Mathematical model for lift/cruise fan V/STOL aircraft simulator programming data

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Produced by the NASA Center for Aerospace Information (CASI) (NASA- Ca - ,-, _ , .^ MA1 MODEL FOR N77- 14UJJ LIFT/CRUISE FAN V/STOL AIRCRAFT SIMULATOR PROGRAM3ING DATA (McDonnell Aircraft Co.)

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CORPORATION mr- CR 151916 Copy number Report number MDC A4571 MATHEMATICAL MODEL FOR LIFT/CRUISE FAN V/STOL AIRCRAFT SIMULATOR PROGRAMMING DATA Revision date Revision letter NAS2-9144 Issuedate 6 December 1976 Contract number M. P. Bland, B. Fajfar, R. K. Konsewicz Preparedby

MCOONNELL A/RCRAFT COMPANY

Box 516, Saint Louis, Missouri 63166 — Tel. (314)232.-0232

MCDONNELL DOUGLAS

CORPORAT/O/V MDC A4571 INTRODUCTION This is a simulation data report prepared for the purpose of programming the Flight Simulator for Advanced Aircraft (FSAA) for tests of the Lift/Cruise Fan V/STOL Research Technology Aircraft (RTA). These simulation tests are intended to provide insight into problem areas which ms.y be encountered in operational use of this aircraft.

The flight control system simulated is a mix of direct mechanical and elec- trical controls with a dual control augmentation system (CAS), which is a lower cost alternate approach to the MCAIR recommended baseline system. The MCAIR recommended baseline system for the RTA is a triplex digital/analog implementation of control law solution which can also meet the design goals of the Navy mission ai operational =_craft.

The mrthematical model of the aircraft is defined here in sufficient detail to represent all the necessary pertinent aircraft and system characteristics.

The model includes the capability to simulate two basic versions of aircraft propulsion system: (1) the gas-coupled configuration which uses insulated air ducts to transmit power between gas generators and fans in the form of high energy engine exhaust and (2) the mechanically coupled power system which uses shafts, clutches, and gearboxes for power transmittal. Both configurations are modeled such that the simulation can include vertical as well as rolling takeoff and landing, hover, powered-lift flight, aerodynamic flight, and the transition between powered-lift and aerodynamic flight.

MCOONNELL. A/RCRAFT COMPANY ii MDC A4571 TABLE OF CONTENTS Section Title Page 1. General Arrangement . . . . . . . . . . . . . . . . . . . . . . 1-1 .

2. Manual Control System . . . . . . . . . . . . . . . . 2-1 3. Control Augmentation System . . . .

. . . . . . . . . . . . . . . 3-1 4. Secondary Controls . . . . . . . . . . . . . . . . . . . . . . 4-1 5. Aerodynamic Surface Controls . . . . . . . . . . . . 5-1 . . .

6. . . . 6-1 Powered-Lift Yaw Control System . . . . . . . . . . . .

7. Powered-Lift Pitch and Roll Control System . . . . . . . . 7-1 8. Power Lever and Throttle Gearing . . . . . . . . . . . . . . . 8-1 .

.

9. Engine Model . . . . . . . . . . . . . . . . . . . . . . 9-1 Fan Dynamics . . . . . . . . . . . . . . . . , 10-1 10.

11-1 11. Thrust Vectoring System . . . . . . . . . . . . . . . . . . . . .

. . . . 12-1 12. Fan Force and Moment Computation and Resolution . . .

. . . . . 13-1 13. Ram Drag Forces and Moments . . . . . . . . . . . .

.

. . . . . . . . . . . . . . 14-1 14. Aerodynamic Forces and Moments . . .

Aerodynamic Data . . . . . . . . . . . . . . . . . . . . . . 15-1 15.

16-1 Landing Gear Forces and Moments . . . . . . . . . . . . . . . . .

16.

. . . . . . . . . . . . . 17-1 17. Wind Model . . . . . .

. . . . . 18-1 Fuel System . . . . . . . . . . . . . . . . . .

18.

. . . . . . . ._ . . . . . . 19-1 Equations of Motion . . . . . . . .

19.

. . . . . . 20-1 Cockpit Controls and Instruments . . . . . . . . . .

20.

. . . . . . . . . 21-1 21. Data Reduction . . . . . . . . . . . . . .

MDC A4571 LIST OF FTGURES Figure Title Page 1-1 Simulation Math Model, Gas-Coupled Fans . . . . . . . . . . . . . 1-2 1-2 Simulation Math Model, Shaft-Coupled Fans . . . . . . . . . . . . 1-3 2-1 Manual Control System . . . . . . . . 2-3 . . . . . . . . . . . . . .

2-2 Roll/Yaw Interconnect Gain . . . . . . . . . . . . . . . . . . . 2-4 2-3 Manual Stick Ratio Changer Gain . . . . . . . . . . . . . . . . 2-5 2-4 Manual Control System Parameters . . . . . . . . . . . . . . . 2-6 .

2-5 Block Diagram Representation of Typical Integrator Output Limit . 2-7 3-1 Roll CAS . . . . . . . . . . . . . . . . . 3-2 . . . . . . . . .

. 3-3 3-2 Roll CAS Forward Loop Gain . . . . . . . . .

3-3 Roll Rate Feedback Gain . . . . . . . . . . . . . . . . . . . 3-4 3-4 Roll CAS Parameters . . . . . . . . . . . . . . . 3-5 . . .

Pitch . . . I. . 3-6 3-5 CAS . . . . . . . . . . . . . . . . . .

3-6 Pitch CAS Forward Loop Gain . . . . . . . . . . . . . . . 3-7 3-7 Pitch Rate Feedback Gain . . . . . . . . . . . . . . . . . . 3-8 3-8 Stall Preventer Gain . . . . . . . . . . . . . . . . . . . 3-10 Pitch CAS Parameters . . . . . . . . . . . . . . . . . . . 3-11 3-9 . . .

3-10 Yaw CAS . . . . . . . . . . . . . . . . . . . . 3-12 3-11 Yaw CAS Forward Loop Gain . . . . . . . . . . . . . . . . 3-13 3-12 Yaw Rate Feedback Gain . . . . . . . . . . . . . . . . . . . . . 3-14 3-13 Side Velocity Feedback Gain . . . . . . . . . . . . . . 3-15 Yaw CAS Parameters . . . . . . . . . . . . . . . . . . . 3-16 3-14 4-2 4-1 Secondary Controls . . . . . . . . . . . . . . . . . . . .

4-2 Secondary Control System Parameters . . . . . . . . . . . . . 4-3 Aerodynamic Control Surfaces . . . . . . . . . . . . . . . . 5-2 5-1 Aerodynamic Control Surface Parameters . . . . . . . . . . . . 5-3 5-2 . . . . . . . . . . . . 6-2 6-1 Yaw Vane Controls . . . . . .

. . . . . . . . . . 6-3 6-2 Yaw Vane Control Parameters . . . . . . .

Energy Transfer and Control (ETaC) Controls . . . . . . . . . . . 7-2 7-1 Thrust Reduction Modulation (TRM) Controls . . . . . . . . 7-3 7-2 . . 7-4 3 ETaC and TRM Parameters . . . . . . . . . . . . . . . .

7 - 7-5 No. 1 Fan ETaC Valve Schedule . . . . . . . . . . . . .

7-4 No. 1 Fan ETaC Valve Schedule Data Points . 7-6 7-5 . .

. . ._ 7-7 No. 2 Fan ETaC Valve Schedule. . . .

7-6 7-8 No. 2 Fan ETaC Valve Schedule Data Points . . . . . . . .

7-7 . . . . . . . . . . . 7-9 No. 3 Fan ETaC Valve Schedule 7-8 . . . . . 7-10 No. 3 Fan ETaC Valve Schedule Data Points . . . .

7-9 7- 11 . . . . . .

7-10 No. 1 Fan TRM Schedule . . . . . . . . 7-12 No. 1 Fan TRM Schedule Data Points 7-11 . . . . . . . . . . . . . 7-13 .

7-12 No. 2 Fan TRM Schedule . . . . 7-14 2 Fan TRM Schedule Data Points . . . . . .

No.

7-13 . . 7-15 . . . . . . . .

No. 3 Fan TRM Schedule 7-14 ]-16 TRM Preset, Gas Fan RTA.

7-15 Fan Blade Pitch Actuators and Control Signal Mixing (Shaft- 7-16 .` . . . . . . . . . . . . . . . 7-18 Coupled Fan System) ., . ._ . . .

MCOONNELL AIRCRAFT COMPANY iv LIST OF FIGURES (continued) Figure Title Page 7-17 Pitch and Roll Control System Parameters (Shaft-Coupled Fans) . .

7-19 8-1 Power Lever Gearing . . . 8-2 . . . . . . . . . . . . . . . . .

.

8-2 Throttle Lever Gearing . . . . . . . . . . . 8-3 . . . . . .

8-3 Lift Engine .. Shutdown Schedule (Gas-Coupled Fans) . . . . . . . . 8-4 8-4 Power Lever and Throttle Gearing Parameters . . . . . . . . . 8-5 8-5 Power Lever Gearing, Gas Fan RTA . . . . . . . . . . . . . . . 8-6 .

8-6 Engine Fuel Flow, Gas-Coupled Fans . . . . . . . . . 8 . . . . . -7 8-7 Engine Air Flow, Gas-Coupled Fans . . . . . . 8-8 . . . . .

8-8 Power Lever System Model (Shaft-Coupled Fans) .

. . . . . . . . . 8-10 8-9 Power Lever System Parameters (Shaft-Coupled Fans) . . . . . 8-11 8-10 Blade Angle Bias Schedule (Shaft-Coupled Fans) . . . 8-12 8-11 Height Control Input Schedule (Shaft-Coupled Fans) . . . . . . . 8-13 9-1 Interconnect Valve and Dump Valve Logic . . 9-2 . . . . . . . . . .

9-2 Interconnect Valve and Dump Valve Parameters . . . . . . 9 -3 . . . .

9-3 No. 1 Tip Turbine Model . . . . . . . . . . . . . . . . . 9-4 . . . .

9-4 No. 2 Tip Turbine Model . . . . . . . . . . . . . 9-5 . . . . . . .

. . . . .

9-5 No. 3 Tip Turbine Model . . . . . . . . . . . . . . 9-6 9-6 Engine Model Data . . . . . . . . . . . . . . 9-7 . .

9-7 .• Lift/Cruise Fan Horsepower at Zero Valve Angle . . . . . 9-8 . . . .

9-8 Lift Fan Horsepower at Zero Valve Angle . . . . . . . . .

. . . . 9-9 9-9 No. 1 Tip Turbine Horsepower Modulation, Nose-Up Pitch and Right . .

Roll . . . . . . . . . . . . . . . . . . . . . . . 9-10 9-10 .. No. 1 Tip Turbine Horsepower Modulation, Nose-Down Pitch and Right Roll . . . . . . . . . . . . . . . . . . . . . . . . . 9-11 9-11 No. 1 Tip Turbine Horsepower Modulation Data Points (Percent . . . . .

Modulation) . . . . . . . . . . . . . 9-12 9-12 .• . No. 2 Tip Turbine Horsepower Modulation, Nose-Up Pitch and Right Roll . . . . . . . . . . . . . . . . . . 9 -13 No. 2 Tip Turbine Horsepower Modulation, Nose-Down Pitch and 9-13 Right Roll . . . . . . . . . . . . . . . . . . . . . 9-14 . . . . .

9-14 No. 2 Tip Turbine Horsepower Modulation Data Points (Percent Modulation) . . . . . . . . . . . . . . . . . 9-15 9-15 No. Tip Turbine Horsepower Modulation, Nose-Up Pitch and Right . 9-16 Roll . . . . . . . . . . .

No. 3 Tip Turbine Horsepower Modulation, Nose-Down Pitch and 9-16 9-17 Right Roll .. . . . . . . . .

9-17 • Points No. 3 Tip Turbine Horsepower. Modulation Data (Percent Modulation) . . . . . . . . . . . . . . 9-18 Tip Turbine Thrust, Gas- Coupled Fans . . . . . . . . . 9-19 9-18 Engine Failure Tables, Gas-Coupled Fans . . . 9-20 9-19 . .

.. . . . . 9-22 9-20 Three Engines - Dynamic Model (Shaft-Coupled Fan System) . 9-23 9-21 Engine Model Parameters (Shaft-Coupled Fans).• . . .

vs. Fuel Flow (Shaft-Coupled System) . . . . 9 -24 9-22 Engine Horsepower 9-25 Speed Limiter Schedule (Shaft-Coupled Fans) . . . . . . . . .

9-23 . . . . 10-2 Fan Dynamic Model, Gas-Coupled Fans .. . . . .

10-1 . . . 10-3 Fan Dynamic Model Data (Gas-Coupled Fan) .

10 -2 10-4 Thrust Ratio (Gas-Coupled Fans) . . . . . . .

10-3 Fan Gross MCOONNELL AIRCRAFT COMPANY V MDC A4571 LIST OF FIGURES (continued) Figure Title Page 10-4 Three Fans - Dynamic Model (Shaft-Coupled System) . . . . . . 10-5 10-5 Fan Dynamics - System Parameters (Shaft-Coupled Fans) . . . . . .

10-6 10-6 Fan Thrust vs. Percent Fan Speed (Shaft--Coupled Lift Fan) .

. 10-8 10-7 Fan Thrust vs. Percent Fan Speed (Shaft-Coupled Lift/Cruise Fan). 10-9 10-8 Fan Horsepower vs. Percent Fan Speed (Shaft-Coupled Lift Fan) . . 10-10 10-9 Fan Horsepower vs. Percent Fan Speed (Shaft-Coupled Lift/Cruise Fan) . . . . . . . . . . . . .

- . . . . . . . . 10-11 . 10-10 Fan Inlet Corrected Flow vs. Blade Angle • (Shaft-Coupled Fans) 10-12 11-1 Thrust Vectoring System . . . . . . . . . . . . . . . 11-2 11-2 Thrust Vectoring System Parameters . . . . . . . . . 11-3 . .

11-3 Lift Fan Thrust Vector Schedule .

. . . . . . . . . . 11-4 11-4 Lift/Cruise Fan Thrust Vector Schedule . . . . . . . . 11-5 11-5 Thrust Vectoring Nozzle and Louver Performance . . . . . . . . . 11-6 11-6 Thrust Vectoring System Data . 11-7 . . . . . . . . . . . . . . . . .

11-7 Lift Fan Gross Thrust vs. eJ and TRM . . . . 11-8 . . . . . . . .

11-9 11-8 Lift/Cruise Fan Gross Thrust vs. eJ and TRM . . . . . . . . .

11-9 Lift Fan Yaw Vane Effectiveness vs. Vector Angle . . . . . . . 11-10 11-10 Lift/Cruise Yaw Vane Effectiveness vs. Vector Angle . . 11-11 12-1 Force and Moment Computation and Resolution . 12-2 . . . . . . . . . .

Fan Thrust Application Points . . 12-3 12-2 . . . . . . . . . . . . . .

13-1 Ram Drag Forces and Moments . . . . . . . . . . . . . . . 13-2 .• 13-2 Total Ram Drag Forces and Total Ram Drag Moments . . . 13-3 13-3 Fan and Engine Inlet Locations . . . . . . . . . . . . . . . . 13-4 .

14-1 Aerodynamic Force and Moment Equations . . . . 14-2 14-2 Nondimensional Angular Velocities, Jet Velocity Ratios, and Thrust. Vector Angles and Gross Thrust . . . . . . . . . 14-3 . .

Aerodynamic Forces and Moments in Body Axes . . . . . . . 14-4 14-3 Aerodynamic Force and Moment Parameters . . . . . . . . . . . . 14-5 14-4 15-1 Simulation Mathematical Model, Total Aerodynamic Contributions, Longitudinal . . . . . . . . . . . . . . . . . . . . . . . 15-2 15-2 Simulation Mathematical Model, Total Aerodynamic Contributions, Lateral-Directional . .. . . . . . . . . . . . . . . 15=3 . Simulation Mathematical Model,Aerodynamic Component Summation 15-3 15-4 Equations, Longitudinal Simulation Mathematical Model, Aerodynamic Component Summation 15-4 15-5 Equations, Lateral-Directional . . . . . . . . . . .

Physical Characteristics Data and Air Density . . . . . 15-6 15-5 Wing-Body Lift Characteristics, Aerodynamic Flight Configuration. 15-7 15-6 15-8 15-7 Wing-Body Drag Characteristics, Aerodynamic Flight Configuration.

Wing-Body Pitching Moment Characteristics, Aerodynamic Flight 15-8 15-9 . . . . . . . . . . . . . . . . . .

Configuration .

Downwash at the Horizontal Tail, Aerodynamic Flight 15-9 . . .. . . . . . .. 15-10 Configuration . . . . .

• . . . . 15-11 Tail Efficiency Factor, Aerodynamic Flight Configuration 15-10 . . 15-12 Effect of Fan Closure Doors and Effect of Landing Gear 15-11- MCOONNELL A/RCRAFT COMPANY vi MDC A4571 LIST OF FIGURES (continued) Title Page Figure Effect of Flap Deflection on Lift . . . . . . . . . . . . . . . . 15-13 15-12 Effect of Flap Deflection on Drag . . . . . . . . . . . . . . . . 15-14 15-13 Effect of Flap Deflection on Pitching Moment . . . . . . . . . 15-15 15-14 Effect of Aileron Deflection on Lift, All V/Vj . . . . . . . 15-16 15-15 . . . . . . . . . 15-17 15-16 Effect of Aileron Deflection on Drag, All V/VJ 15-18 15-17 Effect of Aileron Deflection on Pitching Moment, All V/VJ . . . .

Effect of Flap and Aileron on Downwash at the Horizontal Tail 15-18 and on Tail Efficiency Factor . . . . . . . . . . . . . . . . . 15-19 . . . . . . . . 15-20 15-19 Horizontal Tail Lift Characteristics . . .

. . 15-21 15-20 Horizontal Tail Drag Characteristics . . . . . . . . .

Power Induced Lift Using Nose Lift Unit and Lift Cruise Units, 15-21 15-22 . . . . . . . . . . . . . . . .

All aF . . . . . . .

.• Power Induced Drag and Pitching Moment Using Nose Unit and Lift 15-22 . . . 15-23 Cruise Unit . . . . . . . . . . . . . . . . . . . .

.• Effect of Power on Downwash at the Horizontal Tail Using Lift 15-23 . . 15-24 Cruise Unit, eLC = 0° and 12° . . . . . . . . . . . . . . .

Effect of Power on Downwash at the Horizontal Tail Using Lift 15-24 15-25 . . . . .. . . . .

Cruise Unit, e LC = 47° 15-25 Effect of Power on Downwash at the Horizontal Tail Using Lift . . . 15-26 Cruise Unit, eLC ? 84° . . . . . . . .

.• Tabulated Parameters Pertaining to Power and Ground Proximity 15-26 15-27 . . . . . . . . . . . . . . . . . . . .

Effects . . . . . . . .

Power Induced Longitudinal .on • .

Effect of Ground Proximity 15-27 15-28 Characteristics Effect of Roll Angle on Power Induced Longitudinal 15-28 . . . . . 15-29 . . . . . . . . . . . . .

Characteristics . . . 15-30 .. Lift and Pitching Moment Due to Pitch Rate . . . . . .

15-29 Lift and Pitching Moment Due to Rate of Change of Angle of 15-30 . . . . . . . . . . 15-31 Attack . . . . . . . . . . . . . .

Static Lateral-Directional Stability, Aerodynamic Flight 15-31 15-32 Stability Axes . . . . . . . . . . . .

Configuration, Effect of Fan Closure Doors on Lateral-Directional Stability, 15-32 15-33 . . . . . . .

Stability Axes Drooped Ailerons on Lateral-Directional Characteristics 15-33 Effect of 15-34 and Effect of Flap on Lateral-Directional Characteristics Effect of Aileron Deflection on Sideforce, Stability Axes, 15-34 . . . . . 15-35 . . . . . . . . . . . . . . . . . . . .

10° .

6A = Axes, Effect of Aileron Deflection on Sideforce, Stability 15-35 . 15-36 . . . .

25 0 . . .

6A = Effect of Aileron Deflection on Yawing Moment, Stability Axes, 15-36 . . . . . . . 15-37 6 A . . . . . . . . .

= 10° . .

.. Effect of Aileron Deflection on Yawing Moment, Stability Axes, 15-37 . . . . . 15-38 .

6A = 25°.

Axes, Effect of Aileron Deflection on Rolling Moment, Stability 15-38 . . 15-39 . . . . . . .

6 A 10° . . . . . . . . . . .

= Effect of Aileron Deflection on Rolling Moment, Stability Axes, 15-39 .. 15-40 . .

. . . . . .

6A= 25° 15-41 .

Rudder Effectiveness, Stability Axes, 6 R = 23° .

15-40 Unit, Stability Axes, Cruise Power Induced Sideforce Using Lift 15-41 . 15-42 . . . . .

. . . . . . • = 0 0 and6 0 MCOONNELL AIRCRAFT COMPANY vii MDC A4571 LIST OF FIGURES (continued) Figure Title Page 15-42 Power Induced Sideforce Using Lift Cruise Unit, Stability Axes, = 12 .. . . . . . . .. . . . . . . 15-43 R 15-43 Power Induced Sideforce Using Lift Cruise Unit, Stability Axes, ? 18 0 .. . . . . . . . . . . .

B . . . . . . . . . . . . . . . 15-44 15-44 Power Induced Yawing Moment Using Lift Cruise Unit, Stability Axes, S = 0° and 6°, eLC = 0° and 12° . . . . . . . . . . . . . 15-45 15-45 Power Induced Yawing Moment Using Lift Cruise Unit, Stability Axes, S = 12°, LC = 0° and 12° 15 . . . . . . . . . -46 e 15-46 Power Induced Yawing Moment Using Lift Cruise Unit, Stability Axes, b ? 18°, 0° and 12° . . . . . . . . . . . . . . . . 15-47 e LC = 15-47 Power Induced Yawing Moment Using Lift Cruise Unit, Stability Axes; = 0°, 6°, 12°; . . . . . . . . . . . . 15>.;aF R LC = 47° e 15-48 Power Induced Yawing Moment Using Lift Cruise Unit, Stability > A xes, 18', 47 0 . . . . 15-49 S = . . . . . . . . . . . . . .

e LC 15- 49 Power Induced Yawing Moment Using Lift Cruise Unit, Stability eLC ?

Axes; R = 0°, 6°, 12°; 84° . . . . . . . . . . . . . . 15-50 1.5 -50 Power Induced Yawing Moment Using Lift Cruise Unit, Stability Axes, ? eLC ? 84 . . . . . . . . . . . . . . . . 15-51 ^ 18 0 , 0 .

Power Induced Rolling Moment Using Lift Cruise Unit, Stability 15-51 15-52 Axes, B = 0° and 6°, eLC = 0° and 12° . . . . . . . . . . . . .

15-52 Power Induced Rolling Moment Using Lift Cruise Unit, Stability Axes, 12 0 , eLC = 0 0 and 12°. . . . . . 15-53 15-53 Power Induced Rolling Moment Using Lift Cruise Unit, Stability and 12 0 .. . . . . . . 15-54 Axes, ^ a 18°, eLC = 0 0 . .

Power Induced Rolling Moment Using Lift Cruise Unit, Stability 15-54 6 6LC = 47° . . 15-55 Axes, 0° and 0 , . .. . . . . . . . . . .

S = 15-55 Power Induced Rolling Moment Using Lift Cruise Unit_ Stability Axes, , eLC = . . . 15-56 R = 12 0 47° Power Induced Rolling Moment Using . Lift Cruise Unit, Stability 15-56 . 15-57 . Axes, 0 ? 18°, 47 0 . . . . . . . . . . .

6 LC = .. Power Induced Rolling Moment Using Lift Cruise Unit, Stability 15-57 Axes, ^ = 0° and 6 0 , 6LC z 84°. . . . . 15-58 15-58 Power Induced Rolling Moment Using Lift Cruise Unit, Stability . . 15-59 Axes, 84° . . . . . . . . . .

R = 12°, LC a e .. Power Induced Rolling Moment Using Lift Cruise Unit, Stability 15-59 . . 15-60 Axes, eLC ? 84°. .

R ^ 18°, Power Induced Lateral-Directional Characteristics (Using Nose 15-60 Lift Unit) and Effects of Ground Proximity on Lateral- 15-61.

Directional Characteristics . .. . . . . . .

Effects of Ground Proximity on Power Induced Lateral-Directional 15-61 15-62 Characteristics. . .

. Effect of Roll Angle on Power Induced Lateral-Directional 15-62.

15-63 Characteristics . .. . . . . . . . .

15-63 Effect of Roll Rate on •Lateral-Directional Characteristics, . . . . . 15-64 Stability Axes . . . . . . . . . .

Effect of Yaw Rate oar. ?..ateral.-Directional Characteristics, 15-64 . . . . 15-65 . . . . . . . . . . . . . . . . . . . .

Stability Axes MCOONNELL AIRCRAFT COMPANY viii MDC A4571 LIST OF FIGURES (continued) Figure Title Page 16-1 Landing Gear Model; Strut Compression, Direction Cosine Derivatives, Strut Compression Rates, Oleo Forces . . . . . . . 15-2 16-2 Landing Gear Model (Continued); Gear Reactions for Rolling and Sliding, Rolling Friction Forces . . . . . . . . . . 16-3 . .

16-3 Landing Gear Model (Continued); Sliding Friction Forces, Total Gear Forces, Total Gear Moments . . . . . . . . . . . 16-4 16-4 Landing Gear Model Data . . . . . . . . . . . . . . . . . . . . 16-5 17-1 Wind Model . . . . . . . . . . . . . . . . . . . . . . . 17-2 . .

17-2 Dryden Filters . . . . . . . . .

. . . . . . . . . . . . . . 17-3 18-1 Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . 18-2 . .

18-2 Fuel System Parameters . . . . . . . . . . . . . . . . . . . . 18-3 .

Equations of Motion; Summation 19-1 of Torques, Angular Accelerations, Angular Velocities . . . . . . . . . . . . . . . . . . . . . . 19-2 19-2 Aircraft Moments of Inertia . . . . . . . . . . . . . . . . . 19-3 19-3 Euler Angle Rates, Euler Angles, Summation of Forces . . . . . . 19-4 Direction Cosines, Transformation of Forces 19-5 19-4 19-5 Translational Accelerations, Translational Velocities, Transformation of Velocities, Aircraft CG Travel with Respect to Earth . . . . . . . . . . . . . . . . . . 19-6 Pilot Motion in Earth Axes, Aircraft CG Accelerations Sensed 19-6 Along Body Axes, Acceleration Components Sensed at Pilot . . . . 19-7 Station, Gyroscopic Coupling Equations . . . . . . .

19-7 Angular Velocity Turbulence Effects, Body Axes Inertial Velocities . . . . . . . . . . . . . . . . . . . . . . . . . . 19-9 Glideslope and Localizer Equations, Marker Beacon Heading, 19-8 . . . . 19-10 Navigation Equation Parameters . . . . . . . . . . . .

Location of Pilot; Engine and Fan Moment of Inertia . . . . . 19-11 19-9 . . . . . . . . . . . . . 20-2 20-1 Cockpit Controls and Cockpit Switches 20-2 Cockpit Control Travel Limits and Cockpit Control Breakout Forces . . . . . . . . . . . . . . . . 20-3 Control Gradients . . . . . . . . . . . . . . 20-4 20-3 Cockpit . .

. . . . 20-5 20-4 Cockpit Instruments . .

.

.

.. Cockpit Indicator Lights . . . . . . . . . . . . . . 20-6 20-5 . . . 21-2 Analog Strip Chart Recorder Signals . . _ . . . .

21-1 21-3 Analog Strip Chart Recorder Signals (Continued) . . . . . .

21-2 .

. . . . . . . . . 21-4 21-3 Discrete Strip Chart Recorder Signals . . . . . . . 21-5 21-4 Strip Chart Recorder Computations .

r COMPANY MCOONNELL A/RCRAfr ix MDC A4571 LIST OF SYMBOLS Symbol Landing gear strut compression in nose gear, left and aNG'aLMG'aRMG right maim gears (ft) Coefficient of second order term in expression for engine AE lag (sect) Effective exhaust jet area (ft 2) A b Wing span (ft) Landing gear oleo damping coefficient for nose gear and b NG' bMG main gear (lb sec/ft) Coefficient of first order term in expression for engine BE lag (sec) Fan blade pitch bias signal. Shaft-coupled fans (degrees) BIAS,1,BIAS a2 , BIAS S3 Shaft Engine transfer function denominator coefficients.

B, B 2E lE coupled system (sec and sec t respectively) Wing mean aerodynamic chord (ft) c Drag coefficient of wing-body configuration alone (non- CDWB dimensional) Drag coefficient for the horizontal tail (nondimensional) CDt C Z Rolling moment coefficient due to roll rate (nondimensional) Rolling moment coefficient due to yaw rate (nondimensional) C2, r Rolling moment coefficient due to sideslip _(nondimensional) C Qs Lift coefficient for the horizontal tail (nondimensional) CLt Lift` coefficient of wing-body configuration alone (non- CLWB dimensional) Lift,coefficient due to a (nondimensional) CLa Lift coefficient due to pitch rate (nondimensional) CLe Pitching moment coefficient of wing-body configuration CmWB alone (nondimensional) MCOONNELL AIRCRAFT COMPANY X MDC A4571 LIST OF SYMBOLS (Continued) Symbol Cm • Pitching moment coefficient due to a (nondimensional) a Cm' Pitching moment coefficient due to pitch rate (nondimen- sional) Cn Yawing moment coefficient due to roll rate (nondimensional) P Cnr Yawing moment coefficient due to yaw rate (nondimensional) Cn s Yawing moment coefficient due to sideslip (nondimensional) Sideforce coefficient due to roll rate (nondimensional) Cyp Cyr Sideforce coefficient due to yaw rate (nondimensional) Cy s Sideforce coefficient due to sideslip (nondimensional) Total aerodynamic drag in stability axes (pounds) D DB e Pitch stick deadband (inches) Lateral stick deadband (inches) DB E Rudder pedal deadband (inches) DB E Effective fan exhaust jet diameter (feet) D e Gas- Fan stream thrust of fan 1, 2, and 3 respectively.

FF1'FF2'FF3 coupled fans only (pounds) F Total fan thrust at zero airspeed for fans 1, 2, and 3 F ,F GO1, G02 G03 respectively. Gascoupled fans only (pounds) FG/F Ratio of fan gross thrust to fan gross thrust at zero air- GO speed (nondimensional) Gross uninstalled thrust on fans 1, 2, and 3 respectively FGUl'FGU2'FGU3 (pounds) Gross thrust of left fan (pounds) FGl Gross thrust of right fan (pounds) FG2 Gross thrust of forward fan (pounds) FG3 Tip turbine residual thrust developed by fans 1, 2, and 3 FTi,FT9,FTIA MDC A4571

1*

LIST OF SYMBOLS (ontinued) Symbol Resultant x, y, and z components respectively of left fan FX,,FYl,FZl gross thrust F Gl (pounds) F ,F ,F Resultant x, y, and z components respectively of right fan X2 Y2 Z2 gross thrust FG2 (pounds) F ,F ,F Resultant x, y, and z components respectively of forward X3 Y3 L3 fan gross thrust FG3 (pounds) Fa , F e Functions of angle of attack and pitch attitude used to define a - fuselage angle of attack used in aerodynamic table lookup (nondimensional) g Accele ation due to gravity (32.174 feet/second 2) G^,GV G^ Force gradients for roll stick, pitch stick, and rudder pedals respectively (pounds/inch) h Altitude of airplane CG (feet) Total horsepower generated by engines. Shaft-coupled HP system (horsepower) Shaft-coupled Engine horsepower for numbers 1, 2, and 3.

HP El' HPE22HPE3 system (horsepower) Fan horsepower for numbers 1, 2, and 3. Shaft-coupled HP F1' HPF2'HPF3 system (horsepower) Tip turbine gas horsepower supplied to fans 1, 2, and 3 HP 1 ,HP 21 HP 3 respectively. Gas-coupled fans only (horsepower) Attitude command mode = 1, Attitude command discrete.

IATT rate command mode = 0 (nondimensional) Piscrete for automatic shutdown of number 3 engine during IAUT0 3 IAUT03 = 1 causes number 3 engine power to be conversion.

reduced continuously as a function of thrust vector angle during conversion. IAUT03 ^ 1 causes a discrete shutdown of number 3 fan at a specific vector angle (nondimensional) ICASY Yaw CAS and Yaw Vane Control switch discrete. If ICAS = 1 then ny and v feedbacks are not used in Yaw CAS, but vB feedback is used in Yaw Vane Control, If WAS # 1 then .y and v feedbacks in Yaw CAS are used and the v B feedback in Yaw Vane Control is open (nondimensional).

MCOONNELL. AIRCRAFT COMPANY Xii MDC A4571 LIST OF SYMBOLS (Continued) Symbol CAS engaged Pitch control augmentation switch discrete.

ICAS a = 1, CAS disengaged = 0 (nondimensional) Roll control augmentation switch discrete. CAS engaged ICAS = 1, CAS disengaged = 0 (nondimensional) CAS engaged = 1, ICAS^ Yaw control augmentation switch discrete.

CAS disengaged = 0 (nondimensional) ICON Conversion discrete for automatic shutdown of number 3 engine. Gas-coupled fans: ICON = -1 for interconnect valves closed, ICON = 0 for interconnect valves open, ICON = 1 for automatic cycling of interconnect values for number 3 shutdown Shaft-coupled fans: ICON 1 for discrete declutching of number 3 fan ICON 1 for automatic number 3 engine shutdown.

(nondimensional) IDS Pilot's height damper switch discrete.

Nominal value = 1 Height damper disengaged = 0 (nondimensional) Cockpit indicator discrete for fan doors closed IDOORC (nondimensional) I Cockpit indicator discrete for fan doors open (nondimen- DOORO sional) IE1 ,IE 2 ,IE3 Engine failure discretes. Causes failure of engines 1, 2, and 3 respectively (nondimensional) Pilot's flap switch discrete. I FS _ 0, flaps stationary; IFLAP I1^LAP = =1, maximum rate up; I FL^ _ +1, maximum rate down (nondimensional) Fuel usage discrete. Nominal value = 1. I UEL = 0 stops IFUEL fuel flow and holds airplane weight constan lnondimensional) Gear up value = -1.

IG Pilot's landing gear switch discrete.

Gear down = 1 (nondimensional) Cockpit indicator discrete for gear down (nondimensional) IGEARD Cockpit indicator discrete for gear up (nondimensional) IGEARU 7NCOa/VNELL AIRCRAFT COMF?.iNY' xiii MDC A4571 LIST OF SYMBOLS (Continued) Symbol IP ran rotor po lar moment of inertia. Gas-coupled fan only (slug ft2) Pitch trim discrete. Nominal value = 0, pitch up = 1, ITRIMB pitch down = -1 (nondimensional) Lateral trim discrete. Nominal value = 0, roll right = 1, ITRIM^ roll left = -1 (nondimensional) ITRIM^ Yaw trim discrete. Nominal value = 0, yaw right = 1, yaw left = -1 (nondimensional) Weight-on-wheels discrete. Nose wheel strut extended = 0, ,Wow nose wheel strut compressed = 1 (nondimensional) Vehicle inertias about x, y and z body axes (slug ft2) Ix,Iy ,I z P IXZ Product of inertia with res pe ct to x and. z bod y axes y (slug ft2) Inertia terms used in equations of motion (slug 2 ft 4) 111 1 20 1 3 , I 4 Nominal value = 0.

16DMP Pilot's dump valve switch discrete.

I@DNP = 1 exhausts number 3 engine flow out overboard dump.

All fans and engines number 1 and number 2 remain intercon- Gas-coupled fans only (nondimensional) nected.

Dump valve discrete for conversion. I0 = 1 for dump Dump DUMP DUMP closed and number 3 fan operating. IBDUMP = 0 for dump valve open and number 3 fan shutdown.

Gas coupled fans only (nondimensional) Cockpit indicator discrete for dump valve. Gas-coupled I8DUMPI fan only (nondimensional) Interconnect valve discrete. IO IV = 0 for interconnect IBIV I8 IV = 1 for inter- valves open to permit gas transfer.

Gas-coupled connect valves closed and no gas transfer.

fans only (nondimensional) fans and engines ((slug ft2)/sec) I.ft Total angular momentum of IQ component along body z axis (slug ft2 /sec) IQ IQ component along body x axis (slug ft2/sec) IQ x Shaft coupled Polar moment of inertia of the two L/C fans.

J system (slug ft2) MCOONNELL AIRCRAFT COMPANY xiv MDC A4571 LIST OF SYMBOLS (Continued) Symbol Engine rotor moment of inertia for iE (slug ft2) Fan rotor moment of inertia for gyroscopic coupii.ng ksiug 3F ft2) Polar moment of inertia of the lift fan. Shaft coupled J3 system (slug ft2) Landing gear strut spring rates for nose gear and main gear, kNG --MG respectively (lb/ft) Conversion of units constant in fan dynamics model. Shaft K coupled system (dimensionless) KA Aileron roll input gain (degrees/volt) Path gain for fan speed, dependent bias signal. Shaft- KBIAS coupled system (nondimensional) Conversion constant from fan speed in rad/sec to fan speed Kc in percent (percent sec/rad) Shaft-coupled system Gain of fan number 3 clutch signal.

KCLTH (volts/deg) Pitch axis CAS stick transducer gain (volts/inch) K C a KCB Lateral axis CAS stick transducer gain (volts/inch) CAS rudder pedal transducer gain (volts/inch) KCB Fan thrust multiplication factor. Shaft-coupled system KDERATE (nondimensional) Flap to aileron interconnect gain for drooped ailerons KDROOP (nondimensional) KET Fuel flow forward path gain. Shaft-coupled system (lb/(volt hour)) ,K Fuel flow forward path gains for engines 1, 2, and 3 KEl KE2 E3 respectively. Shaft-coupled system (nondimensional) Altitude rate forward loop gain. Shaft-coupled system K (nondimensional) KFN Fan speed forward loop gain. Shaft-coupled system (nondimensional) MCOONNBLL AIRCRAFT COMPANY xv MDC A4571 LIST OF SYMBOLS (Continued) Symbol Variable aileron gain due to drooped ailerons. Function KFLAP of flap deflection (nondimensional) Shaft-coupled system Altitude rate feedback gain.

KGh (nondimensional) Kh Height damper feedback gain (% RPM - sec/ft) Stabilator pitch input gain (degrees/volt) K Tip turbine gas horsepower failure gains for fans 1, 2, KHP1' KHP2' HP3 Nominal value = 1. KHP < 1 for engine and 3 respectively.

failure. Gas-coupled fan only (nondimensional) Integral gain in pitch axis proportional plus integral K I8 controller (1/seconds) KI Integral gain in lateral axis proportional plus integral controller (1/seconds) Integral gain in directional axis proportional plus integral K I^ controller (1/seconds) Manual stick transducer gain in pitch axis (volts/inch) KM6 Kjj^ Manual stick transducer gain in roll axis (volts/inch) K Manual rudder pedal transducer gain (volts/inch) Gains in pilot input branch into pitch, roll, and yaw CAS, _MC6' MC¢'-MC^ respectively (volts/inch) Kny Lateral acceleration feedback gain in yaw axis (volts/g) Normal acceleration feedback gain in pitch axis (volts/g) Knz KN Conversion constant from engine fuel flow to engine speed in percent - shaft coupled system (% RPM/hp) KNO Normal acceleration and angle of attack feedback phase-out gain (nondimensional) Fan speed feedback gain.

KNf Shaft-coupled system (volts/ N percent) Kp Roll rate feedback gain (volt seconds/radian) KpA, Kpv Roll rate feedback gain value for aerodynamic, flight and powered-lift flight respectively (volt seconds/radian) MCOONNELL AIRCRAFT C7MPANY xvi LIST OF SYMBOLS (Continued) Symbol Powered-lift control phase-out gain. Used in pitch, roll, KPO yaw, vertical, and lateral axes (nondimensional) Proportional gain in pitch axis proportional plus integral K p e controller (nondimensional) Proportional gain in lateral axis proportional plus integral Kp h controller (nondimensional) Proportional gain in directional axis proportional plus Kph integral controller (nondimensional) Pitch rate feedback gain (volt-seconds/radian) K Pitch rate feedback gain value for aerodynamic flight and KqV KqA, powered-lift flight respectively (volt seconds/radian) Yaw rate feedback gain when not in attitude command mode K r (volt seconds/radian) Yaw rate feedback gain in attitude command mode (volt K o r seconds/radian) Rudder yaw input gain (degree.,/volt), KR Pilot input stall prevention gain (nondimensional) KS KSS Value of stall prevention gain KS at high angle of attack (nondimensional) Pitch axis CAS trim rate gain (volts/second) KTCe KTC ^ Lateral axis CAS trim rate gain (volts/second) K ^ Yaw axis CAS trim rate gain (volts/second) TC Pitch axis manual trim rate gain (volts/second) KTMe KTm^ Roll axis manual trim rate gain (volts/second) KTM^ Yaw axis manual trim rate gain (volts/second) Forward path gain for shutdown signal to number 3 fan blade KTRAN actuator. Shaft-coupled system (degrees/volt) K ,K , Tip turbine residual thrust failure gains for fans 1, 2, and TTl TT2 KTT3 3 respectively. Nominal value = 1. KTT < 1 for engine failure. Gas-coupled fans only (nondimensional) MCbO/wNE'LL A4IRCRAFr COMPANY xvii MDC A4571 LIST OF SYMBOLS (Continued) Symbol Left fan TRM actuator gain (degrees/percent thrust reduc- KT1 tion) Right fan TRM actuator gain (degrees/percent thrust reduc- KT2 tion) Forward fan TRM actuator gain (degrees/percent thrust KT3 modulation) K Side velocity feedback gain in yaw axis (volt seconds/foot) v Lift fan yaw vane gain for sideforce input (degrees/volt) KYL K Angle of attack feedback gain for stall prevention (volts/ a degree) Pitch rate gain for angle of attack anticipation in stall Kaq prevention (degree seconds/radian), Fan blade pitch loop gain.

Shaft-coupled system (nondimen- K 6 sional) Forward path gain for pitch command signal to fan blade KR61'KS62'KS63 actuators 1, 2, and 3. Shaft-coupled system (degrees/volt) Kp h Forward path gain for roll command signal to fan blade actuators. Shaft-coupled system (degs/volt) KS l9 KS 2 ,Ks 3 Forward path gain for fan blade actuators 1, 2, and 3.

Shaft-coupled system (degs/volt) KYL/C Lift/cruise fan yaw vane gain for sideforce input (degrees/ volt) Shaft-coupled system Power lever command gain/CAS loop.

KST1 (nondimensional) Shaft-coupled system (nondimen- Power lever command gain.

K ST2 sional) Pitch attitude feedback gain (volts/radian) K6 Vector rate on lift fan during conversion (degree/second) K6L Vector rate on lift/cruise fans during conversion (degrees/ K6 L/C second) Roll attitude feedback gain in roll channel (volts/radian) K^ Roll-to-yaw interconnect gain. Function of 6 J (nondimen- K^ sional) INCOONNELL AIRCRAFT COMPANY xviil MDC A4571 LIST OF SYMBOLS (Continued) Symbol Lift fan yaw vane gain for yaw input (degrees/volt) Kh Lift/cruise fan yaw vane gain for yaw input (degrees/volt) K*L/C K Conversion constant from engine fuel flow to engine speed w in rad/sec. Shaft-coupled system((rad/sec)/hp) Direction cosines corresponding to transformation between Q1'R2'Q3 body and earth-fixed coordinate systems (nondimensional) ml'm2'm3 nl,n2,n3 kt Horizontal tail moment arm (FS CG to FS )/12 )/12 (ft) H.T.

Total aerodynamic lift in stability axis (pounds) L Aerodynamic moments (excluding ram drag effects) about body L A ,11 A' NA x, Y. and z axes, respectively (ft lb) Total external moments exerted on the vehicle about body LB'MB,NB x, y, and z axes (ft lb) LF ,MF ,NF Moments produced by fan forces about x, y and z body axes

(ft lb)

LIMA Limit on altitude rate feedback signal (volts) , LIMwFl ,LIM Limits on fuel flow to engines No. 1, 2, and 3, respectively WF2 (pounds/hour) LIMA 3 LIMN Limit on height control command to fan blade angles (volts) Moments produced by landing gear ground reaction forces T'^ M^^ ,N ZG -LG LG about x, y, and z body axes, respectively (ft lb) Pitch axis CAS stick transducer limit (inches) LMCe Lateral axis CAS stick transducer limit (inches) LMC ^ CAS rudder pedal transducer limit (inches) LMC^ Height damper authority limit (percent engine RPM) LMDAMp Integrator limit in pitch axis proportional plus integral LM1e controller (volts) LMI Integration limit in lateral axis proportional plus inte- gral controller (volts) LM_ Integrator limit in directional axis proportional plus ^ integral controller (volts) MCMP )WAULL AIRCRAFT COMPANY xix MDC A4571 LIST OF SYMBOLS (Continued) Symbol Manual stick transducer limit in pitch axis (inches) LMM6 Manual stick transducer limit in roll axis (inches LMM^ Manual rudder pedal transducer limit (inches) LMM^ Maximum commanded engine speed limit. Gas-coupled fan only LMNG (percent engine RPM) Pitch axis CAS trim limit (volts) LMTCB Lateral axis CAS trim limit (volts) LMTC ^ Yaw axis CAS trim limit (volts) LMTC^ Pitch axis manual trim authority limit (volts) L TM8 Roll axis manual trim authority limit (volts) LMTM^ Yaw axis manual trim authority limit (volts) LMTM^ Pitch attitude hold pitch angle limit (radians) LM OH Thrust vector angle limit on lift fan. Most horizontal angle LMeL over which thrust vector angle is continuously variable (degrees) L140 L/C Thrust vector angle limit on lift/cruise fans. Most horizon- tal angle over which thrust vector angle is continuously variable (degrees) LM^H Roll attitude hold bank angle limit (radians) Ram drag roll moment derivatives due to roll and yaw rates LP' L (ft lb sec) Moments produced by ram drag forces about x, y, and z LRAM , MRAM , NRAM body axes (ft lb) Dimensional scale lengths used in continuous random tur- LU,Lv,Lw bulence model (ft) Ram drag roll moment derivative due to side velocity L v ((ft lb sec)/ft) m Mass of the aircraft (slugs) Engine airflow through engines 1, 2, and 3 respectively mEl'mEV'nE3 (slugs/sec) Fan airflow (slug/second) mF1' mF2 "F'3 N000NNELL A/RCRArr COMPANY Xx MDC A4571 LIST OF SYMBOLS (Continued) Symbol M Pitch ram drag moment derivative due to pitch rate ((ft lb sec)/rad) Mu , w Pitch ram drag moment derivatives due to x and z velocity components, respectively ((ft lb sec)/ft) N ,N ,N Accelerations sensed at aircraft CG along the x, y, z body z x y axes (g's) nX, nY , nZ Aircraft load factor components along X, y, and a body axes, respectively (g's) x, Acceleration components sensed at pilot's station along nn ,nyp ,n ZP y and z body axes (g's) Fan speed - shaft coupled system (rad/sec) N Engine design speed. Gas-coupled fan only (RPM) NED NFD Fan design speed (RPM) Rotational speed of fan 1, 2, and 3 respectively (percent NF1'NF2'NF3 fan design speed) Engine speed commanded by master power lever and height N Gas-coupled fans only (percent) damper.

Height damper engine RPM input (percent engine RPM) NGDAMP of and signals (percent) Sum N N NGDAMP GI NP, N Ram drag yaw moment derivatives due to roll and yaw rates (ft lb sec) Ram drag yaw moment derivative due to side velocity ((ft 1b sec)/ft) N N1 2 , N3 Speed of engines 1, 2 and 3 (percent) 3IN Fan speed, Shaft coupled system (percent) N % p Airplane roll rate.

Inertial velocity about x body axis (radians/second) Nondimensional roll rate (nondimensional) Disturbance increments in p, q, r (radians/sec) gN'rN ON' MCOONNELL AIRCRAFT COMPANY xxi t,EMODUCIBILITY OF THE PAGE IS Penn mmwAL MDC A4571 LIST OF SYMBOLS (Continued) Symbol P Total effective airplane rotation rates, including distur- ST' g ST' rST bances, about stability x, y, z axes (radians/sec) P Total effective airplane rotation rates, including distur- T' gT'rT bances, about body x, y, z axes (radians/sec) PLMA Aileron actuator position limit (degrees) PLK.

Flap extension limit (degrees) PLMh Stabilator actuator position limit (degrees) Rudder actuator position limit (degrees) PLMR PLMT TRM actuator position limit (degrees) ETaC valve actuator position limit (degrees) PLMV PLMV Yaw vane actuator position limit (degrees) PLMW PLMS- Upper and lower fan blade pitch angle limits. Shaft coupled system (degrees) I' Total aerodynamic pitching moment in stability axes (ft-lb) PM q Airplane pitch rate. Inertial velocity about y body axis (radians/second) q Dynamic pressure, q = 1/2 p V 2 (1b/ft2) Airplane yaw rate. Inertial velocity about z body axis r (radians/second) Nondimensional yaw rate (nondimensional) r R Horizontal component or the distance between the aircraft and the glide slope transmitter (feet) INCO0NN6LL AIRCRAFT COMPANY xxii LIST OF SYMBOLS (Continued) Symbol Flap extension rate (degrees/second) RFLAP RLMA Aileron actuator rate limit (degrees/second) RLMH Stabilator actuator rate limit (degrees/second) RLML Maximum thrust vectoring rate on lift fan lowers (degrees/ second) RL M Maximum thrust vectoring rate on lift/cruise nozzle (degrees/ second) RLMT, Fan acceleration limit. Shaft-coupled system (rad/sect) r RLMR Rudder actuator rate limit (degrees/second) RLMT TRM actuator rate limit (degrees/second) RLMV ETaC valve actuator rate limit (degrees/second) RIMY Yaw vane actuator rate limit (degrees/second) RLMs Fan blade pitch angle rate limit.

Shaft-coupled system (deg/sec) RM Total aeroc-Tnamic roll moment in stability axes (ft lbs) S Laplace transform operator (1/sec) S;? Total aerodynamic sideforce in stability axes (lb) Horizontal tail area (ft`) S t Wing area (ft2) SW t Time (sec) Total gross thrust (lb) T Time required to open lift fan doors (seconds) TDOORL T Time required to open lift/cruise fan doors (seconds) DOORL/C Shaft-coupled system (lbs) Fan thrust for fans 1, 2, and 3.

T F1' TF2'TF3 MCOONNELL AIRCRAFT COMPANY xxiii LIST OF SYMBOLS (Continued) Symbol Time required for gear extension (seconds) TGEAR Thrust of engine cores for numbers 1 and 2. Shaft coupled TRl,TR2 system (lbs)

Fan torque required for fans 1, 2, and 3 respectively. Gas-

TQ F1' TQF2,TQF3 coupled fans only (foot-pounds) Tip turbine torque of fan 1, 2, and 3 respectively. Gas TQTV TQT2'TQT3 coupled fans only (foot-pounds) TRM bias signal. Function of power setting (percent thrust TRMBIAS reduction) T1 Left lift/cruise fan thrust reduction (percent) T2 Right lift/cruise fan thrust reduction (percent) T3 Lift fan thrust reduction (percent) uB ,vB ,wB Components of V along x, y, z body axes, respectively (ft/sec) Disturbance increments in u B , vB , and w (ft/sec) uBN'vBN'wBN uE ,vE ,wE Airplane CG velocity components with respect to the earth- fixed coordinate system (ft/sec) w u v , Inertial velocity components in the x, y, and z airplane IB IB , IB body axes (ft/sec) Airspeed component along y body axes (feet/second) v Airplane velocity with respect to air (ft/sec) V Fan blade pitch bias signal. Shaft-coupled system (volts) VBIASS Fan number 3 clutch signal. Shaft-coupled system (volts) V CLUTCH VJ3 Signal representing the inertia of the lift fan. Shaft-

coupled system (slug ft2)

Jet velocity ratios at left, right, and forward fans res-

(V/V ) , (V/VJ)LCLEFT pectively (nondimensonal) J LCRIGHT' (V/VJ)NL Shutdown signal to number 3 fan blade actuator from effec- VTRANS tive nozzle angle. Shaft-coupled system (volts) Total mean wind velocity (ft/sec) VWIND MCAONNELL A/RGRAFT COMPANY xxiv LIST OF SYMBOLS (Continued) Symbol Power lever schedule output. Shaft-coupled systems (volts) V Power lever schedule output/CAS loop. Shaft-coupled system V2 (volts) Wind velo;rity components along the x, y, and z axes (ft/sec) wx,wy,wz Airplane weight (pounds) W Airplane operating weights with no usable fuel (pounds) WEMPTY WF Total fuel flow rate (pounds/hour) Total useable fuel remaining in aircraft (pounds) WFUEL Maximum useable fuel carried or aircraft (pounds) WFMAX j Fuel flow rate to number 1 engine (pounds/hour) WFl Fuel flow rate to number 2 engine (pounds/hour) WF2 Fuel flow rate to number 3 engine (pounds/hour) Aircraft CG position with respect to earth-fixed coordinate x,y,h system (ft) x body axis coordinate of lift engine and lift/cruise engine x EL' xEL/C inlets respectively (feet) x body axis coordinate of lift fan and lift/cruise fan x FL' xFL/C inlets respectively (feet) x and y earth axis coordinates respectively of glide slope xLGS'yLGS transmitter (feet) Location of localizer transmitter in earth-fixed coordinate xLLOC'yLLOC system (ft) Location of compass location in earth-fixed coordinates (ft) xLMRK'yLMRK x body axis location of nose wheel and main wheel respec- xNG'xMG tively (feet) Initial location of aircraft CG in earth-fixed coordinate x01-yo$h0 system (ft) Location of pilot in body axis coordinate system (ft) xp,yp,zp Location of pilot in earth-fixed coordinate system (ft) XPE' yPE' hPE MCOONNELL A/RCRAFT COMPANY xxv MDC A4571 LIST OF SYMBOLS (Continued) Symbol x ,x x body axis coordinate of thrust application point on lift TL TL/C fan and lift/cruise fan respectively (feet) xA,yA "A Aerodynamic forces (excluding ram drag effects) along body x, y, z axes (lb) XB ,YB ,Z B Total forces exerted on the airplane along the x, y, z body axes (lb) XE ,YE ,Z E Total forces exerted on the airplane and measured along reference inertial x, y, z axes (lb) XF ,YF,Z F Total fan and nozzle thrust forces in body coordinate system (lb) Total forces produced by landing gear reactions in x, y, z XLG'YLG'ZLG body axes (lb) Landing gear rolling friction forces (lb) XNG'XLMG'XRMG Ram drag x axis force due to pitch rate (lb sec) X Ram drag force components in the direction of the x, y, z XRAM,YRAM,ZRAM body axes (lb) Axial ram drag orce due to x axis velocity g y (lb sec/ft) X X1NG' Y1NG' Landing gear reaction forces in body x'and y directions for X1MG' YlMG nose and main gear (lb) y body axis coordinate of right lift/cruise engine inlet yEL/C (feet) y body axis coordinate of right lift/cruise fan inlet (feet) yFL/C y body axis location of right main wheel (feet) y MG y body axis coordinate of right fan thrust application point yTL/C (feet) YM Total aerodynamic yawing moment in stability axes (ft-lb) Sliding friction forces on nose and left and right main YNG'YLMG'YRMG landing gears (lb) Ram drag side force due to roll rate (lb/sec) Y Ram drag side force due to yaw rate (lb/sec) Yr MCOONNELL AIRCRAFT COMPANY Xxvl MDC A4571 LIST OF SYMBOLS (Continued) Symbol z body axes coordinate of lift engine and lift/cruise engine z EL' zEL/C inlets respectively (feet) z body axis coordinate of lift fan and lift/cruise fan zFL' zFL/C inlets respectively (feet) z body axis location of nose wheel and main wheel respec- zNG'zMG tively (feet) z body axis coordinate of thrust application point on z TL' ZTL/C lift fan and lift/cruise fan respectively (feet) z axis oleo forces on nose, left and right main landing gear Z Z Z NG' LMG' RMG (lb) Ram drag z axis force due to pitch rate (lb/sec) Z q /ft) Ram drag force due to y axis velocity (lb sec Z w Horizontal tail moment arm (WL to WL )/12 (ft) CG H.T.P"iVOT Z Airplane angle of attack (degrees) a Nondimensional rate of change of angle of attack (nondimen- a sional) Fuselage angle of attack. - Depends on both true angle of aF attack and pitch attitude for table lookup at low airspeed (degrees) Reference angle of attack used in stall prevention feed- aR backs. Blend of angle of attack and pitch rate (degrees) Angle of attack bias.- Angle of attack at which angle aBIAS of attack feedback signal begins to reduce angle of attack (degrees) Angle of attack of horizontal tail '(degrees) at Effective sideward thrust deflection angle on left fan al (degrees) Effective sideward thrust deflection angle on right fan a2 (degrees) Effective sideward thrust ` deflection angle on forward fan a3 (degrees) MCOONNELL AIRCRAFT COMPANY xxvli REPRODUCII -,ITY OF T ,' ^AGFs YS . , t3 ,Symbol Reference angle of attack values used to define stall pre- aRl,aR2 vention gain KS (degrees) R Airplane sideslip angle (degrees) R 1 91s 2 's 3 Fan blade pitch angle. Shaft coupled system (deg) Nominal glide slope angle (deg) YGS Y 3C Forward fan, yaw vane command. Vane actuator input (degrees) Y2C Right fan yaw vane command.

Vane actuator input (degrees) Left fan yaw vane command. Vane actuator input (degrees) YlC Y 3 Forward fan yaw vane angle (degrees) Y2 Right fan yaw vane angle (degrees) Y l Left fan yaw vane angle (degrees) Aileron roll input (degrees) 6 A Left aileron deflection (degrees) 6 A Left aileron command. Input to aileron actuator (degrees) 6ALC Right aileron deflection (degrees)

6 A

Right aileron command. Input to aileron actuator (degrees) 6ARC Pitch CAS input to pitch axis (volts) 6CASB Roll CAS input to roll axis (volts) 6CAS^ Yaw CAS input to yaw axis (volts) 6CAS^ Full open = 1.

Lift fan door position. Full close = 0.

6D00RL (nondimensional) Full close = 0. Full open Lift/cruise fan door position.

DOORL/C = 1 (nondimensional) Flap deflection angle (deg) 6FLAP Landing gear position. Full up _ 0. -Full down = 1; 6GEAR (nondimensional) Stabilator deflection (degrees) xxviii MDC A4571 LIST OF SYMBOLS (Continued) Symbol Commanded stabi.lator deflection. Input to stabilator 6 H actuator (degrees) Stabilator pitch input (degrees) 6 H Pilot's input generating side velocity, v (inches) dIY 61 e Pitch stick input (inches) Lateral stick input (inches) SI¢ Rudder pedal input (inches) Fan exit airflow correction factor, lift anit.

Shaft-coupled 6LIFT system (nondimensional) Fan exit airflow correction factor, lift/cruise unit.

Shaft- dL/C coupled system (nondimensional) Rudder deflection angle (degrees) Commanded rudder deflection (degrees) SRC Rudder yaw input (degrees) S RI S T Power lever position (%) Shaft-coupled system (volts) Fuel flow signal to engines.

dV f Fan blade pitch forward loop signal. Shaft-coupled system 6V S (volts) Engine shutdown signals for numbers 1, 2 and 3 engines.

SV l ,SV 2 ,6V 3 Shaft-coupled system (volts) 8 Y Sideforce command input (volts) Position of number l engine throttle lever (percent full

input)

Position of number 2 engine throttle lever (percent full 6 2 input) Position of number 3 engine throttle lever (percent full S 3 input) MCOONNELL AIRCRAFT COMPANY xxix LIST OF SYMBOLS (Continued) Symb o 1 Powered-lift pitch command (volts) d e Powered-lift roll command (volts) S^ Roll input to yaw axis (volts) 6^^ Powered-lift yaw command (volts)

6 I

Difference between total engine horsepower ana total fan AHP Shaft-coupled system (horsepower) horsepower.

Horsepower increments used in gas-coupled fan tip-turbine math AHP 12 AHP 2 ,AHP 3 models 1, 2, and 3 (horsepower) Change in drag coefficient due to aileron deflection ACDAILERON (nondimensional) Drag coefficient change due to opening fan door (nondimen- ACDDOORS sional) Change in drag coefficient due to flap deflection (non- ACDFLAP dimensional) Change in drag coefficient due to ground effects (non- ACDGE dimensional) Drag coefficient change due to landing gear (nondimensional) ACDGEAR Change in roll moment coefficient due to aileron deflection ACQA.ILERON (nondimensional) Change in roll moment coefficient due to rudder deflection Ack RUDDER (nondimensional) to drooped ailerons (nondimensional) Change in C AC UAILERON Change in C Q ^due to opening fan closure doors (nondimen- ACUDOORS sional) Change in C Qs due to flap deflection (nondimensional) -ACUFLAP Change in C Q ^ due_to ground effects (nondimensional) AC UGE Change in lift coefficient due to aileron deflection (non- ACLAILERON dimensional Lift coefficient change due to opening fan doors (nondimen- ACLDOORS sional) MCDONNELL AIRCRAFT COMPANY xxx MDC A4571 LIST OF SYMBOLS (Continued) Symbol Change in lift coefficient due to flap deflection (non- ACLFLAP dimensional) Change in lift coefficient due to ground effects (non- ACLGE dimensional) Lift coefficient change due to landing gear (nondimensional) A CLGEAR Change in pitching moment coefficient due to aileron deflec- ACmAILERON tion (nondimensional) Pitching moment coefficient change due to opening fan doors ACMDOORS (nondimensional) Change in pitching moment coefficient due to flap deflec- ACmFLAP tion (nondimensional) Change in pitching moment coefficient due to ground effects ACMGE (nondimensional) Pitching moment coefficient change due to landing gear ACmGEAR (nondimensional) Change in yaw moment coefficient due to aileron deflection ACnAILERON (nondimensional) Change in yaw moment coefficient due to rudder deflection ACnRUDDER (nondimensional) Change in Cns due to drooped ailerons (nondimensional) ACnSAILERON Change in Cns due to opening fan closure doors (nondimen- ACnsDOORS sional) Change in Cn s due, to flap deflection (nondimensional) ^'Cn4LAP Change in Cn s due to ground effects (nondimensional) ACnsGE Change in sideforce coefficient due to aileron deflection ACy AILERON (nondimensional) Change in ` sideforce coefficient due to rudder deflection ACyRUDDER (nondimensional) Change in Cys due to drooped ailerons (nondimensional) ^CYSAILERON Change in Cy s due to opening fan closure doors (nondimen- A C SDOORS sional) MCOONN6LL A/RCRAPT COMPANY XXXi Symbol Change in Cy s due to flap deflection (nondimensional) ACyOFLAP ACy Change in Cy s due to ground effects (nondimensional) OGE Ax Variation in left fan x thrust application point with thrust vector angle (feet) Variation in right fan x thrust application point with Ax thrust vector angle (feet) Variation in forward fan x thrust application point with AX thrust vector angle (feet) Az l Variation in left fan z thrust application point with thrust vector angle (feet) Az 2 Variation in right fan z thrust application point with thrust vector angle (feat) ^D Nondimensional p ower induced dra g g (nondimensional) p (T )POGIER DL Nondimensional power induced lift (nondimensional) T )POWER ^ FPM Nondimensional power induced pitching moment (nondimensional) ( `TDe POWER Nondimensional power induced rolling moment (nondimensional) TDe

\A/

POWER Nondimensional power induced sideforce (nondimensional) T POWER

OSF)

CAYM) Nondimensional power induced J yaw moment (nondimensional) TDe POWER O (^D) Change in power induced drag due to ground effects (non- tT POWER GE dimensional) Change in power induced drag AD due to bank angle in ground A( POWER, T proximity (nondimensional) ^ [ Change in power induced lift due to ground effects (non- AL GE dimensional} [ due to bank angle in .ground ^ prloxmity (nondimensonal)ft I(TL POWER

/

]

MCOONNELL AIRCRAFT COMPANY xxxil MDC A4571 LIST OF SYMBOLS (Continued) Symbol FPM Change in power induced pitching moment due to ground TD effects (nondimensional)

A ( e/POWER GE

Change in power induced pitching moment due to bank angle M\ TD e/POWER ^ in ground proximity (nondimensional) J Change in power induced rolling moment due to ground effects (TDB)POWER] eGE (nondimensional) A (ARM Change in power induced rolling moment due to bank angle in ground proximity (nondimensional) TDe POWER o [ LSF [A Change in power induced sideforce due to ground effects T POWER GE (nondimensional) NSF Change in power induced sideforce due to bank angle in T POWER ground proximity (nondimensional) [A Change in power induced yawing moment due to ground (AYM T D effects (nondimensional) ePOWEGE "YM Change in power induced yawing moment due to bank angle in l [^ TD ground proximity (nondimensional) e POWERJ Change in downwash angle due to drooped ailerons (nondimen- AEAILERON sional) Ae Change in downwash angle due to flap deflection (degrees) FLAP AE: Change in downwash angle due to ground effects (nondimen- GE sional) Power induced change in tail downwash angle (degrees) AePOWER Change in tail efficiency factor due to drooped ailerons AnAILERON (nondimensional) Change in tail efficiency factor due to flap deflection AOtFLAP (nondimensional) An tGE Change in tail efficiency factor due to ground effects (nondimensional) 4 t Power induced change in tail efficiency factor (nondimen- n POWER sional) MCOONNELL A/RCRAFT COMPANY xxxi i l Symbol E Total downwash angle (deg) Glide slope error (deg) eGS Localizer error (deg) FLOC sW Downwash angle of wing-body configuration alone (nondimen- sional) Transition lever position (%) ^TL Total tail efficiency factor (nondimensional) Ti t Tail efficiency factor of wing-body configuration alone ntWB (nondimensional) Airplane pitch angle (radians) Nondimensional pitch rate (nondimensional) Command thrust vector angle (degrees) 0J Thrust vector angle at which conversion process begins 0JC (degrees) OLC Lift/cruise fan thrust vector angle; designates either left or right fan vector angle (degrees) Left fan thrust vector angle. Equal to e l (degree) BLCLEFT Right fan thrust vector angle. Equal to (degree) e2 OLCRIGHT Forward fan thrust vector angle. Equal to e 3 (degree) 0NL ETaC valve angle on left lift/cruise fan (degrees) 0V1 ETaC valve angle on right lift/cruise fan (degrees) 0V2 ETaC valve angle on lift fan (degrees)` eV3 Input Commanded ETaC valve angle on left lift/cruise fan.

0Vic to valve actuator (degrees) Input Comi.;anded ETaC valve angle on right lift/cruise fan.

0V2C to valve actuator (degrees) Commanded ETaC valve angle on lift fan. Input to valve 0V3C actuator (degrees) Left fan thrust vector angle (degrees) MCOONNELL AIRCRAFT COMPANY xxxiv MDC A4571 LIST OF SYMBOLS (Continued) Symbol 8 2 Right fan thrust vector angle (degrees) 8 3 Forward fan thrust vector angle (degrees) Commanded thrust vector angle on left fan nozzle.

Nozzle 01C actuator input (degrees) Command thrust vector angle on right fan nozzle. Nozzle 82C actuator input (degrees) Commanded thrust vector angle on lift fan louvers. Louver 63C actuator input (degree) Temperature correction factor for fan exit airflow. Shaft- F0 coupled system (nondimensional) Coefficients of rolling and sliding friction (nondimensional) uS,pR P Atmosphere density (slugs/ft3) Independent, zero mean, unit variance, normally distributed Pl'P29P3'P4 random variables used in continuous random turbulence model (nondimensional) Turbulence intensities used in continuous random turbulence au ,av ,aw model (ft/sec) left fan (degrees) TRM port opening on a 1 TRM port opening on right fan (degrees) CT TRM louver angle on forward fan (degrees) a3 Input to TRM Commanded TRM port opening on left fan.

a actuator (degrees) Input to TRM Commanded TRM port opening on right fan.

a 2 actuator (degrees) Input to TRM Commanded TRM louver angle on forward fan.

a 3 actuator (degrees) Duct lag time constant (sec) TDCT Shaft- Time constant - engine transfer function numerator.

T coupled system (sec) Shaft- Low pass filter time constant in fuel flow loop.

TL coupled system (sec) MCOONNELL A/RCRAFT COMPANY xxxv LIST OF SYMBOLS (Continued) Symbol First order time constant in engine lag (seconds) THE y Lateral acceleration feedback filter time constant (seconds) Tn TnZ Normal acceleration feedback filter time constant (seconds) Time constant of fan speed to blade bias signal.

Shaft.

TNO coupled system (sec) Pitch axis CAS compensation filter time constants in numer- TNe'TDe ator and denominator respectively (seconds) T N ^ ' T Lateral axis CAS compensation filter time constants in D ^ numerator and denominator respectively (seconds) Yaw rate washout filter time constant (seconds) T r TRM washout time constant (seconds) T T Time constant effective nozzle angle to fan blade number 3 T TS Shaft coupled system (sec) command signal.

Side velocity feedback filter time constant (seconds) T v Shaft fan sys- Time constant of fan number clutch signal.

TVC tem (seconds) Angle of attack feedback filter time constant (seconds) Ta Airplane roll angle (radians) Airplane heading angle (degrees) Automatic direction finder heading (degrees) ^ADF Direction from which mean wind is coming ,(degree) WIND Rotational speed of engine cores 1, 2, and 3, respectively (41"02"3 (radians/second) Rotational speed of fans 1, 2, and 3 respectively (radians/ WF1'wF2'wF3 second) MCOONNBLL AIRCRAFT COMPANY xxxvi MDC A4571 ACRONYMS ADI attitude director indicator CG center of gravity CAS control augmentation system ETaC Energy Transfer and Control FS fuselage station FSAA Flight Simulator for Advanced Aircraft GE ground effect HSI horizontal situation indicator HT horizontal tail IFR instrument flight rules OGE out of ground effect RPM revolutions per minute RTA Research Technology Aircraft TED trailing edge down TEL trailing edge left TER trailing edge right TEU trailing edge up TRM Thrust Reduction Modulation V/STOL vertical and/or short takeoff and landing visual flight rules VFR VTO vertical takeoff WL waterline MCOONNELL A/RCRAFr COMPANY XXXvii Title ii through xxxviii 1-1 through 1-3 2-1 through 2-7 3-1 through 3-16 4-1 through 4-3 5-1 through 5-3 6-1 through 6-3 7-1 through 7-19 8-1 through 8-13 9-1 through 9-25 10-1 through 10-12 11-1 through 11-11 12-1 through 12-3 13-1 through 13-4 14-1 through 14-5 15-1 through 15-65 16-1 through 16-5 17-1 through 17-3 18-1 through 18-3 19-1 through 19-11 20-1 through 20-6 21-1 through 21-5 MDC A4571 1. GENERAL ARRANGEMENT The simulated aircraft is a Lift/Cruise Fan V/STOL Research Technology Aircraft (RTA). The aircraft is powered by three turbojet engines which drive three fans.

One of the fans is located in the forward fuselage and is used only during powered- lift flight. During the aerodynamic portion of flight the forward fan, called the lift fan or fan No. 3, is shut down and its air duct is closed to reduce aerodynamic drag. The other two fans are installed at the wing root and are used during powered-lift and aerodynamic flight. These two lift/cruise fans are numbered respectively fan No. 1 (left) and fan No. 2 (right). Their exhaust nozzles can be deflected such that their thrust can be directed either horizontally, vertically, or at any angle in-between. In addition, all three fans have the capability to have their thrust deflected sideward for sideforce control.

The simulation math model is set up to represent two configurations of the aircraft. In one configuration the power between power plants and fans is trans- ferred by mean. of air ducts which supply high energy heated air to drive the "tip turbines" on the periphery of each fan. This configuration is referred to as the gas-coupled configuration. The overall simulation block diagram for this configuration is presented in Figure 1-1.

In the other configuration gas generator power is transferred mechanically between fans by interconnecting shafts which force all fans to operate at the same speed. This shaft-coupled configuration is represented in a general form by the 1-2. In several parts the second diagram is the same as block diagram of Figure the corresponding gas-coupled configuration, indicating basic similarity between the two versions.

More detailed descriptions of all blocks shown in Figure 1-1 and 1-2 is presented in subsequent sections of this report.

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2. MANUAL CONTROL SYSTEM Tice manual control system provides the pilot with a capabilit; to control the airplane in all flighL phases without the Control Augmentation System (CAS). It activates aerodynamic as well as power lift controls. The Manual Control System Diagram, Figure 2-1, shows how the pilot's stick, pedal, and trim inputs are used to generate the aerodynamic (6 HI A 6RI) and power lift control signals (6e, , 6 0 , 6^). The three pilot trim inputs (ITRIM., ITRIM^, ITRIM* ) are usable in the manual control system only when the corresponding trim inputs into CAS are deactivated.

The discretes selected by the pilot, ICAS e , ICAS,, and ICAS V are used to channel the trim inputs either into manual or into CAS control system.

The roll and pitch inputs, 610 and 6 1 6 1 are generated by the pilot with the corresponding stick deflections, while and signals are the 6 CASO' 6CAS61 6CAS^ inputs into the manual control system from the CAS system which is described in the next section.

The roll-to-yaw cross-feed signal passes through a first order lag circuit with a 0.1 second time constant to generate the yaw loop input, 6 W The cross- feed gain, KW and the phase-out gain, Kpo, are scheduled as function of commanded thrust vector angle (6 1 ). The phase-out gain (KPO ) schedule is shown.on the same page with the diagram (Figure 2-1), but the cross-feed gain schedule is plotted separately (Figure 2-2). The pitch forward loop gain, K Me , is scheduled as function of dynamic pressure, plotted in Figure 2-3. All other manual control system gains, deadbands, and limits are constants tabulated in Figure 2-4.

The integrator output limits are represented in this report by block diagram i F' 2-5 E`th f th two schematics shown i er o e h f h h sc ematics o t e type s own n figure in Figure 2-5 represents the same form of integrator limit: whenever the associated integrator output reaches one of the preset limit values,- it remains constant until the integrator input changes sign. At the instant the integrator input changes AWEMNNELt AIRCRAFT COMPANY 2-1 MDC A4571

sign the integrator resumes integrating P.nd its output backs away from the

limiting value.

Any other limits shown in block diagrams - specifically those which are not

shown in the same block with an integrator or have no feedback going to an inter-

grator - have no direct effect on integrator output. These other limits just

limit the signal in the specific branch where the limit is located.

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C MDC A4571 FIGURE 2-4 MANUAL CONTROL SYSTEM PARAMETERS Stabilator Gain 20.0 deg/volt Kg KA Aileron Gain 15.0 deg/volt 15.0 deg/volt KR Rudder Gain DBe Pitch Stick Deadband 0.05 in.

0.05 in.

DBE Roll Stick Deadband Pedal Deadband 0.05 in.

DBE Manual Stick Transducer Limit 4.0 in.

LMMe Manual Roll Stick Transducer Limit 3.5 in.

L1% Manual Pedal Transducer Limit 2.5 in.

L% Schedule Manual Pitch Stick Gain KMe 0.2557 volts/in.

Manual Roll Stick Gain N 0.40 volts/in.

K M M anual Pedal Gain a Pitch Manual Trim Limit' 0.5 volts LMTMe 0.5 volts LMTM^ Roll Manual Trim Limit 0.5 volts LM^ M^ Yaw Manual Trim Limit 0.1 volts/sec Manual Pitch Trim Gain KTMO Manual Roll Trim Gain 0.1 volts/sec KTM q 0.1 volts/sec Manual Yaw Trim Gain KTM^ 0.21 KY^ Sideforce/Roll Interconnect MCOONNELL AIRCRAFT COMPANY 2-6 MDC A4571

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EQUIVALENT SCHEMA rtc REPRESENTATIONS (SYM800 MCOONN6'LL AIRCRAFT COMPANY 2-7 MDC A4571 3. CONTROL AUGMENTATION SYSTEM The Control Augmentation System (CAS) uses stabilization networks, controllers, and feedback elements. They are all integrated to enhance the aircraft's flying qualities and to minimize the pilot's work load. In this report each of the three CAS control axes is described separately, with separate diagrams, parameter defini- tions, and scheduled gains.

The CAS roll axis control diagram is presented in Figure 3-1. Two of the gains, the forward loop gain (K c ^) and the rate feedback gain (K p ), are scheduled as function of commanded thrust vector angle (e j ). The two schedules are plotted in Figures 3-2 and 3-3. All other gains, deadbands, and limits are constants, tabulated in Figure 3-4.

Parameter S IB is the pilot's stick input parameter for roll and ITRIM^ is the trim signal. The roll feedback rate and angle are p and ^. The output signal SCAS^ is sent to the manual control system, Figure 2-1. The attitude command discrete, is set automatically as function of forward airspeed, ug, as shown IATT' in Figure 3-1. At low airspeeds, below 30 knots, IATT is set to unity and this switches the appropriate CAS functions to attitude command mode. At higher air- speeds, above 40 knots, IATT is set to zero and consequently CAS is switched to rate command mode.

Pitch CAS, Figure 3-5, accepts pilot's stick input, S1e, and pilot's switch signals ITRIMB and ICASe. ITRIMe controls the pitch trim and ICASe engages or disengages the CAS functions in pitch.

In addition to pilot's inputs, the pitch CAS accepts the pitch rate (q), pitch angle (e), normal load factor (nz), and airplane angle of attack (a) feedback signals. Also, the commanded thrust vector angle input (ej) is used to schedule one forward branch gain (K C e) and two feedback gains (Kq and KNO ). The schedule for one of the feedback gains (KNO) is defined on the same page with pitch CAS diagram (Figure 3-5), the other two schedules are presented in Figures 3-6 and 3-7. Forward branch gain Kg is scheduled as function of feedback "reference angle of attack"

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Lateral Stick CAS Transducer Limit 3.5 in.

LMC^ Kc^ Transducer Forward Loop Gain Schedule K Roll Rate Feedback Gain Schedule p K Bank Angle Feedback Gain (Shaft) 2.9 Volt/Rad (Gas) 2.0 Volt/Rad Roll Attitude Hold Limit 0.7854 Rad LN H KTC^ CAS Trim Rate Gain 0.1 Volt/sec CAS Trim Limit 0.5 Volt LMTC^ Compensation Filter Numerator 0.0 T NT Compensation Filter Denominator 0.0 TD^ Kph Controller Proportional Gain 1.0 -1 Controller Integrator Gain 1.0 sec KID Integrator Limit 2.0 Volts LMI^ 0.2857 volt/inch Manual Roll Stick Gain KMC^

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Z

Tests, this gain was replaced by a constant gain of KCe = 0.25 volts/inch.

,20 t U Z .lb Q 9 T - .OS 3 = D. 33 46 X^ 4 ,12 R ^ .08 Q U KG e = .048 IQ .04 n /a0 40 60 80 100 O COMMANDO THRUST VECTOR ANGL 6 , pJ OEG MCOONNELL AMCRAFT COMPANY 3-7

FIGURE j-7

PITCH RATE FEED-RACK" GH/N

2.B

A

2.4

`- 2.6

!.

'I ,.

Y V 4j

K

IT At

x

v

► r 0.4 A,

/00

60 80 12 0

O 20 40

OECD.

CDMMAN.7^ED THRUST VECTOR AA',5LE, 6

MCOONNELL. AINCI7AFT COMPANY 3-8 as depicted in Figure 3-8. Gain KMCB is scheduled as function of dynamic pressure (q), using the same schedule as gain K M6 in Section 2. All other pitch CAS parameters are constants tabulated in Figure 3-9.

The pitch CAS serves to augment the aircraft's pitch flying qualities and, through scheduled gain K S , to reduce the chance of inadvertently developing excessive airplane angle of attack. The output, generated by pitch CAS is 6CAS6' utilized as one of the inputs into the manual control system presented in Figure 2-1.

The yaw augmentation part of CAS is depicted in block diagram form in Figure 3-10. Similarly to roll and pitch channels, the yaw CAS inputs from the pilot are the pedal deflection, 64, and the switch signals ITRIM and ICASY.

The discrete inputs I and are generated as shown in Figure 3-1. IATT ATT Iwow selects either rate command mode or attitude command mode, depending on aircraft forward velocity. IWow is unity when aircraft's weight is supported by its wheels and zero when aircraft is flying. The forward loop gain K c* , is plotted as function of 6 J in Figure 3-11. The feedback gains K r amd Kv are also scheduled as function of commanded thrust vector angle, 6 J , using the schedules plotted in Figures 3-12 and other yaw CAS gains, deadbands, and limits have constant 3-1.3, respectively. All values tabulated in Figure 3-14.

The parameters used as yaw CAS feedbacks are the yaw rate, r, the lateral load factor, ny, and side velocity, vg. The yaw CAS output signal is 6 CAS* ' it is used as one of the inputs into the manual control system, shown in Figure 2-1.

MCOONNELL AIRCRAFT COMPANY 3-9 1.4 .... ......... .... I .... .......

....... .....

During the September 1976 Simulation Tests, this gain was /. 2 replaced by a constant gain of KS = 1.0 (nondimensional).

/. D 0.8

Q

cti 4.6 W H r = - 8 /N .QER FL / v of = o 1 0WE A ED- L/GH /'v /FT Q 0.4 0.2 0.0 _4 4 6 _2 0 2 REFERENCE ANGLE OF A rrAC/S , °r/t MCOONNELL A/RORAFT COMPANY s-10 MDC A4571 FIGURE 3-9 PITCH CAS PARAMETERS Longitudinal Stick Deadband 0.05 in.

DBe LMce Longitudinal Stick CAS Transducer Limit 4.0 in.

K Transducer Forward Loop Gain Schedule ce Kq Pitch Rate Feedback Gain Schedule 1.7 volt/rad Ke Pitch Attitude Feedback Gain (Shaft) (Gas) 2.0 volt/rad 0.7854 rad Pitch Attitude Hold Limit LMeH 0.09 volt/g K Normal Acceleration Feedback Gain nz 0.0 T Normal Acceleration Filter Constant nz 0.0 Ka Angle of Attack Feedback Gain T Angle of Attack Filter Constant 0.0 a Pitch Rate Anticipation Gain 0.0 K aq KS Stall Preventor Gain Schedule 8.0 Deg Stall Preventor a Bias a BIAS 0.1 volt/sec CAS Trim Rate Gain KTCe 0.5 volt LM CAS Trim Limit TCe Schedule Manual Pitch Stick Gain MCe 0.0 Compensation Filter Numerator TNO 0.0 Compensation Filter Denominator TDe 1.0 Controller Proportional Gain KPe -1 1.0 sec Controller Integrator Gain K18 2.0 volts Integrator Limit IM MCOOjv#we&L A/RCRAFr COMPANY 3-11 MDC A4571 F/GuRE j-# YAW CAS FORWARD LOOP CA/ /-0

^ 0.8

^ r ?)uring-the September 1976 Simulation Tests, this gain was ti replaced by a constant gain of K CB = 0.4 volts/inch.

0.6

^ 0. 4

rQ V Q -4 C ^c 0.2 ti Q V 0./ 0.0 /00 Ba 40 60 0 zv THRUS T VEC7-OR ANGLE, BJ ^ DE(i COMMANDED MCOON/NE'LL AIRCRAFT COMPANY - 3-13 MDC A4571 FIGURE .3-/2 f££OAAC/C G41AI YA W R4 7C During the September 1976 Simulation Tests, this gain schedule was replaced by a constant gain of Kr = 3.5

v 5

W (volt sec)/rad.

J

.^ K,.- Q ^ 3 V

Q

Ct Q /( r 91 = 0.0 /.2S W ^ 2 K 2 5 r

O

/00 60 120 8o

0 20

COMMANDED rHR UST VECTOR 4)V'GZ F Oj- -4EG.

MCOONNELL AIRCRAFT COMPANY

3 -14

MDC A4571

r =

/GU^FE 3-/3 SIRE VELOC/T1' FEEDBACK OA /N

W

K =

0,

.03

lK

w

.02

v

K =0. 00

667 0

a.01

C4 W

.01 0

W

a

r 0 o. 6 t MDC A4571 FIGURE 3-14 YAW CAS PARAMETERS Rudder Pedal Deadband DBE 0.05 in.

Rudder Pedal CAS Transducer Limit 2.5 in.

LMC* Transducer Forward Loop Gain Schedule Kcip 1.25 volt-sec/rad Kro Hover Yaw Rate Gain Kr Yaw Rate Feedback Gain Schedule Tr Yaw Rate Washout Time Constant 2.0 sec.

0.6 volt/g Kny Lateral Acceleration Feedback Gain Kv Side Velocity Feedback Gain Schedule Lateral Acceleration Filter Constant 0.0 Tny Side Velocity Filter Constant 0.0 Tv CAS Trim Rate Gain 0.1 volt/sec KTC^ CAS Trim Limit 0.5 volt LMTC^ Controller Proportional Gain 1.0 KPH Controller Integrator Gain 1.0 sec 1 KI* Integrator Limit 2.0 volts LMI^ 0.4 volts/inch Manual Pedal Gain KmC^ MDC A4571 4. SECONDARY CONTROLS Secondary flight controls are used by the pilot less frequently than the primary flight controls. The secondary controls control the flaps, landing gear and fan doors. The actual aircraft will use a separate fan door actuator for each of the two lift cruise fans, however, in the simulation one lift/cruise door actuator math model is considered sufficient. The block diagrams of all secondary control actuators are presented in Figure 4-1 and the associated constants are tabulated in Figure 4-2.

The inputs to flap and landing gear actuators are switch positions set by the pilot. The input to fan door actuators is also provided by a switch, but this switch is activated by the thrust vector command signal (6 J ). In vertical takeoff both at unity and and in hover the fan doors are fully open, with 6D00RL /C 6D00RL values. When the commanded thrust vector angle decreases below 2.0 degrees the door actuator switch reverses its position and all three fan doors start closing at a maximum rate. Conversely, if the lift/cruise fan doors are initially closed they start opening at the maximum rate when the commanded thrust vector angle exceeds 2.0 degrees.

MCOONNe .L AIRCRAFT COMpmaiwy 4-1 MDC A4571 DAP Y

J ^CON V ONTROL S

FLAP cTUA-7-o

S ^FL P

RFLAD —k-- +.f

1 IF

-0, - T FLAP '

LANL)/a 'v

GEAR_ .q_CTU:^TD/^

1 1

f _-y'

60EAR

T ESQ S

J^

t1

'^+1 -TGEA2 ' i ^^ ^000kL.

Tooa2 L a

U7'^

-0,+1 --"- o DDOIPGIC J ^ 'S DOOR IIC t -o, t1 MDC A4571 FIGURE 4-2 SECONDARY CONTROL SYSTEM PAID& Flap Extension Limit PLM,F Flap Extension Rate R`i, `P Time Req'd for Gear Extension TG,",NR.

Lift Fan Door Open/Close Time TDOORL Lift/Cruise Fan Door Open/Clos( TDOORL/C MDC A4571 5. AERODYNAMIC SURFACE CONTROLS The block diagrams for aerodynamic control surface actuators are presented in Figure 5^- 1. The roll, pitch, and yaw control inputs to the actuators (B AI , 6 H 6RI) are generated as shown in the manual control system block diagram of Figure 2-/, The aerodynamic roll control is achieved with left and right aileron actuators shown at top of Figure 5 -1. The two aileron actuators are shown connected such that they can also be used as drooped ailerons, thus adding to the lifting power generated by the flaps.

The diagram of the stabilator actuator shows two inputs: (1) a regular command signal, d HI , from the manual control system, and (2) an input which is scheduled as a function of the commanded thrust vector angle, eJ, Again, for the current simulation math model the input scheduled as function of e J is set to zero.

However, the capability for non-zero scheduled input is shown in Figure S- / and is intended to be used, if necessary, to compensate for any potential force disturbances which may be acting on the horizontal tail and vary as function of thrust vector angle. No such force or moment disturbances are included in the current simulation model.

Other gains and limits used in the aerodynamic controls diagram are constant and 5-2.

are tabulated in Figure MDC A4571 FIG tiR E 5- 1 y iv,imIC i I'NTr F 7L S±i/2, ?t'r 5 AERcm ^GFI AILLww Ac-ru ,g7-ok O,q L ^ PL >" 1q -i k'L Nl A K KDRO (5FLAP FLAP vAl RIGHT AILEk'On! Ac71/,;-rolc v FLA/^ ^" r ^f1RG +

(^R

SCHED

ULE KFLAP .f PLMA -- RL MA KFLAP

O

O 25 LAP S7P.gi- ; r0,.1 ACTUA709 i 6EHG

EN

SEas s

1 _J I 1 I? M H -4 PI-MH

OJ ^/

'

(e)

k'vrvER ry C7(r^l ^f?

<^ 1 1 r- PLMJZ r L MR MCOONNELL AIRCRAFT COMPANY 5-2 CJBILITY OF THE, MI TA IS POOL n MDC A4571 FIGURE 5-2 AERODYNAMIC CONTROL SURFACE PARAMETERS Aileron Actuator Position Limit 30.0 deg PLM A Stabilator Actuator Position Limit 30.0 deg PLMH 30.0 deg Rudder Actuator Position Limit PLMR 150.0 deg/sec Aileron Actuator Rate Limit RLMA Stabilator Actuator Rate Limit 25.0 deg/sec RLMH 100.0 deg/see Rudder Actuator Rate Limit RLMR 0.6 (nondimensional) Flap-Aileron Interconnect Gain KDROOP Schedule Aileron Gain KFLAP 0.0 deg Stabilator Bias Vs. Vector Angle f6 H (8J) MCX7aiWNfff_1_ AIRCRAFT CaFAOPAJWV 5-3 MDC A4571 6. POWERED-LIFT YAW CONTROL SYSTEM In powered-lift flight the yaw moments on the aircraft are produced by lateral deflections of fan thrust. The lateral thrust deflections are generated by yaw vanes which are located under each of the three fans. After transition to aerodynamic flight, the yaw vanes are used to close or partially close the fan exhaust nozzles in order to provide a streamlined configuration for aero- dynamic flight. A diagram of yaw vane controls is presented in Figure 6-1.

The inputs to the powered-lift yaw control system are the pilot's side force switch position signal (61y) and the yaw signal (6^) from the manual control system. The aircraft side velocity, vg, is used as the feedback to the system.

The main outputs are the three yaw vane deflections: y l and y represent respectively the left and right lift-cruise fan vane deflections, and y 3 is the forward fan yaw vane angle. In addition, the system generates the side force command signal, 6y, which produces an additional yaw vane deflection increment, for side force, and 6y is also fed back into the roll loop of the manual control system (Figure 2-1).

The constants used in the yaw vane control diagram are tabulated in Figure 6-2.

MCOONNELL AIRCRAFT COMPANY 6-1

FIGURE 6-1

rRO ^ s

Yaw V41V Conr

^'rU.4 TD!^

L,EF' V`f IVE r

K,c UI R/GH- VANE 1 ^; UaTO.

r

n

a

a

a A

N

V a

y

Eli, $ S' ___-._-tom{ ly _ 3 AIO?;JA)TOR Fa,e. aKr. VANE Z y :::6 RL M K^rs^ca

ICASy - 1

MDC A4571 FIGURE 6-2 YAW VANE CONTROL PARAMETERS PLMY Yaw Vane Actuator Position Limit 10.0 deg Y RIM Yaw Vane Actuator Rate Limit 100.0 deg/sec KYL/C L/C Yaw Vane Yaw Input Gain 5.0 deg/volt KYL Lift Fan Yaw Vane Yaw Input Gain 10.0 deg/volt L/C Yaw Vane Sideforce Gain 6.0 deg/volt KYL/C KYL Lift Fan Yaw Vane Sideforce Gain 6.0 deg/volt Sideforce CAS Velocity Feedback 0.012 volt-sec/ft KvSIDE MDC A4571 7. POTTERED-LIFT PITCH AND ROLL CONTROL SYSTEM In powered-lift flight all the main pitch and roll control moments are generated by incremental variations in total fan thrust. In gas--coupled fan configuration the thrust of individual fans is varied by changing the angles of ETaC valves and by changing the Thrust Reduction Modulation (TRM) with louver angles or port openings. In shaft-coupled configuration the fan thrust modulation is achieved by changing the pitch angle of the fan blades.

The diagrams and data for gas-coupled configuration are presented first. The diagram in Figure 7-/ shows how the pitch control (6^) and roll control (6e) signals (from Manual Control System) are used to modulate the three ETaC valves: 6V1, ,6V2, and 6V3. The next diagram, Figure 7-2, depicts schematically the Thrust Reduction Modulation Controls. In this diagram the lift/cruise fan signals, al and aZ, represent the size of the thrust reduction port openings located near the top of the lift/cruise nozzle. By varying the size of the lift/cruise TRM port openings the corresponding fan thrust is varied, thus providing the necessary modulation for roll and pitch control. This is the only fan thrust modulation required for .roll control; however, for pitch control the forward fan thrust also has to be modulated.

The forward fan TRM signal, 93 in Figure 7-2. , physically represents an incremental change in forward fan louver angles which in turn modulate the forward fan thrust. The combined thrust variations of the forward fan and of the two lift/cruise fans provide the necessary control moments for aircraft pitch control.

The constants used in the above two diagrams are listed'in Figure 7-3.

7-4 7-IF Figures through present the remaining functions needed to define all computations in pitch and roll control diagrams for powered-lift flight. In some cases the graphical representation of applicable functions can not be plotted with sufficient accuracy desired for digital simulation. In these cases each plot is followed by figures which list the numerical values of the coordinates used to prepare the plot.

MCOONNELL AIRCRAFT COMPANY 7-1 FIGURE 7-/ ETA C TR9NSFIR AND

ENERGY

L5 T E''^^ C r R /{ C T S ,A - aV,

2 f S

=PL My Zk RL My

-n

be,dv)

c m a _ Ac i,^ ;-r^r< ET,AC RIGHT N Ln ^B _—^ 1 V ^ t n f On G f it

ava

— D

e FJ/?WAR r O TA0 A07 —VATD/Z E u^A 1 Z1, 9v l et, 20.-- -

av3

S

-- P ;M --k k"mv

-D

FIGURE 7—Z CONTROLS MODULAr1ON C TRM) THRUST REDUCTION LEFT TRM 4CTIIATOR Kra

_ 10 —

s

- t AL 14.r PL MT -f - D r , rTs -11 O TgmaiAs

s f s

71 — r

3 fTRM, (d'B, 6d) M AMA TOR

R/GHT rR

p -25 ^^ t X2.5 Se

V

c

w ^. T + o _^_ 1

MI.

C Kit 1 i s a ,{ `'9 + -I PL MT f RLM T Ln v N TRMBIA S

7rs+ 1

fTRM2 (^^ . sd ) o FORWARD TRM ACTI/ATOR 2$ f 12 . 5 S9 rl _ i f

s

l

Ug f RLM^. +PLMr -D t r- TRM /31A 5 9,T TA,,4 !3/gS TRM 3 (de) ; T RM (N6 ) P E

--2569—

1 \ Kvn TRMB As MDC A4571 FIGURE 7-3 ETaC AND TRM PARAMETERS PLMv ETaC Valve Actuator Position Limit 40.0 deg R.LMv ETaC Valve Actuator Rate Limit 400.0 deg/sec PLMT TRM Actuator Position Limit 35.0 deg RLMT TRM Actuator Rate Limit 350.0 deg/sec deg/percent Left Fan TRM Gain 1.0 KT1 Right Fan TRM Gain deg/percent 1.O KT2 Forward Fan TRM Gain 1.0 deg/percent KT3 0.3 sec TT TRM Washout Time Constant MCVO#VNELL AJMCMAFT COMF'ANY 7-4

FOP CYART Gl VES B„2

< 0 ^ THIS

BREAK P01ITS /N RC PTS MU T k E AIS ALIIL47ED.

Ilb

W

Q 24

) (0.6 , 22.

m ° l• 0 ^^ 20.0) A w 20

J

Z

Q

$ (0,40, 16.0

j 16

J

0.6

v

(01 26, W /2 Z" .4 ti (O-, 6.

0.2 0)

1, 0) (l. l , 0) (1.4/

(0.55, ) (O.

L 25, 0)

.0 0.4 0 0.2 D.6 0.8 /•0 ).2 /.

ROLL INPUT; l 6^ J MCDOINNELL AIRCRAFT ClOMPAMY 7-5 MDC A4571

F1'- ' URE - 7-5

tq PO/N TS V.q LvE^SCNED UL E _ D.9 ,1 ffJ,^/ ETA C

evI

^- DEGREES Devi C ^^, se

! 1(^ o (11

0.0 0.2 0.4 /.o 0- 6 0.8 1.2 1.4

^

0.0 0.0 0.0 010 0.0 0.0 0.0 0.0

0.0 0.0 0. 0

0.0 0.0

3.2 0.0

o. 2 6.4

0.0 0.0 0.0 0.0 0.0 6.5 0.4 //.a //•8 010 0.0 0.6 16.0 16.0 9.8 o.6 16.0

0.0

0.0

12.0 9

20.0 17S -4.

0.8 20.0 2o.o

0.6

8.9

/.5'•O

22.2 22.2 /9- S ,

22.2 22.2

/.o

, OR &2( < 0 , THIS r,-9aLE GIV E S ov2.

BRZ C AK s IN F/GU/?,r.

Po/NTS ^ ^,'J7'ERc c P7- MCOONNELL A/RCRAFT COMPANY 7-6 MDC A4571 F I G URF 7- 6

2 A / E

r, c V,4 L VE CH EDUL S E -f6' v 2 ,FO 1? 0, Tyl a CH.,IRT Glv r s 60 W se = /.0 BA',EAk PO/ 'TS MU r a F 0.8 IND /CA TED.

AS 0.6 0.4 0.2 0.0 elf P-4

I XF

1p 4) 0.8 1.0 0.6 1.2 O-Z 0.4 ROLL INPUT ,I( F ¢l AsacmA^Fr cow#-ANY MCDONNHLL 7-7 MDC A4571 f - -I(* 7- 1- I A I E 7-7 -# - 2 1':;1N C7:4 C V^11VE SC(-EDULE 8V2 DE61?E,- -E 60,,Se ^^ 0.0 012 0.6 0.8 1•2• 1.4- 0. 4 /, o 0.0 6.7 2 62 124 /6.4 1914 21.6 23.4 7 /7./ 22.5 26.S- 0,0 0.0 7./ 12. 20.2 24.6 26.2 27.8 6.4 9.5 19.5 22-: 9 24.4 0,2 30. 0 //.8 16.8 21.4 2 6. 2 2R,2 0.4 //.a 24.1 29-S 30,4 0.6 16,0 /6. 0 27.7 /6.0 21,3 25.5 31.9 22.0 2813 30.2 0.8 20.6 20,0 20.0 26.1 32'5 22.2 2 8.7 30.9 /.o 22.2 22.2 22.2 O r Sj < 0 , 7H/,' ABLE / VE -S FOR

2E

Z39FA K PO/,V7 - S MUST A -S I C,-q 7-'T: IN F F -

mccoNNiELL AiffcffArr compAowv 7-8 MDC A4571 - FiC IIRE 7—H -*S FAN ErAC VALVE SCHcDULE ,'6V3 (S'i , )

S e

ch ► u i M i w v W M 0. g /.O 1.2 /. 4 0.6 0 0.2 0.4 ROLL INPUT, I a'd I MCDONNELL A/RCKAFT COMl^ANV 7-9 U,YPRaDUGMILM OF r :; e ' Is ()RIGINAL MDC A4571

FIGURE 7 -9

/N

# 3 ^' V.gLVE -SC H EDU4 F ^.^lTf1 Po TS

FAN ,ETA

BV3 DEGREES . 'evx 69)

I 0.0 /.o 0.2 0.4 0.6 0.8 /.2 /•4 /.0 7.0 4o. 8 28.0 31.2 33.2 3s'.1 38.9 42,7 - 0, 8 33. 7 24.9 28.7 3/.6 35.5 37.3 9.1 40.9 40.0 - 0.6 21.8 26.0 38.0 29.4 3/.9 34.0 36.0 -0 . 4 1117.1 23.4 27.0 2 9. 9 32.3 34.6 36.9 39.2 -0.2 5.8 38.8

/O. s 18.6 26.7 32.8

23-S 29.9 0.0 0.0 12.0 19.0 23.4 30.7 S7.7 2 7.2 34.2 0.2 0.0 0.D 8.8 30.0 34.0 /(,•'7 21.8 26.0 0.0 0.0 0.0 4.2 20.1 24.7 29.3 0.4 4 . 4 0.0 0.0 0.0 0.0 0.0 //.0 7.5 23.2 0.6

0. 8

0.0 0.0 0.0 0.0 .0 0.0 S.3 /0.b 0.0 0.0 0.0 0.0 0.0 0.0 O 0.0 0.0 ^l3URF.

INTEFC'CEPTS MUST BE AS SND1CATE4) If

MCOONNELL AIRCRAFT COMPANY 7-10 MDC A4571

FIGURE 7-10

I A4 TRM SC Y r OUL E

^TRM I e

T1.11S 7-RA

F< 0, flq,P r G VES 2

c 28

MIX ERCI PTS T Z . S c 1 4 1 S

MU / 40 TEo lei

F

ti Q 20 J 1 ^ 2 /b v J O W J O =^ ~ S \0,

0.6 ti

0.2 b .40 0..52 O./4 0•b 0-, O 0.4 0.8 /.0 0.2 0.6 1. 2 1•4 O ROLL OIPV T .^

I t ^ l

MCOONNELL A/RCRAFT COMPANY 7-11 1DC A4571

Fl(. URE -

7 - 11

4V I SCHEDULE Z)A7,9

FA N TRM Pa/NTS

TRM s ti

PERCENT 7'TRtit

0.0 0.2 0.4 0.6 0.6 /•0 1.2 1.4-

e

0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 012 3.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0

0.4

0.0 0.0 0.6 9.9 4.9 0.0 0.0 0.0 0.0

0.0 0.0

0.8 3.0 0.0 0.0 0.0

7.8

12.5

0.0 0.0

0.0 0.0

/0.2 5-S 0.6

/S. I

% • 0

GIV G S t v2 .

rtes TA cL E

Fo y d'^ D ,

Fi GI^RE

1 -,J S SHOD,,-'N /N ^,i/TE/2CE PT 5 MvST /3- MDC A4571

FIGURE 7-12

c An/ - rRm SCH ra UL C _ 0 2 f TRM2 (

SO, ^e

ti (0 62, 3 ,?

(/. 12, 3 • /)

Q 28

6B !.0 N

F

(D.S , 25. ) /0.8

1/

. 8 /'1 2 3.

ti ^ 20

J

(0.40195 IQ - 7Z /4.

z /6 ( 0. 51, l . 3)

v

i

W C /2 c D FO TH S CR A C/ ES 0.4 S TRMI J BREAK P0/ TS 111IS7 BE AS I TED Z

TI)XIA '` 8

(D. S, 7

0.2

§ 4

6,9 0.0 /-0 0.4 0.6 0.2 08 / /• 4 ROL L INPUT , Igo/ MCOONNELL AIRCRAFT COMPANY 7-13 1DC A4571

-13

F/CURE 7

y rP E D.l rq

# 2 FAN TRM Sc U4 TRM.

^- PERCEN7 0.6 0. 8 0.2 0.0 0.4 ^I ^e

12.3 /fi.lo 2-4.1 6.2 O.D

- /.O

25.9 o.o

1312 19.5 6.8

0.0

24.2

11. 9 18. 1 7.2 3.5

0.2

14.1 16.9 2-7.3 6.6 0.4 19.5 21.3 23.0 14.6 016 9.8 26.2

22.4 28.4 0. 8 175 12.5

29.7 32.9 24.8 20.0 15.1 /,O l3LF G/v--s Bv THIS T. q ^ < D FOR 69 3)?- rAK POINTS MVS7 3E AS SHOwh MCOONNELL A/RCffAPT COMPANY 7-14

MDC A4571

F/GuRE 7-14

# 3 FAN rRM -SCHEDULE

V, 32

w

e

? 28

M ^24

a

ti

Q

I6

U W Z M 3.0 Z 7z oa L ... ..... ...... ....... ...... ......... - ....... ..........................................

-0.4

0 -0.2 -0.6 -0.8

-/• o -/•2 -1 ¢

P/rcN /NPur, MGr/ONNELL AIRCRAFT COMPANY

7-15

-MDC A4571

FIGURE 7- /j

7RM PRE SE T

GA FAN R r,4

S 14.

TR^ ^ A/, /2 W W a ► ^ /0 W

h

W a Q

J

J

O o

U

J ti J Ot D /00 102 /04 106 /og PEAPCENT

SPEED , Nr, -

ENG/NE

MCOOIVAPELL AIRCRAFT COMPANY 7-1b The pitch and roll control fan thrust modulation for shaft-coupled configura- 7"16, tion is represented by the block diagram in Figure The pitch and roll control input signals, 6 and 6^, are obtained from the Manual Control System, while inputs e come from Power Lever System and Engine Dynamics models, respectively.

VTRANS 6Vs and 7-17 .

The constants used in the diagram are tabulated in Figure The system outputs, $l, $2, and $ 3 , are the fan blade pitch angles which are used as inputs into Fan Dynamics Model of the shaft-coupled configuration (Figure 10-4).

-Gi U - R E 7-16 F I sk(agm- vky..m(a, ac.%^ jo.

t

+ Nola 3 + MDC A4571 FIGURE 7-17 PITCH AND ROLL CONTROL SYSTEM PARAMETERS (SHAFT-COUPLED FANS) BIAS01 Fan Blade No. 1 Bias Signal +1.5 deg BIASS2 Fan Blade No. 2 Bias Signal +1.5 deg BIASS 3 Fan Blade No. Bias Signal 3 +1.5 deg KSl Forward Path Gain for Fan Blade Actuator 1 1.0 deg/volt Forward Path Gain for Fan Blade Actuator 2 1.0 deg/volt KS2 Forward Path Gain for Fan Blade Actuator 3 1.0 deg/volt KR3 Pitch Signal Gain for Fan Blade No. 1 deg/volt 4.4 KRel Pitch Signal Gain for Fan Blade No. 2 4.4 deg/volt KRe2 Pitch Signal Gain for Fan Blade No. 8.8 deg/volt KSe3 Roll Signal Gain for Fan Blades 1 and 2 8.8 deg/volt KRe KTgAN Shutdown Signal Gain for Fan Blade 3 -35.7 deg/volt PLM5+ Upper Fan Blade Pitch Limit 7.3 deg PLMs_ Lower Fan Blade Pitch Limit -30.0 deg Blade Pitch Rate Limit RLMS 100.0 deg/sec MDC A4571 8. POWER LEVER AND THROTZ',E GEARING The power lever and throttle gearing is used by the pilot to control the total fan thrust by adjusting the engine speed (NG) and engine power output.

The pilot positions the master power lever, 8T, and he can also separately adjust the individual engine power levers (d l , 62, and 6 3 ). Individual power lever adjustments are necessary primarily for special conditions, such as transitions between powered-lift and aerodynamic flight or in engine startups and shutdowns.

The block diagram of power lever gearing arrangement for gas-coupled con- figuration is presented in Figure 8-1.

The inputs are the pilot's master power lever aircraft altitude rate (h), and the commanded thrust vector angle (ej); 0T), the output (NG) is the commanded engine speed.

The effect of individual power lever settings is depicted in Figure 8-2.

When all three individual levers are at their maximum setting, then the effective commanded engine speed is N G , which is set by the master power lever (Figure 8-/).

However, if the pilot reduces an individual power lever setting, then the corre- sponding engine speed is reduced accordingly.

The individual parameter functions and tabular data used in the above two

block diagrams are presented in Figures 8'3 through 8'7 . Figures 8 -1 through

8 7 apply to gas-coupled configuration and the remaining diagrams and data apply

to shaft-coupled power system.

REPRODUCIBILITY OF r ORIGINAL PAGE IS P00h, n*c"c ftw&&_ A/RCRAFr COMAANY 8-1

8- 1

F16uR5

f OWER LEVER GEARIN ,N7

i

0^ -

a

a

V

N

F-' a y n

h

a t eJ MDC A4571 -

TH ROTTLE LEvfR GEARING

VA r P

THRlITTL E L E- N, 1_._ • D / , t) 20 80 ^ F

dm

-*-2 7yR07-7-4E LEVER

N2 ^ WF3 IE2''/ N - 9 ^, 0 ' o >cWF (N^ ^ 10 8a d2,

E (N)

m 3 THROTTLE LEVER

A/ 3

• WF3 IE3 .OR.

0 zo so og < 20 fF (/V) I,gUT03= /E3

IL

N ^ ^ f 7ri E (/V) J ii NED w3 GO 0J

# 3 THROM E

THRUST i/ECTOR INTERCONNECT

MCOONNELL A/ENGRAFT COMPANY 8-3 RDC A4571

FIGURE e

-3

LIFT ENG/NE SNUT-DOWN S('NEOUL6 ( OAS - CO UPI ED FAN)

^'N3(9J)

k z V W N3 = NG ? NC, M Q N = - (.0135'42 Nr, - .E 125)6, 4.5 375N 1 24.37S 4t W Q + o J 9.5

v

^t

= ( .168 S N G -10.125)9 ) -.33 5 f 9 0. 5

A1 3 NG

v

Z W V D N - v =

i

40 50 60 20 30 C) l0 THRUST VECTOR ANGLE , 6J DE!- COMMANDED COMPANY MCOONNELL A/1 CMAPT a-4 ^' MDC A4571 FIGURE 8-4 POWER LEVER AND THROTTLE GEARING PARAMETERS LMNG Maximum Engine Speed Command 107.6 Height Damper Authority Limit 1.0 LMDAMP Kh Height Damper Feedback Gain 0.23 %/FPS Engine Design Speed 13,650 RPM NED MDC A4571 F

iGCiRE 8 -.S

ROWER LEVER GEARING S AA N R TA GA 1/D (/DO, 08) W

v

W 5, /045) ? /00 (49,/00) W ca 40 (20, ^0)

W

7O loo p 40 Bo POWER LEVER Po s/P/o#j, ^'T ^. PERCENT MCOONNELL AIRCRAFT COMPANY 8-6

OF 60 A/ 92 US, 4 .63 - 223

,

N < 60 w = 333 N

^ 6

m

J

O

0 5

wV 96 0 f 3 0.4 N -22) - .456 (N - 92 )

J

W

J

LLAI

z

D MDC A4571

FI GURE n-%

ENGINE AIR FLOW GAS- COUPLED FANS) 3.0 i

-'rh^

C

2.8 2• b v W 2.4 IF I N"175 ,1 = 0-^041^7A/ AEI Z3 J 2.2 • ^W mE 10.07'62 Af -

S P59

2.0 /.8 /. 6 1.2 /00 /02 104 92 94 96 98 106 ENGINE SPEED, N — GERCENT MCOONN6LL AIRCRAFT COMPANY 8-8 .

MDC A4571 The power lever system for the shaft-coupled fans is presented in block diagram form in Figure 8 -8. This power lever system uses the same main inputs as the gas-coupled configuration: the master power lever (ST), the aircraft altitude rate (h), and the commanded thrust vector angle (6 J ). In addition to the three main inputs this power lever system also uses the fan speed feedback (N%). In shaft-coupled configuration the fan speed is the same for all fans in normal operating condition. The outputs of the power lever system are the engine fuel flow command signal (6V f ), the fan blade pitch signal (6V S ), and the forward which is used to declutch the forward fan for aero- fan clutch signal (VCLUTCH) dynamic flight.

The tabulated and plotted data for the shaft-coupled power lever block diagram 8-4 -11.

are presented in Figures through 8 i MCOONNELL AIRCRAFT COMPANY 8-9 MDC A4571 F/GC/RE 8' B POWER LEVER SYSTEM MODEL ( ' s#AFT-COUPLED FAN SYSTEM ^r w V, t Tj.'

+

^^ +

V i +

K

KFN

Ti _ t t f

r S

(VOLTS)

L

tL/Mti

/-I

: LIM

.-3N Ava COLTS)

KEN

h mii

V$IAS(3 KGti

F4 zp l+

0'

r.DAMP = 0 t e J (DEGREES VDIAS J e t i ro/a O NEIrsNT CONTROL INPUT V SCHEDULE ! CL[lrc# 3 o is LTa) Vc ^D BBLADE ANGLE BIAS 4e^ ,SCHEDULE BcL ICON = i /F 3 0 DEG

ICO N #_ 1

19, MCOONNELL AIRCRAFT COMPANY 8-10 -;;`o-RODUOIBILITX OF THE IS POOR PAGE FIGURE 8-9 POWER LEVER SYSTEM PARAMETERS (SHAFT-COUPLED FANS) i Path Gain for Speed Dependent Bias Signal 1.0 volt/volt KBIAS Fan Blade Pitch Path Gain 50,volts /volt % Gain of Fan No. 3 Clutch Signal 1.0 volts/volt KCLTH KF Altitude Rate Forward Loop Gain 1.0 volts/volt KFN Fan Speed Forward Loop Gain .60 volts/volt KGh Altitude Rate Feedback Gain .06 volts/ft/sec Fan Speed Loop Feedback Gain .00766 volts/% KNf Power Lever Command Gain 1.0 volt/volt K6T1 Power Lever Command Gain (D.E.L. Path) volt/volt 1.0 K6T2 LIMN Limit on Altitude Rate Feedback .035 volt LI% Limit on Fan Blade Height Control Signal 3.7 volts .

Low Pass Filter Time Constant .25 sec TL Fan No. 3 Clutch Signal Time Constant .1 sec Tvc MDC A4571

Q j AD

8-10 LASE ANGLE !S AS xKED^1^.E j; 4-T oil: .

i hot! W O

co vial v A Q all i z 11.,; cum T o T'T 1.

.0 A oil Not 4n, AS AMPONNEX-1- AIRCRAFT COMPPANY 8-12 V MDG A4571

FiGjkE

I`ILtL,t-1i v^-HL I3ULL T )p O w C R; L e V C R-- 1

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MCOONNEL.L A/RCRAFT COMPANY 8-13 MDC A4571 9. ENGINE MODEL The engine simulation math model provides a relatively complex representa- tion of individual engines and the interconnect logic. This degree of detail is considered important because the aircraft's propulsion system is the most essential system on the aircraft providing lift and aircraft control. The simulation model includes the capability to represent the gas-coupled fans as well as shaft-coupled fans. In addition the simulation includes the capability to model normal aircraft operation as well as several failure modes. The overall simulation model was arranged such that in most cases configuration change-overs can be accomplished without major interruption in conducting the simulation.

Each of the above capabilities requires some increase in the simulation model complexity.

The gas-coupled configuration is described in first part of this section.

Here Figure 9-1 is a schematic representation of the interconnect valve and dump valve logic. The controlling parameter, ICON, is set externally by the operator of the simulation study; it determines whether the forward (No. 3) engine is shut down manually or automatically and it determines whether the interconnect valve is open or closed. Figure 9-2 contains a brief list of associated constants.

Figures 9-3 through 9-5 are block diagrams of the three engine and tip turbine models. The main inputs in the diagrams are the engine speeds (N G , Nl , N 2 , N3), derived in Section 8, and the ETaC valve angles (e V3 ) derived in Section vl , eV2, e 7. The outputs are the tip turbine horsepower supplied to the fans (HPl , HP 2 , and HP 3 ) and the tip turbine residual thrust developed byeach of the three fans (FT1, in graphical or, when necessary, in tabular form FT 2, and FT3 ). The related data in Figures 9-6 through 9-19.

is supplied MCQONNELL A/RCRAFT COMPANY 9-1 , IDC A4571

FIGURE

INTERCONNE VALVE

CT AND DOMP VILlIf_ LUG/C

N, = 0

,= 0

.OR. A/

=0

*2

ENG/iv l E AUTO SHUTOOWAI

OR lv3 OPEN AUTD

_74U7-0, (/ = ON, 0 = OFF

— / C LO SE.D 00AJ = -/ IF CLOSES ^0cKP/T 7NTERC0NNEC7- ICON, = 0 /F OPE IV D.

9J VALVE SWITCH

TOON.

<OjC • AN.

N --A 0. AND. N #O . AMD. O NV 0—

YAITEkCON/VECT VA VE

O PEN AUTD I9 LV (^/ = CLOSED/

O OPEX)

U CLOSED .

T UMP VA L VEE

• p ^IB v=0

6J< eJC— 16) (^- CLOSED

^ UM P

0 OPEN> M-0 MCOONA/ELL A/RCRAFT IJOMPAMY 9-2 MDC A4571 FIGURE 9-2 INTERCONNECT VALVE AND DUMP VALVE PARAMETERS (GAS-COUPLED FANS) Conversion Discrete Nominal Value 1 ICON Conversion Thrust Vector Angle 30.0 deg eJC i F IGURE 9-3 MOZ)EL # 1 T/a Tvaa/NE N, N: N, 119 ENGlNf NP RNA K HP/ ovtr ZRG

0V,HPQ^

012—evZ

r 1.0 1 ^'H pNUI`8v2a gvl evac°o +

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9 N, N Z N 3

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r 1912

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N

O! ENGINE F ri r/ D KTTI ©utr L4G it y Ov2 c O v2C f)

er

HPZ

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N,I/ & N— N, I6 Ir" YHPlc ( No ) FIGURE 9-¢ TURBINE MODEL tr 2 TIP A4 N; IOZV,.

N, ENGINE

f / P

B A KNP2 D CT LA& HP " eVI s eve 1.0 ^e„Z.,ev,^ flqpNU2 0.01

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3 rvR al vs MODE L

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r

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EN'r I NG qND DUCT LAG

f1 1

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+1 BE Sf1

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MDC A4571 FIGURE 9-6 ENGINE MODEL DATA AE Engine Lag Coefficient Engine Lag Coefficient BE First Order Engine Lead T HE Duct Lag Time Constant TDCT MCOONNEI.& AIRCRAFT COMPANY 9 -7 r MDC A4571

c^

- T

F^c;uk f LIFT/ CRUISE r AN HORSEPOWER AT ZERO V.GLVE SINGLE 10980 IOS O /00 20 /0 ^H 92 60 L Cd v ,) 0 0 W 68 r0 h 7 z

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ENGINE SPEED , N0 PFRC T MCOONNELL AIRCRAFT COMPANY 9_8, a / iG u.S LIFT FAN HORSEPOW J0 fH ^( ^) 940 $3 D t 8 7 /0 W 7

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01 TIP TURQIIVE NORSF_POWF2 MODULATION NOSE UP PITCH e RIC:HT ROLL /00 fH v2 , Ul (e BV k 0 0 o` r z evl 4 60 a q W w z w Cy -20 -40 L . ......... ........ ...... ......

20 30 l0 ev2 - DEGREES MCQONNELL AIRCRAFT COMPANY 9-10 MDC A4571 E>^ 9../0 FiGCi

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NOSE DOWN I-ITCH e RIGHT DOLL /00 %40 09V3

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B12 MCOCNNELL AIRCRAFT COMPANY 9-11 MDC A4571 T/P TUR BINE 17 1 ORSEPOWER MODULATIO/V DA Z P0, TA

(1°E ?CENT MD o UL g7-

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NOSE ^ R/ GH T ROL L O J

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7./ 14.1 2 7. 4

20 8.4 12.4 .0 59.3

19.4 33

2^ ^^3^ fHPNOi ^ 6 3 22.9 30.8 47.6 78.4 30 19.5 52.1 71.0 118.0 40 40.0 44 . 1 MCOONAVELI. AIRCRAFT COMPANY 9-12 MDC A4571 FIGURE <1-12 4*2 T/P TUPSINE HORSEPOWER MODLILAT10111 NOSE UP P/ TCH RIGHT MOLL

e

l00

ti

W H R

t?- V

AM12 ( By

W 60

C = D ev 3 QN Q

J

C W W W

n

J e -20 N p ZD 30 40 50 /0 By2 ' DEGREES MCOONNELL AIRCRAFT COMPANY 9-13 MDC A4571 `1-1 r16uRE ## 2 TIP TURBINE HORSEPOWER MODUL1,17ION /NOSE DOW/ ► / PITCH /?/GH ROLL /00 1111tw "'V2 1 ll^s BO evi t1^'

Z

Q bD ti Q q 40 4c

Z

W ev31 = 40 zt

q O

N - /O -40 /0 20 50 O 30 40 60 DEGREES eve i MCOONNELL AIRCRAFT COMPANY 9-14 MDC A4571 F^^uRE `^-/^

2 T/P

7URD /N 6 11O R S EPOWER A 6,DuL.4T/ON

DATA Palmrs

(PERCENT MODUL.gT

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NOSF

UP P/TCH 4 R/GNT ROLL

Bv3- 0)

r

0 /0 20 0

eV2 40

0.0

D -l•b -5.3

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20 -3.8

//•2 -19.2 (W2041) fHP NU2

22.7

30 24.4 19.3 19.2

- 3. 2

40 477 46.0 43.3 372 25.2

NOSE DOW/y PITCH RIGHT = O)

ROLL C evi

e ve 0 /0

30 40 Bv3

0.0 1.6

0 - -53 -13.0 -276

3.1 / -10•b -24.8

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8.4

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6.4 2.1 --6'7 - 2 o . 0 (OV2

2 0

C 2

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14.6 30 19. 5 40.0 35.4 22.2 15.

40 38.7

MCOONN^LL A/RCRAF'T COMPANY - 9-15 f s MDC A4571 F 6URE 9-11 *3 TIP TURRINf HORSEPOWER MODULATION NOSE UP P17-CH e RIGHT ROLL JUd ol Bye I 4D i ti W 80

U

W

^M Z 60

Q

¢ 0

d

n

W 0 20 a w oc O 0.

-20 M .40 IDC A4571

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7 'i^ uRE 9 16

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v

By - O W ^ 60 Z o

j

Q O

20 3

w

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M

0 /0 20 30 40

Oy2 - DE&RE£S MCDONNELL AIRCRAFT COMPANY 9-17 MDC A4571

9-//

F^vuRE

3 TIP TU Raw - c Y ypRsEHO WER

M OD ULATION PO

1 ->-17A /NTS PERCENT MOD UL AT1ON NOSE UP PirCH RIGHT ROLL (

e 9 V3 ° D)

f 0 /0 e V2 20 30 40 0 0.0 516 /3•o 27.2 52.8 /0 5.6 /0.9 33.3 5913 /3.0 7/.2 20 19.0 279 43.4 ^HPNU3 ( 9v2 , OVI 27.2 43.4 30 33.3 62.8 94.9 52.8 59.3 7/• 2 40 94.9 /30.0 NOSE DOW/v PITCH ^ R/GH7 ROLL ( Bpi = 0)

I V2

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0 /0 20

0 5.6 /310 272 52.9 /U.3 24.8 50.0 /0 -2.6 2.6 -6.9 20.3 .4

2 0 -2.3 1•2

(eve, 0e,5)

^HPND3 - 26.2 -19•5 -30.9 -2.4 21.9 MCOONNELL A/RCRAI IT COMPANY 9-18 ^ FJ ( HA)

a 20

J

18 Q O ^ l8 L^ j Ck W n 14 a /2 h /0 O 2 4 6 /O 14 8 /2 T/P TURBINE HORSEPO WER , HP 1 D00 HP MCOONNELL A/R C AFT COMPANY ^, THE QDUCIBTLITX OF jt 9 19 MDC A4571 F7 a u,eE" 9 - EAIG/NE FAILURE WAS LES OAS COUPLED FANS Pow,srED- L ,-r FLI o y r ( INTERCONNECT VALvES OPEN AND D vMP Vftvi CLO$ Eb) IBsv = O .AND. IBvun p 1 g KxP grrl KNP2 KTT2 XJ PZ K773 /. o NORMAL. O PERATION l.O 1.6 /-0 /. o I • o 0 .0 0.0 0.0 0.0 0.0 0.0 • AND. N2 = 0 • AND . N 3 = a N/ N1 0.333 0.33 3 0.3, 33 = D .AND. 0.333 0.333 0.2^3 3 N2 =0 --0 • AND. N3 0.30 0.30 0.333 0.333 0.30 0 3O D 0,30 N3 ' O O. 333 0, 333 Q 30 0.30 0,36 N2 = 0 • AND • 5 ' , b .582 07 ,572 .57/ .S34 .55 Nl ' p .(,,07 ,572 .582 .SSS .571 .534 Nz : O = D 6o7 .534 .572 .b67 .572 .97/ All AERODYNAMIC FL1GH7 (IN7ERCONNECT VALVES CLOSED OP, n P VALVE OPEM) DU OR. Z'9v" 19jv ' / • MP 1 HNP2 KT-r2 KI+Pz NTT K77 - KHP/ /.O /.D 1.0 NORMAL OPERATION 1,0 l.0 J. D 0.0 0.o l.0 /.o .AND. Alt -0- AND . N. °O 0.0 0.o NI =0 1,0 T9sv = 0 0.5 0.5 0.5 O. 5 1.O /`I i = 0 . AND. N2 = 0 - AND • 0.47 0.3 /.0 /-0 • AND. I9sv - O 0.47 0.5 N/ = O . AND. N3 = 0 /.0 ,5 0.5 0.47 0.47 /.0 N 2 = 0 . AND . SBsv = O 0 = O . AND • N3 0.96 1.0 = D 0.96 /•0 Nl = O . AND• T9s v 1.0 )..D 0.94 N2 = D .AND. r&Xv = D N/COONNE1LL AIRCRAFT COMPANY 9-20 MDC A4571 The corresponding math model for the three engines used in the shaft- coupled configuration is presented in Figure 9-20. The inputs here are: engine fuel signal (6Vf, described in Section 8), the three individual throttle lever positions set by the pilot (61, 62, and 63), and fan speed and thrust vector angle command (N% and 6J, respectively). The outputs are: total horse- power generated by the three engines (HPg), the three individual engine rotor speeds expressed in percent units (Nl, N2, N3) and in radians per second (w1, w2, w3).

The tabular and plotted data needed in above block diagram are presented in Figures 9-21 through 9-23.

.

1 L' s, IE^=1 tlItAv)Ft -p NP^ ^ W , St 1 HQEt k t^ ^ ^2ES{a,^s+1 ^w z W^(^o^5e^^; ^ • Scz =l s t LItA Kfp s -p NPE ^PC + '^e5+ 1 WFz NQE2 t SV k -^ kFZ co) oLTS (V ea V V461 kp r:^ k^ WZ^tM/3e[' IIPEj E$^ 1 Wf1 ^ 62ete,ES+ F 90.5

-o

1.0 v S wt^W'C/Stc^ kW s, ^oR 3 1 © SEy_1 S34-20

r-

0 W --'N SCON •2 ^ E ► S61NE ^ICRSEPOWF0. \ O ^.a043 ^NQ E , ^ z^3 , -^ (00.

F^e3. Fw^ vs

Nt z 3

t'ECO ^IMI'[F.0. SCritCR^E ® s MCOONNELL AIRCRAFT COMPANY 9-22 MDC A4571 FIGURE 9-21 ENGINE MODEL PARAMETERS (SHAFT-COUPLED FANS) t Engine Transfer Function Denominator Coefficient .0833 sec B1E B2E Engine Transfer Function Denominator Coefficient .00694 sect KET Fuel Flow Forward Path Gain 4000 lb/hr/volt KE1 Fuel Flow Gain - Engine No. 1 1.032 (dimensionless) KE2 Fuel Flow Gain - Engine No. 2 1.032 (dimensionless) - Engine No. 3 KE3 Fuel Flow Gain .936 (dimensionless) Kw Fuel Flow Conversion Constant 15.811:ad /sec/percent LIMWF1 Fuel Flow Limit - Engine No. 1 4280 lb/hr LIM 2 Fuel Flow Limit - Engine No. 2 4280 lb/hr WF LIM Fuel Flow Limit - Engine No. 3 3600 lb/hr WF3 Engine Transfer Function TE Time Constant - 0.0 sec TTS Time Constant - Nozzle Angle to Fan Blade 3 0.6 sec MCOONNELL AIRCRAFT COMPANY 9-23 MDC A4571 G 1000 2000

3000 1000

$40D •

F ti

\IJ fUV-L FLOW MRS IHi^'

MCOONNELL A/RCRAFY COMPANY 9-24

L^ ^ Scla^.ovL^

SPEC E

^

r }

r: t l i € F^. r ^ - tr^^ -t ^ t 4i F y^p v ^ (LB I 1 J r ' t r { r{ Y _ IGO fi.

4^ ,. .

go - a 4 t'.

r f 7 t +, 3 t -y i F F i f i Yt - '^ J., . }.,-c.^ ^.

f E a t i t f._.,,' > _1 ^ f } r f f y^ f 1 r MCOONNELl. AIRCRAFT COMPANY 9-25 MDC A4571 10. FAN DYNAMICS The fan dynamics model of Figure 10-1 is typical of the three fans used in the gas-coupled configuration of the aircraft; however, as indicated by the subscript "i", the diagram applies to a specific fan. When i = 1, the diagram applies to the

left lift/cruise fan, i = 2, the right lift/cruise far., and i = 3 designates the

lift fan.

The inputs to each of the three fans are: tip turbine gas horsepower (HPi), tip turbine residual thrust (F Ti), and the X-component (ug) of airspeed. The de:ivation of horsepower and residual thrust inputs is described in Section 9.

The outputs fra% each fan model are gross uninstalled thrust and fan (FGUi) airflow *i ). Most of the functions included in fan model computations are represented by exponential equations listed in Figure 10-2. only the fan gross thrust ratio (FG/FG0 ) has to be depicted in graphical form, as shown in Figure 10-3.

The three fans used in the shaft-coupled aircraft configuration are repre- sented by the block diagram of Figure 10-4. The main inputs here are the total horsepower, HPg, supplied by the three engines, and the three individual blade ^2, and S 3 . The computation of the total engine horse- pitch angle signals, 4, power is described in Section 9 and the actuators for the fan blade pitch angles is the forward fan are described in Section 7. The remaining input, VCLUTCH, clutch signal which is generated as described in Section 8.

The fan model outputs are essentially the same as those provided in the gas-coupled configuration. They are the three gross uninstalled thrust forces FGU3) and the individual airflows for each of the three fans (41, (FGU1, FGU2 , 43)• The constants used in the shaft-coupled fan diagram are listed in 42 , Figure 10-5. The lift fan and lift/cruise fan thrust plots are presented in MCDONNELL AIRCRAFT COMPANY 10-1

FIGURE lO—!

MOD EL

FAI`I ,DYNAP-1/ 1 -2

GASCoUPL67D CA NS NF` L I

^^L

T /7^ F (NF

J

F^ + ,3 0 o O NFL Foy ^^^ 550 TQ-r^ ``^FZ o NPR

^^ NFD L! x

cv j , S + 7Q 'FF (AV ) Fl a F o q T• a i^ L r N y Ln F 7V T(N ) o F`

Go

M Z

6 878

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AN -DYNAMIC MODEL .UATA

F

6A FAN

Fan &ream Thewst vs. lan Speed, -P FF

2. 152

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Torq u e Fan Speed -' (N,,)

Fan

T

F

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lbs

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/ "20- ; 0VF d 2 F N .DYNAMIC MODEL PARAMETERS.

Ip Fan Rotor Polar

Moment of Inerfta 2/. S k sl

070.0 RPM

NFa Fan .Dest^n Speed

MCOONNELL AIRCRAFT COMPANY 10-3 MDC A4571 FIGURE

/0 - 3

FAN GROSS THRUST Rqrlo GAS-Co,v,Pj,r,D FANS 1.4 13 6 /.,2 2 2 O /-/5/ L)F)'ICR J/SE FAN ^ Fl, ' DO L AC V, - 1.4010 )00 1-024 fFUDOL (V) rk ^b ,it 0.9 0.8 0.7 AAAAA. A.6 40 so 120 160 24r 200 0 200 AIRSPEED HNOTS mwocw#wAujLL A#owcn^,Fr ocommANY 10-4 REPRODUCMILITY Cl-W : F E ORIGINAL PAGE is P IDC A4571 FiruaE 10-4 'THREE Fb S - NUO-0 C 6MF C —c ovfLEO S, ' Cyucf.et\ r ^3 VctJCC N V 3 ► ,^ CYe^15 woyscc,t

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^j S /^^^ TF ^DetrtE L^^=^ Clos) I ^ / ► (OCGS^ ^F3 1 cs1 A . —,F2:W t To (2-aQ EQ.mv 0.4S W T N F3 : (SWUSrSEC) ► . cansr 1 ^A^HFUST v5 F/\ X S QtEO (hRl ©tCl FA q IIp VS•Fh! SttiOC^\^^CR^KC Flaw VS, 6LAOE A S. ^fma 1yLET CORtict[O u4m © F^u11f V FAa15QEfG^l1r ' t^ ©FAk' L MR US T VS. EAU Sv¢EO Ct^FZ) M000NNELL A/RCRAFT COMPANY 10-5 FIGURE 10-5 FAN DYNAMICS - SYSTEM PARAMETERS (SHAFT-COUPLED FANS) i g Gravitational Constant 32.2 ft/sec2 Inertia of the Two L/C Fans J 28.5 slug ft J3 Inertia of the Lift Fan 14.3 slug ft2 K Conversion of Units Constant 550.(dimensionless) Conversion of Units Constant .270 percent sec/rad Kc Thrust Multiplication Factor Fan 1.0333 (dimensionless) KDERATE RLMN Fan Acceleration Limit 1000 rad/sect Fan Airflow Correction Factor .985 (dimensionless) 6LIFT (dimensionless) Fan Airflow Correction Factor .990 dL/C pan Airflow Temperature Correction Factor 1.03 (dimensionless) MDC A4571 and respectively. The fan horsepower

Figures 10-4

Iv-7, constant fan speed with each type of fan, is plotted in The fan inlet corrected airflow, applicable to all shaft presented in Figure 10-10.

IDC A4571 .

:°F^, Seed

vs ^4

A0*51

FAM

, C C O LEO O XZE^1!Q L/AIEAR JL Y . T4 fQ.Q N%` :.a N,16 r ^^PO T dodo.

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too

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10.

t,o ^ f.

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f '^'^j PAGE 1NCOON/VELL A/RCRAFSr COMPANY 10-9 MDC A4571 • FIC^(12^ (d ""`^ r / o ^kN $^Erc-fl

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oo N d q oo o,1 C u.

.^ LOQU J w a.

(3=-30° a loo so 90 p GO 10 IJ^^F^.1 SeEeo(^la r FAC97cNNELL AIRCRAFT COMPANY 10-10 MDC A4571

Fic,ur?r. 10-9

Ko sE, z

R

Fats eOVJE(i V 1a F^I^I SP^c-EA

GOV?LE0 FA1^l^ (SNaFT /CRWtE L ► FT FOR N% < 60 EXTEND L/NEftR/LY Td ZERO A7 Ng, = p , laaoo u t $' Soot k d °' O Ir00 O L U.

o W N i Z000 ., sr% to 8o 90 p 40 I oo

YFku SPEF f(°^i

r MCOONNLLL AIRCRAFT COMPANY 10-11 MDC A4571

FiQor4e 10-10

I i INLET Co v 'ma t - : z FLQVJ 4s ?0 -Kts kq<,.Lv-- FOR ZINEAeizy ro zz,fo AT Xao-,& loc. 1; 0AIs.

QD qO Soo foo 4*o 300.

tvC 0 mCOOiwNff& jL AIRCRAFT COMPANY 10-12 MDC A4571 11. THRUST VECTORING SYSTEM The main fan thrust vectoring is forward and aft thrust deflection commanded by the pilot through the thrust transition lever, Block diagram of Figure 11-1 ^TL.

shows the system which transforms pilot commands into left and right lift/cruise nozzle deflections, 61 and 62 respectively, and into appropriate forward fan louver r angle, 6 3 . The constants used in this system are listed in Figure 11-2. Two fan thrust vector schedules are used in the thrust vectoring diagram and are plotted in Figures 11-3 and 11-4.

The thrust of all three fans also can be deflected sideward for aircraft yaw control. Sideward thrust deflection is depicted in Figure 11-5 by parameters a1, a2, and a3. Changes in thrust application points are represented by incremental displacement parameters Ax l , Ax2 , Ax3 , Azl, and Az2. The diagram of Figure 11-5 also shows the actual gross thrust G3 ) adjusted from gross (F G1 , FG2, and F uninst.alled thrust of each fan as a function of TRM para- FGU3) (FGU1' FGU2, and meters al, 0 2 , and a 3 and thrust vector angle (6 1 , 6 2 , and 03).

All fan thrust functions depicted in Figure 11-5 are supplemented by several pages of detailed data. Figure 11-6 presents the equations defining displacements in thrust application points. Figures 11-7 and 11-8 present thrust reduction ratios FG3/FGU3) plotted as function of thrust vector angles and TRM (FG 1 /FGUl , FG2/FGU2 1 parameters. Figures 11-9 and 11-10 present sideward thrust deflection angles (al , a 2 , a 3 ) plotted as a function of yaw vane angles and thrust vector angles MCOONNELI. AIRCRAFT COMPANY 11-1 FIGURE //- / THRUST VFCT4?/NC- SYSTEM LEFT NOzza ACTUATDR 6), Aic + 5.f S ^RLML^^

U +

8JLM9L.Ic,1D

+

.MUro_, s ^ei^c ^aJ) PlGMT NOzzL b ACTUATOR r LM9yC

* _ i/' 1 ^'

re^.^ *f D -s • BZ ^ ^ g J C Ir^1 U^0 3 A J ^ = 1 S 5• dtL - I ^ f RL M^^^ ^

103". ,. Of

^TL t -^I

f 1 .0,+105 X9,.

D ^ S

^ 2 _ '_ -LMB^, t0 FoRwARo LoUVEI? AC7vATOR i S e3 J9,(0J) L fRL M9, ,105 ML FIGURE 11-2 THRUST VECTORING SYSTEM PARAMETERS Lift/Cruise Thrust Vector Limit 30.0 deg LMBL/C deg LMBL Lift Fan Thrust Vector Limit 30.0 Lift/Cruise Conversion Time Constant 0.6 sec TeL/C deg/sec KeL Lift Fan Conversion Vector Rate 30.0 Lift/C ,-:aise Vector Rate Limit 50.0 deg/sec RLML/C 50.0 deg/sec RLML Lift Fan Vector Rate Limit 30.0 deg Conversion Vector Angle eic

_I

MDC A4571

FiGuRE 11 -3

LIFT FAN TiyRUST VCC70te SCAT-rDVLE fed ( e, /20 W 2 /00 J YLU v Q U j i 4D u r iri iiriIr iliiiri , I ... . .... ....... I iii. n Ii i'iu

Q --j .. rr

LIJ X00

0 60 80 120

20 40

_ T

COMMANDED THRUST VECTOR AIVOL 6 , t9 DEG

MCOONNEI.I. AIRCRAFT COMPANY 11-4 MDC A4571 /` /GURE // — ¢ LIFT/ CRUISE FAv THRUST VECTOR SCHEDULE r i H Ic/C (01 Q v J /00

v

8b v a

e,Li^

Q t4, N

v

O MDC A4571 d ri^u'RE ^^-S ^` Z ouvE2 PcR^oRMf1n/c6 No z ^L r THnusT Vr--cTQA'INC F G u, F& ^/ Fcu, /^ G l A xx 8, a ^-, l e^ (e) , ^o^r^^c n^c^^^ f F Gu2

` FGu2

X

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Fan

an d

4 x j./C

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69J/

Ax = 2.583

sin 6,T)

—

Q^ 2.583 cos e,7

Fan Q z^ (00

LiPi

-2.6 67 cos 63

Qz =

MCOONN6LL AIRCRAFT COMPANY 11-7 MDC A4571 F 1 6uRc //-7 L /Fr FAN GROSS r#A l v.9 ;r/e^l

ilxr 0,7

1,F 'Fr, ( ex rUi.

/.00 IW'ZUDE /0 '17, OEf,4;rF 9D2 .911 900 .07 .90 .7r4

ti

-677 .4 ar .70 .675- , D 1 2s% 7 AIN

e.. r

O

< o c

FOR 0.662

O .40

do .30 /00 66 8O LIFT )c4N VECTOR ANGLE MCOONNeLL ANAWCAWAOu T COMPANY 11-8 IDC A4571 .

Fic uRc //- /,cT L 1 C,e&1SE FAN GROSS THRUST VS 9J Ap/p rRM FG o-) /FGu c .92 7 - -C , ( O % rrum ) ^O Fa - ,O DO43 4pt .938 17 Gut =

o ,88

a

IAICL IDES /O % ERA rE

k

c ~ q - B 4

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96 83- F F y .002/ 8A

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h .76

J

Z

ti

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h

.72

V

O

► - 68 Q ......... ......

/OO 40 60 80 120 LIFTI CRUISE F4N VECTOR ANGLE 8, OR BZ DEGREES MCOONNELL A/MCMAFT COMPANY 11-9 MDC A4571 Y A L /ft FAN W, YAVF E ff6CrIVENESS V.S . VECTOR ANGLE !4

^t l L eT

/2 W a 3 FOR e3 60 = d'3 p3 > D

30 60 d3 = (0.02 83 e -0.2 ^"3

M s er 4

< 30 a3 O.012 ej W e3 Q S 93 '

h

Ci 6 W W a Q e3 - '3 i O /O ¢ 8 /2 Z YAW VANE ANGLE , ^'3 d DE MCzpONNELL AIRCRAFT COMPANY 11-10 REPRODUCIBILITY OF `i°.- <-T-?.W;'flNAL PAGE IS FOB; Mi L A4571 Fi c U le-7 // - /O L.

LIFT/CRUISE MW YAMS E«E07 1VENESS V.S. VEC701? ANGLE /4 W L C ( eJ Y W /0

jo

C <_4 90 6^ 76' h 8 / / 5 Ar = 0 a c., W S B - w D ^ 4 9J ti OJ " / 8J ° 0 MDC A4571 I' 12. FAN FORCE AND MOMENT COMPUTATION AND RESOLUTION In order to compute total fan thrust forces and moments, thrust of each fan is first resolved into components along the three body axes. The resolution equations are listed in Figure 12-1. Thrust components of each fan are summed separately for each body axis c-) give the total fan thrust force along each axis ( X F, YF, ZF)• Total aircraft moments produced by fan thrust (LF, MF , NO are also computed separately for each axis, as shown in Figure 12-1. The thrust moment arms are defined in Figure 12-2 and the displacements in thrust application point, used in Figure 12-2, are defined in Section 11.

MCOONNELL AIRCRAFT COMPANY { 12-1 IDC A4571 FIGURE 12-1

FORC-C AN D 1V011EN7'

COMPUTATION ANIP RESOLUTION

FAN 7-NRus-r CONIF'DNENTS

Cos ocl Fxi - FGA Cos B, FY, = F Gi s ^ n o{, For - - FG/ sin D, oos cx

cos ol2

fN2 = F G2 CDs D

o(2

F Y 2 = F F Cr2 - cZn

FZ2 = - sir? OZ COS a( 2

FG2 F 3 = FG 3 cos Or CoS pC3

S G

FY3 FC,.3 n of

F^^ Scn 0C3

= -FG3 93 COS

TOTAL F,-I N FORCES

= - X,c FY2

f Fxa

t

= FY

YF + FY2 -t

FY3

Fz, -t

ZF Fg2 + Fp 3

MOMENTS

F AN TOTAL

-

f L

F2: 2 - FE l) _ TL/C ( FYI -f FY2 J

TL/C T L /"Y3 l"IF , YTL/C FYI f FX2) XTL/C ( Fzl 4 Fz2 J r 1-rL FX3 -I / xTL FE (^ 0 1 / 1 / 1 lY F = C ICYI FY2 l f 1,/C l FY, - ) x2 4 IXTL FY3

7'L / C t

MCOONNELL AIRCRAFT COMPANY 12-2 MDC A4571 I

Fi 12 -2

GcJR^"

'bmt rs

7_1-1evST APPLlC,4T/oy. yl - CavpL E D r^^ S ' G^i S -

9. 2 6 + A/ , x r

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3. 3 S

F_.T .

T L _ SHA ` COUPC ED !i'3N^ FT X c °/O•/'7 •f A/ F7 F ^ ,v

a. Crut s4 F 4" .4

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/Z -f- L. " s r

/9.&3 + 'L /X3 FT.

T Lirr FAA 3.7¢ _ F T _ _ 7 ^- MCOONNELL A/RCRAFT COMPANY 12-3 MDC A4571 13. RAM DRAG FORCES AND MOMENTS The ram drag forces and moments are computed from fan and engine airflows and from the total linear and angular velocities relative to ambient air. The computa- tion of engine airflows for the gas-coupled configuration is described in Section 8 (Power Lever and Throttle Gearing), but in the shaft-coupled configuration the r engine airflows are included in the fan airflows, except for engine No. 3. The effects of this engine (with inlet located near c.g.) were neglected. The fan airflows for both configurations are computed in Section 10. The fan and engine airflows in the gas-coupled system are computed separately for each fan and engine in order to simulate the effects of engine shutdowns and failures. Data available for the shaft-coupled system was insufficient to separate the engine and fan airflow effects.

The ram drag effects are initially expressed in the form of ram drag derivatives defined in Figure 13-1. The derivatives are multiplied by appropriate linear and angular velocity components to compute the total ram drag forces and moments defined E in Figure 13-2. Fan and engine inlet locations for the equations of Figure 13-1 are listed in Figure 13-3.

MCOONNELL AnwcnAFT COMPANY 13-1 r j MDC A4571

/

13 --

Fiau q c

IV7S M o . ME ,J AI U RAM DRAG FORCES .

RAM DRAG DER/VA T I y E S r ► ' 1 E 3 j M F2 - FYI F3 " ii7 £J - m EZ - = - MFI ,t u y ^ 2) Q/6L ► tT^3 n k f i 6G /c l i FL 3 - Mu = - (° r G YnF

/c (P Fl f ^^F2) -

r^r .^CE^ MEJ+ rnEZ)-t /(FL/C ( 1(FL h7F3 Y?'rFJ + r^FZ^ -r ^ Fc ]F3 II( F?

F r Z/ ^ mF f rnFZ = /^j F?/c ^- 2 2

l*

^ /^(^L EL

^ -hr^

^ mE3 ^c/c^ fhEI 4 hU 2 - [ ^J(^c^^C = Mu X

q

q — M t FL/C J ( AFI ^ rY F2 ^ - ^FL = - FL/C •

Lp 2

2 ^ 1 j

]

P153 JEI t kYJEZ J - /EL > 6L/C + ^/EL/^ J 1 ^

o p

2^ 0 2 ] \ z IYtF2 J ' IX FL IYiF3 = - L / FL /C + 7FL/C J ( l^F!

Ni 2- 2 2 (J r ^" 17tF2^ - ^EL I ))F3 J C nrnEi ^yEL/C L iJ(Er /C

a

mF2 ) -f 4F'L YFL h)F3

1F/ f

FL/C (r 3

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Np

r /` N Z 7 MCOONNELL AIRCRAFT COMPANY 13-2

F,cC)RE 13-^

TOTAL Zim DRAG FOQCES

{

US -f

XRAM c Xcc Yy 7 - M YR.4 = Y, /L r- /3 rT

YP pr

^' Yr L RA M L l sr arc f C O g T

7-o7-,4L /SAM DRAG

MOMENTS

L RAM S L.t-e

I va + L

p ^br L r rr

ry MRAM = Mu,

+ M t l^

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A

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ENGINE INLET

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MCOONNELL AIRCRAFT COMPANY 13-4 MDC A4571 14. AERODYNAMIC FORCES AND MOMENTS The primary purpose of equations and definitions presented in this section is to transform or redefine the aerodynamic quantities such that they can be first computed in one part of simulation math model and then used correctly in other parts t of the model. As in most simulations, the main transformations are those between stability and body axes; i.e, aircraft angular rates are transformed from body to stability axes, while aerodynamic forces and moments are transformed from stability to body axes.

The first set of equations in Figure 14-1 defines three of the main simulation parameters: aircraft velocity (V), angle of attack (a), and angle of sideslip (s).

These parameters are computed from body axes velocity components u B , vB , and wB.

Figure 14-2 includes equations defining the dynamic pressure (q), jet velocity ratios (V/VJ ) for all three fans, thrust vector angles (a LCLEFT' B LCRIGHT' aNL)' and total gross thrust (T). Transformations of aerodynamic forces and moments to body axes are defined in Figure 14-3. The constant aerodynamic force and moment parameters are listed in Figure 14-4.

MCOONNEI.L A/RCRAFT COMPANY 14-1 F/ GUR E /

AEROD YNAMIC FORCE' AND

- /RSPEED, r1NGLE OF 47 7/ Chi = Up s v f ve t f w3 2 .

v

-J w Q

c< = tan

vQ _s yQ l^ = fan

U 3 2 f

waZ

.gNGLE OF ATTAci - 7A - sLE

^F oc

= F^ f FeB

s

F^

Fe

^ F^

s

v

6878 ^ Fa

° 2 So

A,v&UL.,,qR VELCC/TY IN STAsli I rY AXES

PST = PT SI6

COS oCF f rT oC

F

IST

gr

= r'.sr v^ F

SG n t r CDS aF

r

pT

MCOONNE4L AIRCRAFT COMPANY 14-2 MDC A4571

FIG U R E 14-2

VELDC i r

14NGUL AR„

,NDNDIMENSIONAL

n srb

.^ Q'srC

e = 2V

2V P -

A rs r,b r _

C kF C

= 2V 2v RA7-10.5 VEL oC I rY

JEr

2 PV Z

V V JLCLEFT ;' v FG1 J

V

(V

mF21 j )LCRIGHT-

`

FG2 C t;752

V

r'7 E F 3 J

C m

l v

/ IVL Vr FG3

A ND uST

GR OSS TN^

S

VECTOR ^NGLE

THE

_ e

r -

9LCLEF

Fr7

BLCRr = 92

GAIL

TCLEFT

LC R/GHT ^G.?

7 A/AL F^3 MCOONNELL A/RCRAF'T COMPANY 14-3 MDC A4571 FOkCES 11 AEA c),D y ivAm1c v P— DL) ,K Ax-cc' L s Z n

Z) cos

I

YA SIC-

- D in ocr L cos c><,c

ZA MOMF-Al'rZ ov 13o4oy

AF-1?o1-)Y,vAm1c

LA

M,A

NA

lafmcmAFir COMPANY MCOONNELL 14-4 MDC A4571 FIGURE 14-4 AERODYNAMIC FORCE AND MOMENT PARAMETERS r Wing Area 342.05 ft` SW c Mean Aerodynamic Chord 8.38 ft Wing Span 44.43 ft b Atmospheric Density 0.002246 slug/ft3 P MCOONNE6.1- AIRCRAFT COMPANY 14-5 MDC A4571 15. AERODYNAMIC DATA _I The aerodynamic data and equations needed to define the pertinent aerodynamic parameters in stability axes are provided in this section. Definition of longi- tudinal parameters lift (L), drag (D), and pitching moment (PM) are included and the expressions for these three parameters are presented in Figure 15-1. The main lateral-directional parameters, aerodynamic sideforce (SF), yawing moment (YM), and rolling moment (RM) t are defined in Figure 15-2. The associated detailed expressions for longitudinal parameters are presented in Figure 15-3, and equivalent lateral-directional parameter expressions are listed in Figure 15-4.

The basic constants which enter the calculations of aerodynamic parameters are tabulated in Figure 15-5. All other aerodynamic data are presented either as plots or as tabulated data in Figures 15-6 through 15-64. These data are based on wind tunnel results obtained from two sources: o MCAIR sponsored small scale wind tunnel tests o Large scale testing of a powered model at NASA Ames as reported in Reference listed below*).

The data a+ies in the stability axes coordinate system and can be entered in the..same--fofm into equations listed in Section 14.

r^ Most of the aerodynamic data graphs are plotted versus fuselage angle of attack, aF , which is defined in Section 14. The plotted aerodynamic data is typically presented for a fuselage angle of attack range from zero to 32 degrees.

The angle aF is defined equal to airplane pitch angle (6) at velocities below 25 knots and equal to conventional airplane angle of attack at velocities above 50 knots. Between 25 and 50 knots there is a gradual transition from one defini- tion of aF to the other.

-Reference (*): Orr, J. K., Phillips, E. J., "Wind Tunnel and Ground Static Investigation of a Large Scale Powered Model of a Lift/Cruise Fan V/STOL Aircraft," Report MDC A4318, 2 August 1976.

MCOONNELL AIRCRAFT COMPANY 15-1 .R0DT7CIBLLjTY OF THE PACE IS POOR AL t oaEt _ _ c LATlVt^ Mfi7EltMF^Ti r C-OOT+^ B for PO YMA 1 ^T 4S ioil^^L Fl^ ^ MlG a r fSl_

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S FM

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T AERoD\INFlMIC.

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{

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S

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`(M ^Cnc^F,^nCnn^ t , o LKM 6 a 6 . , &C t

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