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AFIT/GA/ENY/9 1-1
7
DTI
LECTE,
819928
92-00045
92 1
2 '54
AFIT/GA/ENY/9 ID- 1
THESIS
December 1991
I am indebted to
Jeff Preim from the F-15 SPO for his help in locating
current F-15 center of gravity data, and Mr. Dave Potts from
ASD/SCES for his immense help in running the computer
simulations.
Accession fti
DTIC TE
Ju-,It lf!C' 1t
By
D .Ir
cut
r!
Avvlfstil1itV N408
j I-,AV"A'A3-
ii
Dist
i Specl
Table of Contents
Preface ................................................
Page
ii
iv
vi
................... 11
16
21
21
22
23
24
29
31
34
43
47
50
52
54
73
74
iii
List of Figures
Figure
Page
1.
17
2.
20
55
3.
4.
5.
56
57
6.
58
7.
8.
9.
60
61
10.
11.
12.
13.
65
14.
15.
16.
67
68
Page
17.
18.
19.
20.
21.
69
.........
. ......
...
..
71
72
48
List of Tables
Page
Table
1. Center of Gravity Limits in % MAC..................
(Gear Up-).....
....
..
..
. ...
....
..
..
. ..
19
20
22
vi
AFIT/GA/ENY/9 ID-I
Actual F-15
Moments
Simulation
vii
I.
Introdution
These effects
However,
Military
calculations
Unfortunately, the
avionics that have occurred in the F-15 fleet have been the
incorporation of an internal countermeasures set (ICS) at a
weight addition of 323 pounds, and the addition of a signal
data recorder (SDR) at a weight addition of 42 pounds
(6:11).
When the first F-15A was fielded, neither the ICS nor
the SDR were planned additions to the aircraft.
Hence, the
When the F-15C model came out, both the ICS and
aft c.g. would still occur and be flown in the aircraft that
did not barfe the equipment yet delivered.
Several years
.ent by bciore the entire F-15C fleet all had the ICS and
SDR on board, and it wouli be several more years before the
F-15A's would be depot modified and equipped with the ICS
and SDR. (The modification may still be on-going for the F15A fleet.)
TABLE 1
Center of Gravity Limits in % MAC
Forward Limits
Gear Up
Gear Down
22.0
23.0
Aft Limits
Without Wing Pylons
With Inboard Wing Pylons
With Outboard Wing Pylons
29.9
29.0
29.4
Although this is
TABLE 2
Effects of Including ICS and SDR Equipment in Critical Aft
C.G. Calculations (Gear Up)
Current
C.G.
Ballast
Removed
(Lbs)
To Reach
Ballast
Removed
(Lbs)
Remaining
With ICS/SDR Ballast
29% MAC
Model-
Current
Ballast
Block
(Lbs)
FI5A-7
F15A-8
476
434
27.6
27.5
240
245
FI5A-11
314
28.3
112
314
FI5A-17
F15C-24
277
243
28.8
28.9
38
18
239
225
38
18
MAC)
(Lbs
31
0
Currently,
the USAF does not include this equipment in the critical aft
c.g. balance calculation. (Current as of 13 September, 1991,
per a telephone conversation with the 1st TFW/QA office,
Langley AFB, Va.)
This section
Appendix B
TABLE 3
Summary of C.G. Configurations Used in Simulation (Gear Up)
Ballast
C.G. Removed
(%MAC) (Lbs)
Base
CNF1
CNF2
CNF3
CNF4
CNF5
(B)*
(1)
(2)
(3)
(4)
(5)
28.7
29.0
29.5
30.0
29.2
29.4
54
144
240
98
133
Ix
Iy
Iz
Ixz
Aircraft
Weight
(Lbs)
27209
27201
27184
27166
27217
27186
165597
164695
161859
160918
164052
162837
187520
186631
183811
182889
185972
184787
-1208
-1161
-1217
-1216
-1115
-1146
33506
33452
33362
33266
33408
33373
As the
10
lack of LANTIRN pods and CFT's turned the F-15E into an F15C aero model.
11
In other words,
the aircraft had to start the run from a straight and wings
level position with enough flying airspeed such that engine
thrust capabilities could sustain the initial conditions.
Although a minor limitation for most considerations, this
requirement, nonetheless, prevented any analysis from being
done in examining reduced nose down pitching authority due
to the aft c.g. location in extremely high angle of attack
(AOA) or spin conditions of flight.
Another limitation of
12
The
For
From
trimmed conditions.
13
input was made for a low Ig' commanded input (fine tracking
task simulation) at the baseline c.g. configuration of 28.7%
MAC.
and 30,000 feet PA and Mach numbers between .6 and .95 for
the analysis.
The
14
15
IV.
Results And
nlyi
For this
16
v --...-------
-"/
1.2
""-
--
MAX OVERSHOOT
.9
I
.8
c(t)
ERROR
-
.4
II
II
I I
-
.2
-STEADY STATE
I
I
Tr
TIME
Ficjure 1.
17
t)**
/(l-J
()
Table 4 on the
As can
TABLE 4
Changes in Damping Ratio Due to C.G. Shift
Damping Ratio at:
Test Point*
28.7%MAC
29.5%MAC
(1) 1000/660/5/ON
(2) 1000/660/20/ON
.43
.33
.43
.34
.43
.35
(3) 15000/465/4/OFF
.37
.41
.49
30.0%MAC
.43
.37
Because the
It accomplishes
TANGENT AT
MAX SLOPE
---
Iq
A:
Figure 2.
time.
sec
TABLE 5
Flying Qualities Requirements (4:218)
Level
Equivalent
Time Delay
Transient
Peak Ratio
< .30
2
3
< .60
< .85
20
Figure 6 in Appendix D
Figure
21
Stability at the
TABLE 6
Summary of Results at 1,000 ft. PA, 660 KCAS
Measurement
Transient
Peak Ratio
CAS on
28.7%/30.0%
Low G
High G
0/0
.05/.11
CAS off
28.7%/30.0%
Low G
High G
.15/.20
.1/0
Equivalent
Time Delay
.03/.03 .04/.04
.05/.05 .04/.04
Effective
Rise Time
.1/.12
.1/.03
.09/.11
22
.16/-
Level 1
Requirement
<
.3
<
.12
.008< t <.45
It was assumed
The
command step input of 4 pounds with the CAS off was found to
be level 3 for the transient peak ratio at 30.0% MAC, it was
level 3 for the baseline aircraft as well.
Figure 9 in
23
Figures
Although apparently
25
Below
Conversely,
Figure 13 in Appendix
Therefore, the
At or below
10,000 feet PA, the higher dynamic pressures damped out the
overshoots quickly at all the different c.g. locations.
And
above 25,000 feet PA, Mach effects (above .9 Mach) took over
at much lower indicated airspeeds.
26
Figure 15
After the
27
In
28
As can be seen on
the graph, the pitch response of the 29.2% MAC c.g. location
seems to be better damped than the currently approved for
flight baseline configuration.
improvements.
Although
In this particular
airspeed was 200 KCAS at the start of the maneuver and was
at 120 KCAS at 15 seconds of system time.
Therefore, the
The largest
30
Figure 7
Other Considerations
Two final areas were also examined during this analysis
to ensure that all applicable topics of MIL-STD-1797A were
addressed.
with roll coupling concerns that may occur when a c.g. shift
is experienced (4:89).
rolls.
This was
the first negative peak, which should also be the worst case
time for the release.
32
However,
33
lmite
It
Also, problems
34
It is
easy to understand why the ICS and SDR were left out of the
critical aft c.g. balance calculation.
By leaving this
35
However, it makes no
Since the
This
36
RECOMMENDATION 1.
37
Now, obviously,
Another configuration
4 launchers
By
38
And it should be
Obviously, a
greater than 29.5% MAC c.g. location, since when the landing
gear is extended, the c.g. moves .5% MAC aft, thus putting
the aircraft at the 30.0% MAC limit again.
Further
39
From this
It was also
40
Also, the
41
42
Test Profile
Also, the
As
43
aircraft.
It is
However, if funding or
In
Although a
44
However, in
Therefore, a majority of
Both
This
Problem
However, as long as a
45
And,
finally, the last test condition to examine may be a midaltitude, low g, CAS off turn at minimum allowable fuel,
which will simulate the worst case test condition that this
limited analysis discovered.
46
To
% MAC
c.g, (inches)
508.1
100
* 100
191.33
For our example,
563.1 - 508.1
191.33
47
28.7% MAC
(3)
X.7
REFERENCE
%
NCHZN
PLANELCAIS
~~X *REFERENCE
'Y PLANE
'C Z'PLANE
X Z PLANE
WL 0.0
FS 0.0
AL 0.0
48
XI
For example,
Item
Weight (LbsL
Aircraft
Ballast Removed
Results
33467
-10Q
33367
Arm (in,.
Moment (in-lbs)
563.1
220
18845268
-22000
18823268
33367
191.33
If the ICS and the SDR are included in the calculation, the
following results are found:
Item
Arm (in.)
Horizontal
Moment (in-lbs)
33467
323
563.1
348.7
18845268
112630
42
484.6
Weight (Lbs)
Aircraft
ICS
SDR
33832
2035U
18978251
560.96 in. or
33832
191.33
49
The first
To do this, the 20
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Bibliography
1.
2.
3.
4.
5.
6.
7.
73
mmmm
mm
mmmm
EMg "
Vita
Upon completion of
Following that
In May 1990 he
29 Meigs Drive
Shalimar, Florida
74
Form Approved
0MB No. 0704-0188
PuOhc reDOrtng owrien for this (olleclo, of .niormatton s estirmated to aerage 1 hour per -esoorse. including the time for reviewng instructions. searching exis ng data sources.
g the data needed, and comooeting and re. e.*nq the :clIection of informatiOn Send comments regarding this burden estimate or any other aspect of this
gatherrg ind r,- r l
son
cw dung ugestt. ns for reducing thls 0 Oer to dvashnton -ieaouarlers Services. Directorate for Information Operations and Reports. 1215 jef
cOlleCtion )t ifD-4-tn
Dais Highway. Suite 1204. Arlington. 4A 22202-4302 and to the Office of Management and Budget. Paperwork Reduction Prolec (0704-0188). Washington. DC 205O3
2. REPORT DATE
Dec 91
Master's Thesis
5. FUNDING NUMBERS
9. SPONSORING/MONITORING
10. SPONSORING/MON!TORING
AGENCY REPORT NUMBER
82
aircrafti. center of gravity; control theory;
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