GUIDELINES FOR THE DESIGN OF AIRCRAFT WINDSHIELD/CANOPY SYSTEMS

case of a transport type aircraft decisions must be made regarding utilizing an openable clearview window for crew escape and emergency clear viewing. Once the above noted items have been clearly definitized, depending on the type of aircraft, compromises should be established regarding aerodynamic shape versus clear vision and optical qualities. Authorization should be established to perform wind tunnel tests on models that would represent acceptable visibility requirements so that aerodynamic performance of the aircraft can be determined. 2.005 and the best possible optics applies to all aircraft regardless of the mission. The speed of the aircraft will determine the importance of aerodynamic drag and thermal conditions. The higher the speed subsonically, the more critical the aerodynamic drag. Many times, minimizing the aerodynamic drag by high curvature or low installation angle of the windshield is in direct conflict with good pilot optics. The speed and the time the airplane spends below 8000 feet will determine the potential for bird impact. The mission profile will also determine the maximum temperatures and pressures to which the windshield/canopy is exposed. It is imperative for the transparency designer to have these data in order to design an optimum transparency that is structurally sound with acceptable deflection, optically acceptable, and of minimum weight. Additional hazards to which military aircraft may be exposed include flak projectiles, nuclear effects, laser/high energy particles, etc. (see Chapter 8). The mission profile is necessary to allow determination of the threat level for these specific combat threats. 2.009 SECTION 3 TRANSPARENCY/AIRCRAFT CONFIGURATIONS 2-300 INTRODUCTION Numerous types of aircraft and their respective transparency configurations are presented to show how the transparencies have been designed in the past to provide protection against the anticipated environment. No attempt has been made to document the operational history of the designs, and the designer must evaluate each system design for his own purposes to determine its acceptability. Reference 2.1 provides some logistical history on some of the military aircraft. This history includes such things as MTBF, life costs, projected costs, and maintenance manhour requirements. 2-301 CIVILIAN - BUSINESS JET The Learjet transparency configuration is shown in Figure 2.3. It should be noted that the two stretched acrylic panels are laminated with .100 thick cast-in-place acrylic. 2-302 CARGO/TRANSPORT AIRCRAFT Cargo/transport aircraft may range in size from the Beech VC-6B to the 252,000 pound capacity 747 freighter. The transparency configurations for a number of these aircraft are shown in Figures 2.4 through Figure 2.12. 2-303 MILITARY - FIGHTER/ATTACK Fighter and attack aircraft are designed for high speed, high and low altitude, and may be required to withstand very high "g" forces. Figure 2.13 through Figure 2.22 depicts the transparency configurations for some present day fighter and attack aircraft. 2.011 9 (3dA1) 1VAOW3 (910NA) 0334 300d (51010) mow 3dOSS3dd (01) V3dV AN (el) (nedua) P;ILSACTURER: Gates Learjet Corporation INIIIV3H -UV caa(9 almw] MISC. :AIR : Desii. ?riven by Bird Impact 6 NIV21 aur6: .1 CMS OGF ) "XVW OSE NI9V) s(:1 E'6 911AVU aPIS/Z6E1 1H911t1 0PFS IOC 3.1016 0/V 6 0SE 74 '''', 1 .0 & . ...1 ... .- Ln ao ISt r e atU C C'j '- vl .... tr. 0 !g .... 1.- U In I. 2. O. Ln r r ..... .a. CROSS SECTION AND EDGE is.. a. ox = in . To u "A ou ... .3 --4 Sc, aa a - a • S. C.,.... 2 -. g i; % 2.012 2.3 - Learjet Transparency Configuration = 0 C. .-. (3dAl) 11',O,Nh %:vj tr2ctif,4 3NON (SIONA) 0336 3608d 09E (sioNA) 3sIno 069 (15d)3d1SSTdd N11v1 943 (z*NI) V311 114011/t.1 056 SZ9 00V (G1) 1 001 08 OS (S33a930) 3dC1S COPMERCIAL TRANSPORT 13 (,) SV La u c = un = un = Jr .3 ca mcl ea .1. CO A. cD 0.. 0 un 0, ea 0 0 0 •-• e ea IX La 1-/ 0 0 6 0 iv 0. ..J J a- a- cc a L) 6 0 0 .-. 0 •IC 6 --I CI -- • CC CC CL CC ,-, CC I-- .›. . < 4.-- VI 0 VI 3 via .. 0 0 0 0 -a = 0 C. Os In r r ';TP. ACRYLIC a = = 0 = A. , E E = -J = 0 a — 2.013 0 (30.1) 'IVAN] (S100) 033d5 JO0a (S10NA) 351101 (15d)3d0SS3ad (y'Ni) V3aV 1 (81) (S3380)0) COMMERCIAL TRANSPORT MANUFACTURER: BOEING COMMERCIAL AIRPLANE CO. Ni1V3H — rr .3_ r- v- c a Li 3, = 0 3 C a ..- 00 re 10 0 3 rQ o • 0 5 ..- ...... cc • .... 2 a -J 0 0 7 CC. 0 0 0 EN CY BlcD IAN C EI—EE Di 3 a !Ilya Sa3din 3urps: 3No% d WIN 09E 3 •Xtrti NM) 9'8 011AV0 056 570 or,E 11191314 00t St Or • MOS 1 O is EV ..., - • • .. a 0 Li 0 0 c , 0 — -- _ _, ce, Li _, , c, a 0 re a .0 0 C a --. c a 0 0 in a.. in in VI a . . C. CO Ict CO C CC CO CC 0 CC an a -. a Li Li ...- a ..- a .- a ..- 0 a. 0 3 0 0 3. in in 3 in 2 0 0 0 o 0 0 0 C. 0 0 0 . . . . . CROSS SECTION AND ECGE J ) I - , .., • i f i l i SHAPE t . c z z = 0 = C I 0 lad 0 .. . . 11. cl 2 cf- E = L, 1- at -• .... a- re -1 0 0 .. c. 4 ca v. at , .1 0 :2 i. at P. r. 0 L'a ... r S-. • .... r .- . 6. 0 3 C... a 2 "- ,... r n • a- x ..-.. c7 o — ..4 C. a ..... L.L. i 7.7, vt Lt-tt 2.014 Figure 2.5 - Boeing 757 Transparency Configuration 0 (3dA1) 1VA(M (S100) 033dS JOOU (SiONA) 3smn cisebesued (04) V3dV 1H (91) (S33d030) COMMERCIAL TRANSPORT EARLY WARNING COMMAND POST 7c. BOEING COMMERCIAL AIRPLANE CO. NI1V3i! W1I3 1V]id1D113 MISC. C:" 4 : DESIGN DRIVEN BY BIRD ImPacT L It %Did 1N3113d38 amv 113JIM d OdIS SCE ) 'XV4 OLS illY] 69 011P:0 0901 l'ilSI31' PSI 65t 2LL 3401S 10 d 8.6E v. -,.. :Z ,“ . . ...•._. m 0' 7-1 ..., 4.3 .— 0 .-. ..-. en -I -I 0 c, „ 0 0 I-I L., C-I 0 1.- 1: C. 6 W. N N N N N N. V. SCOCCCOCC COW CC. 0 e: CO CC. 6 0 0 cr 0 ..0 .1-3 0 I-- 0 I- O. -4 -I 0 -JO. 0 a. , C. „, a c 0 i 0 C.. I: 0. 0 CO O. C. 0 Z- 0 LO 0 0 0 0 N 0 CO 0 0 a-, Cl a 0 r 000 CC CI C N 01 0 in . - LCI r - •-- r - 0 . ,-0• 0 . 0 ,.0 . 0 •-• .- yr evvt .- CI 0 1.-- CC.. . . . . . . . . CROSS SECTION AND EDGE i l 0 X X . C..) IZ Z 0.1 ia.I X / i / I Cn X ....k SHAPE <....-i ,... cc o_. .. _..., ... c._., r . .., . D. 2.015 ONI11/311 Wil I 1VOIdlOil1 (3dA1) 1VAOW3d NIVU 314014 (SlONN) 033dS 300ud GUM (SLOW hind) (ISd)3b1SS3tILI NI1VD OtS eit3 (nil) V3bV iNSI1AS11 06Z (91) 1H013M (533030) 361S BOEING C3140ERCIAL AIRPLANE CO. pg LE 7 Ca SIR. ACRYLIC r..1 0 0 e in C\i La a 0 § • a n e 4 C' C 2 . 016 Figure 2.5 - Boeing 747/E-4A Transparency Configuration 0 (3dAl) 'VAN] (SLOW 0336 100d (S1ONA) 3sina (Isd)aess3dd (01) V3dV LH (81) (S3321030) c.: MANUFACTU'IR: BOEING CWERCIAL AIRPLANE CO. 1i : i ../ 3,! a . 1..:1w a 2 .-. i... c o ...! LaJ r a_ a < -.. J J V 10 .... 0 .- ... 6 a 6 6 CC 4 .- I- CC .4 L.. a w i.... ...., w La) a w = 1... L.. -, ‘... vi 1.1 = ‘‘. Lai is a -.- . in 6. IX 6 .... .- a L. 'I I 1P I lk ;.t NI id d3dIM _ - - a a a(z 1- Lin 7 .. ,.., a..-. o . L z • a ,. ." z al aitj I ill 08E - 090 D • X.: N !I I IV] 9'8 511ANO la LOE la St 1 96 1 1013P 9P tvZ 11 S ' 9 E . 0 1:1015 11 0 SP VI .... d a .... 1 in in in VI in Ln in in in in in in VI in in in C 6 < IC 4 6 C. < J -I J J -I -I J -, 0 0 L5 0 L./ 0 LD 0 V 0 0 .... ...! .-• • J J . J a J.. CC a a- a CC ..- 6 a Q. i Ca LtI i Pi. i 10 V Cl. V 1.1 V LaJ it I- 1- 6 6 I.- I- .- CC 0 1.- i- 6 I- -1 J -.I , J E co _i E co •••• a a a r a _. co ..n E co •- 1 > - ,•6 = in a in w _., :_..a In 0... 6 1- .--. ,e, C. u. I.0 = in C.. a a ...., L... ^ in a it co a, in 000 c..a in 00 S CO 0 OD Se OD 'fin 4i 0 in c in N 0 in .... 'in ii- en rn n nit r. ..- r.1 CV CV 0 f II cu . . . • . . . . . . . CROSS SECTIC1 AND EDGE •/...... ...I wu tr. •.. 1 SHAPE I- I- .0 < J J .... 1.... I- I- .1( IIC CC -• J J a a ci . . •, .. a n 2 E• 3 • '8 c., .... — 7C _. J LD 0 LI a a O n ..., . Lc, a es = a a Ls a -, a U) = .0 C. cal • a o - .. .4, o a ; -- ,_ - ,,, in w -- w .- 2.017 Figure 2.6 - Boeing 707/727/737/E-3A Transparency Configuration MUM 134/1) Waal MITI (Sal) 033/5 .100114 Mat (susa) Juan •nrd ARMIN kiln (ill) Yin AMU= Cr) Immix (533tztn) 34015 00 I 01.) se p. C lid 1:6 018 PL9 OWL OCL St VS St 1.3 2 VI VI le) V, la 4/1 aC tO ca 0 a. 0 0. ca 0 42 0 4V. CO 0 co 0 GO ••• in •-• • • • • 1..) •-• 31... ele ee 4.) •C • • Figure 2.7 - Douglas DC-10/KC-10 Transparency Configuration 2.018 5 (3dol1) 1VAOW3 (S1ONN) 033dS d004 (saw 3s1nm (1St:1)340553dd ( Ni) V3VV 114 (91) (S331030) TYPE: TRANSPORT NI1V3H LA03310 I DI - ILL: 0121.0313 MISC. DATA: tl NIted SH3d Ili d Odle OSC 0 'XVW U60 Wien 917'i 911M.1 LS Z (ZS dZS S6P ZIA' .I.H013t1 6E SP EZ 9E OZ 3d015 SP its MATERIALS „, , ..r• .r. tx• C ...n a ...1 a -a 0 -.1 0 0 0 0 0 0 t-1 CC at .- - - w . w -, .... -J G. 6 O. ..• , r r r CC cc a C o. LAI 16 W 0 0 l.a Là 0 V 1- I.... C C C cr ....J E al i ca CC CO CC (.• f.. CC rr 0 1- 0 r - e.. c tr..• cc c a-, c • I, — LC ,,, 0 0 s, um LC 8 ° 1/41‘ E E 0 in cr. w. .... 0., _ n. .- i • - • • • CROSS SECTION AND EDGE I •:—. . - . -- , illS— \ - ib w O. 51 1 1- t- a a . -. - tat , i • 1 c r = r 6 L6 0. 0 C 0 = 0 C 0 C. C. C. -- C , .0 :i ? I •Nr. . I 1 .. _ t, , a a" . . 0 0 0 0 Q ;mcr a tit a a L) "‘" 9 .- .c. r 2 n .... „, 7 n. t , t. t t t cr in -.. il: cn ci' c: ,- r n n• ... .. "' v. L., rc ; t- ,... r c- ,-. .... _, — .. ... Li ..t 2.019 Figure 2.8 - Douglas DC-9/C-9A Transparency Configuration 9 (WI) 11/80143 (SLOW 033dS IOU (sow') 'sins 380SS38d (01) V348 18 (01) (S33030) COMMERCIAL TRANS PORT IIINUFACTURER: LOCK MINIO - CAL IF. minn" (mw) % s, • SNV-1. INVI1 • .. OZ 3.11S .1.31/ L'S la's CMS .471-1 1:1 70 '9 .101311Y43N 1I hJ. A s J.V.Vri lidnill 3.173//450N/A1 .18V 411 1111 1i 66CC:)00 .111013M sniawi owe 'we, sin A Li N.7.•.1110 nViSM : VIV3 JtIW 8 NIV):1 s inint ' .1hV773:138 Om° El d ddia (spvi 3dIS Ofed V .11/0S.:1) g.101134 Q_CE ) * %VW tli 000toh 00 lat. .43t/W N 10V) ISei Z•9 71 lAVO 59Z/ 559 71-7Z 1119118 9*/ ZL 99 idols not a 30 0 7 WV 0.I. .1h tt.1 c a4 ;-7... °- : C it w V F sj F 0 s.) t i• ci ... -o I, 1 -_, ..t. III 0: F IJ t W '0.1 r4 FI 11/ I! 2 Z c la c A < . - r u• r - • <r t . 4 tot co 4 4 it di ,,* do ci E -• > 1- > L- Cr I- 3. F (a • .f. a. - 11. notn 0 c3 0 In 0 ..1 0 in 0 in 0 0 "a -A c ... 0 c 0 t• 0 .. cy 0 IF < 0.• br •- .• i-• CROSS SECTION AND EDGE \ I1. I \ 11) ...e ?...I ....rg,.raiii• O m 0 .., \ \ ;..... .,4,) VIII ).1 0 MO a .1 A ..,- t a 2 _ss V. 0 vs .1 C 4, Q a ! V 0 ta a ...................../Th a 2 b 2 Zi'F IC a 7n - n so , 3 o 3 Li LI b.. OI Y!!! •• cs in th ,,-.; r , ,- •, Cs , r al IT 0 ! 7 n 1-- I le ,a u1..., ,, 4 w i a C , 1 0 ow iv I- W T., : €C 0 III is LI IX r - 0 e I.I a I 30 I 4 - -..!. 'U IL CI C A k En 3 A ‘" 2.020 Figure 2.9 - Lockheed L-1011 Transparency Configuration (3911) 1990143 (S.100) 0334S 1009 (siowa 351n 3911SS39 9399 iii (S339930) Rypi: COMMERCIALIRANSFORT FAIRCHILD INC. K:HoFACTUREN: MUM is u.so as es. il -It ii. kea es MISC. DATA: IRE F0-22? CIE MODELS UTILIZE A WINDSHIELD TNE SAME AS THE LATER F-ZF's. a 111911 9/34111 d MIS Oct 3 '9191 Oct 1119Y3 lid S•S onAva Ut £6 9ZE 1.1491311 3c1015 (1919021909) 09 MATERIALS •• ". sa r. i la it t ..., 4. ti at at .... J 5 a d g a & aaa I 1 1 it• a a Cla at LS la/ ay ill al.a F 0.• F=60 F la. la. I I .aies• I 0 J a 26 a • J. a J Iasi= rasa g5EZ= CMJ -.., aa.- d:th ;2'2.5" ... P. woe awa Sam ._-- -ww • • • . . . g s t s I - • us 3 wow Ina § ft ..) ... - ....... I .... ...., z....\ ...‘,..... ........ -....„1 — e f t t ... . :. ma 1 I.- .9 1:Z: birc e ... .9_. .. -a Lila. Sa W.4 Mal. 66 6= tr.."' ••••• 9 .-.• 0 J 31 la Ci WX0 §all aa ENE 0=0 a a • it•-•••• 3 • •-• a C • ea • =a 'S a .-. Is .... a .-I a. -, a. a A. LI 0. IS' a 2.021 Figure 2.10 - Fairchild FH-227 Transparency Configuration (3dAI) 1VAOW3 (SINN) 033dS JOU (SLOWN) mu 3VOSS3d (01) V3MV 1 (81) (S338330 TYPE: COMMERCIAL TRANSPORT FAIRCNILD. INC. NIIV3M 4.1 7 g 4 ad i 2 m IS 11 ... md MISC. DATA: THE ORIGINAL WINDSHIELD CROSS-SECTION SHWA HERE. EXISTS ON SEVERAL AIRCRAFT. 2.3:m t ; .167 GLASS .275 PRO .250 GLASS V NIVV SU341/1 d 01110 [ZZ 3 'IVW LZZ N117f3 IS4 Z't 011AVO 1Lt to SZE 114013A 3dO1S (1VANCZ10010 09 ;a w i ne IA ag tot te w on * r S t. 4jin ;`-' lln 5:r. k .w a 22 ... a a 1 1 kMA ISl• s 0 IC F I I E:gSN km -. txxl 52NS -- mau.: ...ams t4S1 mom -:•1•14 .. . -......... CROSS SECTION AND EDGE ii II Illikk; / 1 .../..--- 1::Z::1 ill . --e----- ----...-- ... 4 —Iia. 1,..ac W..4 IS ma a= vim i R s4 ft 1 —1 wa ME= §a-3= ma: 8 a .a w . .5 s .-+ r- .a a. Vi a. Figure 2.11 - Fairchild F-27 Transparency Configuration e"\ 2.022 9 (3dA1) 1VAOW3 (SINN) 033dS JOOd (slow minH usdhanssmd (01) V341/ 1 (81) (S33b930) TRANSPORT, LIGHTWEIGHT 0. 8111/3H 03J1-11NV A11Olai,,313 H N1VH St3d1M d OHIO 0314133dS 10N 3 'XVW 02Z N12V3 911AVO 02C 11(913M 3dOls un —, a w i ,,,v, a m w w 1—z =cc — zwc w Q-,•- 1— z w „, , _ ce v, _, acc-,wm .”=—= 00..b.az C — w, C., r m c..., in 1.... 4.1 = •-• P" ^- r —1 • • r . 1 1 CROSS SECTION AND EDGE 1 11 1/4 N. k% .. )1 i 1 ta SHAPE 0> ..3 ITRANSPARENCY AND SOPL:ER n—, , in " 2.023 Figure 2.12 - Beech C-12A/RU-21J Transparency Configuration (3491) 1VV0N3 (sxOO) 033dS 400V (SLOW 3sIn 3VEISS3t (00 V3VII 1 (913 (933V930 LI‘ 6. In 6— I- a C 4 r! 0 as! fig! EC • a a z NI1V34 1SV11 V1V 13E MSC. DATA: Z .< SINGLE PLACE TWO PLACE V NIV11 1SV10 VIV 1.31" d 01119 SIONx 03C d 0d19 ill t ) *IVW O'DI NI9V3 ISd S'S 0I1AVO 00S1 ONEE 00EL 14013M LIP 6# 901 3dO1S 1 13/V 0 AtZ 17 1 ... VP f.., ..• g is IJ SY QE 0 ult 0 n V • Vs * 2 ' _• - 3 ii 2 ti a d 5 d 0 o 0 d 5 d i a - a a .- a 0 a e en a ma 0 a a a a a a ri. 14.7. IT ma 1.11 ....1 .0... Ws 0 .0 .S . . 0 08 0 9 9 9 0, I 0 . . . el CROSS SECTION AND EDGE II 11_. . .CD CD Ilk0 ma 1 a g ec A g Vli ; 1 ; a g 1 111 ; tes cm la sa is a S o i 4 -a 4.1 LS taa J C C ...v, vi - ,...., 0 i ..• 7 3 a s 6 rl E a et a a tt a .1 ... in 2.024 Figure 2.13 - Northrop/McAir F/A-18 Transparency Configuration (3dA1) 1VAOW3 (SLOW O33dS AO0d (S1ONN) 3Suld (15434OSS3Ild (01) V3dV 1H (81) (S338530) NI1V3H 3N)N MISC. MIA: OESMII DA/VEM 5Y VISIOR IVO BIRD INPACT. • *AM Ac'VLIC - - LAYMiATE IS AEIT: U.:AL'ATE.L d NIVd 1N3113d36 C311ddd awnohb d Odle SAld OSE ] 'PM .1.9 0 G64 NI8V3 S 011AVO 002C 1H913M LEI a 3d01S It DV II Lei et re 4.41 CZ Z r 44.1 ce ct t- J 0 0. Li,r• • La.1 cn f3 uT J 0 6 in (..., CROSS SECTION AND EDGE — . • 144 0. C • \Th it \ • T Cr W. ..•,! C..a ..., Ira. g it ..n ..n = •r c cer .- ai c• '.... w v, c or : c ;- ''' Cr v., L. c, ! - , t. — Cr >.. c Cr , •,-, . . . , ..., , 2.025 Figure 2.14 - General Dynamics F-16 Transparency Configuration 9 (3dA1) 11/80143 (S1088) 03361008 (S10(01)3sinn osoninsuna (z.No Y3 LW (91) (S33030 N11V3H alt1 1011 MISC. DATA: 11 \ I 1 / -/ J---._. C) V8 N188 81V SUM d OHIO sold 081: ' 3 AVIA 1 S V 581 141983 5 011AVO 9/ ( 1 UUEV 9951 1H9I3M OS Sc OZ 3d019 7 Q.-/ SZ MATERIALS iS o o „ = tJ V Lel 1" -1 ' , ,_ at cc -I -I.) 0 11: CC CC, 0 CO w 0 0 in La La = v a- at n La a- a cr cr _t a- tat 0 0 a a W 0 CO .4.1 at o 0 La tar = V r- -a 0 t.r a- C cc L.13 CC CC 60 0 CO CROSS SECT ION AND EDGE ' 0. -,.......,.- / / I . \ \ - . k ITRANSPARENCY I MD SUPPLIER SHAPE -------1 I • \ Il t • II I A • I I I 1 0 et .i . 4-1 tra tx • La 0 o / ' . .. \ tti > et r t 2 71 r es.,.. ..—. VI 0 o Lott ar at a- I-1 CI a .1 -I C.1 n La 2.026 Figure 2.15 - McDonnell Douglas F-15 Transparency Configuration 9 (UAL) 1VA0W3 (SIONN) 033dS A009 (sioNN) 3sine (1961)390SS39d (ZW1) V3911 LH (01) ES3389301 TYPE: INTERCEPTOR/FIGHTER 8 VANUFACTDRER: GRUPPAN AEROSPACE N1111311 166111 dld LOU MISC. DATA: TANDEM SEATS S N1V11 1.561111 SIV IN d 0919 OSe 3 - XVW 0•L' Win NIOV3 9'3 Ol1AtO1 2E0 00S OSLE 0000 111913/1 69 0 6E1 o'E9 os 3dOlS e OE MATERIALS .... . . .. CI Ca VI J -J art *X 6 an cn rx cc .... . „ ,..., c.J . e_: 06.0 o ed 42 -1 -a •-• - tte o o -a ta a -t 4-• • t t., tt, a a 2 o o , t 0 o it; „ ,, a- 0 t 9.- 0" n . a c... k•J CZ 6.1 1.,/ La l' r = rt ... . . Li Ca L..3 a &: V CC k , i I 1 ct 6 v , . ,..• i- Co 4- •-• ..1 J la.I ..... 1- .-, L./ .2 La ..... CC CL C.1 O• 2 O• 0 O. 2 >. 2 C a , La, C. -. 1- Li VI V, --- 1.-, V' iaa Cr ca LL pa P.. La 00 000 0 C LO CO Wi 0 azt tat to o NI to Ns 00 ...I 000 0 C.: 0 L- 0 La 0 Oa 0 1.C1 0 Co .- .... ri . . . . . . . . . . . ..._ . . . . . . CROSS SECTION • AND EDGE .....'. 1 0 %SO i I --.... (:. '• tr • SHAPE \ \ FM L I “ i r ' • 1....... IX Q' a; CZ- C • 0 :7 ta CI 1 iiP J n , LLI Li al L.L. L '2 . at EYeel. g C 1 • "C a al C. C 0 0 Lar O 3 C. cc .., .. . 2.027 Figure 2.16 - Grumman Aerospace F-14A Transparency Configuration (3dA1) 1VAON3 (SlONN) 0334S 1004 (SLOW Etna mnsuad (00 vmv 1N (Si) (5334930) PALOACTVRER: NORTHROP N1143" 03430 4111 10N MISC. DATA : F-5( IS SPIGLE PLACE, SHOWN isPE IS F-SF, THE TWO-PLACE FIGHTER/TRAINER. „ 9‘r TLE E-cr USE '-E 5A”F TRANSPARENT sine: rn0 T4F --31. 4 N1V4 ]NON d 0412 00V 0 'NW 9'l ION NIVV) I'd S 011Alld 089 00ZI 144011M ZO It 3d01S 1 in C 'Cc" .... i— ..t. 0 —Ia. uJ cc ,,, o ci na w et . c....., `.2 vi r 0 La ...,o 0 ek ... . ._, . ,...c,. 01 < CROSS SECTION AND EDGE 0 X tO SHAPE -I < 0 i " 0 0 0 la -"' L.J= = ..., .- CC 0 OS L... —, • I. n a. , v, in 3 , 2.028 Figure 2.17 - Northrop F-5 Transparency Configuration Li 0 (3dAL) 1VA0W3 (SLOW 033dS 3008 (SIONA) Hula (Isd)3essud ( NI) V3dV IN (01) (S33d930) MANUFACTURER: REIPILIC AVIATION NIIV3H .dIV 33319 MON3 MISC. DATA: I itil 8 NIVd dIV 03319 301003 d 0418 IN3N3elniAd 00 7 'XVW "l'S 6 II I . N NIOV3 9 r 011AVO 00# 00ZZ 009t 1110I3M $1,2 891 Z. LE V.OZI 3d01S 71. a 4/1 C w a ,... .187-.203 LAMINATED GLASS .040 VINYL WEALAYER .235-.265 LAMINATED GLAS .090 VINYL INTERLAYEA .187-.203 LAMINATED GLAS MIL -S-8602 GLASS LAMINATED-FLAT. AIRCRAFT 2-PLY NYLON .230 OUTER PANEL STRETCHED ACRYLIC 2-PLY NYLON .19P AEINFORCEMENT 2-PLY NYLON .125 INNER PANEL STPETCHEp ACRYLIC 2-PLY NYLON ,-. c - Z. ., ... .-, c, < a r a C. -,,r a =_, - < r ._, •-a..., .- .. CWO cc.owm 0 a C/7 ann-a<= an aw r aa 3 z , z.:,:- .- -, ..- om.... oroc.L., b ... r - _.. . tn : ....- .. . m .. , CROSS SECTION AND EDGE Ilii 1 0 SHAPE .., 6 g,., = a ... >' .. t._, Li e ,.. ww w- C.. .-, 'P in *9 - nw —J an a , 7 f. t.,- 2.029 7 Odin 1VAOW3 (SION'A) 033d5 J0011 (slow) isinm 3HnSS3dd teNI) V3111/ LH (al) (533d730) AIRCRAFT: F-111/91-111 MANUFACTURER: GENERAL DYNAMICS NI1V3H 15V10 HIV 13r c \ .....\ ,-,-. = _—----•••'"---'' ( 1 7 /i = = d HIVd iSV10 dIV 13r E J0 10 OM a = D ' ,NW +5744 c. , HIUVJ Z.6 - 711AVO [911 ZZLI 75 ct 1HUI1M OP OE • , 3d01, 3 oiv o oz w 6 -.4 444t -Cr aa C an. ,.., U) ..0 i. 0- .-. -- 0 4 6 V < 4 — —C a- -- c ........04-do ex ¢ cc a ex c .e. ca. •,- a cc Cr '.j -.I 4 ...I 4 c in° Lama.) w n re c_.• a. L, ).• r L..- L..4 r- a. r 4..., •4- .... 4. - 41. F. Cr e .-... e 1--.= C- j ccc - a .- .....- _. a 1 — Li.1 N W cc in 0 0 0 0 CC Nt 0 tn C, i.n C r, ;AD in al r 4-. a. co a, ar 4.4 r. r 0 I— la 0 0 W 0 In Lka N 0 N = C 4 V I SHAPE J CI C 0 .... ce o czt n ti L., b r. a. 1-11`. " '' • c -J r r -- • - ..... c., s , c C-' :. S 6 6. 0 It n at t 1 In .--- n..: —I CI. t-t f I J n 05 tr Cl C ° n CI a• r1 Lot 0 0 I' c". 0 to t-t 6 t.-• n. 6 r .0 N 0 16 2.030 Figure 2.19 - General Dynamics F-111/FB-111 Transparency Configuration DNI1V3H (3dA1) 1VA048 NIVN iCV1Z 01V IX (S1ONA) 033dS 100dd 0819 U4IJID3dS 10N (slow ninto .xvw 88' 3M9SS38d 412,1J ISd S'S (01) V38V 1H' !1kV0 (91) LHU13M (S338920) 3aU1S SIG 01S OC:ci zt 9' 'J u or V' —' L ' r C :2 tn. v"', C C 6 Q Et, ' ' CA. C. la cC r t . LAI La F.' Lu: .I.. I4 g ' . —L.. '7 CO -.cox r La C.. o , fl , J CAMS SECT;ON A90 EDGE - m.. SHAPE \ \ \ . 7 ) \ ) \ a cr .. i ._ •En , „ ..- c Figure 2.20 — Grumman A6 Transparency Configuration 2.031 9 (3dA1) 'MOW] (S10NN) 0336S 1008 (510N) nula 3b0SS3dd (z'NI) V38v it (91) (S338930) TYPE: ELECTRONIC COUNTER PEASURES MANUFACTURER: GRUINTAN AEROSPACE NI1V3H 15v16 81V 10H VE COATING IS ON 'NE ORFfCr Cr ToE TWO DR IC DEPUCTION. d NIVd 1Sv12 4IV 131 d 0810 03141D3dS luN 3 'xrA 06 H3Vw NI9V) ISd S'S 011AvO sis 00S 00Ee OUR 1HUI3M ZI CI 9E s'a 3d01S /3 'O'd 0 uo V. —I '2. 7, Itti et a; V. , , V. V. V. C c c a a a 0 0 0 , a. a. 0.0 = r r .., ... to! Lot to! VI 2 V • I i loot to! _, po ion J p. up • tot IX “' ,..., w r — L " • tol Ot Lio 11. an ;.• ..a in. 0 0 0 : - CO -- c... to c. ..... r CROSS SECTION AND EDGE .- = a = o rc :i ,... co , tr. c cc a a a- ce ... ,-, ...c. • 72 o. cc a- c ...u. -... SHAPE bT\ 4.1. \ l t fn id a tI at a i •E 11: CI —. &.' a" u —c ' h " r, .r •t •t -c ,...,,. -re ca ''' — L. r, Lr. 2.032 Figure 2.21 - Grumman EA-6B Transparency Configuration O (3dA1) 1VAOW (SlONN) G33dS JOU (SLOW 351nd (iSd)3VOSS3V (eV!) V3VV 1 (81) (S33VS30 TYPE: ATTACK (CLOSE AIR SUPPORT) 1.1111.V3H (90J30) dIV 10, - A,IMV3 IDOLIO i IIIV .101i - Mold in: . 1V00 3AI1300NO3 - 013IHSWY MISC. DATA: DESIGN DPIVEPS: BP) BULLET IMPACT FOP W/S CT R PA7:EL. BIRD ImPACT FOR W/S SIDE PANEL. .2.017 11 WIWI HIV .1.3r - d OHIO 00E 00E - 3 'OW OSE N19113 5 . Z 911,WO ZI L Z LEZ OLE 13ALVd/ II E? 1H913,1 E9 AS d IHS/ Vet II' 9t 3d01S 1.139 1) 0 at 011 et .- CC , E fi Or a Or ..., ,.... - - ,- ,... a et IX 6 CE. 6 1..J W La ..... Or 1- .... EESErek,T,E. k_ C,- c L.. 1- ..... ,- 6. .- .- cr- 1-.- Lat-r .7,1-i X r1_.... ..... .., r. _J. - E g' .5' `;•3 =,' gi ::-.- ..-, VI 0 ../10.....0.00.n0u , ae .., CC er .... co (V er ..J , 0 f. 0 r, O.- J Cr L • • • a a a• . 01 L....wt.—L., 2..: 1 " " r '-. - -. •-• - ... - _1 6 tl7hri ect L r..; .- ,., :: 7 L.,_ii =L., cj : .6 ,..- a ... Cr a 0 -t n At cc er X 1 "' e.; ..C7 •T :.'• ._, ,.. ,- - - ,- ,- r 7E:: a EI g el . a O. C. Q. a a.; act CL C .0 0 ..0 0 C tn.) C , i r V , .., , • CP at .- Ito in .4, r C 0 F... 0 •- C.-, dr -..1 0 0 !CC c, C CROSS SECTION AND EDGE e . 0 CC o= 0 CC me... .--. L I I— 1 I 1 c =, ,-- = o SHAPE o cr 6, • ,.., >. cc • r., o , •-• 0 0 ,.. ' , O. a a. a c, ...) IIRANSPArENCY :.41) SUPPLIER C, , „, ws r „ '' • .•-• i '11 PI Or e, -al- 1- ei fr., . 033 Figure 2.22 - Fairchild A-10A Transparency Configuration 2-304 MILITARY - TRAINERS The transparency configurations for two military trainers are shown in Figure 2.23 and Figure 2.24. 2-305 MILITARY - UTILITY/OBSERVATION Utility/observation aircraft are usually the smaller, low speed, low altitude aircraft. They are normally used for business trips or low altitude ground surveillance. Figure 2.25 through Figure 2.27 depicts the transparency configurations for a number of these aircraft. 2-306 MILITARY - HEAVY AIRCRAFT Many heavy military aircraft are converted models of large commercial aircraft; for instance, the KC-10A (converted DC-10), E-3A (converted 707), E-48 (converted 747), C-9 (converted DC-9). The transparency configurations for these aircraft are shown in Figures 2.4, 2.6, 2.7, and 2.8. The Lockheed P-3 Orion, S-3A Viking and Grumman E2C transparency configurations are shown in Figure 2.28,Figure 2.29 and Figure 2.30 respectively. 2-307 CIVILIAN - LIGHT AIRCRAFT These aircraft are similar to the military utility/observation aircraft in that they are small, low speed, and operate at low altitude. The transparency configurations for a number of these aircraft are shown in Figure 2.31 through Figure 2.33. A blank form, Exhibit 'A', which may be reproduced, is included so that additional aircraft transparency configurations may be added to the Handbook. 2.034 9 (3dAI) 1VAO113 (SIONN) 0336 608 (SIONA) mind (Iwunsuad (01) 83118 IN (81) (803630) = = — gr. OD 03 4C NIIV311 dly ind : puliG MON :3i1 - 11Nv MISC. DATA: • I / • 8 NIVH 3NON d 0818 0S2 3 'XVI4 OVO ' V Ett • I 018113 911AV0 E68 8E0I 1.1491311 CZ CLL 3d015 :y YO i rf 6E MATERIALS I., c _ irc _. a t gl Llt i 2 .... -J aro= 0 r c r 0 CO r ." 0. 1.1 0^ nl. CO , 0 0 0 0 0 N . . . . . . CROSS SECTION AND EDGE fi l 1 SHAPE a 5 g I„) Z 0, 0 0 .... g ,.., 7 _ t; n 6.....4 au au u0 vir r 7.c 9 .- •i Figure 2.23 - Cessna T-37B/A-376 Transparency Configuration 2.035 (3dAL) 1VA0W3 (510N ) 03315 JOOd (sioNN) Bind wissmid (on V3dV iH Olt (S33d930) TYPE: TRAINER MANUFACTURER: NORTHROP CORP. NI/V3'l 90336 dIV LOH .. :I- ° j, ..-. = \ .- . - 7 C v c c , u ct c co 't 1 tj e' Lu 7, - , - 0 . ,.., . ..... , L„_ L., t1 NIVd 3N0tt d 0t110 SIONA OW 3 'XV14 Z. l NOVA NI91/3 I 5d S 9I1AVtl ogs 2 082 Olt L 0 I t DID flit if 8.5 CC It 1.1015 •LZ in 0 vl C .C.; 4•1 C E V .2. V 7.., c ,_ ,,- 0 c CO01 W 0 0 wino M. 0.4 144.4 V I 1 . 0. kon V I LA IX J CC I.- 4-4 -I vt i c.: cc 0 co 1°. a.- V = - 0 _J c,-- " 0 ..- .._, 0 V CO -o - 4 Cn 0 We OW ,m. MD W hri 0 CC " 4 cell CV. 4- ' 4 6 al 0. V 4 in CC J CC J 41 1-• v J , .... on r o in 1 ec 0 it. m .., r. ...-. ..-J 0 0V <0 c, 010 CC N. Li I I- a CC J , -, LI 7 o ..• l'UNSPAPE4CY I CPOSS SECTION ;ND SUPPCER SHAPE AND EDGE o z Lij c : 437 ...I C (- 1 2 . 0 V 0 W = 46 0 CC = V r o . z.c-ata 0 a 4C = a 0 Y. 0 24- 7.• a... .... • t.... •-• t.3 a CC = km mg 4.• a Lei 2 Cc • cc ..-..... 6.. t= a ....... a .- 4- VI C = = c • = ct t .r c ../ , Figure 2.24 - Northrop T-38 Transparency Configuration 2.036 9 1VAOW3 (SAW 033dS 3008 (SOW 3sIna (Isowsubd (eNI) V3dV LU (61) ($33030) C 5 • Nl yIn H SID4 ISONA3U 3OfitNI dIV 111111 3'IP.A3 ii ' c o i-, in E - A ii rL\ ) \\ \ -\ i . ., ..\\ ‘ \ . " ‘4.\. :I .....,-- 8 NIV8 d3d1P 0131tISOI:Ir 0 'OW IS'JI; int; It N1CV3 03118W...5321d .WI. Wot] 011AVO IS( 999 ZSOt ECOt (VII 509 tZE .I.H013M E.6E 21 9' I I Fli s'01 I', 3d0 1S St' ' yt... -' 7 MATERIALS La es Le, C .7c - gn = L..., L, et ...i •-• ,.. c ...J a ,,, ,-, L, z ic a a CO a 1- a ,„.. > a- • ea -r Ls Cr te, ai to r ,a, ..a ,- a j0 ‘... L., — IX „ CC cr a a in 1- in va c a -• a a co r -< Li °L., - -- _ -J -1 C,C. T cc a a a a v., o, ,- an Cr -, I—)- a- a a. . cc :,- L., _i T , .--: co _, al r o- 7' L a o- ca-- CROSS SECTION AND EDGE 111 T r .-. 1 ) I I iLI I I I L--, i SHAPE _, C4_,. r.. 0 . L.,• ,_ .C lea ...J i 1.1. a = V .,..,..a = V . c_> a Cr ,= ,... V V ...,..Cr V 0_4,4 aV I 7T7ISPARENCY SLTPL:ER a .... w‘.....1--. _. . -. •-. r- r.. , . . 2.037 Figure 2.25 - Rockwell OV-10 Transparency Configuration 5 (3dAI) 1VAOW3 (CLOWN) 0336 .100d (SIONN) 3s!nd WISS3d0 (z'NI ) V3dV lii (01) . (S33630) OV-ID ' ,JOHAN( MIIV3H uJJ dIV 'OH - - .. d NIVd AtildIH \ ) ' • ..- ‘ d °Via 031i1VId 104 4 ) 'XV•A Z9Z ; .' WIvA a -3z IdliSSidd ION 011AVJ ZL9 VEZ ,ç. CUL ..• ,- a IHOI3H 5'12 S': V't 01 c • A., 1J01S - = v• ...a a cc L.. .- ..• vi u, v• vi u, &I a a Ar. C -, a -J 0 cm ..J o a a a r a i., ,- I,- w _ - 4- . . r- , , , • C. a i..,. a •...i. a a c: P 0. 6 6 kik t'4 ek. 0 in •0 k MP 6(1. .-. CO ..- N N -1 LP N N . . . . . . . CROSS SECTION AND EDGE _ 1 • 1 t Li, .J._. SHAPE -C ,.. .., a = I.J 0->c. a cm \ u > , • - re 11."" III.E; ::“:: •7 rm ....k-. Ca ": . kr o• tn 2.038 Figure 2.26 - Grumman OV-1D Transparency Configuration (3dAL) 1V40W3 (S1ONA) 0336 JOU (SIONN) 3sind 38OSS3Hd (IN° V3dV in (In) (533dU30) tu NI.LV3W EC-I.. Vtu .4 ku .. ¢. .- ¢ cp nute,-.7r-- ‘ t r 71 1 1 I t.et b NIVe 2-- d OdIU 7 01 NIUV) CZI 1.1114Ve 'MITI N .•,. MATERIALS A. 7 In — t X •-it4 tn tU , Z t V In cc 1/4) 1; tu t co tn 3 cr cc • Li CROSS SECTION AND EDGE .,c 0 tu 0 2 z Ca O. 1 0 U , n . .... .- .. 0 SI CI i i '4 Z 0 2 I.-.• 0 si 0 ;..._ — 2.039 Figure 2.27 - Cessna 0-2 Transparency Configuration 0 (3JAI) 1VAC,I.:I (SAM...) CliaS (SiONA1 3d,, (iNI) V.WV 1? 011) (;J1)0 W) p3 TYPE: MILITARY LOCKHEED - CAL! F. CO ki; 1V; ..• I I- - 1 _Jr! IT <IL... 1:Ca - 1-.. ..;),..: f_)7 0 lin -.. _JLt t /1 %.1/ 7 NI ,... I; .i (I l i ' . UH I Id 8 1 f' M 1 1 t } • riA H 7 -- NIIIVJ (ISC) L L \ . \ -..,. I ( ) Cl t' = •2' Z. 6L : ' . ni',I V"- g a -= .0 OL r I i. H Nil ii 31N3) Did 01 ,,IS ix • — ' _J CL w — 0 .s ) :.; "" .7.; • , tu tuI iLi t.i ".. D , . , I u/LLI • I Lk' 1..-1 _.1 1./.' I-- . it )) Ls, iui ), LII 1-- .4 --/ .- • • IL L., (0 c-, < _ ..., .I...: r ir in . a u, :-.. >- _I a; .. ` 1 hi l ct ' u I I •1 rhi— (1P1- -1" I - -I • 7 Lei ul i ' a) ui 1 / • > •:- , 3. , .) ( r ,.., (1-. CI) ,.. .. '. .. t.,--. a ,... • _al l t i , 7 La 1-- .4. I-- -rL-... - -- _J U ' • • . tff 1 i Lr) , ILI 1 Lk; 1-- Ul il I- 1 4 r cli I (r)i— ::7 CO e.)P ir LJ II 1/_ , r ,,, 1 fl i ii " I, t ? .... ';'. 2.040 TYPE: MILITARY, ANTI - SUBMARINE LOCK -IEEE' En et 0 kilo ,. ., ...) vH-- .1- ii i ..,„ 7 - , 1 ( ., - it:I It- ‘ o LS; 1 . 111.1 . - U ° (-1_, re ," . C: :' iril i 1: tz,,S • III t_') Cl- L r: j - I ), ‘ — r r 1 kW:: ----- - -- - .1 li:1;11 ) "XVW Lori, (ISE:1)(CL .7c r . 1 LietrN,. Z .17 G :. (7 .-4 ,.; 1 = .1 a - LJ Qc a EA 0- Cr I- 0 WI- I- c ) (Inc :., Z Eh .../ Cl. to (0 .... _ ... - n . er Er (1) I r Er F _ E.,,cr E.) ci li) , —.. L., v, „ . . :1 el MINI w- 1 f .. IT: — I ij i L. „, " 1 , .., LI > 0 Q: 0_ E 1 , E -4 ICI n . , U1 Li I (-.) UJ , I E•1 L i Li Cr 1,1 • (I U) - 7 III , ...„ n --) (I) I/1 . e, -t Ul Z Figure 2.28 - Lockheed P3 Transparency Configuration 2. Z' TYPE: MILITARY , ANTI- SUBTIPPINC 3 N: . C. - 1 -a ' 0 — , I.) • V* - l• I , rfi t r '..1 , , z. . .1 .. I-- _.. .. , t .. - IJJ --, - • u_, . ... t 1 t 1‘,. 7 -,-- 1-- ' ', : - \ \- e ( r -----..,\ ..„../ I • I . VI w i o ,^ 0_, . ; . , •• . n .. e` ,..i ir., w -. . .. " !•2 ••• a, ... > > •.. - " .. VA! introggint Troll' S<:aim tl i ld ::.: 7 2 - '', 't '1 3 ' XV, ). 1 nv) S Y I - 12 .LV )4O St I :1“.1 9 .--- _ :9 i i 1 kV.; 0 0 L = *1 0 0 / 2. a * Z ler.1 111 0 b = 1 ,j = ' a 2 N II tI.3111 33 3/et 0.1 ., i 7 to a LC 143I ta I CY 1. 0 L . -. 0 "I- 0 ›,_ _ •• — (...3(., < 0 _I -J . _J > It ›- Li) CC it: 41 CY Ill W U: 0 at F- X 0 4. I— > i•-‹ h- -I z 11. (f) a-.7 > VI c CD 44. ID (NJ 0 'LI =") C '------, CZ. ;7 0 — tit •••• — 0.1 . ' 0 c._ i ... h tr: LA ,.... Lilo .•.-; — >- . .2. "•• C Ls u I r•-' tr , 1- U LA < VolI ' s ' I 13 _ is u t 0 0 — t A LA' - 1-- r• es Ar" - 4 I.- a: k-- ..- t• Pr` r Lc% •--.) •'' 3-: , .... 0 Li ' E L l Il 1-- i / a et ... 0 —....__.. fq -> i •. ..) a? . I _ 1) 1 0 I! III ) 1 0 W Ul l i U 1 ' • Z W I I ' ' si - .__ kJ I) ' i it 1 ul ' 4- AND YVINDSIIILL D 0•J 2.042 V OdA1) 1VAOW3 (SLOW 033dS 300d (SIONA) 35Ind 3101553dd (2141) V3dV IN (91) (S33 30) 4a NI1V3N (Nild S3N) 33I-IINV 1V31d13313 ,. ) . , 1 ., U NIVd Sd3dIM d Odle 03131036 ION . ,t- ,..0 • , 3 'PIM SP( . 7 - t• NI8V3 ISd SL'9 45 CilAVa ZEt 091 029 c 1- g IN013M S'EE IFEI 5.6 L.;0 3d01S MATERIALS 1 iI' vi LA an VI VI VI J -a st C in CD •• _. -les CC ..0 0 cC 0 0 I- uj 0. 0. a C. A. 2 2 C. 1.0 •U2 2 r r L.. •• •taa 0 0 .... r r,,.. i .,, w Ls ,, st w .... ..... 0 cc e.. e... •-• t- = •-• et t- z .- a- . . .- ... Ls " ""' "' " I et. 0. 1a ..1 6 -1 CC .... > = = .- -, al -, ._. Eg!Bdg LI Ea•-ts Li .-. - -..a C. •- = n• ...,,,-: ..., r...=_. 0 0 0 c0 0 e, = a.. 0 e... 0 = 0 0 = I..i 0:3 e... 0 0 £ 2 N0 CV la .. . CV ICI ...I = •-• em m ..., — = .- = ..c o CROSS SECT ION AND EDGE II ill • _ i .4 Ji SHAPE ..... " . ..., ,.. . == C ,..., Q. =0 to El " a- CC La -1 6 L... 6. 0 " •- 1.-.C. -. • = .7,, _, 0 la 0 .--. CJ n Ca - .. .. • r " . La r • C. , .2 Lk .- 4 11- tn La - Grumman Aerospace E2C/C2A Transparency Configuration 2.043 TYPE: GENERAL AVIATION A:%.7.01: P337 f.:ET,AER: CESSNA NI1V3H t. it. `-, i..) I... LI ‘..) ...i Li, . , c A . \ - ci % • . i a .... i i ', . 4 NIVd -vr 2' a MU -n 3 'Yr,. t NI!P 1 .C. n. 1.11A4.1 do ... h., lid.I1M 5 3dOIS 0 nt 2 -- IA 2 ,.... •*c T 10 )... ku tu dr, II „.• t 13:1•1 It it • Li r.,c., V:— ,..., “. c—i 0, SHAPE 0 ic ct %., Q 0 0 Ct 0 t.) .. • til v) 0 i;-, Q. ii, it 4. k id; 2.044 Figure 2.31 - Cessna P337 Transparency Configuration 0 (3dAL) 1VA0W3 (SLOW° 033dS J000 (SIONA ) 3510d WISS3dd (201) t(321V 1H (01) (S330017) N111/311 !gt z f\\ \ NIVd or 2 dd / / 7 • •d'd 'It NIUV7 9117), .0101 PI 3•10-1S 1:7 - . . ••• c c. La Cr ko 2 ti' .4 in Z h.. •••• 'ii u x Z :g3 i j- 5 Zrzc 1/4' Z Eno -J bazt43 --.1 1\4 0 ¢ tr • ...) o ..----id •..•oo d-fld ..n o •-• ry n ,.., \ i SHAPE I 0 i4 12 0 c., 0 2 0 o 13. I o o .... 1.-• L, 0.../ VI i ‘n .11 Qr ? 9-. ‘ Z ,-/ Cr lt g 2.045 Figure 2.32 - Cessna 182 Transparency Configuration 7 (3d11) 1VA0W3 (7.1.00) (133dS 300d (SLOW 3stnu 3dOSS3dd (z'N1) V3dV III (131) (S33030) TYPE: AGRICULTURAL ARCIIAFT: 188 AGTRUCK W-IiI.TAG%qER: CESSNA Nutt?! `..9. O 2 )11 ,I ,t1 ,.._ . _ . i 1 ...1 1 1 S. 1 ! I N I V!, .gc--,, .1 au: -*X NIUV) A * tillAVd cm a) W. mum, n .4 a- .., fr. tr so kJ cc .1.. CROSS SECTION 7 P:9 EDGE ' \ 1. -4 .. ..n= % 97.4 2 e 0 kJ ' . ¢ z go •.... n'w1. J.., : 0 -44 2 in 0 2 la a 2 • kr Z CC q Z Y. - ci 44 Z .g 2.046 Figure 2.33 - Cessna 188 Transparency Configuration (3d41) 1VAOW !SAW 033dS JOON (S1ONX) 3sin (lsd)unssu ( NI) V3aV 1 (01) (S3311530 PANUFACTIMER: NI1V3W “ c g it a pilva d OVI0 3 'XVW NISV3 011AVG 1NOI3N 34015 Is i CROSS SECTION I MD EDGE I SHAPE I T. CC 1.11.1 Lai - 1 a n. C C. O. :3 4.• i bel E? .- C 2.047 Exhibit "A" SECTION 4 COCKPIT ARRANGEMENT (SPACE ALLOCATIONS) 2-400 INTRODUCTION In the initial design stage of a new airplane the cockpit arrangement is most important. It is imperative that the crew station envelope be established and then the airframe designed around it. This section describes some of the space allocations that must be made to meet the requirements of a good flight station or cockpit design. 2-401 SPACE ALLOCATIONS The flight station or cockpit must be designed to permit unimpaired movement of occupants and flight controls. The flight crew seats should be positioned to provide easy access to and from the seat and the aircraft exit. To ensure that all cockpits will be uniform to pilots, the dimensions and locations of primary items for most typical aircraft are shown in Figures 2.34 through 2.37 which are excerpts from MIL-STD-203 (Reference 2.2), MIL-STD-1333 (Reference 2.3), and AFSC DH2-2 (Reference 2.4). The Society of Automotive Engineers, Inc., has also published an Aerospace Recommended Practice (ARP) 268E, "Location and Actuation of Flight Deck Controls for Commercial Transport Type Aircraft" (Reference 2.5) that should be helpful. The dimensions shown in the figures represent optimums desired for crew accommodation. 2-441.1 Aircrew Size Accommodations In the design of cockpits, the range of accommodation is set at 90 percent of the flying population which uses the 5th percentile as its lower limit and the 95th percentile as its upper limit. The top and bottom five percent are not ignored, but to accommodate them becomes very expensive. Consult AFSC DH 1-3 (Reference 2.6), CAM 4b (Reference 2.7), and A55803 (Reference 2.8) for further information on the anthropometrical limits of the standard pilot. 2.049 DISTANCE From DESIGN EYE POSITION TO VERTICAL PLA%E OF NE:jTPAL SEAT REFERENCE FOINT FOR VARIOUS SEAT BACK ANCLES Seat Back Angle (Degrees) "X" (Inches) 10 7.7 10-1/2 7.4 11 7.1 11-1/2 6.9 12 6.6 12-1/2 6.3 13 6.1 13-1/2 5.8 14 5.5 14-1/2 5.3 15 5.0 6.00 R . Design Eye Position Downward Vision Angle Min. Opening for Ejection Seat Neutral Seat Ref. Point NOTES: 1. The seats shall be provided with vertical adjustment. 2. There shall be no projections into the escape opening that would interfere with ejection. 3. Canopies shall be so arranced that when the pilot's head Is in the normal position. normal or emergency operation of the canopy shall be such that no part of the canopy can strike the pilot's headgear. 4. AdditiOnal clearance may be specified by the procuring agency. 5. This dimension shall be 26 inches for aircraft in which pressure suits and/or survival vests are not employed. Escape Opening I 30.00 Min. (see Note 5) 13.00 Spherical R Min Head Clear. 58.50 Min. See Note 4 10.00 Figure 2.34. Cockpit—Clearance Dimensions, Ejection Seat ese' 2.050 SECTION 5 INGRESS/EGRESS/ESCAPE PROVISIONS 2-500 INTRODUCTION The method of ingress/egress and escape is normally dictated by the aircraft mission and configuration. In fighter aircraft the normal ingress/egress is through the top of the fuselage which is covered by a canopy or hatch. The normal ingress/egress to the crew station in large bombers and transports is from the aircraft fuselage. 2-501 INGRESS/EGRESS The dimensions for the canopy opening height in fighter aircraft, where the normal ingress/egress is through the top of the fuselage, is shown in Figure 2.38. The canopy should be power-operated electrically, hydraulically or pneumatically and should be designed so that it can be fully opened and locked, or closed and locked on the ground, either internally or externally. • In large bombers or transports, where the ingress/egress to the crew compartment is from the fuselage, a lockable door may be installed between the crew compartment and the normal exit areas. When this is done, a sliding clearview window may be used as one of the emergency escape exits. The normal ingress/egress in some bombers is through hatches in the bottom of the fuselage. An integral ladder, designed in accordance with MIL-STD-1471, must be provided for all primary ingress/egress hatches in the bottom of the fuselage. 2.055 INSTRUMENT PANEL SLIDING CANOPY • ic) AFT HINGED CLAMSHELL, SINGLE PLACE, AND TWO— PLACE TANDEM WITH DUAL CANOPY SEAT 4tapP 10k — AFT HINGED CLAMSHELL, SINGLE CANOPY, two —PLACE TANDEM NOTE: All dimensions in inches. Figure 2.38. Canopy Opening Requirements (Reference AFSC DH2-2). 2-502 EMERGENCY ESCAPE Provisions for in—flight emergency escape depend primarily on the performance capability of the aircraft. However, consideration should be given to the nature of the mission for which the aircraft is designed as well as the configuration of the aircraft. Provisions for assisted means of in—flight escape, such as ejection seats, are normally not required in aircraft having maximum speeds less than 260 knots LAS and maximum service ceilings less than 50,000 feet (Reference 2.4). Such aircraft should be equipped with manual bail out provisions. Special mission factors may dictate ejection seats for this type of aircraft; for example, low —performance aircraft designed for Limited War/Special Air Warfare missions such as reconnaissance and weapons delivery. 2.056 Ejection seats and jettisonable canopies or hatches are normally used for emergency escape from fighter type aircraft. One aircraft design with ejection seats incorporated glass/ceramic frangible canopies. For emergency escape, the pilot(s) ejected the seat through the canopy. This combination was never shown to be adequate. Several current aircraft have systems utilizing frangible Harrier). successfully designed emergency escape acrylic canopies (French Mirage, British Medium—performance (600 knots plus) aircraft should be provided with an ejection seat system. ,To design the system to provide the crew member protection against windblast requires that loss of the jettisonable canopy or hatch will not place the crew member(s) directly into the wind. Escape provision requirements of Figure 2.39 are based on human capability to withstand the shock of ejecting into the air stream. The use of encapsulated seats, as in the B-58 and SR71 or the separate crew module as in the F-111, are high cost propositions. In terms of both life costs and engineering the role of the transparency becomes critical because of weight and crew area design reliability. Provisions for emergency escape, as related to the cockpit canopy, must be provided for both inflight and on ground. On aircraft equipped with ejection seats and jettison canopies; Figure 2.40, the canopies should be jettisonable at any flight speed. The canopy must be jettisoned by some positive means, independent of the power system of the aircraft, and the canopy must be controlled until it has cleared the path of ejection or exit of the crew members. To meet minimum performance requirements, ensure that the canopy remover forces the canopy from the ejection area when the canopy is jettisoned under static conditions and prior to initiation of crew removal. 2.057 II KPARMILE CIKW COMIRTMENTS IMMO III ii z e 10 JECTIO LAT LW APSULA ts• , 00 200 400 KM 100 (Ref: AFSC DH2-2) Figure 2.39. Escape Provision Requirements. (Ref: AFSC DH2-2) Figure 2.40. Emergency Escape System. 2.058 For canopy enclosures, provide emergency exits or other suitable means for crew escape when the aircraft is inverted or malpositioned on the ground and the canopy cannot be jettisoned. Knives, axes or other tools are not adequate when a pilot is immobile or injured. Flight line fire stations normally carry axes for access through monolithic cast or stretched acrylic canopies, but chain saws should be available for polycarbonate or multi—laminates with polyurethane interlayers. The mild detonation cord (MDC) used for a number of military aircraft is a linear explosive chord imbedded in or on the transparency that will enable the crew to escape when the aircraft crashes and is submerged in water. It must be designed to provide a fast, controlled break of the aircraft transparency in such a time and manner that, in seat ejection, the crewmember is uninjured by the primary breakup and by debris and blast of detonation. The noise level must also be non—injurious. Some of the functions and characteristics of the MDC are as follows: a. Virtually zero time delay when operated. b. May enable escape from an inverted aircraft on the ground and probably when an aircraft "ditchs" in water. c. Could be simple, reliable and could probably be contained wholly on the transparency assembly. d. Lightweight. e. Would have a low component and installed cost. f. Could be triggered either electrically or mechanically, and, if by the latter, would be totally divorced from the aircraft electrical system. 2.059 g. May be capable of being fitted to existing transparencies or fastening systems by retrofit action. Tests conducted recently on the detonating chord embedded in the transparency have proven this method to be advantageous. Minimal vision obstruction, reduced noise and debris, improved maintenance and relability, and reduced cord size are some of the advantages. These tests indicated that the embedded technique is 5 to 10 times more effective in severance than the traditional surface—mounted design. Full—scale testing of the design is needed before the concept can be proved suitable for each specific production application. Bomber/cargo/transport type aircraft often use the cockpit sliding windows as the flight crew primary or alternate emergency exits. These windows must be openable from both the inside and the outside unless other approved exits are convenient and readily accessible to the flight crew area. 2.060 SECTION 6 EQUIPMENT ACCESSIBILITY 2-600 INTRODUCTION The transparency designer must consider the accessibility to all the equipment in the area around the transparency. Accessibility is defined as the ease of access to a part, subassembly, assembly, etc. to inspect, test, replace and repair. 2-601 TRANSPARENCY INSTALLATION AND REMOVAL To facilitate the installation and removal of the visual transparencies, all bolts of the same diameter and head construction should be the same length. This way the mechanic installing the bolts need not match each bolt to a particular hole, which is costly, time consuming, and often not done. Also, this will prevent: (1) a long bolt being placed into a hole for a shorter bolt and damaging the nutplate, or (2) a short bolt being used in place of a long bolt and not getting sufficient threat engagement with the nutplate. Nutplates should be used for all bolts attaching the transparency to the structure unless the nuts are accessible. If it is necessary to remove the glareshield to gain access to the windshield fasteners, the glareshield should incorporate quick—type disconnects. Access to the instrument area in some fighter type airplanes may possibly be achieved only by removing the windshield. If this is the only way access can be achieved, the windshield should be easily removed with a minimum number of fasteners. NOTE: The potential adverse impact on the transparencies life expectancy must be considered. Consideration should be given to hinging the windshield so that it can be moved easily. 2.061 Quick —release fasteners are convenient for transparencies requiring rapid and frequent removal. However, this type of fastener costs more, weighs more than the conventional bolt and nut/nutplate and is not approved for primary structure. 2.062 SECTION 7 REFERENCES/BIBLIOGRAPHY 2-700 REFERENCES 2.1 Brown, S. S., Aircraft Transparency Failure and Logistical Cost Analysis, AFFDL-TR-78-153, Rockwell International , December 1978. 2.2 MIL-STD-203F, "Aircrew Station Controls and Displays: Assignments, Location and Actuation of, for Fixed Wing Aircraft," December 1973. 2.3 MIL-STD-1333A, "Aircrew Station Geometry for Military Aircraft," June 1976. 2.4 AFSC. Design Handbook, DH 2-2, "Crew Stations and Passenger Accommodations," May 1975. 2.5 Society of Automotive Engineers, Inc., "Location and Actuation of Flight Deck Controls for Commercial Transport Type Aircraft," ARP 268E, June 1971. 2.6 AFSC Design Handbook, DH 1-3, "Human Factors Engineering," January 1977. 2.7 Civil Aeronautics Manual 4h, "Airplane Airworthiness; Transport Categories," May 1960. 2.8 Society of Automotive Engineer, Inc., "Pilot Visibility From the Flight Deck Design Objectives for Commercial Transport Aircraft," AS 580B, November 1978. 2.063 2-701 BIBLIOGRAPHY Bowman, M. W., The Encyclopedia of U.S. Military Aircraft, Chartwell Books, Inc., Secaucus, New Jersey, January 1979. 2.064 Supplement to Chapter 2 (for hard-to-read pages) Learjet Performance: Slope to A/C center line – 35 deg Daylight viewing area – 1392 sq.in. Cabin pressure – 9.3 psi Weight – 70 # Max cruise -150 knots Bird Proof –300 knots Rain removal – None Heating – cabin bleed air Materials: Al Retainer .475” stretched acrylic (Mil-P-25690) .100 cast-in-place acrylic .475” stretched acrylic (Mil-P-25690) 2.065 Boeing 767 Performance: W/S Slope to A/C center line – 45 deg Daylight viewing area – W/S (#1) – 950 sq in Side #2 – 625 sq in Side #3– 400 sq in Cabin pressure – 8.6 psi Weight – W/S – 100 # Side #1 – 80 # Side #2 – 50 # Max cruise -490 knots Bird Proof –360 knots Rain removal – Wiper Heating – gold electrical conductive coating Materials: Flat W/S .190 glass .125 PVB .40 glass .20 PVB .40 glass Compound curved side window #2 .90 stretched acrylic .10 PVB .50 stretch acrylic Nylon acrylic (edge) spacer Compound curved side window #3 .75 stretched acrylic .10 PVB .75 stretched acrylic 2.066 Boeing 757 Performance: W/S Slope to A/C center line – 43 deg Daylight viewing area – W/S (#1) – 950 sq in Side #2 – 625 sq in Side #3– 350 sq in Cabin pressure – 8.6 psi Weight – W/S – 100 # Side #1 – 80 # Side #2 – 50 # Max cruise -490 knots Bird Proof –360 knots Rain removal – Wiper Heating – gold electrical conductive coating Materials: Flat W/S .20 glass .20 PVB .40 glass .20 PVB .40 glass Compound curved side window #2 .90 stretched acrylic .10 PVB .50 stretch acrylic Nylon acrylic (edge) spacer Compound curved side window #3 .75 stretched acrylic .10 PVB .50 stretched acrylic 2.067 Boeing 747 Performance: W/S Slope to A/C center line – 39.8 deg Daylight viewing area – 1060 sq in Cabin pressure – 8.9 psi Weight – W/S – 100 # Side #1 – 80 # Side #2 – 50 # Max cruise -510 knots Bird Proof –375 knots Rain removal – Wiper and repellent Heating –electrical conductive coating Materials: conically curved W/S (Source Sierracin, now PPG) .085 chemcor 0313 glass .10 PVB .900 stretched acrylic .050 PVB .900 stretched acrylic .075 PVB .050 chemcor 0319 glass conically curved side window #2 (source Triplex) .118 glass .150 PVB .470 glass .275PVB .470 glass conically curved side window #3 (source PPG) .190 glass .030 PPG 112 .400 PVB .750 glass .200PVB .190 glass 2.068 Boeing 707/727/737/ E-3A/KC-135 Performance: Slope to A/C center line – 45 deg Cabin pressure – 8.6 psi Weight – 70 # Max cruise -460 knots Bird Proof –380 knots Rain removal – Wiper Heating – electrical film Materials, all flat panels: #1 front W/S daylight area, 447 sq in; weight 46 # – .188 semi-tempered glass .38 PVB .50 full-tempered glass #2 front W/S daylight area, 307 sq in; weight 24 # – .188 semi-tempered glass .38 PVB .34 full-tempered glass #3 w/s daylight area , 311 sq in; weight 11 # - .58 stretched acrylic .25 air gap .25 stretched Acrylic #4 eyebrow daylight area 145 sq in; weight 6.5 # - .125 semi-tempered glass .30 PVB .250 full-tempered glass .230 PVB .062 cast acrylic #5 eyebrow daylight area 96 sq in; weight 4.3 # - .125 semi-tempered glass .30 PVB .25 full-tempered glass 2.069 Lockheed S3A Performance: Slope to A/C center line – 35 deg Daylight viewing area – #1(forward W/S) -700, #2 (canopy)-2300 sq.in. Cabin pressure – 6.6 psi Weight – #1, 36 #; #2, 90 # Max cruise -250 knots Bird Proof –(indecipherable, no known requirement) Rain removal – Wipers and liquid repellant Heating – cabin bleed air Materials: #1: .105 Chemcore glass 5/32 PVB 9/16 Stretched acrylic 1/16 PVB 9/16 Stretched acrylic #2 (Tinted) Monolithic, 1/4 inch stretched acrylic 2.070 ADPO-Assisted Programs (As of April 1977) 2.071 F-111 As stated in the Forward, a General Dynamics F-111 windshield redesign and retrofit was the driving force behind the AFFDL ADPO initial formation and existence, almost immediately followed by both F-16 and B-1 windshield redesign efforts, which also resulting in this Design Guide. PPG Industries of Huntsville, AL, was the primary supplier of all 18” square test panels and full-scale windshields, because they were the primary glass supplier for the F-111, had the tooling and wanted to retain their sole-source contractor position. A test facility was established at Arnold AFS (range S-3) near Tullahoma, TN, and replacement titanium windshield aft archs for those damaged during testing acquired from McDonnell-Douglas, St Louis, supplier to General Dynamics. 2.072 Aging B-1 Bomber May Soon Have to Restrict the Way it Flies (While tasked and funded to evaluate birdstrike capabilities, having disqualified the company from the effort, then proven that the cast aluminum support structure was an absolute aircrew hazard, Rockwell took a passive/aggressive attitude toward the ADPO, even before the program was cancelled.) https://www.military.com/daily-news/2019/12/08/aging-b-1- bomber-may-soon-have-restrict-way-it-flies.html The B-1B Lancer bomber, a plane designed with the ability to fly fast and low to the Earth in order to avoid enemy radars, might find itself operating at higher altitudes for the rest of its days in service, as officials weigh options to extend its lifespan. The move is one of several being considered to keep the aircraft flying for years to come because low-altitude missions increase the wear and tear on the aircraft's structure, Military.com has learned. "We're closely working with aircrews, maintenance, industry engineers and combatant commands to identify and determine what, if any, changes may be made as we balance operational necessity today with the longevity of the B-1 airframe for the future," said Air Force Global Strike Command spokesman Lt. Col. David Faggard. Specifically, officials are weighing whether to tell pilots to stop using the B-1's low-altitude terrain-following capability, known as TERFLW mode, during training. The mode is operated by a basic switch on the plane's avionics. Related: With B-1 Aging and B-21 Still Years Out, Air Force May Soon Have No Go-To Bomber "The B-1 and our airmen have consistently and professionally provided close-air support in the counterterror fight for decades, a mission the aircraft was never designed to fly," Faggard said. The B-1 was designed for a range of activities, most notably its TERFLW capability, but instead has been used for years in Middle East conflicts -- a role for which it was not designed. "We're building a viable transition plan to get us from the bomber force we have now to the bomber force of the future. We can change tactics -- altering, bringing back or avoiding any tactics or procedures as necessary on any bomber at any time in the future," Faggard said Friday. TERFLW, which allows the plane to operate at low altitudes like a jet ski skimming water, was created to allow the B-1 "to sneak in low below enemy radars into Russia during the Cold War, employ nuclear weapons, and get out," said Maj. Charles "Astro" Kilchrist, then-chief of training for the 9th Bomb Squadron at Dyess Air Force Base, Texas, in a 2017 interview. Kilchrist, also a pilot, showed off the maneuver when Military.com visited the base that year. Fatigue testing on the bomber has shown that low-altitude training may put additional stress on the airframe, according to two Air Force sources familiar with the discussions. Thus, the argument to limit TERFLW flights in future. It's not uncommon for bombers to switch up how they fly. For example, B-52 Stratofortress pilots already tend to avoid low-altitude flights because of the additional stress on the venerable bomber's airframe, according to Alan Williams, the B-52 deputy program element monitor at Global Strike Command. Williams has been involved in the B- 52 community since 1975. "When I first started flying in the B-52, we went down to 300 to 500 feet above the ground," he said in an interview in August. "Two o'clock in the morning, we'd fly over western Wyoming and we'd pop out four hours later over eastern Wyoming. That was hard on the aircraft." He continued, "Low-level is hard on aircraft. There's a lot of forces -- atmosphere, turbulence, all those things. [But] over the last 30 years, the B-52 has returned to what it was designed to be: a high-altitude bomber." Officials haven't totally forbidden B-52 crews to fly low, especially if they're testing new weapons, according to a bomber weapons system officer, who asked not to be identified due to not being authorized to speak publicly on the matter. While the B-52 is sticking around into the 2050s, keeping the B-1 viable until its 2036 sunset date has been a priority for Air Force Global Strike Command. Gen. Tim Ray, head of the command, announced in September that the Air Force had proved it can modify the Lancer to hold more ordnance -- a step that may pave the way to future hypersonic weapons payloads as the bomber seeks new missions. In tests with the 419th Flight Test Squadron, teams at Edwards Air Force Base, California, demonstrated how crews could fasten new racks onto the external hardpoints of the B-1, and reconfigure its internal bomb bays to hold heavier weapons. "The conversation we're having now is how we take that bomb bay [and] put four, potentially eight, large hypersonic weapons on there," Ray said during the annual Air Force Association Air Space and Cyber conference. "Certainly, the ability to put more JASSM-ER [Joint Air-to-Surface Standoff Missile Extended Range] or LRASM [Long Range Anti-Ship Missile] externally on the hardpoints as we open those up," he said, as reported by Defense News. "There's a lot more we can do." -- Oriana Pawlyk can be reached at oriana.pawlyk@military.com. Follow her on Twitter at @Oriana0214. F-16 Fighting Falcon The F-16 canopy, often referred to as an inverted “bathtub” was a major breakthrough in windshield design. Originally of a hard-coated .5 inch thick polycarbonate, a concept which was strongly resisted by the Navy (they were stuck on a standard three-piece design such as the A-10) until some Navy pilots flew the F-16 and raved about it’s visibility. While the polycarbonate and the load-distributing feature of the “bathtub design” was inherentally birdstrike resistant, the hard coating initially used to protect the polycarbonate was proving to be less-than-desirable in operation usage and technology development was needed for an acrylic or glass-clad polycarbonate design development. (Ref. the Tempest design, next.) F-16 Canopy Birdstrike Tempest No, the ADPO had no direct input on this program, but this image is presented as an example of how the F-16 has influenced canopy design. With a dual tail for greater stability and quick response, and an F-16- dirivitive canopy, Team Tempest is the name given to a group of British companies - BAE Systems, Leonardo, Rolls-Royce and MBDA – who are working in partnership with the RAF to develop the technologies they believe will be necessary to lead the development of a Future Combat Air System, which could be used by the RAF potentially until 2080. That includes people working in a factory of the future where they could be propelled up and down a production line in an exoskeleton which allows them to move faster, lift more, and control machinery around them by just a nod of the head of the blink of an eye. As an ex-ISO 9000 Team Lead Auditor, I can see significant problems implementing such a concept! :-) ~ Don Chapin T-37 In the spring of 1952, the USAF issued a request for proposals for a "Trainer Experimental (TX)" program, specifying a lightweight, two-seat basic trainer for introducing USAF cadets to jet aircraft. The USAF liked the Cessna design, which was given the company designation "Model 318", and the side-by-side seating since it let the student and instructor interact more closely than with tandem seating. (Interestingly, side-by-side seating was ONE of the reasons the Navy abandoned the F-111 program… after initiating a $50M change… to develop the F-14 with it’s standard three-piece A-10-style windshield.) The Air Force ordered 444 T-37As, with the last produced in 1959, a total of 552 T-37Bs were constructed through 1973 and 269 A/T (attack) A/C built. Due to a windshield birdstrike resulting in a decapitated Instructor Pilot, all T-37s were later retrofitted with a new windshield made of Lexan polycarbonate plastic 0.5 in (12.7 mm) thick, which could tolerate the impact of a 4 lb (1.8 kg) bird at a relative speed of 288 mph (463 km/h). Contrary to AFFDL ADPO advice, the first retrofits were bare polycarbonate with punched mounting holes. They soon fogged over with ice crystal abrasion while the poorly done mounting holes were cracking. A $3m 2nd retrofit resulted in an acrylic outer face ply and proper “feeds & speeds” used for the mounting holes. As stated in the forward, I conducted bird strike qualification testing on the 2nd retrofit in Canada. Performance  Maximum speed: 425 mph (684 km/h, 369 kn)  Cruise speed: 360 mph (580 km/h, 310 kn) at 35,000 ft (11,000 m) T-38 Talon The Northrop T-38 Talon is a two-seat, twinjet supersonic jet trainer. It was the world's first supersonic trainer and is also the most produced. The T-38 remains in service as of 2020 in several air forces. The United States Air Force (USAF) operates the most T-38s. Airspeed: 812 mph (Mach 1.08 at sea level) The AFFDL ADPO sponsored several full-scale windshield birdstrike tests at Arnold AF station, Tullahoma, TN which clearly demonstrated a need for retrofit.