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Print 15Chap13.Tif (15 Pages) PERFOWANCE J.P.K. Vleghert Parkietstraat 36 1171 HV Badhoevedorp The Netherlands 13.0 I~RODUCTION This Section Will set forth the types of tests, procedures, instrumentation requirements, data analysis and presentation, and the purposes for conducting performance tests. In general, performance tests are conducted to: . Determine those elements of the aircraft's performance which are critical from flight safety considerations, i.e., the weight/altitude/temperature limits at which the applicable performance requirements with respect to the take-off and landing distance* and climb gradients are met a Acquire data to quantify the capabilities of an aircraft, to verify and/or establish the aircraft's performance model, and to provide information for the Aircraft Operation Manual (AOM) - Determine if an aircraft meets specifications/guarantees. There are a number of *ourc** of detailed information on conducting performance tests, and analyzing and presenting data. A few of these *ourc*s are listed as references and a selected few are contained as bibliographie entries. [13-l, 13-z. 13-31 This Section offers a broad introduction to the topic: although based principally on typical civil practice, a similar approach is applied to military aircraft, and aspects specific to military aircraft, such as combat, are covered. 13.1 QENNNAL CONSIDERATIONS Test planning depends on the type of aircraft and the purpose of the tests. Traditionally, clin& performance and cruise performance for "low"-performance aircraft and for civil aircraft that require a lot of One-Engine-Inoperative (OEI) performance to be established, bave been determined in steady-state tests. In steady-state tests it is possible to faithfully reproduce the conditions that ultimately bave to be met. However, for high-performance aircraft which generally bave shorter endurance, steady-state tests require too much flying time. Therefore, performance is usually determined over a range of conditions in non-steady maneuvers. This type of testing requires more sophisticated instrumentation and processing, which take more time and money to prepare. For purposes of this discussion, high-performance aircraft are typified by military fighters and/or fighter-bomber*. (It is worthy of note that high performance aircraft become low-performance aircraft after the failure of an engine.) 13.1.1 Te& Objective8 The scope of the flight testing is dependent on the stage of development of the aircraft under consideration. On a prototype aircraft initial testing Will be exploratory, with limited performance evaluation, directed to find possible critical items for later detailed testing. Depending on the extent of performance information required and whether models are available for aircraft lift and drag and engine performance, tests may be directed to determining the required range and verify, establish, or update the model. This mode1 cari then be used to calculate performance under any desired conditions. An alternative is to test just the points necessary to show compliance with contract (or other) specifications. In that case, performance Will only be reduced to standard conditions of temperature, pressure, and weight. As the number of test points increases it becomes more Pape published by AGARD as part ofAGARDograph 300 Flight Tut Techniques Suies - Volume 14, Sepkvnber 1995. entitled “lnlroducrion m Flighr Test Engineering”. 13-2 advantageous to "se the mode1 approach because this is the only wsy to find out if the results are mutually consistent. A third test objective would be analysis of discrepancies which are found. Tbis may lead to more, and dedicated, testing. 13.1.2 Test Aircraft The test aircraft should be in the standard external configuration of the production model. Any change requires additional testing - or convincing the authorities that the effect of the change is negligible. The test engine should be representative of the production engine. If it is not, then tests should be limited until a production engine is available. Then future tests with a production engine should be conducted to ensure that correct information is available for the Aircraft Operations Manual (AOM). In the case of military aircraft, capable of carrying a large number of externe.1 stores in many combinations, "drag indices" are generally used to minimize the number of test cases required. For performance considerations it is desirable to trim the engine(s) to the thrust/power standard assumed in the AOM and/or specification, that is, typically, Average Paver (or Thrust) or to the minimum value that the engine manufacturer expects or guarantees to obtain in service INormally, "thrust" refers to jet powered aircraft while "power" refers to propeller-driven aircraft). It is worth noting that a new engine cari often perform significantly better than this guaranteed value. Usually, minimum engine thrust is set 2 percent below Average New. For a turboprop a Minimum Power value of 4 percent below Average New cari be used, unless there are indications that another - usually even lower - value must be used. The setting must be determined from an extensive bench test, which should be repeated after the test program. It is possible that in the course of the test program, which involves more full power operation than during normal operation, power or thrust has deteriorated significantly, causing discrepancies in the measured aircraft performance. For this reason, it is highly desirable to duplicate an early test in order to determine if the engine output has deteriorated. 13.1.3 Test Instrumentation Tbe instrumentation depends on the test objective. For a simple test, such as determining the take-off distance or maximum speed resulting from increased engine thrust, only the standard aircraft and engine instruments are required, i.e., altitude, airspeed, total air temperature, and fuel on board or fuel used and for a simple engine, RPM, fuel flow, turbine gas temperature and engine pressure ratio (EPR) or torquemeter indication for the case of a turboprop. These data cauld be manually recorded or the pilot's pane1 could be photographed. If this approach is taken, the instruments must be calibrated and the engineer must be aware of the inherent accuracy limitations. For most tests - and especially for high performance aircraft - an automated, multi-channel digital data recording system is used to aid data processing and analysis, especially where non-steady state tests are performed. Airspeed, altitude, air temperature, fuel used, fuel flow rates, time, and engine parameters must a11 be recorded at rates sufficient to allow correct determination of performance. (Sec Sections 6 and 1 for information on preparing instrumentation and data processing requirements). Needs for more specific instrumentation are discussed below under the appropriate heading. 13-3 Both airspeed and altitude measurements may be affected by pneumatic lag and attenuation. This is especially true of aircraft operating at rapid rates of change of altitude or speed and at very high altitudes. It may be necessary to conduct ground and flight tests to determine calibration factors that cari be used during data correction. (Sec reference 13-4 and paragraph 11.5.4.) 13.1.4 Nature and Scopa of Testa In general, each test Will reproduce the condition for which performance information is desired, but in some cases the parameter of interest Will be determined by indirect means. For example, climb performance (rate of climb) cari be measured over a speed range by flying a level acceleration at a constant engine power setting. The climb performance cari be readily calculated from the excess thrust obtained from the measured flight path acceleration or equivalent level acceleration. This takes less flying time than a series of steady climbs at constant values of the airspeed over the range required to define peak rate of climb, but requires more effort in instrumentation and data analysis (sec 13.3.4 for more details). If point performance, such as a guarantee on maximum speed, is to be determined, the aircraft weight, center of gravity position, engine power or thrust, and atmospheric temperature mut usually be within certain tolerances. For verifying the performance model, tests are conducted over a range of conditions, usually at high and low weights for a ntier of altitudes. Performance tests such as take-off and landing tests, are sometimes conducted at the extremes of ambient temperatures associated with desert environments. Performance tests under arctic conditions are not required if the engine maximum power is reached under near-ISA conditions and does not increase as temperature is further reduced. These conditions usually require off-base expeditions which are very expensive but, apart from performance mode1 verification, serve to bring out possible handling or hardware difficulties or to prove that there are none. (Sec Section 18). Not a11 combinations of the above conditions need to be covered but there usually are requirements that must be satisfied. Typically, a sample of about six runs is made at each condition to establish a reasonable estimate of the mean value, but fewer tests at each condition may be acceptable where the test results are "mutually supportive", i.e., where there is sufficient coverage of the independent variable(s) to allo" the mean trend to be established with a reasonable confidence. It must be borne in mind that even if more than one airplane is tested, it requires "engineering judgement" to arrive at an estimate of Fleet Average Performance. 13.1.5 An.¶lY~i~ alld Prs~sntation of Rsmulta Data reduction covers the calculation of standard day values, and/or the calculation of performance mode1 data such as lift and drag coefficients, from the recordings. However, before calculations begin the recorded values bave to be corrected for instrument errors and then the position errer correction of the pitot-static system. <The position errer must be established separately as discussed in Section 11). From the corrected values, pressure altitude, true airspeed, Mach number and static air temperature are calculated.
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