scale model pattern measurements of aircraft l-band … work reported in this paper was begun by dr....

FAA-RD-75-23

Project ReportATC-47

Scale Model Pattern Measurements

of Aircraft L-Band Beacon Antennas

K. J. Keeping

J. C. Sureau

4 April 1975

Lincoln Laboratory MASSACHUSETTS INSTITUTE OF TECHNOLOGY

LEXINGTON, MASSACHUSETTS

Prepared for the Federal Aviation Administration, Washington, D.C. 20591

This document is available to the public through

the National Technical Information Service, Springfield, VA 22161

This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof.

1. Report No.

FAA-RD-75-23

2. Goyernment Accession No.

Technical Report Documentation Page

3. Recipient's Cotalog No.

4. Title and Subtitle

Scale Model Pattern Measurements of AircraftL-Band Beacon Antennas

7. Author( s)

K. J. Keeping and J. C. Sureau

9. Performing Orgonizotion Name and Address

Massachusetts Institute of TechnologyLincoln LaboratoryP. O. Box 73Lexington, Massachusetts 02173

12. Sponsoring Agency Name and Address

Department of TransportationFederal Aviation AdministrationSystems Research and Development ServiceWashington, D. C. 20591

15. Supplementary Notes

5. Report Date

4 April 1975

6. Performing Orgoni zation Code

8. Performing Organization Report No.

ATC-47

10. Work Unit No. (TRAIS) 45364Project No. 034-241-012

II. Contract or Grant No.

DOT-FA72-WAI-261

13. Type of Report ond Period Coyered

Project Report

14. Sponsori ng Agency Code

The work reported in this document was performed at Lincoln Laboratory, a center for researchoperated by Massachusetts Institute of Technology.

16. Abstract

nus report describes the techniques and apparatus used to measure the directionalpatterns of aircraft ATC transponder antennas (L-Band) using digital techniques andmagnetic tapes for data storage. Algorithms involved in data normalization, crosspolarization correction and coordinate conversions are discussed. Some typicalapplications of the data are illustrated with actual computer outputs obtained from themodel measurements.

17. Key Wards 18. Distribution Statement

• Aircraft antenna patternsATC antenna patternsScale model measurements

Document is available to the public throughthe National Technicallnformation Service,Springfield, Virginia 22151.

19. Security Clauif. (of this report)

Unclassified

Form DOT F 1700.7 (8-72)

20. Security ClalSif. (of this page)

Unclassified

Reproduction of completed page authorized

21. No. of Pages

AIR FORCE (1) MAY 8, 1975--355

..

..

ACKNOWLEDGMENTS

The work reported in this paper was begun by Dr. John Ruddy who

did the initial planning, set up the procedures for obtaining accurate aircraft

scale models, and participated in selection of the antenna range instrumentation.

Earl Hunter operated the antenna range apparatus. Ms. Kathleen Knox did the

necessary computer programming which proved to be a very frustrating job

due to initial equipment problems and to insidious machine-language problems

that took a great deal of time and consultation to clean up. Many conversations

with Dr. William Harman and Gary Schlieckert were of great use in directing

the overall program. Without the assistance of all of the above and of Group 61

and Group 28 personnel, this work could not have been successfully carried out .

iii

•

Section

I

II

III

Appendix A

Appendix B

Appendix C

TABLE OF CONTENTS

Introduction

Description of Equipment and MeasurementsTechniques

Data Normalization and Processing

Aircraft Models and Antenna Positions

Principal Plane Patterns

Cros s - Polarization Los s and CoordinateConversion

Bibliography

LIS T OF ILLUS TRATIONS

Page

1

2

9

16

50

138

143

Figure

1

2

3

.. 4

5

Aircraft model on antenna positioner

Block diagram of Scientific Atlanta model1892 magnetic tape recording system

Photograph of Scientific Atlanta model 1892magnetic tape recording system

Model aircraft and tower geometry

Lear jet bottom-mounted front,flaps down, wheels up

v

Page

4

5

6

8

11

Figure

6

7

A .1(a)(b)and(c)through

A .1 1(a)(b)and(c)

B. 1 -1throughB.11-11

LIST OF ILLUSTRATIONS (cont.)

Radiation density contours for Lear jet(wheels up and flaps down; antenna in bottomfront position)

Typical probability distribution function forantenna gain

Aircraft views: (a) 3/4 view, (b) top view,and (c) bottom view

Tape data of principal plane patte rns for theevaluated aircraft

vi

Page

13 ..

,

15

17through

49

51through

137

..

•

..

SCALE MODEL PATTERN MEASUREMENTS

OF AIRCRAFT L-BAND BEACON ANTENNAS

I. INTRODUCTION

The Technical Development Plan for DABS discus ses, under the heading

of design options [Ref. 1], the possibility of aircraft antenna diversity as a means

of ove rcoming the limitations on system performance arising from nulls in air

craft antenna patterns. Under Phase I of the DABS Development Plan it also

calls for a program of aircraft antenna pattern measurements [Ref. 2] with

special attention being given to general aviation aircraft for which little infor

mation is available.

Accordingly, a program was initiated at Lincoln Laboratory to obtain

these pattern data in the most convenient form for use in further studies. The

directional gain of aircraft antennas was to be measured over a complete

spherical surface with uniform density, and the number of measurements was

to be great enough so that all significant pattern data would be recorded.

These data must cover a variety of typical flight conditions (such as wheels

up, wheels down, and flaps up, flaps down, etc.). Various possible antenna

locations on the aircraft should be used so that comparisons can be made as

to the relative suitability of the position considered. Clearly, diversity

schemes must be based on such comparative data •

1

II. DESCRIPTION OF EQUIPMENT AND MEASUREMENTS TECHNIQUES

There are many reasons, which will not be enumerated here, that it is

impractical to make antenna measurements on a full scale aircraft. Consider-

ing the position apparatus, which was available to hold the model aircraft at

accurately known angular coordinates while the measurements are made, it

appeared that the maximum dimension of the model should not exceed about

30 inches. Consideration of actual dimensions of general aviation aircraft

indicated that a scale factor of 1/20 would be suitable. Since the actual fre-

quency of the proposed DABS system is 1060 ± 30 MHz, this means that the

pattern measurements must be carried out at 20 X 1060 = 21200 MHz = 21. 2

GHz (wavelength::::: o. 56"). Although the antenna gain itself is very low, the

whole aircraft (fuselage, wings, etc.) makes up a very complex antenna struc-

ture and, to assure that the measured patterns would be like those that would

be seen at "infinite distance II from the model aircraft, it was decided that the

distance separating the antenna, used to illuminate the model on the positioner,

should be large compared to 2D 2/A where D is the maximum dimension of the

model. Since D is approximately 30 inches, the required length of themax

antenna range is about 270 feet. The available range length of 2000 feet is

clearly more than adequate.

Through the cooperation of the manufacturers, loft line drawings were

obtained for the following types of general aviation aircraft:

The Lear JetPiper "Cherokee II 140Shrike "Commander"Cessna 150Cessna "Cardinal"Ces sna "402B"Beech "Baron"

Beech "B -99"Twin OtterHelio VlODGrumman Gulfstream II

2

•

•

Scale models (1/20 scale) were obtained of each type. These models

have dimensional tolerance of ±O. 30" with rigging tolerance no greater than

±0.060". Thus the largest dimensional errors are just over ±O. 1 wavelength

and as such should be of negligible importance, since the pattern of a flying

aircraft is difficult, if not impossible, to define exactly due to surface flexures

and vibrational modes. The actual form of the aircraft is a function of time

and it may never exactly regain any form it had in the past.

The aircraft models have removable wheels (where appropriate) to sim

ulate wheels -up conditions and removable flaps. They also have hollow fuse

lages with several antenna locations at or near the upper and lower center

lines; these antenna locations are shown in more detail in Appendix A. In

addition to this an adapter plate is fixed on the top and bottom of the fuselage

to permit attaching the model to the positioner.

The site of the aircraft models during measurement was probed before

making any measurements and it was found that the field intensity was constant

within ±O. 1 dB over the area to be occupied by the aircraft model during mea

surement (see Fig. 1).

A simplified block diagram of the overall data gathering facility is shown

on Fig. 2. The analog-to-digital converters used for angle readout make use

of synchro-to-digital conversion having a stated accuracy of 0.01 degree and

a resolution of 0.01 degree. Thumbwheel offsets are provided as a conven

ient means of zeroing the readout to correspond to any desired reference angle.

The analog-to-digital converter used for amplitude ratio readout pro-

vides either logarithmic or linear outputs. With the logarithmic option, the selected

sampling has a dynamic range of 85 dB and an accuracy and resolution of read-

out of O. I dB. The associated tape recording system is shown on Fig. 3.

3

Fig. 1. Aircraft model on antenna positioner 4

•

ATC-47 (2)

Transmitter

(2000 feet from rest of equipment)

•aircraftmodel

"'~ antenna Referencechannel antenna

and mixer

ModelPositioner

mixerin model

, 1coax through 2'rotary joints inpositioner A .0

eJ

TwoChannelReceiver

,AlB

- - - - - - - - --~~--

7 ·TrackTapeRecorder

AIDConverterAmplitudeRatio AlB

.~I_____J

AIDConverter

AIDConverter

r------I

/I

(:

r-~I

II

I/

I/

(Il

~IIIIII

DigitalPositionerProgrammer

•Tape Coupler

(Master Clock) ...... ~ Title ControlUnit

Trigger Pulses from Master Clock indicated with Dashed Lines

Fig.2-Simplified Block Diagram of Model 1892 Magnetic Tape RecordingSystem (Scientific Atlanta) and associated equipment.

5

P13

0-59

0

Fig

.3

.S

cie

nti

fic

Atl

an

taM

od

el

18

92

Mag

neti

cT

ap

eR

eco

rder

Sy

stem

/

••

•

The dual channel or phase amplitude microwave receiver (Scientific-

Atlanta Series 1750) has a dynamic range of 60 dB and amplitude accuracy of

±o. 25 dB. The output signal is modulated at 1000 Hz. The receiver supplies

isolated local oscillator power to two external mixers (in this application one

mixer is located in the aircraft model and the receiver accepts 45 MHz IF sig-

nals generated in these external mixers.

A description of the coordinate system and the detailed manner in which

pattern data are actually measured is shown in Fig. 4. The pole of the spheri-

cal coordinate system is the yaw axis of the aircraft. The coordinate, and

angular rotation about the yaw axis, are then measured as indicated.

To record a complete data set, the antenna positioner was set so that

oe = 1 and = O. The title word (described later) was first written on the tape.

The model was revolved about the yaw axis at a uniform speed and data were

sampled every 2 degree s in <1>. These data consist of e, <1>, and amplitude ratio

in dB. (This is the ratio of the signal received in the model aircraft antenna

to that received in the reference antenna.) Thus, 180 sets of angular and

amplitude data are recorded in the initial record. The record word is written

just after the title word, before the data were written. At this point the angle

 was stopped at zero and the angle e was advanced to 30• The new record

word was written, followed by 180 sets of data words, and so on until 90 com-

plete records had been recorded. This resulted in 90 X 180 = 16200 points in

the complete spherical coverage for which data had been measured.

The description just given applies for top mounted antennas. Bottom

mounted antennas require that the model be mounted in the inverted position

on the antenna positioner. Therefore, the first record on the data file corre-

o 0sponds to e = 179 and the 90th record corresponds to e = I •

7

•

ep =00

(

~ep =900

~ INCIDENT FIELDHORIZONTALLYPOLARIZED

l18-4-16998L

YAW AXIS OF AIC

~8 ep=180°

•

8= 1800

8 =2700 -----E----------",..=-------t-- 8 =900

Fig. 4. Model aircraft and tower georn.etry.

8

III. DATA NORMALIZATION AND PROCESSING

This process edits out the unnecessary angle data and produces the

amplitude data in dB with respect to isotropic on a 9-track tape. Now each

file consists of a title word and 16200 words of amplitude data.

The normalizing process is a numerical integration described below:

Let X be a two-dimensional array containing all of the unnormalized ampli-mnth th

tude data at the m value of <p and the n value of 8. Let there be N equal

intervals in the range of 8 between 0 and TT, and let there be M equal intervals

in <p between 0 and 2TT.

level,

Now, if A is the corresponding unnormalized powermn

•

X ron

A = 10 -nrmn

and Ae = Nand A¢ = ~

The total radiated power is the sum of all contributions through each ele-

mentary unit area (sin 8 A e A <p)

M N

•• P t = L L Amn sin(~)(~) (~)m= 1 n= 1

2 M N

=(~~) 2: 2 A mn sin(~)m=l n=1

9

and to determine the average power radiated per steradian of surface we

divide by 4rr

M N

 =(2~M) 2: 2: A mn sine~nm= 1 n= 1

This is the isotropic level of the antenna radiation and in our case where

"N=90andM=180

180 90

= (2X16~ 200t 2.. 2: A mn sin(~IT) .m= 1 n= 1

Note that when the A r are all unity, = unity also, as it must for anmn s

isotropic radiator.

Now if~ mn represents the r'normalized" amplitude data expressed in dBmn

and X the unnormalized data,mn

x-- mn = X - 10 10glO dBi.mn mn

The production of principal plane "omnidirectional" H plane, and E plane

cuts is clearly a very simple proces s when the normalized 9 -track data are

available (see Fig. 5a). It is important to take note of whether it is a top

mounted or bottom mounted antenna; then the omnidirectional data required

are either from the 45th or 46th record, i.e., at e = 89° or e = 91 0 • In the

complete file this corre sponds to data words from 2700 to 2880 or from 2880

to 3060, respectively. The E plane patterns are only slightly more involved.

All data for which <j> = 0.00

and <j> = 180.00

are required for the E -plane cut

10

..

QO.NOSE:

" .RIGHT WING

PHI = 0

180L '80 ... • •• 0 0• TT T

••

2iO 90.0PHi = li:!O

(a) horizontal plane (b) wing to wing

90,0NOSH

PHI = 9C

•

lB • • .. ,• ..0TT0

•

90.0PH I = 270

(c) nose to tail

IATC-47(5) LFig. 5. Lear jet bottom-mounted front. flaps down. wheels up

11

containing the wings (see Fig. 5b), and all data for which ep = 900

and ep = 270.00

are required for the E-plane cut containing the nose and tail (see Fig. 5c). A

complete set of principal plane patterns for those aircraft that were actually

measured (the measurements program was about 75% completed before being

stopped) is given in Appendix B.

Radiation density and contour plots are, in principle at least, quite

straightforward. There are available computer routines which, given data

measured at various points in a plane, can linearly interpolate and draw in

the contours of constant intensity. Such a program was used but, due to the

very large amount of data, the computing time was considered to be excessive

and unwarranted, considering the limited interest in this type of data presenta

tion. A very much simpler and cruder approximation to an accurate contour

plot is obtained by quantizing the data and printing out on a rectangular grid

the resulting data, going from left to right on each scan line and printing a

symbol only if the radiation level has shifted to some other quantized level.

While this is simple and required very little computer time, it does require

a great deal of patience and time to draw in the contour by hand later on. An

example of this process is given in Fig. 6.

Other applications of the data involving arbitrary maneuvers of the air

craft and the effective antenna gain to vertically-polarized radiation from a

beacon interrogator on the ground clearly involve coordinate transformation

and, since roll and pitch angles are permissible for the aircraft, cross

polarization losses must be accounted for. The cross-polarization correction

and coordinate transformations required are described in AppendiX C.

12

•

NOSE

TAIL

l18-4-16993L

8=180°

(Reverse 8 scale for bottom-mounted antennas)

Fig. 6. Radiation density contours for the Lear Jet withwheels up and flaps down and antenna in bottom. front position.

13

Thus, when some situation is defined with aircraft coordinates relative

to a ground located radar, and aircraft velocity and roll angles are known, the

first step requires that e and <p be found and the corre sponding antenna data

must then be located. The cross -polarized correction is then added to obtain

the aircraft antenna gain for that particular set of conditions.

With the aid of the coordinate conversion, cross polarization correction

and data lockup subroutines, it is a relatively simple process to obtain the

effective aircraft antenna gain under any as sumed set of conditions. It is

assumed, of course, that the aircraft antenna is well matched to the receiver

or, if not, that allowance will be made for the mismatch. Ground reflections

complicate the overall picture of the transmission channel and in the following

multipath signals are ignored in the interest of simplicity. However, any

assumed multipath model could be incorporated in the procedure with the re

suIting increased complexity and computing time.

A useful application of the data could be a plot of the conditioned proba

bility that the antenna gain will be at least as great as x dBi versus x dBi under

a set of assumed conditions. For example, if the angle of elevation of a given

aircraft is fixed at a given value, the roll angle is equally probable between

given limits and the heading is also equally probable anywhere from zero to

360°; then such a graph of the cumulation probability can be plotted and it will

have considerable value in the assessment of the relative merit of possible

antenna locations and perhaps indicate whether or not antenna diversity is

needed. Figure 7 is such a result. Further applications and reduction of

the recorded data are described in Ref. 3.

14

NOTE:

HEADING IS EQUALLY PROBABLE FROM 0 0 TO 360 0

ROLL ANGLE IS EQUALLY PROBABLE FROM- 20 0 TO 200

1.0

0.9

0.8

>-I- 0.7...JaJ« 0.6aJ00:Q.

w 0.5>~ 0.4...J:::>~:::>u 0.3

0.2

0.1

0-40 -30 -20 -10

GAIN(dBi)

o 10 20

Fig. 7. Typical probability distribution function for antenna gain.

15

APPENDIX A

AIRCRAFT MODELS AND ANTENNA POSITIONS

L6

P130

..367

Fig

.A

.la

oL

ear

jet

(3/4

vie

w).

00

P13

0-36

4

•F

ig.

A.

1b

.L

ear

jet

(to

pv

iew

)•

P13

0-61

1

Fig

.A

.Ie

.L

ear

jet

(bo

tto

mv

iew

).

N o

P13

0-43

3

Fig

.A

.la

.C

essn

a1

50

(3/4

vie

w).

."

N ......

...

Fig

.A

.Z

b.C

ess

na

15

0(t

op

vie

w).

P13

0-43

5

P13

0-61

5

.)N N

Fig

.A

.lc

.C

ess

na

15

0(b

ott

om

vie

w).

....

P13

0-36

3

N W

Fig

.A

.3

a.

Pip

er

Ch

ero

kee

(3/4

vie

w).

Fig

.A~

3b

.P

iper

Ch

ero

kee

(to

pv

iew

).

P13

0-35

8

•

..

P13

0-61

7

Fig

.A

.3c.

Pip

er

Ch

ero

kee

(bo

tto

mv

iew

).

"•

P13

0-43

2

Fig

.A

.4a.

Gru

mm

an

Gu

lfst

ream

II(3

/4v

iew

).

P13

0-43

7

Fig

.A

.4

b.

Gru

mm

an

Gu

lfstr

eam

II(t

op

vie

w).

..P

130-

609

•

•

•I

• ••

•

•

•N 00

Fig

.A

.4

c.

Gru

mm

an

Gu

lfstr

eam

II(b

ott

om

vie

w).

..

Fig

.A

..5

a.

Heli

cV

IOD

(3/4

vie

w).

P13

0-61

9

w o

••

•

Fig

.A

.Sb

.H

eli

oV

IOD

(to

pv

iew

)...

P13

0-62

2

..

•..

• • •

•

P13

0-62

3

Fig

.A

.5c.

Heli

oV

IOD

(bo

tto

ITl

vie

w).

w N

.~.

Fig

.A

.6a

.T

win

Ott

er

(3/4

vie

w).

P13

0-39

7

,,'

Fig

.A

.6

b.

Tw

inO

tter

(to

pv

iew

).

...

P13

0-39

2

••

P13

0-61

0

Fig

.A

.b

e.T

win

Ott

er

(bo

tto

rrl

vie

w).

..

W IJl

,

..

\

•

Fig

.A

.7a

.B

eech

B-9

9(3

/4v

iew

).

P13

0-59

3

P13

0-59

6

•F

ig.

A.7

b.

Beech

B-9

9(t

op

vie

w)•

It

P13

0-61

8

Fig

.A

.7

c.B

eech

B-9

9(b

ott

om

vie

w).

P13

0-52

0

Fig

.A

.8a.

Beech

Baro

n(3

/4v

iew

)...

..,•

P13

0-51

5

•----

--.•

• •

Fig

.A

.8

b.

Beech

Baro

n(t

op

vie

w).

---------_.~-----------------------

•

•

P130

-614

....

Fig

.A

..8

e.

Beech

Baro

n(b

ott

om

vie

w)•

..

•..

"..

p130

-521

Fig

.A

.9a.

Cess

na

H52

.B

(3/4

vie

w).

P13

0-51

4

••....-- -•

---

-

..F

ig.

A.9

b.

Cess

na

H5

ZB

(to

pv

iew

).•

.'"

••

J I

p130

-613

Fig

.A

.9c.

Cess

na

H5

2B

(bo

tto

mv

iew

).

..

-

P13

0-43

4

Fig

.A

.IO

a.

Cessn

aC

ard

inal

(3/4

vie

w).

••

Fig

.A

.lO

b.

Ces

sna

Card

inal

(to

pv

iew

).

•

P13

0-43

8

It'

•

P13

0-61

6

"

Fig

.A

.lO

c.C

es

sn

aC

ard

inal

(bo

tto

mv

iew

).

..•

P13

0-39

6

Fig

.A

.lla

.S

hri

ke

Co

mm

an

der

(3/4

vie

w).

P13

0-39

3

Fig

.A

.11

b.

Sh

rik

eC

om

man

der

(to

pv

iew

).

..

I \

P13

0-61

2

•

\

Fig

.A

.11

c.

Sh

rik

eC

om

man

der

(bo

tto

mv

iew

).

APPENDIX B

PRINCIPAL PLANE PATTERNS

Figures B. 1-1 to B. 11-11 show principal plane patterns extracted

from tape data for those aircraft that were actually evaluated (aircraft

numbers 1, ,2, 4, 7, 8, 10, and 11).

50

•

" .NOS!

tlOL 1--+-....-+--+-+-f----1f__+_+-'~_+__+_+_\-f__+_+_+_+__l•••

270.

(a) horizontal plane

110.0

•o••o•

o.o.

90.0RI.9HT WI~G

110.' I ~t--+-++4-+~!!~€~~-+-+-\~~~r++--j ...~ 0

•o•

go 0

(b) wing to wing

90.0HOS8

TH

•TA

~l-+-~""':I:;;:=t==+-++- •.•o

90.0

Fig. B. 1-1.

(c) nose to tail

lATC-47(B.l-l) LLear jet, top-mounted rear, flaps up, wheels down

51

THBT

•

PHI :: 090.0

RIGHT WING90.NOS!

•I"Q

"OL \-+-t-+-1-t--t-+-+-1'-';:j~+-+-+-t-t-+-+~-t-l•pT

'70 90.0PHI :: t 80

(a) ho riz onta1 plane (b) wing to wing

" 0NOS!!:

PHI :: 90

110.0

•oTTo

"

1IlIiE+-+-I-I-I-;;::a:--+--I+-; 0 . 0

o.

90.0 PHI " 270

(c) nose to tailjATC-47(B.1-2) L

Fig. B. 1-2. Lear jet, top-mounted rear, flaps down, wheels down

52

PHI = 090 0RIGHT wING

180. 0 ~ r-t-++-t-~~8iil~~~~~$;$~~~f:t--+-l-~ 0.0ffo•

90.fII0SE

teO L 1-+-+-+-4-f-+-+-+-!~jb.i-++-+--1,-+-+--+g--1•FT

270,90, U

pHI " 18(J


180.0

PH I :: 90

90.0PHI :: 270

(c) nose to tail

~TC-47(B.l.3) LFig. B.1-3. Lear jet, top-mounted rear, flaps up, wheels up

53

90.NOSE:

90 0RIGHT' WINO

t80L 180 o B 0.0

• o.0

0F TT T

0W M

!NG

,no. 90.0Ph! ~ I ~ n


PHI : 90

90.0 PH I ~I I)

(c) nose to tail/ATC-47(B o t-4) L

Fig. B. 1-4. Lear jet, top-mounted rear, flaps down, wheels up

54

90NOSE

ISOL 1-t-'li:-+-++--+-+---1I-+--?-~+-+-+-+---l---i-+-+{-+---1••TwINo

ino.

'.10.0RIGHT _ING

90.0

PH] :: J

PH I :: 160


180.0

900

(c) nose to tail

PHl :: :no

(b) wing to wing

lATC-47(Bel-5) LFig. B. 1-5. Lear jet, top-mounted front, flaps up, wheels down

55

..

PHI ::. 090.0

RIGHT wING" .NOS8

180L o. 180.0 8 a 0

• o. 0 o., TT T

0M

27(1. 90.0 PHI ::. 180


90.0NOSB

PHI ::. 90

180.0

TH

•TA

~~~:t:~~--I--+---H 0.0o.

90.0 PHI ::. 210

(c) nose to tail

JATC-47(B.1-6) LFig. B. 1- 6. Lear jet top-mounted front, flaps down, wheels down

56

PHI = 090.0RIGHT WINO

180, 0 ~ r-ttt1-j;i~~~~~~ttti:2f~t-t-ti--i'·'T ~O.

ToM

...NOSB

18' ~ t---+'~-+-t-t-+-+-+-4~~+-+-+-+-'i--+--+-l-I+--l,T

Z'10.90.0

PHJ = 180

(a) horizontal plane (b) wing fo wing

PHI = 90

no.oBoTToM

~~H~4=+:~+--!---W 0 0o.

90.0 PHI :: 270

(c) nose to tail

lATC-47(B o t-7) LFig. B. 1-7. Lear jet top-mounted front, flaps up, wheels down

57

90N058

90.0RIGttT WING

PHI :: 0

180 L O. 180.0 B o 0

• o. 0 0P TT T

0

•

a70. 90.0PHI = 180

(a) horizontal plane (b ) wing to wing

90 0!'lOSH

PHI :: 90

180.0 ~~~~+=~--4-+-+-~0.0O.

go.oPHI :: 270

(c) nose to tail

--!ATC-47(Bel-8) l-Fig. B. 1-8. Lear jet top-mounted front, flaps down, wheels up

58

180

L

EFT

WIN

G

90NOSE

270


180 r-H---t-+~*

BoTToM

90

NOSE

90

90RIGHT WING

180 r-r-I--"'lQ--rBoTToM

(b) wing to wing

TH

ET

•

TH

ET

•

(c) nose to tail

Fig. B. 1-9. Lear jet bottom-mounted rear, flaps up, wheels down

59

•

PHI :: 090 0

RIGHT \OIIIiG

• 00 o • 0.0180L 0 o.• o. TP

TT 0

•

270. 90.0 PHI = 180


90 0NOSI!:

PHI:: 90

180.0 {~-W~~~~~I~+4~o.oe~ c.oTTo.

90.0

(c) nose to tail

Fig. B. 1 -10. Lear jet bottom-mounted rear, flaps down, wheels down

60

..."OS!

90.0flIGHT WING

PI11 ::: 0

IIOL .. 111.1. ...• .. 0 .., TT T

0

•

4l70. 90.0PHI = \80


90.0NOS!

PHI = 90

1••.•IoTTo•

T

"•T•

"=l~+-+-+-+-+---+--i •.•·.

90.0 PHI = no

(c) nose to tail

lA'TC-47(B o l-11) I

Fig. B.l-l1. Lear jet bottom-mounted rear, flaps up, wheels up

61

PHI '" 090.0RIGHT W1NG

110.0 Bl-j,..~:Ld;i-~~--1-~$;~~~~~2~+-++-t~ 0.0o 0TTo•

o.

"J\lOSE

1 eO L f--f--'t----t--j••T

210.90 _0

PHI " 1 fiG


90. CNOSE

PHI " qQ

110. 0 8Iti4<:1t?tt\1;j~~~~5t3tr-:tt10100 0oTTo•

90 ,PHI '" 270

(c) nose to tail

-~TC-47(B.1-12)LFig. B. 1 -12. Lear jet bottom-mounted rear, flaps down, wheels up

62

TH

•TA

PH! : 090.0

RIGHT WINO

180L o. liD.' • 0_0• o. 00_P T

T T0

w "I

"0

•

270. 90.0 PHI : Pia


10 .0NOSB

PHI : ao

110.0 • rt-t-T-t~~!:=I-+-€~1EoTTo

"

=r'-r-r----t-t-t-----i 0 . 0o.

90.0PHI ': 27 a

(c) nose to tail

~TC-47(B.1-13)l_Fig. B.1-13. Lear jet bottom-mounted center, flaps up, wheels down

63

..

PHI =. 09-0.0

RIGHT WING

1I0.a ~ Irr1~1\~rt:lS~~~~~~~~tt1-loD.oTo•

o.o.

'0.NOSK

•I•o

lOOL '-+--CA--+--+-+--f--if-t-+-'~+-+-+-i-t-+-+--1E:+--t•pT

270. 90.0PHT " 180


90. ()MOSI!:

PHI ::. 90

110. 0 t--t+-+-~;i;l~t-t-j;~~~~~~t-t+-t-+--J 0.'~ o.TTo•

90.0PHI " 270

(c) nose to tail

l\TC-47(B.1-14) LFig. B. 1-14. Lear jet bottom-mounted center, flaps down, wheels down

64

PHI : n" C

RIGHT WING

180.0 ~ I-tt11-~f=:.t~~~~t:ti4~Etti~l-l0.0T I 0ToM

o.

'0.NOSE

•r•G

180~ t-t-T-t-i-t-+-+-t-i-3j~+-+-+-j-+-+-+-flLf-i

• O.T

•

270.

" 0 PHI :: ll'.C


90.0NOSE

PH I :: C1rl

180.0

9C 0P!11 :: no

(c) nose to tail

~TC-47(Bgl-15)~

Fig. B.1-15. Lear jet bottom-mounted center, flaps up, wheels up

65

" .NOSE

90.0RIGHT WING

PHI :: 0

t 110 I.• --+-*-+-1~-t--+-+-+-1~~+-+-+-1-+-+----t----ilf-H••T

•

270" 0 PH [ :: 180


110.0

go.o

90.0

PHI :: 90

PH I :: 270

(b) wing to wing

(c) nose to tail

Fig. B. 1 -1 6.

~TC-47(B.1-16)LLear jet bottom-mounted center, flaps down, wheels up

66

PHI ::. 090 0

RIGHT WING

180. 0 ~ 1---t-+-+-t~b~~~~~I€E3-..j::_! -~-+-Ir-+--+-1 0 • 0

TO.To"

o.

".NOSE

wI

"Q

I"~ r-ttT-j--t-j'----t_-+-+-t~tE_t_++_+_I'-+_+_~"tt_.j

• O.

T

270. 90.0 PHI=- leo


90.0NOSB

180.0 ::t---+-I--f-+-+--+--l 0 . 0O.

90.0PHI = Z70

(c) nose to tail

~TC-47(Bol-17)~

Fig. B.1-17. Lear jet bottom.-m.ounted front, flaps up, wheels down

67

PHI = 090 0

RIGHT W!!'jG

180.0 BI-ltt1~19\t=~~rj;;~~~~Jttl0'0~ ~ o.To

"

o.o.

" .NOSS

wI

"G

,"0 L 1-+t-+-++-+-+----j-t--B*:++-+-+-I~t_+_+''rl__1•,T

270. 90.0 PHI:;. 180


90. I}

NOSE

PHI :;. 90

180.0 ""t-f-I-+-+-++-l 0.0o

90.0 PHI = 27()

(c) nose to tail

~TC-47(Bol-18)LFig. B.1-18. Lear jet bottom-mounted front, flaps down, wheels down

68

90.Nasa

90 0RIOHT WINO

PHI .: 0

•

180 L t-tf++-+---1'-+--+-+-+~~+--+-+-+--j-+--+-+!H----l••T

O.

o. 180 0 ~ 1-+-++-+7'1r--F~!!f---i~~t--';:~~~f-+-++-+-l 0 . 0TO.ToM

2'10. 90.0PHI.: 1!10


110.0

90 0NOgS

go.O

(b) wing to wing

PHl .: 90

TH

•TA

:::t--t-I-,-+-+-t-..; 0 . 0

PHI " ,10

(c) nose to tail

Fig. B.1-19. Lear jet bottom.-m.ounted front, flaps up, wheels up

69

90.NOSE

90 0RIGHT WINO

PHI :: 0

"

180 L O. 180.0 B 0.0

• O. 0 O.• TT T

0

"

210. 90.0 PHI : 1aD


90.0NOSE

PH! = 9U

180.0 ot--+-+-r--,+-+--+ 0 .0o

90.0PHI :: 210

(c) nose to tail

Fig. B. 1-20. Lear jet bottom-mounted front, flaps down, wheels up

70

go.NOS!

"0 ~ t-t-Jf-++-+-+--lf-f--E*,+-+-+-1-f-+-+-++---lpO.

T

WI

"G

"0

o.

90.0RIGHT WING

90.0

PHr = 0

PHI '=' 180


90.0HOS!

PHI = 90

(b) wing to wing

180.0

•GTTo

"

~~e=t,~o.oo.

90.0 PHI =. 270

Fig. B.2-1.

(c) nose to tail

-~TC-47(B.2-1) ~

Piper Cherokee top-mounted rear, flaps up, wheels down

71

PHI :: 090.0

RIGHT \oIINO

•

o. 10• •• 0.0t80L

• o. 0 o.

• TT T

0

•

270. 90. Q PHI :: I BO


90.0NOSB

PHI :: 90

TH

•TA

180.0 l-t-ti-t~r~~~B~~ttt":9St:ttjj0.011 I o.oTTo•

90.0 PHI :: 210

(c) nose to taillATC-47(B.2-2) L

Fig. B.2-2. Piper Cherokee top-mounted rear, flaps down, wheels down

72

PHI = (>10.0'IUOH" WINO

t80L o. UO.O I 10.0I o. 0 o.• TT T

0

•

270. 90.0PHI = t80


10.0NOSI

PHI : iO

tlo.OIoTTo•

rt-::3~++-+""!!"'l~r-t-t-+-j •.•..

10.0 PHI I: 2'10

(c) nose to tail

Fig. B.2-3. Piper Cherokee top-mounted front, flaps up, wheels down

73

00.HOSE

180 L ~-+-+~+-+-+-•PT

270.

o.o. 180.0 B

oTTo•

90.0R.IGHT WINO

90.0

PHI ::; 0

PHI ::; 180

•TA


180.0

90.0

PHI = 90

PHI ::; ZTO

(b) wing to wing

(c) nose to tail

Fig. B. 2-4. Piper Cherokee top-mounted front, flaps up, wheels down

74

TH

•TA

PHI :. 090.0

RIGHT WINO

180 L O. 180.0 B 0.0

• O. 0 O.F TT T

0

•

Z70. 90.0 PHI :. 180


90.0Hose

PHI :: 90

180. 0 f-+-+-+-+-++-¥I~~~-+~--J:=i~bt---t:-H 0.0• O.oTTo•

90.0 PHI :: 270

(c) nose to tail--~TC-47(B.2-5) l-

Fig. B. 2-5. Piper Cherokee top-mounted front, flaps down, wheels down

15

90 .NOSE'

90,O

H.IGHT WING

PHI = 0

TH

"T•

PHI = 18090.0

180.0 ~ t-t-i-·!·i--t-~~;:!:~~f'EEE:Et+ar-T---,--j0.'TO.

To

"

o.

''0

180L

"FT


"HI = 90

90.0PHI = 270

(c) nose to tail

-I ATC-47(B.2-6) LFig. B. 2- 6. Piper Cherokee top-mounted front, flaps up, wheels up

76

TH

•TA

PHI:: 090.0

RIGHT WING

-i:::=r9"'-;-;'*::t-++++-+-t-I~ 0.0o.

1*.0.0 B f-I-I-foTToM

o.

270. 90.0PHI'" 180


90.0NOS I!':

PHr :: 90

TH

•TA

·---t-t-.j,d~-+--T---I J. 0

O.

90 0PHI ::: 270

(c) nose to tail~TC-47(B.2-7) ~

Fig. B.2-7. Piper Cherokee top-mounted front, flaps down, wheels up

77

".!'lOS! " 0RIGHT WINO

PHI = 0

PHI = 1 SO90.0

,,.

180 L "' • B ...• O. 0O.P T

T T

•M


90.0

""OSE

PHI = 90

180.0

tiltj::m~~~ttttl°·o.

90.0PHI = 210

(c) nose to tail

Fig. B.2-8.

~ATC-47(B.2-8) ~

Piper Cherokee bottom-mounted rear, flaps up, wheels down

78

90.NOSS

18. L 1-+--k++-+--+-I-t-f-';:lI!:::+-+-+-I-f-+-+::H--+--l••T

•I

•o

270 .

~(L 0RIGHT WINO

..... • 1-+-+-+-~"+-I--1I-+-+"::;;lIif-loo"oTTo•

90.0

PHI : 0

lPr-+-+--+-1'-t--l 0 .•..

PHI : 180


90.0Nose

PHI = 90

(b) wing to wing

teo. 0 1-+--I-...j...=+;:;~~f-+-+::~+-+..=f~frl-+-+-++--1 0 ••. ..oTTo•

90.0 PHI : 270

(c) nose to tail

Fig. B.2-9. Piper Cherokee bottom-mounted rear, flaps down, wheels down

79

".!'tOSB90.0

RIGHT I;INQ

PHI = 0

TH

•TA

lO •.• • r-+-++-f3t-1-t-+--t:::'*'~""=:1::::::l~j-t-TT--t- •.•o 0T

•ow

o...wI

•o

lO.e 1-+\+++-+-t-j'-t--E~++-+-t-1!--il-+-++-lB

•T

270. 90.0 PHI = 180


90.0NOSE

PHI = 90

1110.0 1-+-+++--,):>--f-I-t--E*+-t-t"""""l-k-+-+++--i" O

o.

90,0PHI = 2'10

(c) nose to tail

l ATC-47(B.2-10)L

Fig. B. 2-10. Piper Cherokee bottom-mounted rear, flaps up, wheels down

80

PHI :: 090.0

RIGHT WINO

"0.0 • Lt-t+i~~~r-~~~~;I:;;;j.:=Il~-if-t-+-+-i 0.001 o.TTo

"

O."OL I-'\-+-++-+-+--j-f-B~++-+-j-I-t-+-+-t--t

• o.•T

270. 90 .0 PHI ;. lilO


90.0NOSS

PHI :: 90

180.0 I r-t-ttj:f~~F-~~~~:±i~~~t-+-t-+-j 0.0o o.TTo

"

90.0 PHI :: 270

(c) nose to tail] ATC-47(B.2-11L

Fig. B. 2-11. Piper Cherokee bottom-mounted rear, flaps down, wheels up

81

THBT

•

PHI : 090.0

RIQH't WINO

u •.• B 1-t-+-+-l:::::;:~~-~t3~+-I:::-+iIi:;-ll.-I-t-++-; •.•o O.TTo•

o.

"NOS!

wI

•G

180 L f--I-~"F-+-+-+-1f-t-+-'£-+--+-+-+-.,f-t--I-+--+---t••T

2'1'0. 90.0 PHI:;; 180


90.0NOS!

PHI :;; 90

UO. 0 f-+-+~=t=i~=a~t--B~±-+-+-.l~f-+-+-++-4'"B O.oTTo•

90.0 PHI :;; 270

(c) nose to tail

Fig. B. 2-12. Piper Cherokee bottom.-mounted front, flaps up, wheels down

82

PHI : 0to.ORIGHT WING

180L 110.0 B ...• o. 0

O.• TT T

0

"

270. 90.0 PHI: 180


90.0NOS8

PHI : 90

11'.0 1-+-+-+="RIIt--f--f-I-+-::E-l--+-t--.iiliil!!'l'--I-t-+--l--;' .•. ..oTTo•

to.O PHI : 270

(c) nose to tail l ATC-47(B.2-13)L

Fig. B.2-13. Piper Cherokee bottom-mounted front, flaps down, wheels down

83

90.~OS8

90.0RIGHT WINO

PHl = 0

tlOL. o. 180.0 B ...• 0

0• TT T

0

•

270. iD.OPHI = 180


90.0NOSI

PHI = 90

110. 0 1-+-+--f=::t~~~p.+-t~3-:-+---t---1':"h.:l-++-l--1 o.~ O.

TTo•

90.0PHI = 270

(c) nose to taill ATC-47(B.2-14)L

Fig. B.2-14. Piper Cherokee bottom-mounted front, flaps down, wheels up

84

TH

•T•

PHI :I 090 .0

RIGHT WINO

2'1'0.

180L D.U'.O • 0.0I O. 0P

T o.T

TW 0

I ••0

iO.O PHI :I 180


90.0N0811

PHI :: 9\1

TH

•T•

lO... 1-+-+--t'~R-t-r-+-+-;:jjlE+-+-+-t-I::::iI>-+-++- •.•~ o.TTo•

90.0 PHI :: 117Q

(c) nose to tail

Fig. B.4-1. Cessna 150 top-mounted rear, flaps up, wheels down

85

TH

•T•

PHI ::. 0'iO.O

RIGHT WING

o. UO.O 8 0.0180L0 o.• o.• TTT0

•

210. 90.0 PHI::. 180


110. Q

PHI ::. 90

90.0 PHI ::. 270

Fig. B. 4-2.

(c) nose to tail

Cessna 150 top-rrlOunted rear, flaps down, wheels down

86

PHI:: 090 .0

RIGHT WING

180L o. 110.0 8 0.0

• o. 0 O.P TT T

0

•

270. 90 .0 PHI:: 180


90.0NOSI

PHI I: 10

11'.0

TH

•TA

~ffe(~nttm··OI \ \ O.

'0. a PHI = 211)

(c) nose to taillATC-47(Be4-3) L

Fig. B. 4- 3. Cessna 150 bottom-mounted rear, flaps up, wheels down

87

PHJ = 090.0

RIGHT WINO...N08B

180L O. 180.08 0.0

• O. 0 O., TT T

0M

270. 90.0 PHI = 180


eo. I)

NonPHI = 90

110.0 I-H-f:.j.sI-++-+-~~=-~~+--I---H-+~0.'o.

90.0 PHI = 210

(c) nose to taillATC-47(Be4-4) L

Fig. B. 4-4. Cessna 150 bottom-mounted rear, flaps down, wheels down

88

\80 L 1--t-++-+--+---1-I-+--t-:~+-+-t-iI-i-+-++-'t-l•,T

WIHQ

270.

o.

PHI

o.

90.0RIGHT WING

100 .•• 1--+-++--I::,..;j:=l-I-+-+=~:-+""1''''=•TTQ

•

90.0

PHI " 0

TH

•TA

...r-+--+-1-t-t 0 .•..

PHI" 180


90.0NOSS

(b) wing to wing

PHI " 10

180.0 w-+-+--~:+-+~~~~~~+_l__1_+~0.0o.

PHI " 270

(c) nose to tail

Fig. B. 4-5. Cessna 150 bottom-mounted center, flaps up, wheels down

89

TH

•TA

PHI = 01110.0

RIGtlT WING

180L 180.0 B '.00 ..• o. T• TT0M

270. 90.0 PHI = t80


90,0MOSB

PHI :: 90

110.0 I-+-++-J~~~I-t-~~~~~~f-l-+-++-+~0.0B o.oTT0,•

1110.0 PHI = 270

(c) nose to tail

Fig. B.4-6.

lATC-47CB A 4-6) LCessna 150 bottom-mounted center, flaps down, wheels down

90

Pl11 = 090.0RIGHT WINO

180.0 • t-t-+=''lt--+-+-+-f-I-t-3~++-l==1'=''lIj;::-I-+--+-+-j 0 . 0

~ 0

ToN

90 .NOS!

wING

180 ~ r-r-r++-+--t--l-t-t-:3~+-+-+-+--,I--l-+-+--Ir---j

pT

270. 90.0PHI = taO


90.0NOSS

110.0 'Irttt~~I~t~~~!ioTToN

PHf " to

=t-f-j'-t--t--t--i 0 . 0o.

110.0PHI = 270

(c) nose to tail~ATC-47(B.4-7) l-

Fig. B.4-7. Cessna 150 bottom-mounted front, flaps up, wheels down

91

THITA

PHI ; 000.0

RIGHT wING

H-fR3~m:~dtiti···180.0 Bo O.TTo•

o.18' ~ f-J~+---j-+-+-+-t-lf--(7,~j-+-t--t-t-j-r-cfH• o.PT

270.90.0 PHI = 180


180.0

90.0NOSB

PHI :. 90

...--+--....j~+-~+--j• ,0.,

90.0 PHI = 270

(c) nose to tail

-!ATC-47(B.4-S) LFig. B.4-8. Cessna 150 bottom-mounted front, flaps down, wheels down

92

PHI : 090. !l

RIGHT WING90 .NOS!

t80L o. tlO.O' 0.0

• o. 0 O .T

P TT 0

•

2'10. 90.0 PHI :=. t 80


90.0NOSE

PHI :=. 90

110 0

•oTTo•

~~~+-+-+-I--f-..,~:-t--+-I-j 0.0O.

90.0 PHf = Z10

(c) nose to tail

Fig. B.7-1.

~ATC-47(B.7-1) ~Beech Baron top-mounted rear, flaps up, wheels down

93

Ptll = 090.0

RIGHT WING

180.0 8 ~+-+-+---1-~4c~~~~~t-+-""e¥~F=E=f+--+---j'·,o O.TTo•

o.

" .NOSI!:

lB,L f-+-*,-+-+-j-+-+-+-+-3JIrl-+-+-t-t-t-t--ti:-t--J. ,.•T

270. gO.O PHI = ll~n


90.0~OS!

PHI = 90

tlO .0

•oTTo•

~~J-+-""'~st;;:j-HH '.0o.

90.0PHI = 270

(c) nose to tail

~ATC-47(B.7-2) 1__

Fig. B.7-2. Beech Baron top-mounted rear, flaps down, wheels down

94

PHI ::: 090 0

R1GHT IOrNO90 .NOSE

180 L I.' •• 0.0

• 0 o., TT T

0

•

270 90.0 PHI :: 180


90.0NOS!

PH! :: 90

J10. 0 LllJ~~i-.L.~~~~~+:-+-+-,-l...~f;+--l--l---1 •. •B O.oTTo•

90.0 PH! ::: 210

(c) nose to tail

Fig. B.7-3.

lATC-47 (B. 7-3) LBeech Baron top-mounted rear, flaps up, wheels down

95

90 .NOS!

90 0It lGHT WI NG

PHI = 0

l8OL~+-II---I--I-f-+-+--1--f~~+-++-t--,f-+-+---Hrl-1•,T

WI

•o

o.180. 0 ~ f-+-+-+-I-i-~=I.IIJ\7J~r--+--t--tIrc:t::F-r-tI:.· 0

TTo•

270. go.OPHI = 160

(a) ho riz ontal plane

90.0NOSE

PHI : 90

(b) wing to wing

no.o•oTTo•

TH

•TA

':::::l~~+-+-+-\-I-::e:±--+-\--l 0 . 0o

90.0PHI = 270

(c) nose to tail--IATC-47(B.7-4) 1__

Fig. B.7-4. Beech Baron top-mounted rear, flaps down, wheels up

96

PHI ::: 1"0

PHI '= 090.0

RIGHT wpm

qo.o

"'-8+;:.-l-+-+--=+=1-t,.--t--+--+--j· .•II•.•• I-+-+-+--+--+--i==oTTo•W

INo

,.." I-t-t-++-+-+••T


90.0NOSE

P"'I ::: qO

uo.o•oTToN

q='I-+-",,=:;;;;;;.+-!-H 0 .•

o

110.0 PI11 ::: ~? II

(c) nose to tail

Fig. B. 7 -5. Beech Baron top-mounted front, flaps up, wheels down

97

180 L f-t--&--+-+-+-+••T

w,•o

1".0 I f-f-+-+-+-+--:boTTo•

'Ml " 0

~~Pl~-l---+--+-~:"'-~"--l---+-...j •.•o.

210. 90.0PHI : ''til


10.0N08!

'MI : ~o

(b) wing to wing

",;, 'Ittti1-j:=~~~~7=9i~;!!l~fftt-t--i°"oTTo•

.. ,p~, : ~'n

(c) nose to tail

~ATC-47(Bo7-6) ~

Fig. B.7-6. Beech Baron top-mounted front, flaps down, wheels down

98

...NO~!

1I0L I--+--\-~+-+-+••T•J

•G

210

"0.0~ r-t-t-t-+-+--t;iiJ!:TTo•

90.0AIOH" WffolG

PHI ': 0


' •. 0MOSI

PH' : 'iIQ

(b) wing to wing

"I.' I-ttttti2:ii~cJjt'~~S5Efttttl0·0It ".GTTG

•

110.0

(c) nose to tail

~ATC-47(Bo7-7) 1__

Fig. B.7-7. Beech Baron top-mounted front, flaps up, wheels up

99

PH! = 090.0RfGHT WINO

110.0 • r-~+-+-+--+::;;-=~-f--'4-+-j---==1P""'''''''+-+--+--j 0 • 0oTTo•W

I

•Q

...L r-r--ft-+-+--t--j••T

l'lC90 _0 '"I


90 .01r40SB

PHI '" IlO

180.0 t-t-+-+-++-±:5C±~?+8~;;;lt=~F~+--:-+---I0.0o.

90,0 PHt ,. ~7 ()

(c) nose to tail~ATC-47(B.7-8) l-

Fig. B. 7 -8. Beech Baron top-mounted front, flaps down, wheels up

100

90.NOSS

90.0RIGHT WINO

PHI :: 0

PHI :: 15090.0

110. 0 ~ 1-t--t-+-t~>t-lI-t-t~:r-:::::f~~Ft-t-+T---t--l 00.- 0

TTo•

').

•J

•o

II." t-t-+-++-+-+-I,-t-~~+-+-+"""':-!-~-'-+-i--l•pT


90.0NOS"!

P!il ::. 9C

uo. 0 1--+-++-h.a=:::l-f-.j-+,;JE+-l''''1=~.j-+-+-+--+-+ •. 0

~ o.TTo•

90.0PHI :: 270

(c) nose to tailIATC-47(Bo 7-9)L

Fig. B.7-9. Beech Baron bottom-mounted rear, flaps up, wheels down

101

".NOsa90.O

RIGHT WIlIlG

PHI = 0

180L f-t{t-++-+-+-j-f-8~++-t-i--j'-P''k++--1• O.•T

110.0 B I-+-++-+;;---i-I-+---+::~=+O!!!'''''''edb-I-+-+-+-+-il 0 . 0

~ O.

To•

2'IQ .90.0

PHI = 180


90.0NOSI!:

PI'H =. 90

(b) wing to wing

180.0 f-+-++--'(;d:=-1-f-+--P~4--t.....j.....lej!!::+-++-t--10.0

90.0 PHI =. 270

(c) nose to tail

~ATC-47(B.7-10)~

Fig. B. 7-10. Beech Baron bottom-mounted rear, flaps down, wheels down

102

TH

•T•

PHI = 090.0RIGHT WING

180L 180.0. 0 .•

• .. • ·.• f~f ••

210. 90.0P.HI = 180


90.0NOSB

PHI = 90

110.0 8I-ttttl''tsiFt~~~~:i'li~~ttttl.. 001 o.TT

••

90.0 PHI = 2'10

(c) nose to tailIATC..47 (B. 7-11)L

..Fig. B.7-11 . Beech Baron bottom-mounted rear, flaps up, wheels up

103

"NOSI!:

90.0RIGHT WING

PHI :: 0

180 L 1110.0 B 0.0

• o. 0 o.• TT T

0

•

2'0" 0 PHI : 180


90.0NOSI!:

PHI = 90

180.0

Htt~ttW~f?Hrtt1°·0o.

90.0PHI :: 270

(c) nose to taillATC-47(Bo 7-12) L

Fig. B. 7 -12. Beech Baron bottom-mounted rear, flaps down, wheels up

104

PHI -= 090,0

RIGHT WING".NOSB

180L 110.0 B ...• 0 o.P TT T

0W "I

"0

210.90.0 PHI :: 180


180.0

PHI -= 90

90.0 PHI = 270

(c) nose to tailjATC-47(B.7-13)~

..Fig. B.7-13• Beech Baron bottom-mounted front, flaps down, wheels down

105

9 •.NOSE

90.0RIGHT WINO

PHI ,. 0

180L o. 180.0 III 0.0B

O.0 ..

P TT T

0

•

2'70. go.oPHI ,. 180


90.0NOSE

Ptl r ,. 90

180.' 1--l--J-___1_~q~=~~?:::~:+_+.......a~f_+_+____1___+____l 0 . 0

• o.oTTo•

90.0 PHI ,. Z10

(c) nose to tail~ATC-47(B.7-14)~

Fig. B. 7 -14. Beech Baron bottom-mounted front, flaps up, wheels up

106

PHI = 090.0

RIGHT WING

180L o. 180.0 B ...• o. 0 ..• TT T

0

"

a'l'o. 90.0 PHI = 180


90.0NOSS

PHI = to

110.'IoTTo

"

T

•IT

•

d=~+-+-t--+--+-1 •.•o.

00.0 PHI = 2'1'0

(c) nose to tail

Fig. B. 7 -15. Beech Baron bottom-mounted front, flaps down, wheels up

107

TH

•T•

PHI :: 0

q..+~~F~hH-j •.•O.

90.0RIGHT WING

180 .0 B I--l--+--+--+--+-f-f'"o•To•

o.

•I•o

11. L 1--H~+-+--+----t---1f-f--R~+-l--+--t~f-t-+-f-lIt--i• o.p

•

270. 90.0 PHI :: 1 flO


90.0HOSH

PHI :: 90

180.0

•oT

•o•

::-+---1--... =-1'-+--1---1,--1--1 •.•O.

90.0 PHI :: 270

(c) nose to tail

Fig. B.8-1.

l ATC-47(B.8-1) [_

Beech B-99 top-mounted rear, flaps up, wheels down

108

PHI:: 0

PHI:: 180

~-+-t--::l5lF-1-t-t-t-I0.00,

90.0RIGHT WINO

go .0

"I. I • I--i-+-++-+-t-lr:o~

~

o•

,HI

O.\80L 1--H4-++-+-4-j~t-BIE++-+-t:I-t-t--t1rt-"i• 0,PT


to .0NOSI

'HI • so

110.0

•oTTo

"

TH

•T•

U.O PHI :: 2'1'0

(c) nose to tail

Fig. B. 8-2.

-J ATC-47(B o 8-2) 1_Beech B-99 top-mounted rear, flaps down, wheels down

1Q9

PHI = 090.0

fliGHT WING

110. 0 ~ Ittti1~;;rt~m;;t:t~9;;:t:t.:tt11 0°.0

TTo•

180 L 1-t++-++-+---+-1~!-+':::~++-+--+-1f-t-+--t-Ir-t---l•,T

270. 90.0 PHI : 180


90.0NOS!

PHI = 90

90. (] PHI = 270

(c) nose to tail l ATC-47(B.8-3) 1_Fig. B.8-3. Beech B-99 top-mounted front, flaps down, wheels down

110

PHI = 0" 0

liGHT WINO

180.0 B f.-t-t-tti-l~!!!!!~~~1::t~~~~ttttl'·'o l o.TTo•

o...

" .NOSI

WI

•o

180 L 1--hH-+-+-+--j-f-+--+-,3lIIf-+--+-1-.,f-t-+--+--H-+-1•pT

a'l'o. 90.0 PHI = 180


90.0M0811

PHI : '0

110.0

•oTTo•

TH

•T•

H--j-jiiiiI!!j;;;;;±-+-t-t-ti • .•·.

tlo. QPHI = Z70

(c) nose to tail l ATC-47(B.8-4) 1_Fig. B.8-4. Beech B-99 top-mounted front, flaps up, wheels up

III

90N,,)SE

90 0RYGIoiT "'IlIIG

PHI :- 0

180L 180.0 B 0.0• 0 O.P TT T

0w "I

"0

270.90.0 PHI = 180


90.0

!'lOS!

'HI :- 90

180.0 I-+-+-++++..,f~~1lIE+++....=:J--+-+-t-H 0 0c

90 0 PHI :: 270

(c) nose to tail l ATC-47(B.8-5) LFig. B.8-5. Beech B-99 top-mounted front, flaps down, wheels up

112

"NOS!qO 0

RTO>1T IOINO

PHI " 0

PHI = 18090,0'"

180L O. II• •• 0.0• • 0,T

T T0

W •I

•Q


" 0!'Ie::;!

PHI : 90

180.0 8Itt11~rtt1;dlt~ii!:1~~/:tt1j-0 0oTTo•

go.OPHI " Z10

•

(c) nose to tail

-I ATC-47(B.8-6) LFig. B.8-6. Beech B-99 bottom-mounted rear, flaps up, wheels down

113

90 .NOSE

90.0RIGHT WING

PHI : 0

180 L f--I-+ld---+-+--t--"f--+-+-:;~+-+-+--t-t-+--H'-j--t---j•pT

180.0 BLt-t-f~~:f~~t~~~~~9~~bt-ttl 0.001 o.TTo•

ll'lO. 90.0 PHI = 180


110.'

90,0NOS8

90.0

(b) wing to wing

PHl = 90

:Iii;:;;t---+-+---t-r-r- 0.0o

PHI = 2'10

(c) nose to tail

l ATC-47<B.8-7) 1_Fig. B.8-7. Beech B-99 bottom-mounted rear, flaps down, wheels down

114

90 .NOSB

90.0RIGHT WING

PHI = 0

t80L o. 180.0 B 0.0

• O. 0 O.• TT T

0

•

Z70. 90.0 PH[ = 180


90.0NOSH

PHI : 90

180.0

•oTT_o•

'!!I;;.-+--,I-+---+---+--t---1 0 . 0o.

90.0 PHI = Z70

(c) nose to tailI ATC-47(B.8-8) L

Fig. B.8-8. Beech B-99 bottom-mounted rear, flaps up, wheels up

115

" .NOS!90.0

RIGHT WINO

PH[ ::: 0

180 L 1-+-~+-+-+--f-f-+-+:~+-+-t-l-t-+--r."I--+--I•pT

wI

•Q

o.o.

1110.0 II ri-l~~~t~ij2~~~=Ltiid~~H 0.0o o.TTo•

210 90.0PHI = 180


90.0HOS!

'PHI = 90

(b) wing to wing

180.0 0 0

• o.0TTQ

•

90.0 PHI = 2:'10

(c) nose to taillATC-47(B.a-9) L

Fig. B.8-9. Beech B-99 bottom-mounted rear, flaps down, wheels up

116

'.1'0'.8 " 0RIGHT WHIG

PHI :: 0

180L O. 180.0 B 0,08

O.0 0,• T

T T0

•

270. QO.OPHI:: t80


90.0MOSI

'HI = to

TH8TA

180. 0 1-+-+--F~...t-!~I-+--EllItoiid--jo~~="t-t--r-T-t1 0,0• 0,oTTo•

00.0 PHI = 2'10

•

(c) nose to tail l ATC-47(B.a-lO)I_

Fig. B.8-l0. Beech B-99 bottom-mounted center, flaps down, wheels down

117

PHI =- 090.0RIGHT WINO

90 .NOSB

teOL o. 110.0 I 0.0• o. 0, 0TT T

0M

~7 0 .go.O

PHI = 180


90.0NOS8

PHI : 90

180.0HTtl~\t3<1~~t:tt110.0o.

90.0 PHI = Z70

(c) nose to tail l ATC-47(B.S-ll)L

Fig. B. 8 -11. Beech B-99 bottom-mounted center, flaps up, wheels up

118


110. 0 ~ r-rt\::f:t;J~?~~~~~~~1~1+---+-+-+-+-J: .. 0

To

"

...NOSI

•I

"o

110 ~ t-t-+;;:ji;;;p-t---t--,I--t-+:~+-+-+--i-t-+-OE£"++-1o. o.PT

270.'0.0 PHI = 180


10 .0",>a.PHI :I '0

110.0

•oTTo

"

TH

•T•

:-I-Ioo:;i:",+-++-+-+--i 0.0o.

to.O PHI = 2'10

(c) nose to taillATC-47(B.8~12)~

Fig. B. 8-12. Beech B-99 bottom-mounted center, flaps down, wheels up

119

90.NOS8

• 90.0RIGHT WINO

PHI = 0

180 L I--+--t-li+-+-+-j-r-+-+:;~+-+-+-j-r-+-+t,>j---t-j

• o.PT

o. 110.0 B~+-+-+~;!,..t-iLI-B~~~=+~~~b+-++-1 0.0~ 0To•

210. 90.0PHI ; 180


90.0HOSB

PHI = 90

(b) wing to wing

180.0 H-tWPrn~st-m.+1°·oo.

90.0PHI = 210

(c) nose to tail

l ATC-47(Be8-13)L

Fig. B.8-13. Beech B-99 bottom-mounted front, flaps down, wheels down

120

PHI :: I!)O

PHI :: 0

90.0

" 0IUGHT WltiO

180L o. taO.O '8 0.0

• o. 0P TT T

0•


90.0NOSE

PHI :: 90

180.0 Br-ttt~11~rt~it~~~l:lt~ttttl 0°.0

oTTo•

90.0 PH! :: 27 C

(c) nose to tailIATC-47(B.8-14)~

Fig. B.8-14. Beech B-99 bottom-mounted front, flaps up, wheels up

121

".MOSE!:90.0

RIGHT WIHG

PHI : 0

180L I-+-+-Jl-+-+---+-II-t-+::~+-+-+--j-I-+-+:»-+--l•pT

wING

180.0 B 1-+-+-~4",*d;:;-I-+--t-:::~+-+~~et=:+-+--+--+-1 0 . 0

~ O.

To

"

2'10. 90 0PHI " 180


90.0HOSE

PHI " 90

(b) wing to wing

110.0 8 ~t-+i4~~~f-f-:~~~si~~t-~t-+i-+-1 0.0o O.

TToN

90.0PHI " ,70

(c) nose to taillATC-47(B.8-15)L

Fig. B.8-15. Beech B-99 bottom-mounted front, flaps down, wheels up

122

90 .NOSI!

90.ORIGHT WINO

PHI = 0

1eo L o. 180.08 0.0B o. 0 o., TT T

0

•

270. gO _0PHI: 180


90.0HOS!

PHI ; 90

THBT

•

110. 0 1-+--+-~;;~33i="f~:t-~:;i ~!!F+-+--t-l~H 0.0B o.oTTo•

90.0 PHI = 270

(c) nose to tail~ATC-47(B.l0-l)l-

Fig. B. 10-1. Helio u-Io/n bottom-mounted rear, flaps up, wheels down

123

TH

•TA


180. 0 ~ t-t-+-++-t--:::I~~+-~~~"'.;.,.j.--I-1-+-++--1 0.0

TO.

ToM

o.O.

90.NOSB

WIMQ

180 L I-+-J't-+-+--+--+-I-t-+-;~+-+--t--t-f-t-t•pT

270.90.0

PHI = 180


90.0NOSB

PHI = 90

110.0 1-t--I-+'::t:~~-j-I-+:3~+.,.i::t::=t~r-t-+-+-+-i0.0o.

90.0 PHI = 270

(c) nose to taillATC-47(B e l0-2) L

Fig. B.10-2. Helio U-IO/n bottom':'mounted rear, flaps down, wheels down

124

PH) :: 0

~l...~;:;;O+-+--+-1-H •.•..

90.0RIOHT WINO

180. 0 ~ 1-f-'+-+:f~~;=s~~-8lTTo•

..

'0.NOSI

wI

"Q

'" L f--f-'!>}-++-+-f--..,f--f-+:;IE+-+-f-jf--+-+-+-+rI--1. ..,T

270.90.0 PHI :: 180


iQ. "NOSB

PHI :: 90

180.0 l-t-tt=f4~4Fr:~~~~id~~t-t-ttl.·.go.TTo•

90.0 PHI :: 270

(c) nose to tail

~ATC-47(B.I0-3)l-

Fig. B.10-3. Helio U-10/n bottom-mounted front, flaps up, wheels down

125

PHI = 090.0

RIGHT WING

180L o. 180.0 B 0.0 •• 0 o.• TT T

0W •INQ

270. 90.0 PHl = 1 BO


90.0NOS!

PHI = 90

180.0 iiiO:;r:-r-+-+-t----t-t- 0.0

90.0 PHI = 270

(c) nose to taillATC-47(B.I0-4) L

Fig. B. 10-4. Helio U -1 DID bottom-mounted front, flaps down, wheels down

126

".NOSE90.0

RIGHT WING

PHI = 0

180 L O. 180.0 B• O. 0 O.F TT T

0

"

270. 90.0PHI = 180


90.0NOS!

PHI : 90

180.0

TH

•TA

g-o.oPHI = no

(c) nose to tail

Fig. B.11-1. Grumman Gul£stream top-mounted rear, flaps up, wheels down

127

90 .NOSP'

180 L f--H+-+ -+-+-+--+--1- -L"'i::---;-+-~---t---+-c-t-c.)---;-----+

•FT

Z'IO.

o.

180. a 8oTTo

"

150.0

90 0RIGHT WING

90.0

PHI: 0

PHI =: 180

TH

•TA


90 0NOSE

PHI = 90

(b) wing to wing

180 .0

•oTTo

"

TH

•TA

";~~:j -j----,H-<~_+--+--,----j 0.0o.

90.0 PHI = Z'IO

(c) nose to taillATC-47(BeU-2) L

Fig. B. 11- 2. Grumman Gulfstream top-mounted rear, flaps down, wheels down

128

90.NOSE

90.0RIGHT WINO

PHl ;: 0

I SOL O. 180.0 8 0.0

• 0O.

F TT T

0

•

270. 90.0PHl '" 160


ao.oHOSE

PHI = 90

TH

•TA

180. 0 r-r-FFFFF\:5~~tE;t+-+-+-+';F+-+-+-+-10.0~ O.

TTo•

80.0 PHI = Z70

(e) nose to tail~ATC-47(B.11-3)~

Fig. B. 11- 3. Grumman Gulfstream top-mounted rear, flaps down, wheels up

129

PH! = 090.0RfGHT wiNG

180.0 B f--1-+-++-+--+'!!!!iIl::~~*,+-t---t----.j~Io---l-+--+--+---1 0.0oT o.TG

•

o .

wING

180 L I-MIt--+-++--t-t••T

27090.0

PHI = 1 tiO


180.0

•oTTo•

'til = ge

~+-+-+==l==+'''''+-+---l----;i------I0 . 0o

9(10P I-t [ : ? 1 ~)

(c) nose to taillATC-47 (B e ll-4) L

Fig. B. 11-4. Grumman Gulfstream top-mounted front, flaps up. wheels down

130

PH I = 090.0"'(GMT wINO"NOS!

noL 110.0 B 0.0• O. 0• T 0T T

0

•

210.90.0

PI1' = I ~ r:


90.0NOSS

PH! : 90

,eo.o t-t-+--+--+-+-+-'" i!l:;;;+~~-1-F:j:::+"~,.-+-+-+--l0 . 0

~ O.

TTo•

90'.0fit-! r : 270

(c) nose to taillATC-47(B.11-S) 1_

Fig. B. 11- 5. Grumman Gulfstream top-mounted front, flaps up, wheels up

131

PHI =: 090.0

~JGHT WINO

t80LI o. 180.0 B 0.0

• 0 0 O .• TT T

0

•

2'Ul90.0 PHI =: 1900


90 0NOSE

PH I = 90

180.0 r-~HHH--+~==i~::~4--\.-:\==t::::r",J-++--+------J0.0o.

90 0PHI = ?7C

(c) nose to taill\TC-47(B.1l-6) L

Fig. B. 11-6. Grumman Gulfstream top-mounted front, flaps down, wheels up

l32

PH I = 090.0

RIGHT WINO

180L o. 110.' • 0.0

• o. 0 o.• TT T

0

•

...

Z7C 90.0PHI = 1 \'10


90 0NOSlI'

PHI = 90

110.0

•oTTo•

~Ft--t--t---t--t-t----j •.•/'.£4JW"'....N •.

90 0 PHI : no

)

(c) nose to tail

Fig. B. 11-7. Grumman Gulfstream bottom-mounted rear, flaps up, wheels down

133

90.NOSE

90.0RIGHT WING

PH I :: 0

lOa" /-+-y"9--+-t--1l-f--+-+~~-+--1I-l-+-+--l'-d--+1-•,T

WINo

a.a .

110. 0 ~ Ittt1:if===1It-t~~~~il~tt:ttii--j a. aT a.ToN

Z70." a PH ( :: I ~o


110.0

•oTTo•

90.0NOS!

" 0

(b) wing to wing

PHI :: 90

"'''-I--f-l-l-+-+---1 a. aa.

PH I :: 270

(c) nose to tail-~TC-47(B.11-8)L

Fig. B. 11-8. Grumman Gulfstream bottom-mounted rear, flaps down, wheels down

134

,Hl =- 090. Q

11Q"1 ",PlIO

..'" 110.0 • 0.0

• 0 O•

• O. ,, ,0

•

110. to.D PHI :t tlO


.....•o,,o•

'"1 :: to

T

"•,•

fIIaI-I--I--I-l-lH •.•t.

1•. 0 'HI. no

(c ) no s e to tailliWC-47(B.1l-9)L

Fig. B. 11-9. Grumman Gul£stream bottom-mounted rear, flaps up, wheels up

135

TH

•T•

PHI :: C90.0RIGHT WI!'iG

HO.D ~ l-t-tt~11-t-t~~~ji~:-~tti:i--jO.0Tl o.To

"

O.

" ."to!'!E

•I

"o

180 ~ r-t-if+-t-+--t---,f-t-+;:~+-+-+-I-I--l-.fl>+-+-lpO.

T

210 .90.0

PH I :: I ~o


90.0!"OS!!:

PHI :; gO

110.08oTTo

"

~I'-+-+--+--+--+-+--l 0 . 0o.

PHI :: :il70

(c) nose to tail

Fig. B. 11-10. Grumman Gul£stream bottom-mounted rear, flaps down, wheels up

136

•H TI H

•T1.1' •

...

,..\;. I. 110.1 • 1.1• I. 0P. or I.

or or0.. •I••

... 10.0 PHI • 110


10.010••

,....IoTTo•

T••T•

Mo-+-++++.....o.

.... 'HI • I"

(c) nose to tail---roTC-47 (B 011-11)L

Fig. B. 11 -11. Grumman Gulfstream bottom-mounted front, flaps up, wheels up

137

APPENDIX C

CROSS-POLARIZATION LOSS AND COORDINATE CONVERSION

Figure 4 shows the model aircraft and tower geometry. The polariza-

tion vector lies in the plane defined by the yaw axis of the model aircraft and

the line joining the transmitter to the model aircraft. This happens to be the

horizontal plane in this case and this condition is maintained throughout the

whole measurement process. When an aircraft in flight receives radiation

from a vertically polarized antenna on the ground, there is correspondence

to the experimental setup as long as the aircraft is in straight and level flight.

However, any change in flying conditions involving rolling, climbing, or diving

will result in the polarization vector flying outside of the above mentioned

plane.

In vector notation the polarization vector p can be expressed as follows:.... .

Let i be a unit vector in the axis of the transmittingz

dipole elements of a ground antenna

and pbe a unit vector in the line joining the origin of

coordinates in the aircraft to the point of observation,

i. e., the transmitting antenna on the ground

(1 x-p~- z _

then p = x p[( x PIz

where x signifies vector cross product.

138

-Let i be a unit vector defining the yaw axis of the aircraft (and the air-yaw

craft antenna) and let N be a unit vector normal to the plane defined by pand-i yaw

then -N=

The fraction of the incident signal voltage which is sensed by the aircraft- -antenna is IN x r I, a quantity always less than or equal to unity. The other

component of p is cross -polarized and contributes nothing to the received sig-

nal. Therefore, in practical situations involving aircraft maneuvers, 20 loglO

INx 'PI should be added to the measured antenna directivity. This is one of

the quantities computed in a subroutine which also obtains the required co-

ordinate transformations described below.

Let XI' YI' 2 r be the target aircraft coordinates with respect to the

ground antenna. The positive directions of the corresponding axes are East,

- - -North and vertically up, respectively, and i , i , i are unit vectors on thesex y z

axes. Target information expressed in any other form can always be trans-

formed to fit the description.

Let £. m and n be direction cosines defining the unit vector on the

aircraft velocity vector, thus defining the aircraft heading in the horizontal

plane and the pitch angle. Heading will be defined as the clockwise angle

measured from North to the velocity vector and pitch is measured from the

horizontal plane to the velocity vector. It is positive if up and negative if

down.

139

Let R be the roll angle of the aircraft. This is zero in straight and

level flight and is regarded as positive if the aircraft is rotated clockwise as

seen from the tail.

The coordinates of the aircraft relative to the ground antenna define

- -both p and p

- 1P =r=======-, Ix 2+ y 2 + Z 2V· I I I

{ -X i -I x

-YI \ - Z i}I z

(i:x p)Ii x;\z

1=" 1v-2 + y 2~I I

The velocity vector roll angle defines the roll, pitch and yaw axes of

the aircraft

i is a unit vector on the yaw axis of the aircraft.yaw-iroll is a unit vector on the roll axis of the aircraft •..-. -. ~ .......

:. i 11 = 1 i + m i + n i .ro x y z

140

-Since the roll axis coincides with the velocity vector. i 't h is a unit vectorpI c

on the pitch axis of the aircraft. When the roll angle is zero

and when the roll angle can have any value

i h = ---;===1==:::::;- rem cos R - nisin R) i x -(1 cos R + nm sin R) iypitc ,I 2 2 L

Vm + R.

t cos R + m sin R) i - (nm cos R- 1. sin R) ix y

)

2 2 -]+ (I + m ) cos R i z

The necessary steps to obtain the correction for cross polarization are now

obvious. Because of the cumbersome expressions involved, the results of the

vector eros s products will not be written in expanded form; but it is a simple

computer operation and needs no further description.

141

The aircraft coordinate angles e and ¢ are now very simply obtained

as follows:

- -cos e· =i . pyaw

-I{- -}• e = cos i . pyaw

tan ¢ = (p. t;itchj- 7P • Iroll

- -¢ = tan-II ~.. ~itCh j

Prall

142

{1.

BIB LIOG RA PHY

"Technical Development Plan for a Discrete Address Beacon System, II

Report No. FAA-RD-71-79, October 1974 Final Report, IV -29, IV -30,IV - 31, Department of Transportation, Federal Aviation Administration,Washington, D. C. 20590

2. Ibid., V -13.

3. Schlieckert, G. J., "An Analysis of Aircraft L-Band Beacon AntennaPatterns, " M. I. T. Lincoln Laboratory, FAA-RD-74-144 (15 January1975).

143

~ u. S. GOVERNMENT PRINTING OFFICE: 1975--500-021--58

scale model pattern measurements of aircraft l-band … work reported in this paper was begun by dr....

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