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Validation of a Research Simulator for Investigating Jet Transport Handling Qualities and Airworthiness Criteria During Takeoff

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Validation of a Research Simulator for Investigating Jet Transport Handling Qualities and Airworthiness Criteria During Takeoff NASA TECHNICAL NOTE NASA TN D-3565 ,- I I c. / 0 I+ W LOAN COPY: AFWL (E KIRTLAND I VALIDATION OF A RESEARCH SIMULATOR FOR INVESTIGATING JET TRANSPORT HANDLING QUALITIES AND AIRWORTHINESS CRITERIA DURING TAKEOFF by ChurZes T.Juckson, I Ames Research Center Moffett Field, CuZ$ NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON, D. C. OCTOBER 1966 fi TECH LIBRARY KAFB, NM 02302LL NASA TN D-3565 VALIDATION OF A RESEARCH SIMULATOR FOR INVESTIGATING JET TRANSPORT HANDLING QUALITIES AND AIRWORTHINESS CRITERIA DURING TAKEOFF By Charles T. Jackson, Jr., and C. Thomas Snyder Ames Research Center Moffett Field, Calif. NATIONAL AERONAUTICS AND SPACE ADMINISTRATION For sale by the Clearinghouse for Federal Scientific and Technical Information Springfield, Virginio 22151 - Price $2.50 .. .. ... .. .. ... .. .. .. ..I TABU OF CONTENTS .Page SUMMARY ................................. 1 INTRODUCTION e . 1 SYMBOLS ................................. 2 TEST EQUIPMENT ............................. 7 TESTCONFIGURATIONS ........................... 7 EXPERIMENTPROCEDURE e e 8 Takeoff Settings and Reference Speeds ................. 8 DISCUSSION AND REXLTS ......................... 9 InitialTests ............................. 9 Acceleration ............................ 9 Ground handling ........................... 9 Takeoff transition ......................... 10 Climb gradients ........................... 11 Stallspeeds ............................ 11 Lateral-directional characteristics ................. 12 Continuous takeoff ......................... 13 Certification Tests .......................... 13 Accelerate-stop tests ........................ 13 Three-engine takeoff ........................ 14 Takeoff with incorrect trim ..................... 15 Unstick speed ............................ 15 Ground minimum control speed .................... 16 Air minimum control speed ...................... 17 CONCLUDING REMARKS ........................... 18 APPENDIX A .COMPUTER PROGRAM PARTICULARS . 20 APPENDIX B .EQUATIONS OF MOTION .................... 24 APPENDIX c .PROBLEM SCALING LIMITS ................... 27 APPENDIX D .SIMULATION NOTES ...................... 28 APPENDIX E .DYNAMIC EF~FECTS ON MINIMUM UNSTICK SPEED ......... 31 BIBLIOGRAPHY .............................. 36 VALIDATION OF A RESEARCH SIMULATOR FOR INVESTIGATING JET TlUNSPORT HANDLING QUALITIES AND AIRWORTHINESS CRITERIA DURING TAKEOFF By Charles T. Jackson, Jr., and C. Thomas Snyder Ames Research Center SUMMARY A fixed-base simulator with an external visual display was used to simulate a current turbojet transport throughout the range of certification takeoff maneuvers. The resulting data and pilot opinions were then compared to the actual flight test data for that aircraft. Correlation was achieved between these data, and participating pilots agreed as to the duplication of the performance and "feel" of the aircraft. The simulator development program indicated the requirements for (1) valid aerodynamic data,in particular, ground effect data, (2) lateral motion of the cockpit for tests involving asymmetric thrust where the recognition of engine failure is important, and (3) good response of the simulator visual display. INTRODUCTION Civil aircraft must meet airworthiness standards set by the Federal Aviation Agency (FAA). As new types of aircraft are designed, new certifica- tion tests (refs. 1 and 2) may be required to insure standards of safety, reliability and repeatability that protect the traveling public and yet are technically attainable. Supersonic transports will have unique characteris- tics and require supplementary standards. Piloted simulators, which have proven to be useful for the study of general handling qualities (refs. 3 to 5), would appear to be useful in defining the relative importance or applicabil- ity of various certification criteria and to enable study of the significant variables. The simulator could be used as a tool to guide flight testing and for exposing possible areas of difficulty during the design and develop- ment of SST aircraft. In later stages of SST development the simulator would be used to familiarize flight crews and to provide design information for SST operational flight trainers (ref. 6). A simulator intended for investigating the flying qualities of an aircraft still in the design stage should first be validated using a well- documented airplane as a reference. In this way, inadequacies and programming errors may be located and corrected. To establish the validity of the simu- lator for the above application, and to determine the particular features that should be included in the simulator, a program was conducted at the Ames Research Center, in which the maneuvers flown by a current subsonic turbojet transport to show compliance with existing regulations were also "flown" on the simulator, and the results were compared. The present report describes the method and results of this validation with maneuvers restricted to the takeoff regime. Acknowledgement is made to the Federal Aviation Agency and, in particular, to Mr. J. J. Tymczyszyn (Chief, West Coast SST Field Office) for their advice and assistance during the establishment of the program. Appreciation is due the Douglas Aircraft Company for the data and cooperation provided. SYMBOLS airplane-nose up, airplane-nose down accelerations in wind axes (positive forward, right and down, respectively), ft/sec2 aerodynamic center wing span, ft damping constant of main gear, nose gear, respectively, lb/ft/sec drag coefficient, drag force 0s lift coefficient, lift force q0S lift coefficient out of ground effect rolling moment rolling-moment coefficient, qosb pitching moment pitching-moment coefficient, qosc Cm at zero angle of attack yawing-moment coefficient, yawing moment 90Sb side force side-force coefficient, -n yo” cycles to damp to half-amplitude wing mean aerodynamic chord, ft center of gravity perpendicular distance thrust line is below c.g., ft aerodynamic drag, lb I FL, FR, Fng normal force on left, right, and nose gear, respectively (compression, positive), lb FS landing gear side force, lb acceleration due to gravity, 32.2 ft/sec2 ground effect h c.g. height above reference level -- zero when airplane is in level attitude with shock struts fully extended and main wheels just touching runway (up, positive), ft h0 nominal height of c.g. above ground level in taxi attitude, ft height of pilot's eyes above ground when h = 8 = 0, ft bP height of tail (skid).above ground when h = 8 = 0, ft kp height of pilot's eyes above ground level, ft htc vertical clearance between tail skid and runway, ft iH horizontal stabilizer angle of incidence (AND, positive), radians iT thrust angle of incidence with body X-axis (up, positive), radians Ix,IY, Iz rolling, pitching, and yawing moments of inertia, respectively, slug-ft2 (body axes) K engine thrust lapse with airspeed, lb/ft/sec nose gear strut spring constant, lb/ft aerodynamic lift force, lb landing gear x-distance c.g. forward of a.c., ft x-distance aerodynamic center forward of main gear, ft x-distance nose gear forward of a.c., ft x-distance of pilot forward of nominal c.g. position, ft x-distance of tail skid aft of nominal c.g. position, ft airplane mass, slugs P roll angular velocity (right roll, positive), radians/sec 3 q pitch angular velocity (ANU, positive), radians/sec dynamic pressure, p V2 , lb/ft2 s, RPS rudder pedal steering RTO rejected takeoff (refused takeoff) r yaw angdar velocity (nose right, positive), radians/sec S wing reference area, ft2 S distance along ground track, ft T total thrust, lb Tn net thrust per engine, lb Tstatic static thrust per engine, lb bT2, thrust from left outboard, left inboard, right inboard, and right T3,T4 I outboard engines, respectively, lb Tll2 time to damp to half-amplitude, see V equivalent airspeed, ft/sec unless otherwise indicated VEF speed at which engine failure occurs, knots VLOF speed at main gear lift-off, knots V air minimum control speed, knots MC A ground minimum control speed, knots minimum unstick speed, knots speed at time of rotation control input, knots lg stall speed, knots minimum stall speed, knots takeoff decision speed, knots modified V1 for particular test, knots takeoff safety speed, knots W gross weight, lb 4 distance from fuselage plane of symmetry to main gear, ft ymg YP lateral displacement of pilot station normal to runway center line, ft distance from fuselage plane of symmetry to outboard and inboard engines, respectively, ft zL,zR,zng left, right, and nose gear strut compressions, respectively -- zero when fully extended, ft a angle of attack, radians 13 angle of sideslip (relative wind from right, positive), radians flight-path angle (climb, positive), radians and percent average aileron deflection (right aileron up, positive), radians elevator deflection (AND, positive), radians flap deflection, radians main gear tracking angle (wheel-heading right of direction of gear translation, positive), radians nose gear tracking angle (wheel-heading right of direction of gear translation, positive), radians 6ngs nose gear steering angle (wheel-heading right of fuselage center line, positive), radians 'r 'r rudder deflection (trailing edge right, positive), radians e pitch angle of airplane body axis relative to horizon (ANU, posi- tive), radians braking force coefficient of braking friction, landing gear load sum of coefficients of rolling resistance and braking friction of left and right main gear, respectively coefficient of rolling resistance IJ.S coefficient
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