEN NhE INTERVALS CI, W Cy, AND ,NlCptXIA TOT L I hT HOIJKS OF R.E D ATA MI D

ri

L!

2t.xtoo04

N10304 .0 0.0

NORM4AL LOAD FACTOR~. NZ

ICIONT, W, IPC"S) NO. OF PEAKS, NZS:N8C4. INT.NO. FT, ON TO TOTAL NEGATIVE POSITI IVEI I 25000 t04 3 t2 2 35000. 40000. 0. 0. 0:

3 3 40000. 45000. 0. 0. 0.4 4 45000. 50000. 0. 0. 0.5 5 50000. 53000. 0. 0. 0.

VELOCITY, VE, INTERVAL NO. 5, FROM4 400. TO 450. IP.NOS)

ALUTiuC., mP. INTERVAL NO. I, PAN4 0. I.. t0ooo. IF~EE"

CASE NO. It

Figure 25

45

Lea

AFFDL-TR-72-47

IABCC-CF09)0 000

PRCeA l itY O VA tIAýL ES PEAK ExCtr6ING A VALUE O ,F THE VARIA etL I NZ )

GIVEN hit INTERVALS O, W Vt, AND HPTOTAL FLYINY HOURS OF AECCOEO DATA Mo t o.0

Li

I. X10*02

NZ s1. 1.0 ~ 2.0 3.0 4.0 5.0 6.0NMAL LOAD FACTOR. NZ

WICIHT, W, (POUNDS) NO. OF PEAKS. I N.' Ile9Cq. INT K'. FrCiI TO TOTAL NEGATIVE POSIVIvE

I 1 200 0 B. 290.2 2 35 000. 4,o0,000. 0. 0. 0.3 3 40000. 45000. 0. 0. 0.4 4 45000. 50000. 0. 0. 0.$ 5 sooCo. 55000. 0. 0. 0.

VELOCITY, yE, INTERVAL NO., 6. FROMJ 450. TO' 500. (BNCTSI

ALTIMijE, iiP. INTERVAL to). I . FRC4. 0. TO 20o~t. WWJI

CASE NC'. It

Figure 26

46

AFFDL-TR-72-47

PRCtAI|LI~T OF VAR|IAqLts PEAK exCeibINO A VALUE CTNE VARIABLE ('j CNOGIVEN INIi INTEIVALS OP, W , VE, AND KIPTOTAL FIL14|T NOUV$ Ov ARCCODED DATA a I

a aI "I o

P A T N

wror w, wo s O r PEK, N

2500 a00, efo a3 M

a aA

B

Moo. 40 0 0. . 0 .

t . 4 0. . .

VELOCI. Vt . IRALO ? O TOTA a GA • ., aT a

I 00. 4O0 . O O.aa aSO0 lO0 . O O.a

S .1O00,0000, OLO a

I.CIGITT, Va, INTCK4L*C NM , KN O, TO P 600, (KNOTS

LI T. 1 M00 .h9000. I r;Cý 0 . W 3. MD. I7

Figure 27

47

AFFDL-TR-72-47

*Dg 000

PRCBA ILITY CF VARIAOLE*S PEAK ZXCEE'ING A VALUE Of INT VAIAeL[ I hGIVEN tHE INTERVALS CC W . V1, AND NP

TOTAL PLIHNI N0•4,S OF RGEC.fiDD DATA t I.10

00~

pK

t. xto*0

u

c 2

A

L

I.X0

I

1. xtO"O3

$. 4.0.4 I

N: - .0 2. I.0 5l.0 4.0 S.O 6.11

"NMWAL LOAD TACTOK, NZ

WEICHT. W. (PCt*OS) NO. Cf" PEAKS. I NZ )-PMBC. INT.W,. FKACI 0 TOTAL NECAIIVE PC'KIIYE

I 1 25000. 35000. lo;. 0. 10.2 2 35000. 40000. 0. 0. 0.3 3 40000. 45000. 0. 0. 0.4 4 45000. 50000. 0. 0. 0.5 5 50000. 55000. 0. 0. 0.

VELOC I I, vE, INTERVAL NO. , 1rRO' 0. TO 250. (KNWTS)

ALIT•U•. mP. INTERVAL W;. ?. FACe. 2000. TC' 5000. (FEET)

CASE NO. It

Figure 28

48

AFFDL-TR-72-47

ABCoCl coI

PROBA ILI1 @ VAF A LE'S P94K CXCl IN6 A VALUE COf lii VARIALI. INZ

I'l I 1I= 49 INTERVALS W , VC AND 4pT !1.OTAL FLIt• hO1, OF4~t R[CC-409 DATA, 17t.110

pM

K

0

A

1.X10*O2

I.X1"0

NOM. L0"0 N

WIGH, W. MONS NO rPEK,I 1 0

I I

2 I t . 0HZ -j.o 1.:O 2t0 3.0 4.0 3.0 e'.gNHC•HAL LOAD FACTCE•, HZ

bLIGHNT, W, IPC4AIO$) PAO, Cr PCAKS, I HZ )SrI•U'SC. fNT.H•, FTCV4 TO TOTAL NLCATIVC• PCI'•t1,V

I I t51000. 350l00. 163. 0. I•5.2' s 33000. 40000. 0. 0. 0.$ 3 40000. 49000. 0. 0. 0.4 4 45000. 50000. 0. 0. 0.s S 50000. 35000. 0. 0. 0.

VELOCITT, VC, INTERVAL K5. 2, PFRCO 150. TO 300. IANOT$)

ALTITUODE, hP, INICrKVAL K,. 2. CrRC4 2000. TO 3000. ItC'l)

CASE NO. te

Figure 29

49

AFFDL-TR-72-47

094 GooPRIAM ILTM COF VARIAlI.ER PEAK EXCEEDING A VALUE Of THE VARIAULE I NZ I

GIVEN INC INTEIVAL$ Or W Vt. AND hPTOTAL PLIONT HOURS Of AECC•OED DATA I 17.10

t. XI'0'

I.S-02'

jI "

.O04L

N .09.03.0 4.0 5.0 6.0

NORMAL LOAD FACTOR. N,vIGT, W, (PJNOSI NO. Of PEAKS. I NI

SINBOLt INT.WA. MON* 10 TOTAL NECAT!VE FlOITIVE1 1 25000. 35000. 22. 0. 215.

2 f 35000. 40000. 0. 0. 0.3 3 40000. 45000. 0. 0. 0.4 4 45000. 50000. 0. 0. 0.3 5 50000. MO000 0. 0. 0.

VELOCITY. VE, INTERVAL NO. 3, FROM 300. TO 350. 1KNC'TS)

AI.IITW.E. HP. INTERVAL K%~ 2. W40 2000. TO. 9006. IFEE1)

(AS[ NOl. It

Figure 30

50

AFFDL-TR-72- 4 7

pRoBA ILtI l Cf VARIA LEs PEAK EXC[ ING A VLU t OFt9 VARIABLE @0*ZIGIVEN HNt INTERVALS M w , V, AND ;hP

TOTAL FLIPINT HOURS Of t DC .ATA00.1X10,01 a r 1

- , AlAS;

I I

Rl1.xlo"01

e

'0'

I O

.. ;4 2O. 3 ,00 0 , .

t . 40000 .

: 4 .

HZ *l.0 l, ". 2.0 5.0 4.0 I.0 6.1

NCGHAL. LOAD FACIC•, HZ

WEIGHT, W, IPC4.Rd0 S)) NO, 07 PZ•AiS, I tfl I$S4T'8C. tNT.N'. IRC*I TO TOTAL NCGATIYE PCOIItVC

1 1 25000. 35000. 293. 0. 203.2 2 35000. 40000. 0. 0. 0.

3 3 40000. 453000. 0. 0. 0.4 4 45000. 50000. 0. 0. 0.3 5 •0000. 55000. 0. -'. 0.

VELOCITY, Vt, INTERVAL NO. 4. FROMt 350. TO 400. IWNOT$)

ALTITUDE. HP. IkTERVAL N,. 2. rRC4. 2000. TO. 5000. iFEET)

CASE NO. It

Figure 31

51

AFFDL-TR-72-47

$ I(:IF

PRIA iLIT: CP VARIABILE'S PEAK EXCtEEtN4 A VALUE CF'THE VARIAeLE I 14ZGIVEN IhE INTERVALS O'v w . YE, AND HP

TOTAL FLIGHT '.Ui CK Of GECMCOED DATA I r1.90

- I.

Rt

Al

1 II100.1..

I.X10*04

2 2 3 00. 400. 0.. 0

K

C

A

B

3. 3 000 400. 0. 0. 0

L

t. 4 300 500, 0. 0.

*

I t

0 I .0I 0. I . 0. 0.N: -|,0 1.0 3.0 3.0 4.0 1.0 eU.S

NCGVAL, L•AO) IrACTC'R, N:

SLIGHT. Vt. IPl•NTEVA NO. s EAKS, 4 N: )S:He¢C. IN?,M•, Ir¢ IC ICTA;, ?,LGATIVtI P•hITIVI

S I 1 2000. 350002. 2o . t . 200.2 2 35000. 40000. 0. 0. 0.

3I 3 40000. 45000. 0. 0. 0.

0 000.S00 . 0. 0.

5 5 5O0 0 0 0 . 5 510 0 0 . 0 . 0. 0.

VEI.CCITy. YE, INTEKVAL, fl. 5, F'C.' 400. IC 450. IKNClS)

ALTIlTuCr, nP. INIrlvAL N,.'.. 2, F'A•e. 25U00. IC 0 00IL. IllltTI

CASE NO. Ii

Figure 32

52

AFFDL-TR-72-47

A.CV.(, icot91 10

PRAOA fIttl CF VARIA LWS PUAPR UXCEP|INg A VALUE OF Tht VARIACLE I.NzGIVEN IN[ INTr tVAL$ Ml) W , Vt. ANO hP

TOTAL PLINT NOUR, Of RgCf#0[D ATA $ to

I I

I I o

L

I4100 L

tI T.tW. . W Ne O

I 1 2300 . 310. si . t. al

. 2 30. 400. 0 . 0

4 . . .. .

NZ -3. 3 .0 43.00 0 .0 40S.60

4 4 25000. 35000.: 821 10. 0:

5 5 50000. 35000. 0. 0. 0.

VELOCITY, VE, INTERVAL No. 6, FROM 410. TO 500. lKNOll)

ALTITWEO, ,,P. INTEftVAt. No. 2, FA0(o 2000. TO suuu. uf(ll~

CASE N.It

Flgure 33

53

4.w

AFFDL-TR-72-47

PRO64 ILITY OF VARIAiLEt' PEAK tXCEPINO A VALUE Cf Tbi VARIAeLE NZ|IVEN IN[ INTEIVAL$ Or W , yE, AND HP

TOTAL FL1qHT HOUR$ CF RECORDEO DATA 17.00

I.110*00

I.

I I

I . .

NZ -1.0 a 1.0 2.0 3.0 4:0 5:0NCR¢ AL LOAC FACTOR. N.

WIGHT. W, (PO4UNDS) NO. "f PEAKS. I N.'$pcIt WT., FAC" :.0 'CIAL htGATIVE PCS.IIVC

I 1 29000. 35000. 1454. 3. 141?.2 2 55000. 40000. 0. 0. 0.3 3 40000. 43000. 0. 0. 0.4 4 4S000. 50000. 0. 0. 0.

.. 50000. 95000. 0. 0. 0.

VELOCITI. 1E, INTERVAL NO. ?. FRC' 500. TO 600. MKM.S)

ALTITUDE. mP. INTERVAL NO. 2. FRAO 2000. I,'' 5UU0. WWECI'

Figure 34

54

AFFDL-TR-72-47

I 0l OH 000

PRICA ILlTv OF VARIA L2.°$ PEAK iC ING A VALUE c: TIHE VARIABLE ('NZ

GIVEN INE INTERVAL$ s 4 W , Vl, AND 'NPTOTAL FLIINT hOURI Of RECCOEO OATA a M7.D0

N. -. . .-. .. s 4, M FC

1 00 0 9. 0 ,

4 4 400 00. 0 . 0

* lI * t;.,

5 5 30000 .550. A 0 ~C . 0. 0

V LOCITY I. V , INTEVALW.0$2 FR M 0. TO C 10. (KN OTS)

AL4LIE mP 1 NE A 2500 . 3 20. 9?M OU. to SU. 9?.T

2~~~~cs NO it0. 400. 0 . 0

3~~~~Fgr 3500.400. 0 . 0

000

II

J igre3

It

""°'°L ...... L It 55

N" -. . .k040|* •

AFFDL-TR-72-47

to• 000

PlAe84 ILTI OF VAR|AILE*S PEAKl EYCEWNC A VALUE Of Tht VARIAILE NZIGIVEN 1kH INT[ItVAL$ Sr O , Vt, AND) HP

TOTAL FIJiHI1T HC'UR$ OF RKCC(,DZ0 DATA M 1oo

* LOAD F NZ

WCTW. (PVS ?,0 CIEK. N

I

* T.xIo"1

A

1 1 2. 00 3s. 3 . 0. .

A .

3. 3x000 400. 0. 0. 0

S~~~~I.X.O :

4. 4 ,00 $00. 0. D. 0iZ -i O L. e20 3.0 4.0 5.0 en•

N•fiI'AL LOAD RACKT, NiZ

YeI(lit, W, IPC'Qh0) NC'. • Pf•Al.$, I N )+ $P8CL ZN7.t,•.. Pr]N t¢ TC'AL I4EOAIYE PC•ltl+'.1• 25000. 330011. 37. 0. 3?.

••.2 2 35000. 40000. 0. 0. 0.

3J: 3 '{0000. 43000. 0. 0. 0.'••4 4 4,,000. 3000O0. 0. 0. 0.

5 5 50000. 55000. 0. 0. 0.

VELOCITY, VE, INTERVAL No. s, FROC 0. TO 250. IKNOTS)

ALTI~ •,E, mP, INTERVAL NW.. 3. PAC* 5000. I6 |SUUU. IF•TU)

CA'. NO. It

Figure 36

56

AFFDL-TR-72-47

to% 000

PROBA ILI?- OF VARIAOLE'S PEAK' fiCEWjING A YALU)E CF THE YLTIABLE I'NZGIVEN lImE INICIVAIS Of', W * E, AND aaP

ToTA. L LIJ I hC hNS 01 RCrD E DfC DATA M ilo,

p . . . .

1 . 1.O02

0 .0 2.0 . . .

NCMIAL LCAC FACICN. NZ

WCIGmT, W. (PouNDS) No. CV PEAKS, I NZ ISYMBOL. I No.. FRC$4 T~OCTAL NEGATIVE PO'SITIVE

3:12500. C5000. 114: 0. 14.2 2 350.400 00 0. 0. 0.3 3 40000. 45000. 0 . 0 . 0.4 4 45000. 50000. 0. 0. 0.

5 50000. 55000, 0. 0. 0.

VLC<ITY. yE, INTERVAL NO0. 2, FRC44 250. To 300. 1KNOTSI

Al.ITrUOE. mP. ITERVAl.?#.%. 3. iFRC* S~uo. toIS. U0W. IFCEII

CASE NO. It

Figure 37

57

AFFDL-TR-72-47

PR.BA ILITY OF VARIA4LE'S PEAK EXCEE[|N4 A YALU[ •O THE VARIAeLE S NR I

6IOVN IM[ INTERVAL$ Ofr W , VC, AND mPf1A TA .L FL19I HNOA F Of CRO"EO 041A M 1oo

I.X10,00

"024

1 :0iI

IT C'' *W A I VC F3T$

P

C

8

4. 400. 00. 0 . 0..

3 12000. 35000. 0. 0. 4.

VELC I TY, VE, INTERVAL NO. 3. FA Coo 300. ?(' 330. R?'?O)

AMIUE, MP, IkYEAVAL Ao. 3. rPc.. SMu. r. ISOUO. (FEET)

Figure 38

4 58

£

AFFDL-TR-72-47

A5¢CoC. I

100 coo

P•CeA IILI?: f VARIA4LCIS PEAK EXCEEDING A VALUE OF THE VARIAILE ( NJGIVEN INC INTEIVALS ef f , WE, AND) HP

IOTAIL LIGNT HO4j5 OF .CRCEDAO DATA s M7o.

I. ; . .

, ' I

Li

041 .2500 350. 31. 0 10'

6 *

A

2 2. 3500.4oGD 0 0

*I IXO0

. 4

4 4 50.$00. 0 . 0

$ 1 230005. 35000. 30. 0. 0?.

VCLCCIT. YE, INTERVAL t*C. 4 .ýRC6J 350. XC' 400. IKNC'TS)

ALTiIltjE. liP. INIERV' 9* fRC' 5O0tJ. IC 13000. If1(11{ ~ CASE NO'. It

Figure 39

59

- Z-

AFFDL-TR-72-47

304 000

PIOCA ILITJ Cf VAAIAqL['$ PEAK EXCEEDING A VALUE ff ThE VARIACLE I N: IGIVEN thE INHE| VALS OIl W , VYE AND IHP

TOTAL VLIO4h? HAI•4 Of RECl"0E0 DATA l I7.90

I.

N A LAFCRN! 'T I,

Iw-W..~1 . ..4 O TTLNGAIEPSITIV

2 2 . . .

VEOIY VE NTRALN. .FRO 40.TO 4O.(tM

C

I. CSNOI02

1l. ,tO" 03

.. ." 1 " 4L * i iH: -a t~. o o a o 4.0 s~c '.0

Nt.N•AL LOAC FPAC rc.'• +

ILIGNT. 3/. (IPCNOS) NC. CfP E•AR$. I N: )SThCC( 1N;.NC:. •C*. IC TOtAl. NEGATIVE ,CSI$tIVE1

I 25000. 35000. 304. 0. 304.

2 2 33000. 40000. 0. 0. 0.S 3 40000. 43000. O. 0. 0.

4 4 45000. 50000. 0. 0. 0.S 5 50000. 55000. 0. 0. 0.

VE'LOITY. YE, INTERVAL NC. 5. FRCNm 400. TO 450. IKN,,'CT$)

ALII]UO, H?., INTErVVAI. NC., 3. FrAc. 5000. TO I35000. IFETIr

CASE NC. It

Figure 40

60

AFFDL-TR-72-47

{ "00~ 000

PACB•A ILIT COf VAtARIL.'S PEAr [XCEI&NG A VALUE OFe TI . INZ I61VEN Id IHNTEIVAL$ On W , E, AND hP

TOTAL FLI.NT HOUR$ OF AtUE O' DED DATA MID

R I

A ,

c

- I

I.XI0 __.

z. .1. 9 2. . . .

NCMA LOA FATRN

I I 1 WN

I j

2 -0.0 000: - 0 0 0

NAITI AL CAD , AC*,'S . NZ

SlIMT, W, (1C'4$)( NC'. C• PCAKSE, N OZ IS$:NC. INT.NO, IrRCH( TC' TOTA?. UGATIVC PC$1IIIY

1 2'5000. 35000. 96. 0. 4.,

2 2 35000. 40000. 0. 0. 0.3 3 40000. 45000. 0. 0. 0.

_ 4 4 4•900, 50000. 0. 0. 0.

5 5 50.•00. 55000. 0, 0. 0.

SVrLC'CITI, YE, INTERVAL NC. 6. IrC*' 450. ITO 300. (IKC'I$)

ALTITUOC., HP, INTERVAL NC•..., FrC.I .JOUIJ. I1' I3IUtU. IF[EI)

CA$E NC'. lit

Figure 41

61

4

AFFDL-TR-72-47

! td 000

PROBA ILITi OF VARtAULES' PEAK EXCCe•|INO A VALUE Cf TE VARIAMLE NZGIVEN Iht INTUEVALS M W V tE, ANO hP

TOTAL FL14NT hCUR$ •f AtCFACIC tATA 3 7.90

"" t.- 0

I.I

-~ t."0 910204. .P 25000 350. 54. t. 1t

R

t

2 . 3. 00 00. 0 . 0

A 3 400. 400, 0 . 0

T

I .'O : . . .

I. 4 300.$000 0 0

1 2.9000. .3000. 054. 0. 12.

5 5 50000. 5000., 0. 0. 0.

VELOCITY. VE, INTERVAL NO. 7. FrC01 $00. TO 600. INNOTS)

ALTITUDE, HP. INIErVAL I--. , V•fl. S000. TO 35000. RPUTI

CASE NO. tj

Figure 42

62

AFFDL-TR-72-47

P RIM. A Il.I l I O F@ V A IRIA .i.i •' l P~ll w EX C IN 6 A V A L.U E{ COO,• I N [ V A RI I A BL E ( MN I

I I

I.I

0 Z -. .0 1. .a. . :

NCA LOA FATR NZ

SYBLI *T OTLNGI' I TE

I .xN"30" 0 ..C B

3300 4000 0

*

3 " -0.0 I .0 0 .4 .. 4900 4.0 S.0 4010

N•fNAL LOAD FACT1C•, NZ,

laIGHlT, U. IPIP¢IOSI NO. CV P'CAKSa I NZSXNBCA. ININO. IrRI 'tO TOTAL I(GA1IVt POSlIIYC

I 1 230|00. 53I000. 140a 0. 140.2 t 51000. 40000. 0. 0. 0.3. 3 40000. 4•1000. 0. 0. 0.

4 4 n0DO: 3'30000. 0. 0. 0.35 3 30000. 33O000. 0. 0. 0.

VELCWITY, YE. INTERVAL NO. 0, tROW 600. 10 010. IANOT$)

ALIIIL)0. "P. INIERVAL NO. 3. IRcol SamU. TO ISUUO. (MEET)

CASE NO. It

Figure 43

63

AFFDL-TR-72-47

too Goo

PlOBA ILt OF VARIANLE5 PEAK txCCtDINO A VALUE OF TNt VARIABLM I NZ I

GIVEN 111t INIIAVALS Of W , Vt. AND MPTOTAL PLIoNo NO•$ of RCECCACEO DATA a 11.10

e

-e - 2

lto

T

t.xto"03

p;, . . .

Ca

-04

"P•AL LOAD FACTCA, N,

S'NecLt INT.NW.. IRCO# TO TCTAL NEGATIVE{ POI.TtIVEI 1 25000. 35t00. t22. DO lt.•2 2 35000 .40000, 0. 0. 0.

3 3 40000. 43000. 0. 0. DO4 4 43O000, $0000. 0. 0. 0.5 . 50000. $5000. DO 0. 0.

VELOCITY. Vt, INTERVAL NO, 1. FAOw 0. TO 230. IKNOTS)

ALTITUD•E, ,, INTEAVAL NO. 4, IFAC F1AOO00. 10 ' $UOU- IFECI)

CASE NO. It

Fi gure 44

64.A

1 .. 000.. 00.. . . .. 0. 12. ,

2 2 ,000 400. . 0. 0

AFFDL-TR-72-47

' • • OC C f , O UPROBA ILIy COF VARIA LWS PEAK tXCtEp)ING A VALUE i [ VAPIACLI I NZ to

4LVIN iNC INTEtVAL3 CF , WE, AND AmPTOTAL PLINV HCOUA$ OCf KtCýfD) DATA Moo

t x10'0 0

..

Ii , * 0

N Z 10. 0

s bbS 04 . . .

WIHT W. .F05 O O CK,

I I Z00 30. Is . Is2C2 3300 400. . 0

e .

A

4 500 000 0. 0. .

Cl No it

NZ *a1! I *

NC•I4AL tOAO FACTCOR, NihEIGHT, H, (CQK'J0S) NO. CF" PCAIS, I Ni IsvkSec. INTNO. PlRCi4 TO TOTAL NICGATIVI POSITIYC

I 2 35000. 33000. 225. 0. tIp.2 2 33000. 40000. 0. 0. 0.3 3 40000. 43000. 0. 0. 0.4 4 43000. 50000. 0. 0. 0.5 51 50000. 55000. 0. 0. 0.

VUCTY,fV,, *NTrs~vA* NO. •,IRN IS.TO 30 KO

ALTIIj•OE, NP, INTEvAVAL NO. 4, •'C*Q ISUQO. 0 23 8000. FEE[T,

CATE NO. Iti

Figure 45

65

AFFDL-TR-72-.47

AbCOC. •71

PRCo.A ILIT OF VARIA4Le'S PEAP. EWCMING A VALUE ef ~tE VARIAt.E HZ

I vYN •{C |NIHVEYALS Cf W , . , AND hP

TOTAL FIOt•N? 1C4MR C# RtCCAiEO O4TALS 17.10

t.xl0 at .: -- 4t- -

SS

A

R

B -0

a .X1003 at

I.t"Xto" 4O! 50 :

NZ -1.0 0"..1.0 0.0 sic

ICGT P~,Ict4osI NCo. OFPEAKS. NNCN,••A1 LCOA{ IACIC•, NZ

sMe2Ct. INTN.o. Mt 1' 0 TO TOTAL NCAIV ,

I 1 25000. 35000. 347. S. 342.

2 2 35000. 40000. 0. 0. 0.

3 3 40000. 45000. 0. 0. 0.

4 4 45000. 50000. 0. 0. 0.

5 5 50000. $5000. 0. 0. 0.

VELCOCITY, VE INTERVAL NO. 3, F'IrC' 300. TO 3JO. 1KNOTS)

ALTITUDE, uP. INTERVAL No. 4. FAC44 t5000. TO 15000. IFEI)

CASE NO,. It

Figure 46

66

AFFDL-TR-72-47

pI

PRCA ILITY OF VARIAuLe'S PEAK CXCI INS A VALUE TNE VARIABLE M coo

GIV2EN JH INTERVALS C4 W , VC, AND hPTOTAL PLI¶HT HOURS Of AICCof0D DATA a.X1l0.00

I

P - -.. " . . .

A

IL

0 .0 04.0

NCANiAL LOAD fACTOR. Nl

'T WGHiT, W. fpct*qos2 -ý* Cr PEARS. IN. I"eC° 'N°.M-. FTC*4 TO TOTAL &tATIve pSITIyt1 25000. 35000. 103. 0. 103.3 000. 40000. O. 0. 0.

3 40000. 45000. 0. 0. 0.4 4 43000. 30, 00. . 0. 0.5 50000. $5000. 0. 0. 0.VLC'CIT• V-E, INTERVAL NO. 4. FRC, 350. TO 400. (KNOTS)

ALTI*.y0E, Ho. IPET(RVAL A<-. 4, Vk..a lSujofl. 1C, MOLO. tFEElI

CASE NO. It

Figure 47

67

AFFDL -TR-72-47

SsiI fit

Pr3MA 1LtI1 Cf VARIAGLE¶' PEAK £,CIEENO A VALUE Cf IN• VARIAOLE I NZ IGIVEN 11E INTEAVALS •F , VW, AND ,NP

I OTAL PLI7hT COVRS Of REC(•DE DATA M It.D0

S. Xtl0QI

I. Xt0*0

I 1 2500. 3sc. 4 . 0

g A

2 03 000 0 c

S 0 0r1 0:0

Ni -t*o S| ..... 0o h 3.0 4.0 $.0 6.5l

N C'A. OA FACTC•K, Ni

IWI6N, I W. 1P.4,NO$) NO. CfW PEAP.,. l N" )$,?Iw8C4. (IN?.4. PT'C*4 ?C TC'AT N•GATV• PC$111IYC

! 1 250130. 35%000. 44. 0. 44.2 2 350C3, 40000. 0. V. 0.

3 S• 40000. 4•i000. 0. 0. 0.

4 4 45000. 30009. 0. 0. 0.5 s 50000. 55000. 0. 0. 0.

VIEL|ITy, VE. :NERVAL NO. 5. MoRm 40U. 10 450. (KNCT.S)

ALTIfIE£. NP. |NIERVAt mO. A. • 5,C* I•Mu0C. To •0000. iFEMti

(ASE NCI. It

Figure 48

68

AFFDL-TR-72-47

A#, C. CiP ~.VI

I !

PR•tA tLITl OF VAP.,A4L6'$ PEAK £XCM(INC A VALUE Owr!, Tt VARlAeM I N: M o

GIVEN jht INTERVALS O W I AND HP. ~~~TOTAL. PL| hT HOURS or R{(.tot; DA'TA 1.0

o

B .9

A .

II. . S

T

I.XIO"0 3

__

a . . . . I:'

S.I .. ... ... ... .

NZ -1.0 9 1.0 9.0 5.0 4.0 1.0 4.0

NOMNAL LOAD FACTCO, INZUCIGHT, W, (PCUVS) NO. OF PEAKS. I NZ )

s$nct. INT. W. R004 TO TOTAL NEGATIVE POSITIVE1 1 23000. 33000. 93. 0. 93.2 t 35000. 40000. 0. 0. 0.3 3 40000. 43000. 0. 0. 0.4 4 45000. 30000. 0. 0. 0.1 3 50000. 53000. 0. 0. 0.

VEL•CITY, VE, INTERVAL NO. 6, FRO4 430. 10 300. (KNOTS)

ALTITUOE, mP. INTERVAL NO. 4, FACro ISOUO. TO tSOUO. FEED

CASE N•. It

Figure 49

69

AFFDL-TR-72-47

Slot4 000

I-C4A ILITY Of VARIA4LE$ PEAK ExCEEDING A YVAUE Pf THE VARIAML• I N! ICGIVEN Fi INTERVAL$ O W Vt. V AND HP

TO'AL FL14HT HCU¢R CF RECCACEO CATAt 17.10

* 4

I.X1010 1

I.XtO"q2

A

L

T

I.X1"00 3

I 0

1.12~3.0 4:0 .064.0

NORVAL LOAD FACTOR. NZI

WI GHT. W, (POQ'0SI NC. CAKp $ I N:sipec*. PJT.No. FRC14 TO~ :TOAL NEG0ATIVE CSITIVr

1 1 25000. 3ZMOO 3Y. 0. 3.2 2 35000. C)OCO: 0. 0: 0:3 3 40000. 45000. 0. 0. 0.4 4 43000. 40000. 0. 0. O,45 5 0000. 9OODO. 0. 0. 0.

YVLOCITT. VE. INTErRVAL W. ?. FRCM 500. TO 800. (KN•S')

4.TI?•OE. MP, IhTI•VAL W. A. FIC41 130,' . Iý tSOUU. IFE•.|

CASE NC. It

Figure 50

70

AFFDL-TR-72-47

AC If"• • ,I IJ 000

PROBA trLITY f VARIAtLE'S PEAr EXCtcINH, A VALUE Cf' THE VARIABLE (HkZ 0GIVEN IHE INTERVALS Oil , VE. ANO HP

TOTAL FLIOhT HOURIC OF REC•olE0 DATA 3 17.10

I.X10* 0 3

1.X100,

N, -1.x0*02

. . 401.1 .

V I

,4 T

1. X10' 0- 0~ it? 0P4It?

3500 *j*c a 10 2.0 . 0 : .0 0 .

I 25000. 35000. 0I. 0 . I0.

4 4 45000. 50000. 0. 0. 0.3 5 50000. 55000. 0. 0. 0.

VrL'ýCITV. YE. INTERVAL WA. 1. FRCI 0. TO' 250. IWF)CTS)

ALTITUDE, FP. INTERVAL WAC. S, FkCM 25000. TC. 50000. IFEET)

CASE NCl. It

Figure 51

71

AFFDL-TR-72-47

its 000

POA ILITY COF VA|IAqLE5' PEAK EXCEEDINO A VALUE F' THE VARIALE N NI

GIVEN !IE INTERVALS Cr W , VE, AND HlPTOTAL FLYT NYHOURS Or AEC0•CED DATA MID

I. Xi0,01

.X10"00 2

I. X1,0

I. Xio*03

NJ -1.0 6 1.0 .. 0 4.0 5.0 6.0

NORMNAL LOAD rACTCf,. NJ

WCIGHT, W. (PcqftV.VSI NC. OF PEAKS, I NJ ISYP~eOI INT.NO. fROCM 1O TOTAL ttGATIVE POSITIVE

t 25000. 35000. 415. 0. 415.2 2 S1000. 40000. 0. 0. 0.3 3 40000. 451000.: 0. . 04 4 45000. 50000 0. 0.: 05 s 50000 55000. 0. 0. 0.

VELOCITY, VE, INTERVAL NO. 2, FORil 250. To 300. IWhIS)

ALTHIUDE, nP. INTERVAL N~O. S. FRC44 25000. TO 50000. IFElI)

CASE NO. It

Figure 52

72

AFFDL-TR-72-47

4b(¢.tV I

PROBA MlIT OF VAIA Lt.$ PEAK 9XC (IHNG A VALUE Cf ITh VARIABALE INJ

GlVEN IE INITRVALS 4 W , Vt, ND NPITOTAL FLY NY HOURS OF A t E DATA M I7,D0

A

I .o ° _ ..... -!

j .

LI

T

t.XI|O-4e

NORMAL LOAD FACTOR, NZ

WIGIHT, W, 1PC4*CS) NO'. Cir PEAKS, 4 NZSYIK9CL I NY NO. FA 014 TO TOTAL NEGATIVE POSITIVE

1 25000 . 35000. to?. 0. We.2 2 35000 . 40000. 0 . 0. 0.3 3 40000 . 45000. 0 . 0. 0.4 4 45009.1. 50000. 0 . 0. 0.1 5 50000 . 55000. 0 . 0. 0.

VELOCI Ty, YE. INdTERVAL NO. 3, FROM4 300. TO 350. (KNOTS)I

ALTITUDE, HP, Ih1CRVAL W-0. s, r~c#A 25000. TO 50000. (FEET)

CASE HO. it

Figure 53

73

AFFDL-TR-72-47

IPRCOA ILITY Cf VARIALt'S PtAK CWCMDING A VALUCE WTHE VARIAUEL (ONz0

GMVEN It INTEIVALS C41 W , Vt, AND NPTOTAL rLINIT kOUR$ OF' RFCADEI 04TA I I7.10

', -0 III

t

I. xto030

at, 04 L

p M 3 0.. 0..

0

BJ

A

B

2 2 3.00. 400. 0. 0.0

I

t I1

NCHAL LK. O S ACT 0. T.0 0 .0 6.0

WlEIltf, W, (Itc~*A0S) N c. PtAI|'SA5 I NZ )S'WCe.INT.NO. 'lrCI TO T ITA INGATIVE PC'$1TIYI•

23000. 33000. V, 0. N9. ,2 2 33000. 40000. 0. 0. 0.S 3 40300. 45000. :0. 0. 0.4 4 43000. 30000. 0. 0. 0,

5 3 50000. 330•j0, 0. 0. 0.

vtLcClITr, Vt, INTER;VAL NC, 4, FRON ShI. 'TO 400. (IKNOTS)

ALTITOCE, HP, iNTr.RIVAL NO. 3. FR,." 23O000. TC 30~00., I{tIT)

Figure 54

74

-'I

AFFDL-TR-72-47

£ IAMC.tf

PAO0A LT|Tf OF VARIA I*3' PE[AK [XCEIrINf, A VALUE[ Or, 1149 VARIAIeLtI (NJ

GIVEN '.Kt INM VAL$ M W , Vt. AND . NP

TT LI"U O D .

L

I .. I I .:.:h I0 4 ; .~ . , .

" "'°L .... -----NZ - - 1.0 t.0 3.0 4.0 5.0 0.0

CIMAL LOAD FACTCf, NH

IcIGht, WI, I PCI•"•S NMO. cf PEAKS, ( NZSYMBO.L I rI .NC-. FPRC TCO TOTAL NECA11YM "ITIVE

I I 2•uuu. 35UUU. 13. U. r*.2 2 15000. 40000. 0. 0. 0.35 3 40000. 45000. 0. 0. 0.4 a 45000. 50000. 0. 0. 0.5 5 50000. 53000. 0. 0. 0.

VTLOC IY, Vt, INHTERVAL tC. 5, FRC44 400. TO 450. (KNOTS)

ALTITUCE, HP, INTERVAL NO. S. FR¢C, 25000. C, 5TO00O. IFEIT)

CASE ,CO. It

Figure 55

75

AFFDL-TR-72-47

PRC'GA ILIlT OF VAK.IAOLE 5 PEAK Elt PN VALUE OF'THE VAIIIAIML I NZ I t 00

MIEN IhE INTEIVALS Or E, AND ,IHpTO'TAL FLI HT HOURS OFAC M EC ED ATA 11I.10

I.10,~ I0 .r

I. N0,01

.04.

k" 'W. .POS N .OFPAK, N

1. . 25 60. I . . H2. 300 4000 0 . 0. .

I. 3 5 00. 0 . 0

VEOIY VE i CooA)NO 0.F K 40. T O .(KOS

CAS NO ItI

I.XI0Figur 56II

76NLL'O AT'.N

AFFDL-TR-72-47

I ABcc.-p'PROMAILtT Of VAIAJ LH0 PZAK [xCE INC A VAMUg Cf TME VARIABLE (INZS1SI|VUN INZ INT~tVAL$ S W ,VC, AND NP

TOTAL PUI I HOUR$ OP REc I[D OATA M I7.D0

4 1I I

ri* 1.1101, I

LIo *'2 I

;' B

1.0J3.i 4.0 .1

NM•MAL LOAD FACTORl, NZ

WICIHT, W, (PC04O$ S No. OF PEAKS, (N.SYMIBCA INT.NW. FRC44 TO TOTAL NEGATIVE O l••ITI1E

1 1 25000. 35000. 19. 0. It-2 2 35900. 40000. .. 0. 0.

3 3 J0,'00. 431000. 0. 0. V.4 4 43000. U000. O. 0.5 3 500O2. $3000. 0. 0. U.

VELOIIT, V1E, INTERVAL NW ?, FR(' 300. TO TOO. AKNOTS)

ArLTITUD E, hPINTERVAL tN. S, FRMY •:0C0. T0 6000. (fIF*T)

CASE NO. It

Figure 57

77

AFFDL-TR-72-47

PAbBAIgLIr 0. V4A3IALE3 PEAK ECXCCtOINO A VALUE f TINC VARIAILE I M£AOSCL.UT4 VALUE eW PJAK5)

4IVCN THE "II$?EVALS c# 'w , VE, AN$ HPI.1*0TOTAL Pt1GhT HOURS OF RECC4DED DATA * 1.900

I. 0I0

0

Ix

$kCT W. (PU".

'4 F CKS

SYMB L IN .NO FRO TO OYA

s s 500. 350.0

t4,TCC NP TQT

Z~.a

C3 No to

I ,Figure 58

L. 1.j. 78