GASP- General Aviation Synthesis Program. Volume 1: Main program. Part 1: Theoretical development

N8119088

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• GASP-GENERAL AVIATION SYNTHESIS PROGRAM

VOLUME I - MAIN PROGRAM PART 1 - THEORETICAL DEVELOPMENT N81-I_0_8 (NAB A-CR- 152 303-Vol- 1-Pt- 1) GASP- GENERAL AVIATION SYNTHESIS PROGRAM. VOLUME 1: _AIN PROGRAM. PART I: THEORETICAL DEVELOP_IENT (Aerophysics Research Corp., Bellevue, Wash.) 197 p HC AO9/MF A01 CSCL 01C G3/05

JANUARY 1978

Prepared for NATIONAL AERONAUTICS AND SPACE ADMINISTRATION Ames Research Center Moffett Field, California Under CONTRACT NAB 2-9352

AEROPHYSICS RESEARCH CORPORATION

FOREWORD Q The General Aviation Synthesis Program (GASP) was initially developed by engineers in the Mission Analysis Division at the National Aeronautics and Space Administration's Ames Research Center, Moffett Field, CA. Improvements continue to be implemented by individuals in the V/STOL Systems Technology Branch at Ames. Those people providing the major development contributions are: T. L. Galloway E. T. Schairer J. V. Bowl es M. H. Waters This documentation was prepared by the staff of Aerophysics Research Corpor- ation, Bellevue, WA., under NASA contract NAS 2-9352. In addition to the contri- butions from the NASA personnel, Aerophysics people contributing to the documen- tation are: D. S. Hague J. F{ MacRae A. W. Merz N. W. Woodbury A. M. Hague The NASA technical monitor for the documentation was Mr. T. L. Galloway.

The Aerophysics Research Corporation project leader was Mr. D. S. Hague. The GASP program has been used by a number of companies and universities through NASA contracted studies and is under continuing development. Prospective users should consult NASA's Ames Research Center regarding the latest details of the computer code.

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TABLE OF CONTENTS SECTION PAGE

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I. 1 INTRODUCTION I.l-i I.l. 1 Discussion I.i-2 I.i-2 I. i. 1.1 Geometry I.I-3 I. 1.1.2 Aerodynamics I.i-3 I. i. I. 3 Propulsion I.i-3 I. i. i. 4 Weight and Balance 1.1.1.5 Mission Performance 1.1-3 I. i. i. 6 Economics 1.1-4 I. i. 2 Documentation I.i-4 I.i-7 I. 1.3 Utility Subroutines I.i.3.1 BILINE (I, I,XI,YI,Z,K) 1.1-8 I.i-8 I.i.3.2 BIQUAD (T.I.XI,YI,Z,K) I.i.3.3 BISC (Y,X,N, IL, IH, J) I.i-8 I.I-8 I.i.3.4 BIV (Z,X,Y,AX,AY,AZ1,NX,NY,NERR) I.i-9 I.i.3.5 DTABX (XTAB, YTAB, X, Z, L)

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1.1-9 I.i.3.6 INTS (T,M, L, E, B, C, HMA, HMI, BET, DERIV) I.i.3.7 ITRLN (AX,AY,X,Y,N) I.i-9 I.i.3.8 ITRMHW I.i-9 (ERROR, ERRMI, DRIVER, F, FF, JC, JX)

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I.I.3.9 MAPS I .i-I0 I.i.3.10 MAXBND (PARAM,PRMMI,DRIVER,DMIN,DMAX,F, FF,KC,KX) I.i.3.11 MAXMHW (PARAM,PRMMI,DRIVER,F,FF,KC,KX) ii

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TABLE OF CONTENTS PAGE SECTION I.l-10 I.I.3.12 OUTPUT I.i.3.13 STORE3 (MAPS, NPTS, NLINE, AMAP, Z, X, Y, I.l-10 IREAD, IPRINT, ITAPE) I.l-ll I.i.3.14 TABX (XTAB,YTAB,0. I) I.l-ll I.i.3.15 TPALT (ALTX,ALT,PO,FKALT,TO GO, XKV) I.i.3.16 TTABX (NMAPS,NPTS,NLINE,Z,X,Y,ZPR,XPR, I.l-ll WPR, ZVAL) I.i-12 I.i.3.17 UNINT (N, XA, YZ, X,Y, C) ........ 1.2-i 1.2 MAIN PROGRAM USER' S MANUAL .....

Appendix A- Turboprop Powered Design, Fixed Engine Size 1.2-AI Appendix B - Two-Placed Trainer with Fixed Pitch Propeller I. 2-BI Appendix C - Turbofan Design using Scaled TFE-731 Engine 1.2-Cl 1.3 PROGRAMMERS MANUAL FOR MAIN PROGRAM AND UTILITY SUBROUTINES ....................... I. 3-1 I. 3.1 MAIN Program I. 3-1 1.3.2 Subroutine BIV - Linear Interpolation in Two Independent Variables I. 3-12 1.3.3 Subroutine INTS - Double Precision Finite Difference Integrator I. 3-14 1.3.4 Subroutine ITRLN - Linear Interpolation in One Independent Variable I. 3-20 I. 3.5 Subroutine ITRMHW - Location of Root by Newton- Raphson Method I. 3-22 1.3.6 Subroutine MAXMHW - Maximum of a Function of One Independent Variable I. 3-24 iii

TABLE OF CONTENTS PAGE SECTION 1.3.7 Subroutine OUTPUT - Program Print Output Routine 1.3-26 1.3.8 Subroutine TPALT - Atmospheric Properties Routine 1.3-30 1.3.9 Subroutine BILINE - Linear Interpolation, One Independent Variable 1.3-34 1.3.10 Subroutine BIQUAD - Quadratic Interpolation, One Independent Variable 1.3-39 1.3.11 Subroutine MAXBND - Maximum Value of a Variable 1.3-42 1.3.12 Subroutine UNINT - Four Point Smooth Interpolation 1.3-45 I D iv P LIST OF FIGURES PAGE FIGURE I.i-3 I.l.l GASP Program Structure I.i-5 I.i.2 Typical GASP Computational Sequence I.i-6 I.i.3 GASP Documentation and Major Subroutine Layout I.i-13 I.i.4 Programs and Their Subroutines I.i-16 I.i.5 Contents of Each Volmne 1.2-2 1.2.1 Typical Input Stream 1.2-3 1.2.2 (INGASP) Input - Program MAIN I. 2-17 1.2.3 (INPROP) Input - Program MAIN I. 2-22 1.2.4 Optional Input to Subroutines MAPS and STORE3 1.2-23 1.2.5 Functional Listing of INGASP Input Data 1.2-39 1.2.6 Functional Listing of INPROP Input Data I. 2-43 1.2.7 Input Format for Engine Table I.I-3 1.3.1 Main Program and Subroutine Structure 1.3-4 1.3.2 Program MAIN 1.3-13 1.3.3 Subroutine BIV I. 3-15 1.3.4 Subroutine INTS 1.3-21 1.3.5 Subroutine ITRLN 1.3-23 1.3.6 Subroutine ITRMHW 1.3-25 Subroutine MAXMHW 1.3.7 I. 3-27 1.3.8 Subroutine OUTPUT 1.3-31 1.3.9 Subroutine TPALT 1.3-35 1.3.10 Subroutine BILINE 1.3-40 I. 3.11 Subroutine BIQUAD I. 3-43 1.3.12 Subroutine MAXBND 1.3-46 1.3.13 Subroutine UNINT v I. 1 INTRODUCTION Over the past several years, NASA's Ames Research Center has developed the GenerJl Aviation Synthesis Program, GASP. This computer program performs tasks generally associated with aircraft preliminary design and allows an analyst the capability of performing parametric studies An a rapid manner.

GASP emphasizes small fixed-wing aircraft employing propulsion systems varying from a single piston engine with fixed pitch propeller through twin turboprop/ turbofan powered business or transport type aircraft. The program may be operated from a computer terminal in either the "batch" or "interactive graphics" mode.

The program is comprised of modules representing the various technical disciplines integrated into a computational flow which ensures that the inter- acting effects of design variables are continuously accounted for in the aircraft sizing procedure. The mode1 is a useful tool for comparing configu- rations, assessing aircraft performance and economics, performing tradeoff and sensitivity studies, and assessing the impact of advanced technologies on aircraft performance and economics. By utilizing the computer model the impact of various aircraft requirements and design factors may be studied in a systematic manner with benefits measured in terms of overall aircraft perfor- mance and economics.

The GASP program has as its purpose the numerical specification of mau¥ a/rcraft design characteristics. Input quantities are general indicators of aircraft type, size, and performance, and the synthesis i8 extended to the point at which all of the important aircraft characteristics have been analyzed quantitatively. The synthesis model and procedure together develop the I-1 I aircraft Oonfigurations in a manner useful in parametric analysis and also provide a useful step toward more detailed analytical and experimental studies.

The synthesis program consists of a control module and several technology sttbmodules which perform the various independent studies required in the design of general aviation or small transport type aircraft. Each of the six technology I modules shown in Figure 1.1.1 is composed of one or more computer subroutines, and the input to each module may be either the output of another module, or it may be input directly to the module. The integrated approach ensures that results contain th_ effects of design interactions among the various modules. For example, a change in wing loading affects wing area, tail size, lift, drag, propulsion system size, cruise attitude, structural weight, range and other parameters. Any particular net effect may be large or small_ nevertheless it is determined numerically regardless of its magnitude.

I. I. i Discussion This section provides a brief description of the engineering methods used in the synthesis program. The descriptions are in the order shown in Figure I.l.l.

1.1.1.1 Geometry. In this module, the dimensions of the aircraft compo- nents are calculated. Typical input parameters are the number of passengers, aspect ratio, taper ratio, sweep angles and thicknesses of wing a_d tall surfaces. The cabin is ass_ed to be of circular cross section, and tail surfaces are sized using trend equations derived for existing aircraft. Out- put of this module provides areas, lengths, angles, etc., which may be needed by other modules.

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.._-1 D 1.1.1.2 Aerodynamics. Lift coefficient is determined as the sum of a term proportional to angle of attack, and a term due to high lift devices Q such as slots, flaps, etc. Lift curve slope computation includes ground effect and the effects of aspect ratio, Mach number and sweepback. Drag coefficient is the sum of profile drag, increments due to high lift devices, landing gear and compressibility, and the'induced drag due to lift, including ground effect. Configuration geometry, flight conditions and type of high lift devices are input, while drag polars are ©utput for the cruise, takeoff, and landing flight condition.

1.1.1.3 Propulsion. Currently, turbojet, turbofan, turboprop, and reciprocating or rotating combustion engines can be simulated. Both engine size and performance are determined. Both cruise and take-off requirements of the aircraft may be specified. The results also provide engine thrust and fuel flow at any flight condition using performance data for the specific engine of interest.

I.I.1.4 Weight and Balance. Gross weight and payload are input, together with details regarding aircraft geometry and weight trend coefficients. The program _as options for sizing tip tanks and locating the wing sbch that the aircraft is in balance for the center of gravity travel of the aircraft. An acceptable value of static margin is input for this purpose.

I.i.i.5 Mission Performance. The taxi, take-off, climb, cruise and landing sec/_ents of a mission are analyzed, and total range is computed.

Options are available for calculating engine out and accelerate/stop distance, best rate of climb, high speed climb and other operating characteristics. When a specific range is required, the aircraft size is determined which provides this range within a specified tolerance.

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I.I.i.6 Economics. Both flyawayandoperatingcostsare determined in

thls modull. Flyaway cost is found by summing estimates of labor costs, material costs, and purchased equipment costs including overhead, tooling, sales, and profit for manufacturer and dealer. Operating costs include fuelp oil, inspec- tion, maintenance, storage, insurance, depreciation, and taxes, and the variable and fixed costs are combined to determine total operating costs aS a function of annual utilization rates.

A typical computational flow through the GASP program is illustrated in Figure 1.1.2.

I. i. 2 Documentation The si_ major suhmodules of the GASP program, as listed in Figure 1.1.1 are of quite different lengths and levels of complexity. In addition, many subroutines are called by more than one other subroutine, so that it may be unclear, for example, whether it is a "propulsion" or a "performance" subroutine.

The choice is usually made arbitrarily, for the sake of convenience alone.

The seven volumes of the report are organized as shown in Figure I.i. 3.

The GASP program is composed of 65 computer subroutines, 48 of which are • _umented in detail. Utility subroutines are listed in Figure 1.1.3 for c_mpleteness; however, they were not documented in detail but are described in Section 1.3.

Each of the subsequent volumes is organized by firstdefining the "major" and "minor" subroutines of that section. The discussion is then directed at explaining how the subroutines interact, and how the computer logic is related to the purpose of each subprogram. Each significant equation of the subroutine is defined and discussed, and this discussion may include comment as to the I-I INPUT GROSS WEIGHT, PAYLOAD AND PERFORMANCE CRITERIA .i GEOMETRY I, I II II AERODYNAMICS COMPUTE HIGH-LIFT ] CHA_E I WING

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LOADING il I N I COMPUTECRUISE _ERODYo _ '1 N_ICS AND SIZE ENGINES I, CHANGE ' COMPUTE STRUCTURAL GROSS WEIGHT AND BALANCE WEIGHT AIRCRAFT I AND COMPUTE RANGE FLY MISSION PROFILE I III I N COMPUTE FLYAWAY AND OPERATING COSTS FIGURE X.l.2 TYPICAL _SP CO_ATIONAL SEQUENCE I-i l II Volume 1 - Control and Utility Programs MAIN Program Utility Subroutines • .................................

Propeller or J (Tabular Turbofan Turbofan J Data) (Propeller Only) OUTPUT INTS BILINE i MAPS DTABX I ITRLN MAXMHW UNINT t STORE3 BISC BIV ITRMHW BIQUAD z TPALT MAXBND i T/_X II Volume 2 - Geometry Program SIZE I Volume 3 - Aerodynamics Programs AERO CTAER APPFLP AEROUT DRAG CLIFT FLAPS I li Volume 4 - Propulsion Programs ............................ _ ..............................

(Turbofan) (Propeller) t i ENGDTT ENGSZ ENGDAT HOPWSZ RCWSZ ENGDTI-7 NACDG ENGINE PERFM TURBEG ENGINE ENGSZ PNOYS ZNENG !

I GEARBX PWRPLT ZNOISE i I Volume 5 - Weight and Balance Programs D_ TAIL WAIT (Propeller Weight) ENGWGT WGHT Volume 6 - Performance Programs ACCEL DLAND TAXI ASPEED PERFRM TURN CLIMB RGBAL XRANGE DERIV TAKOFF Volume 7 - Economics Programs GACOST COST (Propeller Cost) FIGURE I.i. 3 - GASP DOCUMENTATION AND MAJOR SUBROUTINE LAYOUT I-1 assm_gtiorm needed for its derivation, or other relevant detail. Part 2 of each volume is the user's manual in which the input and output parameters of each subroutine are tabulated and defined alphabetically, including the units in which each is measured. A sample problem is also represented in terms of its nmnerical input and output. Finally, Part 3 of each volume is a program- mer's manual showing detailed flow charts "for all subroutines in the volume.

I. i. 3 Utility Subroutines The G_SP system includes a number of subroutines which can be termed "utility" Subroutines. These are relatively brief programs which may be called by several other subroutines, and which typically perform a numerical function such as tabular lookup. These utility programs are listed alphabe- tically below, and are described very briefly in terms of their significant input and output quantities.

I The utility programs that will be used by the GASP system depends on the propulsion option being exercised. The utility programs may be catalogued by propulsion option as follows: I. Turbofan or propeller option uses the following: BIV MAXMHW INTS OUTPUT ITRLN TPALT ITRMHW e If the turbofan engine data is input in tabular form, them the following are used in addition to those in (1) above: BISC STORES DTABX TABX I MAPS TTABX I-I e If a propeller type of propulsion system is used, then the following are used in addition to those mentioned in (1) above: BILINE MAXBND BIQUAD UNINT 1.1.3.1 BILINE (T_ I_ XI r YI_ Z, K) -Linear Interpolation, One Ir_e_endent Variable.-- Tabular interpolation generates a numerical value for Z, corresponding to input values of XI and YI. The tabular data T(I) specifies the table number; T(I + i) - 0, 1 or 3 denotes the order of the interpolation; T(I + 2) is the number of X values; T(I + 3) is the number of Y values; and T(I + 4) are the values of X in ascending order. Output K denotes the number of interpolations performed.

I.i.3.2 BIQUAD (T, I_ XI, YI, Z, K) - _adratic Interpolation, One Independent Variable.--This subroutine performs an interpolation over a four point interval, to maintain slope continuity. Table number T(I), T(I + I) ks the number of X values; T(I + 2) is the number of Y values, and T(I + 3) are the values of X in ascending order. Output K measures the number of interpolations.

I.i.3.3 BISC (Y, X_ N_ IL r IH_ J).--This subroutine determines the "low" and "high" integers IL and IH specifying the output values Y(IL) and Y(IH) which bracket the input number X. The dimension of Y is N, and output J is 0, 1, or 2 according to whether Y(1) _ X_ Y(N), X _ Y(1) or X _ Y (N) _espectively.

I.i.3.4 BIV(Zr Xr Yr AXr AYf AZI_ NX r NYf NERR) - Linear Interpolation, Two Independent Variables.-- If input data X and Y fall in the tabular I-1 D range AX(NX) and AY(NY), respectively, then NERR - 1. The input data AZl is given at NX * NY points, and the output is Z unless X or Y fall D outside the associated tabular range (XL AX(1), etc.) in which case NERR= 2.

I.i.3.5 DTABX(XTAB, YTAB, ZTAB, X, Z_ L).__ This is a f_t_on which calls I s_tbroutines BISC and TABX, and which is itself called by TTABX. Independent variables X, Z define the dependent variable DTABX, according to principles of Lagrange interpolation.

I.I.3.6 INTS(T, M, L, E, B_ C, HMA, HMI, BET_ DERIV).--A finite difference integrator, performed in double precision, of a system of M simultaneous first-order differential equations, which are defined in external subroutine DERIV. The non-zero components of T(100) are related to the state variables in DERIV. The other parameters in the calling sequence are input, and are associated with the n_nerical aspects of integration (error magnitudes, step sizes, etc. ).

1.1.3.7 ITRLN {AX t AY r X t Yt N).--This subroutine returns a value for Y corresponding to an input quantity X. The input parameters for the N pairs AX(IP and AY(I), and AX{I) must increase nonotonically. If X is less than AX(1) or greater than AX(N), the subroutine extrapolates for Y(X).

I.I.5.8 ITRMHW(ERROR, ERRMI, DRIVER, F, FF, JC, JX), Newton_Rapshon Method in GASP.--This subroutine determines a zero to a function defined externally. Inputs are ERROR, the current (non-zero) value of the dependent variable; DRIVER, the current value of the independent variable_ and F, a multiplier near unity. Outputs are ERRMI and DRIVER, the augmented values of the dependent and independent variables, and JC, the counter.

FF and JX are not used.

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1.1.3.9 MAP___SS.-- This program is called by program MAIN, and it calls

subroutine STORE3 three times to develop tables for thrust, fuel flow and airflow in the cruise configuration. The independent variables are altitude, Mach numbez and turbine inlet temperature ratio.

I.i.3_i0 MAXBND(PARAM, PRMMI, DRIVER, DMIN, DMAX, Ff FF, KC, KX).- Determines the maximum values of the dependent variable PARAM, and the asso- ciated independent variable DRIVER, subject to DMIN _ DRIVER _ DMAX. F and FF are input multipliers near unity in magnitude, and KC and KX are output counters; KX is initially zero, and is set to 1 when the maximum is deter- mined.

I.I.3.11 MAXMHW(PARAMe PRMMI, DRIVER, F r FFf KCe KX).--This subroutine determines the maximum of an input function Y(X) - PARAM(DRIVER), which is defined externally. F and FF are input multipliers near unity, a_ KC is an output interaction counter, while KX changes from 0 to 1 when the maximum is determined. The previous value of Y(X) is PRMMI, and DRIVER is both input and output value of X. MAXBND is similar to MAXMHW except limits are placed on DRIVER.

1.1.3.12 OUTPUT.--This subroutine begins with thirteen co_on block statements, and it includes 34 FORMAT statements. The subroutine is called by MAIN for the purpose of printing over 100 input and output figures related to geometry, weights, aerodynamics of the aircraft.

I.I.3.13 STORE3(NMAPS_ NPTS_ NLINEv AMAP r Z r Xf Yf IREAD_ IPRINT r ITAPE).-- This is called by MAPS, and it stores the dependent variable Y(144, NMAPS) and the two independent variables X(12, NMAPS) and Z(12, NMAPS). Other input quantities are NMAPS the number of maps, NPTS, the number of points I-1 I on a line of constant Z; NLINE, the number of lines of constant Z, and AMAP, the identifying parameter of a map. The last three integers are also D input, and at least one must be nonzero for the program to read or write data.

I.I.3.14 TABX(XTAB, YTAB, 0, L).--This function is called by TTABX, and it acts as an interpolation subroutine. In effect, TABX is the value of the $ independent variable XTAB(2) for which Y is zero, and this function calls subroutine BISC, which b_aoket8 the X-value 0 satisfying XTAB(I) _ 0_ XTAB(J).

I. i. 3.15 TPALT (ALTZ, ALT, PO, FKALT, TO GO, XKV) .-- This subroutine I relates static pressure, temperature and gravity, kinematic viscosity (PO, TO, GO, XKV) to the altitude. ALTZ is geometric altitude, ft. and ALT is potential altitude, ft, while PO is measured in ib per sq in., TO in deg R, and GO in ft per sec per sec. XLV is returned in ft 2 per sec units.

If PO is input, ALTZ and ALT are output, and vice versa. FKALT determines whether ge_etric or geopotential altitude is used.

I.i.3.1_6 TTABX_NMAPS w NPTS F NLINE_ Z r X_ Yr ZPR_ XPR r WPR, ZVAL) r Inter_x_lation, Three Independent Variables.--This is another function which is a four-dimensional interpolator, where NPTS are the number of points on a line, NLINE the number of lines on a map, and NMAPS the number of maps.

For a choice of map value WPR, X-value XPR and Z-value ZPR, the function takes the value TTABX. The dimensions are X(12, J), Z(12, J) and Y(144, J), where ¥ is the dependent variable and J is the map number. Typical inputs ere values of temperature ratio, Mach number and altitude, and output might be thrust, fuel flow or airflow.

I.I.3.17 UNINT(N, XA, YA, X, Y, C).--This subroutine performs a four- point interpolation to generate a smooth curve with continuous slope between I-i ii I adjacent intervals. The number of input pairs is N, and YA(I) is monotonic from I to N. No such restriction applies to YA(I). If the input X is less than XA(1), then let Y = YA(1); if X is greater than XA(N) then L = 2 and Y = YA(N). Otherwise, L = 0 and Y is calculated by interpolation.

I. I. 4 External Subroutines The GASP program is composed of over 60 subroutines some of which call as many as 8 or 10 other subroutines. The alphabetic listing of these sub- routines is given in Figure 1.1.4 where the programs indicated parenthetically may be called by the indicated subroutine. The volume in which each subroutine can be found is also indicated in this tabulation.

The contents of each volume of the documentation are listed symbolically An Figure I.I.5, where the parenthetic numbers correspond to the subroutines listed in Figure I.I. 4.

I-I I FIGURE 1.1.4 PROGRAMS AND THEIR SUBROUTINES I PROGRAM VOLUME MAIN (AEROUT, CTAER, DLAND, ENGSZ, ENGWGT, FLAPS, GACOST, MAPS, OUTPUT, PERFRM, PNOYS, RGBAL, SIZE, WGHT) ............ I D SUBROUTINES - TURBOFAN AND PROPELLER OPTIONS I. ACCEL (DRAG, ENGINE, TPALT) ................... VI 2. AERO .............................. III D 3. AEROUT (CLIFT, DRAG) ....................... III 4. APPFLP (FLAPS, ITRMHW) ...................... IV 5. ASPEED (CTAER, ENGINE, ITRMHW, TPALT) .............. VI 6. BISC .............................. I 7. BIV ............................... I 8. CLIFT .... i ......................... III 9. CLIMB (CLIFT, DRAG, ENGINE, TPALT) ............... VI I0. CTAER (AERO, CLIFT, DRAG, TPALT) .............. III II. DERIV (CLIFT, DRAG) ....................... VI 12. DLAND (AERO, CLIFT, DRAG, ENGINE, TPALT) ............. VI 13. DLOAD .............................. V 14. DRAG (ITRLN) ........................... III 15. DTABX (BISC, TABX) ........................ I 16. ENGDTT (TTABX) .......................... IV 17-23 ENGDTI-7 (ITRLN, BIV) ...................... IV 24. ENGINE (ENGDTT, ENGDTI-7, WACDG, ITRMHW) ............. IV 25. ENGSZ (APPFLP, DRAG, ENGINE, ENGWGT, PERFRM, TPALT, TURN) .... IV 26. ENGWGT (ENGINE, HOPWSZ, RCWSZ) ................. V I-i FIGURE I.I. 4 PROGRAMS AND THEIR SUBROUTINES SUBROUTINES - TURBOFAN AND PROPELLER OPTIONS (Continued) 27. FLAPS (ITRLN, ITRMHW, TPALT) ................... III 28. GACOST (ASPEED, ENGINE, TPALT) .................. VII 29. INTS (DERIV_ ............ ............... I 30. ITRLN .............................. I 31. ITRMHW .............................. I 32. MAPS ............................... I 33. MAXMHW .............................. I 34 . NACDG .............................. IV 35. OUTPUT (CLIFT, TPALT) ....................... I 36. PERFRM (ACCEL, CLIMB, DLAND, TAKOFF, TAXI, TURN, XRANGE) ..... VI 37. RGBAL (AEROUT, CTAER, ENGSZ, ENGWGT, FLAPS, OUTPUT, PERFRM, SIZE, WGHT) ........................ VI 38. SIZE (TPALT) ...... _ .................... II 39. STORE3 .............................. I 40. TABX ............................... I 41. TAIL (BIV, CLIFT, ENGINE, ITRLN, TPALT) .............. V 42. TAKOFF (CLIFT, DERIV, DRAG, ENGINE, INTS, TPALT) ......... VI 43. TAXI (ENGINE, TPALT) ...................... VI 44. TPALT ............................... I 45. TTABX ............................... I 46. TURN (DRAG, ENGINE, TPALT) .................... VI 47. WGHT (DLOAD, ENGSZ, ENGWGT, TAIL) ................ V 48. XRANGE (ASPEED, CTAER, ENGINE, ITRMHW, TPALT) .......... VI I-I

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FIGURE I.I.4 PROGRAMS AND THEIR SUBROUTINES ADDITIONAL AND REPLACEMENT SUBROUTINES - USED BY PROPRT.T._.R OPTIONS

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PROGRAM VOLUME 49.

BILINE ...................... I 50.

BIQUAD ........................... I 51.

COST ............................. IV 52.

ENGDAT (COST, GEARBX, PERFM, WAIT, ZNOISE) ......... I%_ 53.

ENGINE (MAXBND, MAXMHW, PWRPLT, TPALT, TURBEG) ........ IV 54.

ENGSZ (APPFLP, DRAG, ENGINE, ENGWGT, ITRMHW, PERFRM, TPALT). . IV 55.

GEARBX ........................... IV D 56.

HOPWSZ (ITRLN) ....................... IV 57.

MAXBND ........................... IV 58.

PERFM (BIQUAD, UNINT) ................... IV

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59.

PNOYS (ASPEED, ENGINE, GEARBX, TPALT, ZNENG) ......... IV 60.

PWRPLT (ITRLN } ...................... IV 61.

TCWSZ (BIV, ITRLN) ...................... IV

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62.

TURBEG (BIV, ITRLN, ITRMHW) ................. IV 63.

UNINT .............................. IV 64. WAIT " • • • • • • • • • • • • • • • • • • • • " • • • • • • • IV 65.

ZNENG (UNINT) ........................ IV 66.

ZNOISE (BILINE) ........................ IV

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FIGURE I.i.5 CONTENTS OF EACH VOLUME lJ I II VOLUME CONTENTS II i Introduction *(MAIN, 6, 7, 15, 29-33, 35, 39, 40, 44, 45, 49, 50, 63) II Geometry * (38) III Aerodynamics *(2, 3, 4, 8, 10, 14, 27) IV Propulsion *(16-25, 34, 52-62, 65, 66) V Weight and Balance *(13, 26, 41, 47, 64) VI Performance *(1, 5, 9, 11, 12, 36, 37, 42, 43, 46, 48) VII Economics * (28, 51) i |i i * Parenthetic numbers refer to su_outine numbers of Figure I.i. 4 I-1 _ i ¸

GASP- GENERAL

AVIATION SYNTHESIS

PROGRAM

VOLUME I - MAIN PROGRAM PART 2 - USER'S MANUAL

JANUARY 1978

Prepared for :7 NATIONAL AERONAUTICS AND SPACE ADMINISTRATION Ames Research Center Moffett Field, California Under CONTRACT NAS 2-9352 "i

AEROPHYSICS

RESEARCH CORPORATION

I. 2 MAIN PROGRAM USER' S MANUAL Program MAIN acts as the control program in the computer synthesis ofgeneral aviation aircraft. By calling 14 principal subroutines, MAIN effectively controls all the 66 subroutines which make up the GASP package, and it is the input to MAIN which specifies the aircraft being designed.

The GASP computer program is intended to apply to a broad spectrum of aircraft types, and each aircraft design is specified by over 200 aircraft input param- eters and about 60 propeller input parameters, as tabulated under namelists INGASP and INPROP in the following pages.

Many different vehicle sizing and performance options are available in GASP. The user may select certain options and bypass others according to his needs by inputting appropriate values for several indicator variables. For example, economic and/or noise calculations will be performed or bypassed accor- ding to the values input for TBO and KNOYS, respectively. Likewise, mission performance calculations may be terminated at the end of any segment accor- ding to the value of IFLY. Thus, one of the important functions of Program MAIN is to control the sequence in which the various subroutines are called.

It is obviously required that the input data be physically consistent, and for this reason the units of each input parameter should be carefully noted. Errors in input data will often be apparent in the numerical results.

More troublesome, however, are those errors which have smaller, but still significant effects on the resulting design, since these errors may not be suspected.

Many of the input par_neters are given defaul_ values, and _hese are indicated parenthetioal_y following _he definition of the parameter, All other I-2 parameters must be input before the program will run. Many variables are used only when certain program options are selected, and thus they need not be input when these options are not used. For example, 24 variables are used only when the tail is sized in TAIL (stability and control analysis, LCWING=2). Likewise, some input variables are required only when noise and cost options are exercised.

I A typical input stream to GASP is presentea in Figure 1.2.1. The data input begins with a Title Card assigned by the analyst which also contains the integer IENGSC. Data input basically follows the format: (i) Title Card; (2) Addi- tional data read by MAPS and STORE3, if IENGSC is negative on the title card; (3) NAMELIST INGASP; and (4) NAMELIST INPROP.

The variables for these data blocks are presented in alphabetical order in Figures 1.2.2 to 1.2.4. Breakdowns of the Namelist INGASP and INPROP inputs Format of the arranged by categories are presented in Figures 1.2.5 and 1.2.6.

Title card is TITLE CARD COL 2-72 used for title COL 75-76 Engine cycle indicator (IENGSZ) = 0, propeller aircraft (default value) = l, General Electric CJ-610 = 2, Garrett TFE 731 = 3, UACL JT-15D = 4, AFCO/Lycoming ALF 502 = 5, General Electric CF-34 ) = 6, General Electric TF-34 = 7, General Electric T700/FI-QCGAT = -l,engine data input in tabular form ) If engine data input in tabular form, engine data follows the title card and is set up as described in section headed Engine Table , Figure 1.2.7.

I-2 2 /c i I A typical input stream to the GASP program has the appearance _ S_'Cilrd[o fIN;IN[ SlX | Illl_l_l l _G,13SO0.. U_S._5.045. _.2.. NT_.8. _,.4000. HNCnU.10000..

_WmlIE,2.

SAD,2 . VS,lO.. aS, l.. WAS, 18.. PAX,19.. PS,40.OGS.

&R,7 71. TCR', IS. TCT,.IS. _..HC4,.g. _.H,.d00. YP,.334.

/d_T,3 35. ARVT,I 544. TCVT, 09. TCHT, Og. SLIqV,.35. SLIqN,.40.

Its'G, 324. (V(V,S. (LI_,0.. IX;LP,7.. CAT0,0 . ALPI't.O,-2., 1flILIr¢_.,3S? . KNAC, I. SAM, _.

(LOON,2 316. [LOOT,2 515. HCK,) 80. rLPC,4 13.

VBARYX, 123. VBARHX,I.165. CC(LTH,.235. B0(LTYll.6319.

0(LCO, 00159.KVCO, 12.

A_S,- M.- _.-. tO.O.. IO..20..30..40. S?S..?0. SO. W. t$.

AC(X:OR, I 8.1 175.10S.I 02S. l.O09.1.O.l.OOg, l.O2G, l.lO.l._,_l.S_,_._, C1r0C, 27. 81'1[08, S$. RCLHAX, I 280. JIr*LTYP,4.

0CLHi"[ • 56. (_FLPTO, O. 01rLPLO,36.. 0COOT(,. I;LI.

O(LTT, 1500. HTHAx,S00 .

J[NGSZ,3. IPART,3. RCC_/,O.. XLQ0(,3.6.

U_C .20.

SK_'W. 35. 4_rs, 0256..r_P[I, 3S75. SXt.G, 049e4. OW_N,30..

SKUF, 4250. SKB,go S.SKY, .243.SKZ,. 3S6.Uk_AX, 181..

SK_I_ | 1 SS I, VI_x,1749 . VFULI,_ . Ml1_,2300..

LCWI_,O.

NFA IL,O . ICI_U$, I.

FIGURE 1.2.1 I_I_TX" _2. OVll9.O. Oqfl_*O.. _HIAX,I .;[SO. M,._lgO.

OIL TVI:I, 1.0.

IIF_x,60O . XLIrHX,I. 10. TO(I.AY,2.. TIOI.(,300.. NI'G,3.4.

TYPICAL INPUT STREAM NC_O(.I.TBO,30(X) . ClW,O.. CCRV,O . SRPH, IS0., ¢!IF,0 . IrCSlr,.?O. CHR,40.. ¢LIA8,1000..

_, I00.. ALR,5.0. t ICLn,3. VCL.IqB, 140..

IO4AC.2. U[_,3S8 . b_AC,,304 S. (BARN,2 9I.Lrl.N, II.O4.

IO_C,I. )G.Q0(,3 80. t.lUNAC,2.037. SVSLS,.3143. SKPI[I,.3STS. IrPYI,e0..

C]"_C)I, 35. CRALT, 1OOGO..

mU_) $1NI:S_ NTYP, IS.

kI_K_PI • ISI .S.

0L,3 .NF',II4.. ¢1..I,.g6. OIST, 1000.. IOATI[,Hr/0, C_I, S.

XNMAX,41TJO . GR,.O_I_.

I(00(CR,4. 0PRCP,8.5. TSPg_,I00Q.. K00(TH,i.

irT,- I 0.

taX,CA,7. 14,m3.s,i14o..

jsi z1[,2. _NCQHP,. 12.

VKI_'JC, 563. .

plo'rs, I. HNOYS,1000.. OIST, ImO..

lIND This is card image of input deck: for propeller configurations both namelist "ingasp" and "inprop" are required; for turbofan configurations only namelist "ingasp" is required.

Three examples illustrating use of the GASP program are presented in Appendices A, B, and C as follows: Appendix A - Turboprop Powered Design, Fixed Engine Size; Appendix B - Two-Place Trainer with Fixed Pitch Propeller, and Appendix C - Turbofan Design Using Scaled TFE-731 Engine.

I-2 2A D FIGURE 1.2.2 INPUT - PROGRAM MAIN (INGASP) VARIABLE DESCRIPTION I ACDCDR normalized wing profile drag values in drag table (if KWCD _ 0) ACLS array of C L values in wing profile drag table (if KWCD _ 0) ALPHLO zero lift angle of attack, deg ALTFLP altitude during takeoff and landing for Reynold's number calculation, ft (0.)

ALTLND altitude of landing field, ft (0.)

ALR manhour labor rate $ per hr (3.40) AR wing aspect ratio ARHT aspect ratio of horizontal tail ARVT aspect ratio of vertical tail ARVTE effective aspect ratio of vertical tail (numerical function of ARVT and SAH), if LCWING = 2 AS number of aisles ATMXQ_ maximum tip tank length/wing tip chord (3.16ifKTIPX - I) BENGOB fraction of flap-free wing span due to engines (0.)

BMLOD length to diameter ratio of tail boom (14.5 if KCONFG_I) BOELTV wing span/vertical tail moment arm (if VBARVX input) BTEOB flap span to wing span ratio (.75) ) I 0, normal design structural category, FAR Part 23 CATD I, utility design structural category, FAR Part 23 I 2, aerobatic design structural category FAR Part 23 3, transport design structural category FAR Part 25 D CCRM annual cost of crew, $(0.)

CFOC flap chord to wing chord ratio (.3) ) I-2 FIGURE 1.2.2 INPUT - PROGRAM MAIN (INGASP) I I I VARIABLE DESCRIPTION III II I II C_J.,F two-dimensional variation with angle of attack of ele- vator hinge moment coefficient (function of RH) if LCWING = 2 CEDe., two-dimensional variation with elevator deflection of elevator hinge moment coefficient (function of RH) if LCWING = 2 CINP cost of annual inspection, $ (1500.)

CKF fuselage form factor (numerical function of fuselage fineness ratio) CKHT horizontal tail form factor (numerical function of TCHT and SAS) CKN nacelle form factor (numerical function of nacelle fine- ness ratio) CKTP tip tank form factor (numerical function of tip tank fineness ratio) CKVT vertical tail form factor (numerical function of TCVT) CKW wing form factor (numerical function of TCR and TCT) leading edge device chord/wing chord (0.)

CLEOC CLIAB cost of liability insurance, $ (215.)

CLTLMT limiting C L in turn, if JTRSZ = 1 (1.0) CMF increment to fixed annual cost, $ (0.)

CMFLPL wing CM about cg, landing flaps (function of DFL@LD) if LCWING = 2 CMFLPT wing C M about cg, takeoff flaps (function of DFI_TO) if LCWTNG - 2 CMPLD pitching moment coefficient of all engines about cg at landing (0.) if LCWING - 2 II t I-2 FIGURE I . 2.2 INPUT - PROGRAM MAIN (INGASP) i VARIABLE DESCRIPTION I I increment to hourly operating cost, $ (0.)

CMV CNPAC required directional stability of aircraft, per deg., if LCWING = 2.

wing chord/horizontal tail moment arm (if VBARHX input) COELTH aircraft price, $ (default program calculations) CP CPMRGN wing cg relative to quarter chord mac, fraction mac (.i0) if LCWING _ 0 mission cruise altitude, ft (HNCRU) CRALT mission cruise Mach number (EMCRU) CRMACH CRWOH crew overhead rate (.50) distance main wheel contact point aft of mac leading CXA edge, fraction mac., if LCWING = 2 DBARN nacelle mean diameter, KNAC = 2, ft DCDOTE drag coefficient increment due to optimally deflected trailing edge default flaps (function of JFLAP) lift coefficient increment due to optimally deflected DCLMLE leading edge slat (.93) lift coefficient increment due to optimally deflected DCLMTE trailing edge flaps (default function of JFLAP) DCMCLP one engine propulsion stability term if LCWING = 2 increment in CD (.0015) DELCD DELFE increment in equivalent flap plate area of fuselage sq ft (.25) ( altitude increment during climb, ft (i000.)

DELH D deflection of leading edge device, deg (0.)

DELLED DELLEO optimal deflection for leading edge device, deg (45.)

DELP fuselage pressure differential, psi II I-2 F_GURE 1.2.2 INPUT - PROGRAM MAIN (INGASP) VARIABLE DESCRIPTION II I I I I DELTEO optimum trailing edge flap deflection angle, deg.

(default function of JFLAP) DELTT time spent taxiing before takeoff and after landing, hrs.

DELWFC incremental control group weight, lb. (0.)

DELTVR estimate of time required to rotate aircraft during takeoff, sec (3.5) DELWST incremental structural weight, lb. (0.)

DEMAX maximum up elevator deflection, deg (-25.), if LCWING=2 DFLPTO takeoff flap deflection, deg DFLPLD landing flap deflection, deg DLMC4 sweep of wing quarter chord, deg DLSWSW increment in wetted area/wing area (0.)

DRMAX maximum rudder deflection, deg (25.0) if LCWING - 2 DVI increment of engine failure decision speed above stall, kts (5.)

DVR increment of takeoff rotation speed above engine failure decision speed, kts (5.)

DWPQCH horizontal tail quarter chord sweep, deg, if LCWING_0 DWPQCV vertical tail quarter chord sweep, deg, if LCWING_0 DYR aircraft depreciation period, year (8.)

EGMRGN engine cgrelative to leadlng edge of mac, for wing- mounted engines; fraction mac, positive aft (0.), if LCWING_O ELINC distance from leading edge of vertical tail to leading edge horizontal tail on line of intersection of vertical tail and horizontal tail, ft, if LCWING _ 0 ELN nacelle length, KNAC J 2, ft ELODN length to diameter ratio of nose cone of fuselage (2.0) I-2 I FIGURE I. 2.2 INPUT - PROGRAM MAIN (INGASP) I VARIABLE DESCRIPTION I II ELODT length to diameter ratio of tail cone of fuselage (3.2) ELPC length of pilot compartment, ft (4.44) length of pylon attachment, for fuselage mounted engines ELRN design cruise Mach number EMCRU turn Mach number, if JTRSZ = 1 EMTURN ENP number of engines °- horizontal tail incidence angle, deg (0.) if IEWING = 2 EYET EYEW wing incidence to fuselage horizontal reference deg.

change in gross weight to start range iteration FACWI (default function of gross weight and range) fuel cost, $ per gal (.51) FCSF FLAPN number of flap segments per wing panel (i.)

factor for turbofan engine pylon weight (_7) if NTYE=7 FPYL and KNACk2 required reserve fuel; <10, fraction of 45 miny_> 10, FRESF.

lb fuel (1.0) landing gear flat plate area, sq" ft; (function of gross GRFE weight) HAPP landing obstacle height, ft (50.)

HBTP turbofan engine face hub/tip ratio, if NTYE-7 and n,_AC _2 mean fuselage cabin diameter minus mean fuselage nose HCK ! diameter, ft (2.47) hull insurance rate; insurance cost/aircraft price (.02) HIR HNCRU design cruise altitude, ft altitude at start of mission, ft (0.)

HO0 I D I-2 FIGURE I .2.2 INPUT - PROGRAM MAIN (INGASP) i ii VARIABLE DESCRIPTION ml HPORT takeoff altitude, when JENGSZ=I or 2, ft (0.)

HRI hours between annual inspection (i00.)

HTG wing height above ground during ground run, ft (3.)

HTMAX terminal altitude for takeoff segment, ft.(500.} HTURN altitude of turn, ft, if JTRSZ = 1 0, low wing position on fuselage if LCWING = 2 HWING I, high wing position on fuselage if LC_qING = 2 i, climb at maximum rate of climb (default) ICLM 2, climb at maximum allowable operating speed 3, climb at input EAS 0, cruise at EMCRU (default) for cost and range calculation 1, cruise at normal power for cost and range ICRUS calculation 2, cruise for best specific range for cost and range calculation I, compute full mission (default) 2, compute mission through takeoff segment only IFLY 3, compute mission through climb segment only 4, compute landing performance only IGEAR type of landing gear: 0, retractable (default) 1, fixed gear i, FAR Part 25 Turbine (default) propulsion Sizing requirements IPART 3, FAR, Part 23, General Aviation propulsion sizing requirements 0, keep wing loading fixed during range balance ISWING (default) 1, keep wing area fixed during range balance 0, landing weight - gross weight (default) IWLD i, landing weight = weight at end of mission 2, landing weight = fraction of gross weight I-2 !

• FIGURE 1.2.2 INPUT - PROGRAM MAIN (INGASP) i i VARIABLE DESCRIPTION 0, size engine for cruise only i, size for cruise and takeoff JENGSZ 2, size for cruise and takeoff and climb requirement 3, size for cruise and climb requirement 4, engine thrust specified; input KNAC = 2, ELN, DBARN WENG, WNAC , if NTYE = 7, only 1, plain flap 2, split flap 3, single slotted flap (default) JFLTYP 4, double slotted flap i, 5, triple slotted flap 6, Fowler flap 7, double slotted Fowler flap 0, no turn (default) (available only if NTYE=7) JTRSZ ¸ i, turn sizing option (available only if NTYE=7) KCONFG type of fuselage tail cone: 0, conventional cone (default) i, tail boom support 0, nacelle drag computed as penalty to.engine performance (turbofans only) KNAC I, nacelle drag part of aircraft drag; nacelle sized by engine 2, same as I, except nacelle size input DRARN, ELN e KODETO engine power setting during takeoff segment if NTYE=7 e KODECL engine power setting during climb segment if NTYE-7 KODETR engine power setting during turn segment if NTYE = 7 KODEAC engine power setting during acceleration segment if These variable are set to 5, 6, 7 where 5 © max/mum power (default) 6 = maximum continuous power 7 = maximum climb power KPLOT 0, no plotting (default) i, aerodynamic data plotted mm 1-2 INPUT -PROGRAM MAIN (INGASP) FIGURE 1.2.2 j III I VARIABLE DESCRIPTION IIII III II KTIPX tip tank indicator: 0, no tip tanks (default) I, allows tip tanks number of points in wing profile drag table if input (0.)

KWCD 0, no print I, all write statements are printed 2, selected summary statements are printed (normal KWRITE option) -i, selected summary statements are printed (abbre- viated option) 9, additional write of propulsion performance _ebugging) 0, do not locate wing to balance aircraft i, balance aircraft LCWING 2, compute cg limits and size horizontal and vertical tail for stability maximum fineness ratio of tip tank (8.0), if KTIPX = 1 LDCKMX coefficient of braking friction (.4) MUB 0, no additional equipment cost (default) NCADE I, additional equipment cost a function of base cost NFAIL 0, computes engine out and accelerate/stop distance 1, computes only all engine performance(default) i, reciprocating engine with carburetor 2, reciprocating engine with fuel injection 3, reciprocating engine with fuel injection and geared NTYE 4, rotary combustion engine 5, turboshaft engine 6, turboprop engine 7, turbojet or turbofan engine ii, 12, 13; same as l, 2, 3 except HOPWSZ computes geometry and weight 14, same as 4 except RCWSZ computes geometry and weight overhaul cost of one engine, $ per ib thrust or Sper HP OHR (5.5) mm I-2 i0 INPUT - PROGRAM MAIN (INGASP) FIGURE 1.2.2 i VARIABLE DESCRIPTION I I II IIII PAX number of passengers, excluding pilot PR inlet pressure recovery factor (1.) if NTYE = 7 aircraft residual value/original value (.20) PRV PS seat pitch, in RCCRU required rate of climb at cruise sizing condition, fpm (o.)

RCLMAX CLMAX reference value of basic wing reference condition aspect ratio = 12 taper ratio = i.

t/c = 0.i0 A /4 = 0 o R_ynolds number = 6 x 106 I 0, no range or endurance requirement (default) ( 24, design endurance, hrs 24, design range, nm RELP engine cg fraction of fuselage length, for fuselage- mounted engines (0.) if LCWING M 0 cg of fuselage and contents, fraction fuselage length (.4) if LCWING _ 0 elevator chord/horizontal tail chord (.4) if LCWING = 2 RH RI loan interest rate; yearly interest/loan (0.)

RSMX maximum allowable rate of sink during landing approach, ft per min (1000.)

D rudder chord/vertical tail chord (.4) if LCWING - 2 RVMCS ratio of minimum control speed to stall speed in takeoff I configuration (1.0) , if LCWING = 2 _C_X ratio of cruise weight to gross weight for porpulsion sizing (I.0) SAB seats abreast in fuselage D I-2 ii FIGURE 1.2.2 INPUT - PROGRAM MAIN (INGASP) I VARIABLE DESCRIPTION SAH horizontal tail location on vertical tail: 0, low tail i, T-tail SCFAC shift in divergence Mach number due to supercritical design (0.)

SINKTD landing touchdown sink rate, ft per sec (3.0) SKB weight trend coefficient of fuselage (136.)

SKCC weight trend coefficient of cockpit controls (11.)

SKFS weight trend coefficient for fuel system (.0195) SKFT fraction of total theoretical tip tank volume used for fuel (.979) SKFW weight trend coefficient of fixed wing controls (.404) SKLG weight trend coefficient of landing gear, fraction gross weight (.0318) SKMG weight trend coefficient maln gear, fraction of landing gear (.80) SKPEI.

weight trend coefficient of engine installation, fraction dry engine (.135) SKPES weight trend coefficient of engine nacelle, fraction dry engine (.338) if KNAC _ 2 SKSAS weight of stability augmentation system, ib (0.)

SKTL factor on tail weight for arresting hook (1.)

SKWF fraction of total theoretical wing volume used for wing fuel (.430) SKWTP tip tank weight trend coefficient, ib per sq ft (1.89) SKWW weight trend coefficient of wing without high lift devices (133.4) SKY weight trend coefficient horizontal tail (.18) I-2

jD

I FIGURE I. 2.2 INPUT - PROGRAM MAIN (INGASP) i li VARIABLE DESCRIPTION , S_ weight trend coefficient vertical tail (.22) S_ wing taper ratio SLMH taper ratio of horizontal tail SLMV taper ratio of vertical tail SMID engine face Mach number sea level static if NTYE - 7 and KNAC # 2 I SRPM storage or tie down rate, $/mo STATIC aircraft static margin, fraction mac _.03) if LCWING = 2 STMRGN aircraft cg relative to quarter chord of mac, fraction mac, positive aft (0.), if LCWING _ 0.

STRUT wing strut attachment point, fraction semLispan {0.)

i

SWSLS engine specific weight ib/Ib thrust or Ib/HP for recip/ turboprop if KNAC # 2 TAUH - elevator effectiveness if LCWING = 2., (default function of RH) TAUV rudder effectiveness if LCWING = 2 (default function of RV) TBO time between overhauls, hr (0. default which deletes cost computations) I horizontal tail root thickness to chord ratio TCHT TCR wing root thickness to chord ratio TCT wing tip thickness to chord ratio I TCVT vertical tail root thickness to chord ratio TDELAY delay for brake and reverse thrust application during landing, sec (I.0) I I I-2

, $i

IFIGURE I. 2.2 INPUT - PROGRAM MAIN (INGASP) VARIABLE DESCRIPTION TDELLD temperature increment above standard during landing, deg. F, (0.)

TDELTO takeoff temperature above standard during engine sizing, JENGSZ=I or 2 (0.)

TDELTX takeoff temperature above standard during mission, deg. F (0.)

THEMAX maximum allowable fuselage floor angle, deg (15.)

THIN input thrust for one engine, lb., if JENGSZ=4 and NTYE=7 TIDLE idle thrust for propeller configurations, lb., if NTYE#7 (0.)

TP vertical position of thrust line relative to cg, positive for thrust below cg, ft (0.), if LCWING = 2 TR property tax rate; tax/value (0.)

TROTID ratio of reverse thrust to idle thrust during landing (0.)

UCSENG unit cost of engine, $ per Ib thrust or $ per HP (default program calculates) UM coefficient of rolling friction (.02) UWNAC nacelle weight/nacelle surface area; Ib per sq ft,if KNAC#2 UWPAX weight per passenger, including baggage, lb (200.)

horizontal tail volume coefficient (default function of VBARHX fuselage length and diameter) VBARVX vertical tail volume coefficient (default function of fuselage length and diameter) VCLMB climb speed, EAS, kts (input only if ICLM_3) VMLFSL maximum structural design flight speed, mi per hr.

VRAT ratio of allowable lift off speed to stall speed (1.1) I-2

• FIGURE I. 2.2 INPUT - PROGRAM MAIN (INGASP)

VARIABLE

DESCRIPTION

VP3_TT ratio of landing approach speed to stall speed (1.3) %_fDP_T ratio of touchdown speed to stall speed (1.153 WAS aisle width, in.

HC_'I_LP weight trend coefficient in flap weight equation (default function of JFLTYP) WENG dry weight of one engine, ib if KNAC = 2 WFEX fixed equipment weight, ib (default function of PAX)

b

WFUL fixed useful load weight, ib WG initial gross weight, Ib WGS wing loading, lb per sq ft

D

WLPCT ratio of landing weight to gross weight, if IWLD=2 WNAC weight of one nacelle, ib if KNAC = 2 WPLX design payload, ib (default function of PAX) weight of one pylon, ib, if KNAC=2 and TYPE=7 WPZLON WS seat width, in WTMISN aircraft weight at start of mission, Ib (default gross weight) WTRFAC weight during turn, % of gross, if JTRSZ - 1 (i.0) required landing distance, ft (99999.)

XLDGRQ

XLFMAX maximum load factor during takeoff rotation (i.I) XLFMX landing flare load factor if ( 4 or landing flare initiation height, ft if _ 4. (1.2) XLFTRN sustained turn load factor, if JTRSZ=I

D

nacelle length to diameter ratio, KNAC-0 or 1 XLQDE

XTORQ required takeoff distance to clear 35 ft, input if

JENGSZ=I or 2 (99999.)

D !

I-2 FIGURE 1.2.2 INPUT - PROGRAM MAIN (INGASP) II VARIABLE DESCRIPTION YMG location of main gear on wing: 0, on fuselage i, at tip YP location of engines on wing: 0, on fuselage l, at tip ZCG height above runway of cg at nose wheel lift off, ft, (function of HWING) if LCWING = 2 I-2

Jq

FIGURE 1.2.3 INPUT - PROGRAM MAIN (INPROP) VARIABLE DESCRIPTION II propeller or Q-FAN blade activity factor per blade ANCQHP nacelle area per horsepower (.12) BL number of propeller or Q-_ blades BLANG propeller blade angle at" 3/4 rad., deg., only if speci- fying blade angle when NTYP = 1 BMEP brake mean effective pressure, psi (0.) if NTYE > i0.

CAMT initial production quantity of propellers to be used for Costing (default function of propeller type) CLI propeller blade integrated design lift coefficient I CTI initial estimate of propeller thrust coefficient (.2) DIST slant distance to observer for propeller noise, ft (1000.)

DPROP propeller diameter, ft EMNOYS aircraft Mach number for noise calculation if KNOYS-0 FT fraction of total propulsor thrust which is lost due to installation (0.)

GR gear ratio, propeller rpm/engine rlmn (1.)

HCRIT critical altitude for turbocharger engines, ft (16000).

HNOYS aircraft altitude for noise calculation, ft (i000.) if KNOYS 0 or 1 HPMSLS maximum sea level static horsepower (0.) if KODECR-7 HPQAB horsepower/bore area, piston engines, HP per sq in (2.6) if NTYE > i0.

IDATE propeller weight technology level; 1970 or 1980j if NTYP> I0 I I-2 I INPUT - PROGRAM MAIN (INPROP) (CONTINUED) FIGURE 1.2.3 i i I I VARIABLE DESCRIPTION I JSIZE I, increase HP with constant propeller diameter 2, increase both HP and diameter, keep disk loading constant (default) KNOYS -I, no prop noise calculation (default) 0, compute prop noise for aircraft at HNOYS and EMNOYS i, compute prop noise for aircraft at HNOYS at maximum level speed g/)DECR used during engine sizing for piston engines: = i, size engine and prop diameter at specified flight condition to maximize prop efficiency; engine operating point (PCRCR, PCPCR) specified for turboprop engines: = i, engine being sized at a given flight condition; PCNCCR is input. T4 may be input T4STCR, otherwise T4/T2 = f(PCNCCR) for either piston or turboprop: = 2, size prop diameter at specified flight condition to maximize prop efficiency - engine size and operating point are fixed = 3, 4, size engine at specified flight condition - percent max engine power and prop size are fixed; KODECR = 3, prop RPM not specified (iterate to max prop eff); KODECR = 4, prop RPM is specified (no iteration involved).

= 7, for horsepower and prop diameterinput KODETH used during mission calculations = 5 or 6, find engine operating point (per cent max power) at specified flight condition for a fixed engine and prop size = 5, prop RPM not specified (iterate to minimize fuel flow) = 6, prop RPM specified (no iteration involved) KSPCHG 0, no turbocharger (naturally aspirated) (0) i, turbocharged engine I-2

FIGURE1.2.3 INPUT- PROGRAM MAIN (INPROP)

(Continued)

VARIABLE DESCRIPTION III NCYL number of cylinders, piston engines (4) if NTYE • i0 i, fixed pitch propeller 2, constant speed propeller 3, constant speed full feathering propeller 4, constant speed, full-feathering, deicing propeller 5, constant speed, full feathering, deicing propeller with reverse 6, Q-FAN propulsor ii to 16, same as 1 to 6, except Hamilton-Standard routines are used for estimating weight, cost, and noise PCNCCL per cent corrected rotor speed at climb for turboprop (l.0)if NTYE = 5 or 6 PCNCCR per cent corrected rotor speed at cruise for turboprop (.96), if NTYE = 5 or 6 PCNCTO per cent corrected rotor speed at takeoff for turboprop (I.0), if NTYE = 5 or 6 PCPCL per cent maximum power in climb for reciprocating engines (i.0), if NTYE < 5 PCPCR per cent maximumpower in cruise for reciprocating engines (.75) if NTYE < 5 PCPTO per cent maximum power at takeoff for reciprocating engines (i.), if NTYE < 5 I-2 D FIGURE 1.2°3 INPUT - PROGRAM MAIN (INPROP) (Continued} VARIABLE DESCRIPTION PCRCL per cent maximum rpm in climb for reciprocating engines (i.) , if NTYE( 5 PCRCR per cent maximum rpm in cruise for reciprocating engines (.907), if NTYE < 5 PCRTO per cent maximum rpm at takeoff for reciprocating engines (i.), if NTYE < 5 ROTN number of rotors,rotating combustion engines (2.) if NTYE = 14 RWH ratio of width to height of piston engine (1.3) if NTYE> i0 dimension trend coefficient - engine cross-section (i.0) SKDIM SKWGT weight trend coefficient - bare engine (1.0) T4STCL turboprop turbine inlet temperature at climb, deg R (Garrett TPE331 engine_ if NTYE = 5 or 6 T4STCR turboprop turbine inlet temperature at cruise, deg R (Garrett TYE331 engine) , if NTYE = 5 or 6.

T4STTO turboprop turbine inlet temperature at takeoff, deg R (Garrett TPE331 engine), if NTYE = 5 or 6 TSPDMX maximum allowable propeller tip speed, ft per sec (900.)

UCSPP unit cost of propulsor, $ per lb (default program calcu- lates) WKPFAC propeller weight adjustment factor (1.0) WPROPI weight of one propeller, lb., if KNAC = 2 XCLF propeller learning curve factor in costing for i000 units (1.02) XCLFI learning curve factor for single unit for propeller cost (3.2178) XCK70 single unit propeller cost 1970 technology, $ per lb., (default function of NTYP) XCK80 single unit propeller cost 1980 technology, $ per lb., (function of NTYP) II I I-2 2O (Continued) FIGURE 1.2.3 INPUT - PROGRAM MAIN (INPROP) t It ii v VARIABLE DESCRIPTION I (function of NTYP) XCW propeller counterweight factor XK1 coefficient in propeller or Q-FAN weight equation (function of NTYP) coefficient in Q-FAN shroud weight equation (function of XK2 NTYP) coefficient in gearbox weight equation (function of XK3 NTYP) maximum engine speed, rpm I I I-2 FIGURE I. 2.4 OPTIONAL INPUT TO SUBROUTINES MAPS AND STORE3 I I I

VARIABLE DESCRIPTION

value of altitude 0, do not print input data i, print input data 0, no data input i, read data from cards 2, read data from Tape Ii table title ITITL NLINE number of T4/T2 points NMAPS number of altitudes NPTS number of Mach number points SFNIDL idle specific thrust, Ib per Ibper sec T4MAX maximum turbine inlet temperature, deg R T4MC cruise turbine inlet temperature, deg R T4MCL maximum continuous or climb turbine inlet" temperature, deg R WAMAP SLS airflow of engine, lb per sec Mach number values X (L, M) Y (L, M) table values (thrust, fuel flow or corrected airflow) at altitude M ., Z (L, M) T4/T2 values at altitude M I-2

%

I FIGURE I . 2 . 5 FUNCTIONAL LISTING OF INGASP INPUT DATA \ GENERAL INPUT VALUE OF CONFIGURA- VARIABLE DEFAULT DESCRIPTION TION DATA NAME WG Gross Weight (ib) NGS Wing Loading (psi) PAX Number of Passengers (excluding pilot) ENP Number of Engines IGEAR 0 = 0 - Retractable Gear; = 1 - Fixed Gear KCONFG 0 - 0 - Conventional Tall Cone = I - Boom Type Tall Support KTIPX 0 Tip Tank Indicator = 0 - No Tip Tanks; - I - Allows Tip Tanks NTYE* Type of Engine Indicator KWRITE** Print Control Parameter EMCRU Design Cruise Mach Number m HNCRU Design Cruise Altitude *brrYE - i indicates reciprocating engine with carburetor.

- 2 indicates reciprocating engine with fuel injection.

- 3 indicates reciprocating engine geared with fuel injection.

- 4 indicates rotary combustion engine.

- 5 indicates turboshaft engine.

= 6 indicates turboprop engine.

= 7 indicates turbojet or turbofan engine.

= II, 12, 13 same as i, 2, 3 except routine 8OPWSZ used to compute engine geometry and weight.

= 14 same as 4 except routine RCWSZ used to compute engine geometry and weight.

- 0 no propulsor.

**KWRITE = 0 no print.

- 1 all write statements are printed.

= 2 selected summary write statements printed (normal output option).

- -i selected summary write statements printed (abbreviated output option).

- 9 additional write of propulsion performance (use for debugging).

I-2 P FIGURE 1.2.5 FUNCTIONAL LISTING OF INGASP INPUT DATA (Continued) INPUT VARIABLE VALUE OF GEOMETRY NAME DEFAULT DESCRIPTION FUSELAGE SAB Seats abreast in fuselage WS Seat width (inches) AS Number of aisles WAS Aisle width (inches) PS B Seat pitch (inches) ELPC 4.44 Length of pilot compartment (ft) HCK 2.47 Mean dia. cabin minus mean dla. nose (ft) ELODN 2.

Length/dla. ratio of fuselage nose section ELODT 3.2 Length/dia. ratio of tail cone BMLOD 14.5 Length/dia. ratio of boom (KCONFC =i) NACELLE KNAC* Nacelle drag indicator ELN f(eng size) Nacelle length (KNAC=2), ft DBARN Nacelle mean diameter (KNAC=2), ft f(eng size) ELRW Length of pylon attachment for fuselage mounted engines (ft) AR WING .Wing aspect ratio TCR Wing root thlckness/chord ratio TCT Wing tip thickness/chord ratio SLM Wing taper ratio DLMC4 Sweep of wing 1/4 chord (deg) EYEW Wing incidence to horiz, reference (deg) *KNAC = 0 - nacelle drag accounted for in engine performance (only used with turbofans).

- 1 - nacelle drag accounted for as an aerodynamic force; nacelle sized In engine routine.

- 2 - same as 1 except nacelle dimensions input in SIZE routine.

I-2 I FIGURE 1.2.5 FUNCTIONAL LISTING OF INGASP INPUT DATA (Continued) D HORIZ TAIL Horizontal tail volume coefficient VBA.I_X f (geom) TCHT Horizontal tail root thickness/chord ratio D ARHT Aspect ratio of horizontal tall SLM_ Taper ratio of horizontal tail DWPQCH Horizontal quarter chord sweep, deg COELTH f (geom) Wing chord/horlzontal tall arm SAH Location of horlzontal on vertical - 0. - low tall; - I - T tall VERT TAIL Vertical tall volume coefficient VBARVX f (geom) TCVT Vertical tail root thickness/chord ARVT Aspect ratio of vertical tail SLMV Taper ratio of vertical tail _PQcv Vertical tall quarter chord sweep, deg BOELTV f (geom) Wing span/vertical tall arm I-2

%

FIGURE 1.2.5 FUNCTIONAL LISTING OF INGASP INPUT DATA INPUT AERO- VARIABLE VALUE OF DYNAMICS NAME DEFAULT DESCRIPTION CKW * Wlng form factor CKF * Fuselage form factor CKN * Nacelle form factor CKVT * Vertical tall form factor CKHT * Horizontal tall form factor CKTP * Tip tank form factor ALPHLO Angle of attack at C L = 0 DLSWSW 0.

Increment in wetted area/wing area DELCD .0015 Increment in C D DELFE .25 Increment in equiv, flat plate area of fuselage SCFAC O.

0 - conventional drag divergence; • 0 - shift in M D due to supercrltlcal GRFE 0.

0 - correlated on gross weight; 20 - landing gear flat plate area (ft 2) KWCD 0 Number of points in wlng profile drag table ACLS CL values in wing profile drag table ACDCDR Normalized wing profile drag values in wlng profile drag table.

*Form factor defaults CKN = 1.03 [2 + 4(t/C)w + 240(t/c)_] CKVT = 2 + 4(t/c)VT + 240(t/C)4vT CKHT - [1 + .IO(1-SAH)][2 + 4(t/C)HT + 240(t/c) 4] CKF - 1.35 [i + +. oo2s (lld)F] (lld)_ CKN = 1.50 [1 + .35 ] CKTP - 1 + + .O025(l/d)Tp D FIGURE 1.2.5 FUNCTIONAL LISTING OF INGASP INPUT DATA (Continued) HIGH INPUT $ LIFT VARIABLE VALUE OF DEVICES NAME DEFAULT DESCRIPTION RCLMAX* CLMAx of basic wing at reference conditions ALTFLP 0.

Altitude for Reynolds number calc, ft D FLAPS FLAPN 1.

Number of flap segments per wing panel WCFLAP f (JFLTYP) Coefficient in flap weight equation BENGOB 0.

Fraction of wing span without flaps due to wign mounted engines (0. - fuselage mounted) JFLTYP** 3 Flap type indicator DFLPTO Takeoff flap deflection, deg DFLPLD Landing flap deflection, deg CFOC .30 Flap chord to wing chord ratio BTEOB .75 Ratio of flap span/wing span DCLMTE f (JFLTYP) _LMAx of ref. wing due to flaps at opt deflec.

DCDOTE f (JFLTYP) AC D of ref. wing due to flaps at opt. deflec.

DELTEO f ( JFLTYP ) Optimum flap deflection angle L.E° CLEOC 0.

L.E. device chord/wing chord ratio DEVICES _ DELLED 0.

Deflection of leading edge device DCI24LE .93 ACLMAx of ref wing due to L.E. device at opt D DELLEO 45.

Opt deflection angle for L.E. device (deg) * Reference conditions: Aspect ratio = 12; taper ratio = 1.0; thickness ratio = 0.i0; c/4 sweepback = 0o. Reynolds No. = 6 x 106 ** Type of trailing edge devices: JFLTYP = I, plain JFLTYP - 5, triple slotted = 2, split 6, Fowler = 3, single slotted - 7, double slotted Fowler - 4, double slotted This FLAPS routine is based on the methodology in the following reference: Sanders, Karl L. z "High Lift Devices, A Weight and Performance Tradeoff Methodology," Tech. Paper No. 761, The Society of Aeronautical Weight Engineers, Inc. May 1969.

I-2

FIGUREI. 2.5 FUNCTIONAL LISTING OF INGASP INPUT DATA (Continued)

INPUT PROPUL_ VARIABLE VALUE OF DESCRIPTION SION NAME DEFAULT JENGSZ* Engine sizing options IPART 1 1 - Part 25 turbine, 3 - Part 23 Gen Aviation PR i.

Inlet pressure recovery factor THIN Input thrust for one engine (Ibs) (Input only if JENGSZ = 4) XTORQ 99999. Required takeoff distance to 35 ft (input only if JENGSZ = 1 or 2) RNCRTX 1.0 Ratio of cruise wt/gross wt (used for eng. siz) RCCRU Required rate of climb @ cruise conditions HPORT 0. Takeoff altitude (ft) Used only for engine sizing when JENGSZ = 1 or 2 TDELTO 0 • Takeoff temp above std, (°F) SMID Engine face Mach no. S.L. static Input only if KNAC=0 or 1 HBTP Engine face hub/tlp ratio XLQDE Nacelle length/diameter ratio JTRSZ 0 0 = no turn, 1 = turn sizing option Turn load factor XLFTRN** CLTLMT** 1 • 0 C L limit in turn Input only Altitude of turn if JTRSZ-I HTURN** Turn Mach number EMTURN** WTRFAC I. 0 weight during turn (% gross) or service ceiling weight ROCREQ 50.0 Engine out service ceiling rate of climb Engine out service ceiling required HSCREQ 0 • *JENGSZ - 0, size for cruise only - 3, size for cruise and climb req.

- i, size for cruise and takeoff = 4, engine thrust specified for turbo- - 2, size for cruise and takeoff fan aircraft (must use KNAC=2). Must and climb required also input ELN, DBARN, WENG, WNAC ** If turning performance is desired in mission profile, these variables must be input. Turning performance will be computed after climb segment.

I-2

FIGURE 1.2.5 FUNCTIONAL LISTINGOF INGASP INPUTDATA(Continued)

INPUT

PROPU-

VARIABLE VALUE OF

SION NAME DEFAULT

DESCRIPTION Turbofan KODETO*** 5 Takeoff power indicator Version KODECL*** 5 Only Climb power indicator KODETR*** 5 Turn power indicator KODEAC*** 5 Acceleration power indicator

I

*** If value i 5, maximum power - 6, maximum continuous power - 7, maximum climb power X-2

D

l FIGURE I. 2.5 FUNCTIONAL LISTING OF INGASP INPUT DATA (Continued) INPUT VARIABLE VALUE OF WEIGHTS NAME DEFAULT DESCRIPTION SKPEI .135 Wt coef engine instal (fraction of dry ell_) SKLG .0318 Wt coef landing gear (fraction of gross wt) SKMG .80 Wt coef main gear (fraction of landing gear) SKPES* .338 Wt coef eng nacelle (fraction of dry engine) 0 for buried in fuselage SKY .180 Wt coef horizontal tall SKZ .220 Wt coef vertical tall SKTL 1.0 Factor on tail wt for arrestlng hook SKWW 133.4 Wt coef wing (excluding high llft devices) SKB 136.

Wt coef fuselage SKCC ii.

Wt coef cockpit controls SKFW .404 Wt coef fixed wing controls SKSAS O.

Wt of stability augmentor system SKFS .0195 Wt coef for fuel system SKWF .430 Fraction of wing volume for wing fuel SKFT .979 Fraction of theoretical tip tank volume for fuel SKWTP I. 890 Tip tank wt coef (Ib/surface area ft 2) LCWING 0 = 0 - will not locate wing and balance aircraft;_l - balance aircraft - 2 - compute fwd and aft e.g. limits.

Size tail based on stability and control.

RELP O.

Engine e.g. fraction of fuselage length (for fuselage mounted engines) EGMRGN** 0.

Engine e.g. in relation to L.E. of MAC (fraction of MAC) for wing mounted engines CPMRGN** .i0 Wing c.g. with respect to c/4 MAC (fraction of MAC) I-2

FIGURE 1.2.5 FUNCTIONAL LISTING OF INGASP INPUTDATA (Continued)

INPUT WEIGHTS VARIABLE VALUE OF NAME DEFAULT DESCRIPTION STMRGN** 0.

Aircraft c.g. with respect to c/4 MAC (fraction of MAC) RELR .4 c.g. of fuselage and contents (fraction of fuselage length) UWPAX 200.

Weight per passenger (UWPAX times PAX used maximum payload case) ATMXQC 3 •16 Max tip tank length/wing tip chord LDCKMX 8.

Max 1/d of tip tank ELINC 0.

Distance between L.E. of V.T. and L.E. of H.T. on line of intersection of V.T. and H. T. (ft) WPLX f (PAX) Design payload (LB) WFEX f (PAX) Fixed equipment weight (Ibx) WFUL Fixed useful load (includes crew), ibs UWPAX 200.

Weight per passenger (UWPAX times PAX is used for maximum payload case), ibs STRUT 0.

Wing strut attachment point, fraction of semi-span (= 0, cantilever) VMLFSL Maximum operating design flight speed (mph) CATD*** Design category (structure) DELP**** Fuselage pressure differential (psi) YP Location of engines on Wing. 0., on fuselage i., at tip YMG Location of main gear on wing_0.- on fuselage and i. - at t_p * Comes from ENGWGT routine if engine geometry computed there, otherwise default value ** Positive direction is aft; negative direction ks forward.

*** CATD - 0, normal (FAR 23) - i, utility (FAR 23) Used to determine allowable load factors - 2, aerobatic (FAR 23) I and design speeds - 3, transport (FAR 25) **** If input DELP i8 not adequate to maintain an 8000 ft. cabin at cruise altitude the proper DELP will be computed in the program. If DELP is input as zero, it is assumed that the cabin is not pressurized.

I-2 I I FIGURE 1.2.5 FUNCTIONAL LISTING OF INGASP INPUT DATA (Continued) INPUT WEIGHTS VARIABLE VALUE OF DESCRIPTION NAME DEFAULT ENGINE WENG* f(eng size) I)r_ weight of one engine, lb (includes gearbox if geared) WNAC* f(eng size) Wt of one nacelle, Ib WPYLON* f(eng size) Wt of one pylon, Ib SWSLS** Engine specific wt - lb/lb thrust for turbofan/Jet - lb/HP for recip and turboprop UWNAC** Nacelle wt/nacelle surface area (lb/ft 2) FPYL** 0.7 Factor for pylon weight *Must be input if KNAC-2 (for non-zero weights); may be input for KNAC=0 or 1 (no call to ENGWGT).

**Input only If KNAC-0 or KNAC-I.

I-2

JO

FIGURE Z.2.5 (Continued) FUNCTIONAL LISTING OF INGASP INPUT DATA INPUT VARIABLE VALUE OF NAME DEFAULT DESCRIPTION PERFORMANCE HOO 0.

Altitude at start of mission, ft IFLY* 1 Partial mission indicator t WTMISN WG Aircraft wt at start of mission, Ib THEMAX 15.

Max allowable fuselage angle, deg UM .02 Coefficient of rolling friction MUB .4 Coefficient of braking friction HTG 3.0 Wing height above ground during ground run TAXI DELTT Time spent to taxi before takeoff (hrs) TAKEOFF XLFMAX i. I0 Max load factor during takeoff rotation DELTVR 3.5 Guess on time required to rotate, sec DVI 5.0 Increment of decision speed above stall (kts) DVR 5.0 Increment of rotation speed above decision .need (k ) VRAT i.I0 Ra_o of _owable lift-off speed to stall TDELTX 0 Increment in ambient temperature above standard day (°F) HTMAX 500.

Terminal altitude for takeoff segment, ft ACI NFA IL I - 0 - computes engine out and accel/stop dlst - I - computes only all engine performance = I - max rate of climb CLIMB ICLM 1 D - 2 - climb at max allowable speed - 3 - climb at input EAS (VCLMB) VCLMB O.

Climb speed, EAS, kts (input only if ICLM-3) DELH I000. Altitude increment during climb *IFLY = 1 compute full mission - 2 compute mission through takeoff - 3 compute mission through climb 4 compute landing performance only I-2 FIGURE 1.2.5 FUNCTIONAL LISTING OF INGASP INPUT DATA (Continued) INPUT PERFOR- VARIABLE VALUE OF NAME DEFAULT DESCRIPTION MANCE CRUISE Cruise Mach number CRMACH EMCRU CRALT HNCRU Cruise altitude, ft ICRUS* 0 Cruise speed indicator FRESF 1.

Required reserve fuel 10 = fraction of 45 min >10 = ibs fuel RCRRQ 0. Required range or endurance = 0, no requirement 24, design endurance, hrs.

> 24, design range, n.mi.

FACWI ** Change in gross weight to start range iteration ISWING 0.

= 0, hold wing loading fixed during range balance = 1, hold wing area fixed during range balance LANDING 99999.

X_GRQ Required landing distance (ft) ALTLND 0.

Altitude of landing field (ft) 1.3 VRATT Ratio of approach speed to stall speed RSMX i000.

Maximum allowable rate of sink (fpm) TROTID 0. Ratio of reverse thrust to idle thrust HAPP 50.

Obstacle height (ft) SINKTD 3. Touchdown sink rate (fps) XLFMX 1.20 Flare load factor (XLFMX<4)_ flare initiation height, ft (XLFMX_ 4) TDELAY 1.0 Delay for brake and reverse thrust application (seconds) IWLD 0 0, landing weight = gross weight i, landing weight - weight at end of mission 2, landing weight = fraction of gross weight WLPCT WLPCT, landing weight/gross weight ratio (IWLD = 2) I-2 FIGURE 1.2.5 FUNCTIONAL LISTING OF INGASP INPUT DATA (Continued) INPUT VARIABLE VALUE OF DEFAULT DESCRIPTION NAME TDELLD 0. Temperature increment above std. (OF) VTDRAT 1.15 Ratio of touchdown speed to stall speed * ICRUS - 0, cruise flown at input speed (EMCRU) - I, Cruise flown at speed at normal cruise power - 2, Cruise flown at speed for best specific range FACWI i ** For gross weights below 5000 ibs or design ranges less than 800 n. mi., 0.95. Otherwise FACW1 - 0.75.

| I-2 D FIG_J'RE 1.2.5 FUNCTIONAL LISTING OF INGASP INPUT DATA (Continued) INPUT VARIABLE VALUE OF NAME DEFAULT DESCRIPTION C_ST NCADE 0 = 0 no additional equipment cost = 1 add equip cost a function of base cost CMV OQ Increment to hourly operating cost(S) CCRW 0.

Cost of crew ($) CMF 0.

Increment to fixed annual cost ($) HIR .02 Hull insurance rate (%/100) CLIAB 215.

Cost of liability insurance ($) PRV .20 Aircraft residual value (%/100) DYR 8.

Years for depreciation (years) RI 0. Loan interest rate (%/100) 0.

TR ProperTy tax rate (%/100) •50 CRWH Crew overhead rate (%/100) CINP 1500.

Cost of annual inspection ($) HRI i00.

Hours between annual inspection (hrs) 5.5 _HR One engine overhaul cost ($/#T; $/HP) UCSENG f (NTYE) Unit cost of engine ($/#T; $/HP) " UCSPP f (_TYP) Unit cost of propulsor ($/#)(NTYP < 10) w TB_ Time between overhaul (hrs) SRPM Storage or tie-down rate (S/month) CP Rout ine Aircraft price - if not input routine Computes computes ALR 3.40 Hanhour labor rate ($/hr) FCSF .51 Fuel cost ($/gal) I I-2 D FIGURE 1.2.5 FUNCTIObL_L LISTING OF INGASP INPUT DATA (Continued) D STABILITY INPUT AND CONTROL VARIABLE VALUE OF TAIL SIZING NAME DEFAULT DESCRIPTION Wing pitching moment coefficient about LONGITUDINAL CMFLPL f(SF) I aincraft (landing flaps) Wing pitching n_ment coefficient about C_LP_ f _F ) aircraft (takeoff flaps) CMPLD O.

Pitching moment coefficient about center of gravity due to all engines during landing STATIC .03 Aircraft static margin, fraction of MAC CHALF f(RH) 2-D variation of elevator hinge moment coefficient with angle of attack CHDEL f(RH) 2-D variation of elevator hinge moment coefficient with elevator deflection, RH 0.40 Elevator chord/horizontal tail chord DEMAX -25.

Maximum trailing-edge-up elevator deflection, deg (<0 for T.E. up) EYET 0.

Horizontal tail incidence angle relative to horizontal reference, deg ZCG ZACmf (HWING) Height of center of gravity above runway a nose wheel liftoff, ft TP 0.

Vertical position of thrust line relative center of gravity, ft (> 0 for thrust below center of gravity) CXA Distance of main wheel contact point aft of MAC leading edge, fraction of MAC DCR_LP 0 for Jets Propulsion stability term {d Cm/d C L) power, one engine f (Tc, DPROP) HWING Position of wing on fuselage - 0, low wing m i, high wing I-2 FIG_TRE 1.2.5 FT,_CTIQNAL LISTING OF INGASP INPUT DATA(Continued) STABILITY INPUT AND CONTROL VARIABLE VALUE OF DESCRIPTION TAIL SIZING NAME DEFAULT Elevator effectiveness f (RH) LONGITUDINAL TAUH Required directional stability of aircraft DIRECTIONAL CNPAC f (WG, B) CN_, per deg Vertical tail effective aspect ratio ARVTE f (ARVT, SAH) RV 0.40 Rudder chord/vertical tail chord RVMCS 1.0 Minimum control speed Stall speed (takeoff configuration) 25. Maximum rudder deflection, deg DRMAX Rudder effectiveness TAUV f (RV} d _/d 8Rudde r 2-2 D FIGURE 1.2.6 FUNCTIONAL LISTING OF INPROP INPUT DATA INPUT VARIABLE VALUE OF NAME DEFAULT ENGINES DESCRIPTION I KODECR* Recip/turboprop engine cruise sizing option KODETH* Recip/turboprop eng throttling options XNMAX Max engine speed, rpm I GR 1.

Gear ratio = propel]er spd/eng spd HPMSLS O.

Max SLS horsepower; input if KO,DE(_R-7 .12 ANCQHP Nacelle area/horsepower (for NTYE i0) D JSIZE Engine sizing indicator, takeoff and climb: = 1 increase HP with no inc in pr_q_ diam; = 2 increase both power and pr_,p di_m but hold disk loading coxlst (III'M_II_/AI)ISK) * KODECR - used during engine sizing For piston engines: KODECR = i, size engine and prop diameter at specified flight condition to maximize prop efficiency; engine operating point (PCRCR, PCPCR) specified.

For turboprop engines: KODECR = I, engine being sized at a given flight condition; PCNCCR is input. T4 may be input T4STCR, otherwise T4/T2 = f(PCNCCR).

D For either piston or turboprop: • KODECR = 2, size prop diameter at specified flight condition to maximize prop efficiency - engine size and operating point are fixed.

=3, 4 size engine at specified flight condition - per cent max engine power and prop size are fixed; KODECR = 3, prop RPM not specified (iterate to max prop eff); KODECR = 4, prop RPM is specified (no iteration involved).

= 7, for horsepower and prop diameter input, KODETH - used during mission calculations KODETH = 5, 6 find engine operating point (% max power) at specified flight condition for a fixed engine and prop size; KC_DETH = 5 prop RPM not specified (iterate to minimize fuel flow; KODETH = 6, prop RPM specified (no iteration involved).

I I-2

FIGURE1.2.6 FUNCTIONAL LISTING OF INPROP INPUTDATA

INPUT

VARIABLE VALUEOF

ENGINES NAME DEFAULT DESCRIPTION

RECIP PCPTO i.

%power @takeoff for recip engine

(= POWER/HPMSL)

PCRTO 1.

% RPM @takeoff for recip engine

(= RPM takeoff/XNMAX)

PCPCL 1.

%power @climb for recip engine

(= POWERcL/HPMSLS )

PCRCL 1.

% RPM @climb for recip engine

(= RPMcL/XNMAX)

PCPCR .75

%power @cruise for recip engines

(= POWERcR/HPMSLS)

PCRCR .907

% _M @c_ise for recip engine (=_McR/

_MAX)

KSPCHG 0

Supercharger indicator:

= 0, naturally aspirated engine

= i, supercharged engine BMEP 0.

Brake mean effective pressure, psi HCRIT 16000.

Cricital altitude, ft (KSPCHG=I)

TURBOP ROP PCNCCR 0. 961

% corrected rotor speed at cruise (turboshaft/prop)

PCNCCL 1.0

% corrected rotor speed at climb (turbo- shaft/prop)

PCNCT0 1.0

% corrected rotor speed at takeoff (turboshaft/prop) T4STCR 0.

Turbine inlet temperature at cruise, oR (turboshaft or turboprop) T4STCL** 0.

Turbine inlet temperature at climb, OR (turboshaft or turboprop) T4STTO** 0.

Turbine inlet temperature at takeoff, OR (turboshaft or turboprop) ** If the default values (zero) are used, the program uses the limits specified in routine TURBEG for the Garrett TPE 331 turboprop.

I-2 4O I FIGURE 1.2.6 FUNCTIONAL LISTING OF INPROP INPUT DATA INPUT VARIABLE VALUE OF PROPELLER NAME DEFAULT DESCRIPTION NTYP* Type of propulsor indicator AF Propeller blade activity factor/blade DPROP Propulsor diameter, ft BL Number of propeller blades CLI** Prop blade integrated design lift coefficient BLANG Propeller blade angle @ r/R=.75 (deg) (this is only input if blade angle is specified for fixed pitch) IDATE Propeller tech level, 1970 or 1980 TSPDMX 900.

Max propeller tip speed, ft/sec FT 0.

Thrust loss factor (fraction of total thrust: T = (i - FT) TFT=0.. FT =-I.0, Program computes FT.

CTI .2 Initial guess on thrust coefficient (propeller) PCLER 0.058 Propeller tip - fuselage clearance, fraction of propeller diameter * NTYP = i, fixed pitch propeller = 2, constant speed propeller = 3, constant speed, full feathering propeller = 4, constant speed, full feathering, de-ice propeller = 5, constant speed, full feathering, de-ice propeller, with reverse = 6, QFAN propulsor = ii, 12, 13, 14, 15, 16 - same as I, 2, 3, 4, 5, 6, except Hamilton Standard routines used for propulsor weight, cost and noise.

** Recommended value: CLI = .5 I-2 I FIGURE 1.2.6 FUNCTIONAL LISTING OF INPROP INPUT DATA INPUT V d_lAr_t,._ VALUE OF NAME DEFAULT DESCRIPTION WEIGHTS XKI f (NTYP) Coefficient in propt, lsor wt equ:]t i_,n (input only if KNAC=I) _<2 f (NTYP) Coefficient in propulsor shroud wt f (NTYP) Coefficient in gearbox wt XCW f (N'rYP Agcounts for propei]er counterweights BNUM Number of blades for proputsor (QFAN) AFT@T Total activity factor of QFAN SKWGT 1.0 Wt coefficient - bare engine wt SKDIM* 1.0 Dimension coef - eng crosssection:iI dimension RWH 1.3 Ratio of width/height of pi_t_m e_;;int's NCYL 4 Number of cylinders - pistnn engi:_,'y; R¢'I'N 2, Number of rotors - R/C enzinc_ O 2.6 HPQAB HP/bore area - piston eng (}IP,/in _) WKPFAC 1.0 Propeller wt adjustment factor WPR@PI Wt of one propeller, Ib (KNAC-=2 only) (includes gearbox, if gear ;,) COST SCLFI** 3,2178 Learning curve factor for si_t,,le ,_it XCLI"** 1.02 I,earnlng curve factor for I0()0 unil:; XCK70** Computed StngIe unit O.E.M. prop cost lq70, $/Ib SCK80** Computed Single unit O.E.M. prop cost 1'_5_0, $/ll, C,_IT** Computed Tnitiat quantity to be used NOISE _:N@YS'_** -1 Propuller noi_e indicnt,,r I)IST ] 000.

SI;]nt (l['4t:lllC£, t() obsc, rvcr, fl HNCYS Aircraft altitude for noi,;e c'_llc., ft 1000.

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¢0

FIGURE 1.2.7 -

I

INPUT FORMAT FOR ENGINE TABLE (IF IENGSZ = -i) TURBOFAN VEEf610N O::LY Card 1

I

Col. ]-5 right justifi(,d IREAD Col. 6-10 right justified IPRINT Col. 21-30 left justified WAMAP Col. 31-40 left justified T4MAX Col. 41-50 left justified T4MCL T4MC Col. 51-60 le[t justified

I

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I

SF_IDL = Idle specific thrust (Ib/ib/sec) Card 2 ITITL - Table Title Card 3 N_PS - Number of altitudes

|

I-2

D

Card 4 -'_ Blank Card.

Card 5 NPTS - Number of Mach number points NLINE - Number of T4/T2 points AMAP - Value of Altitude O F(.)LI|) fOF Card 6 C':ICh Alt itud_ X(NPTS, i) -Mach no. values

x(1, i)

Card 7 Y(NPTS, I) Z(I, i), Y(L, i) _(NLINE, i), Y(NLINE, I) B = T4/T2 values Y = Table values (thrust, fuel flow, or airflow) 1-2

APPENDIX A TURBOPROP POWERED DESIGN, FIXED ENGINE SIZE Z

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GASP- GENERAL AVIATION SYNTHESIS PROGRAM

VOLUME I - MAIN PROGRAM PART 3 - PROGRAMMER' S MANUAL

JANUARY 1978

Prepared for NATIONAL AERONAUTICS AND SPACE ADMINISTRATION Ames Research CAmter Moffett Field, California Under CONTRAC_ NAS 2-9352

AEROPHYSICS RESEARCH CORPORATION

1.3 PROGRAMMERS MANUAL FOR MAIN PROGRAM AND UTILITY SUBROUTINES This volume presents a description of the GASP Executive Program and the Utility Subroutines of GASP.

I. 3.1 MAIN Program The principal purposes of the MAIN program are the reading of input data required for the aircraft design, and the calling of the subroutines which carry out this design. The input data is read as a title card, NAMELIST/ INGASP/ and NAMELIST/INPROP/ , and tabular input if that propulsion option is selected which total about 220 and 50 parameters respectively. Many of these are given default values in the event that no numerical value is assigned in the NAMELIST format. These parameters vary from the fundamental (gross weight, cruise Mach number, etc. ) to the detailed (takeoff rotation rate, seat width, etc.), and are listed alphabetically in Section 1.5. The subroutine structure of MAIN down to the first level arrayed by technology is presented in Figure 1.3.1.

The main program calls one minor data reading subroutine (MAPS) and thirteen major subroutines which are normally called in the following order.

Each subroutine may call other subroutines as indicated parenthetically: SIZE FLAPS DLAND (AERO, CLIFT, DRAG, ENGINE) CTAER (AERO, CLIFT, DRAG) ENGSZ (APPFLP, DRAG, ENGINE, ENGWGT, PERFRM, TURN) I-3 ENGWGT (ENGINE, HOPWSZ, RCWSZ WGHT (LOAD, ENGSZ, ENGWGT, TAIL) OUTPUT (CLIFT) AEROUT (CLIFT, DRAG) PERFRM (ACCEL, CLIMB, DLAND, TAKOFF,-TAXI, TURN, XRANGE) RGBAL (AEROUT, CTAER, ENGSZ, ENGWGT, FLAPS, OUTPUT, PERFORM, SIZE, WGHT) D GACOST (ASPEED, ENGINE) PNOYS (ASPEED, ENGINE, GEARBX, ZNENG) It may be noted,for example, that subroutine PERFRM is also called by ENGSZ and RGBAL, and that ENGSZ is called by WGHT. That is, there exists a very strong and complex connection between the various subroutines and the final effect of changing a parametric value is usually impossible to predict p_o_. A detailed flow chart for the MAIN program is presented in Figure 1.3.2.

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T._,II'_', {:M]'I,I _, I}l:%'_X, I IWI ;',;I;, i R\'M( :,g, i,YI :T, t _I,:H/',X T-3 G .......= I. 3.2 Pf,'OGP264 YuhlN 4 / .... = () " I FLY m ! WRITE (<)) ',,'Ei/i T, X L!:.'_ :X, i

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g !:IIR I_ 1, {>,',IV, C I, I AI:;, Z • 'l ( " "q,_ " _.

;1 _, ]11I{,(,(,t.,', tz_,..1, !

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I !

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v I I

f

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t..!,_!: !:!..!!'_:.._ •]

| I V I t • . ,& f ........... T...............

..... 12:!:_ r.,."

I ........ .q[. -.. ............. _ ..................

.....,____ : ", I t_ ;] '!,) _ _ .........

,,,. ..... T ..........

I i ''rr:!I:.:(:l.lli ] Y

k "....... ,., -'---0

i

I ..... T.............

t, NrYF. "" ":_ o,- -1<_ ,.---_i:_

| ...... : 7-3 T P /_/ _t _i', _ ' _ . -; 7ii _ , _1 ,Y .'_Jl " V _1_ '¸ . .,u ....

_ _,_,, I'll !\;','i_ f i, i t W V tf _,: _'_ 'l _ ,, I FIGURE I. 3.2 PROGRAM MAIN ira.

_&-+-) <o

(

I

( =o

i ,i[ I _W=WGI W(]S: W(;S 1 WENG=WENG l WNAC:WNAC1 WPYLON=WPYI,N 1 I t lPMS LS=I [PMSL 1 SWSI,S:SWSI, 1 lIPt{OP=l)lq{OP 1 KWI( I.T[!: KWR IT1 I CWCFLAP

-72_- < J

/DCI,MTt_ _ .FcLMTIi=O 2 1 I "1"_' _CKV'F

.... :___ _ I_,'i:-1. I

I ( CKIIT! D ¢CKIIT - ICKtI'":-I. I i i :

t

-_ _CKr [_+:K,+:-i".' i

C KF1 __.+ I I-3 i0 I

FIGUREI. 3. 2 PROGRAM MAIN 8

#CKBMI

CKBM

CKBM=- 1.

i

_CKTP

CKTPI

CKTP=-I. ] I

_CKW

CKWI

CKNI _CKN CKN=-I. 1 I y _GRFE Ob_ 0_ I-3 ii D 1.3. 2 Subroutine BIV - Linear Interpolation _ in Two Independent Variables A utility routine performing a linear interpolation in stored data of the form i = l, 2, . ., N.

Zjk = Zjk(Xj, Yk ) 1 j = i, 2, ., N.

Interpolation only is permitted. If an independent variable value falls outside the stored range, an error exit is made and the independent variable values being employed together with their boundary values are printed out.

Figure 1.3.3 presents a detailed flow chart for this subroutine.

I-3 / ¢4J FIGURE I. 3.3 SUBROUTINE BIV M2= (K-I) *NX+J- 1 MS= (K-2) *NX+J M4=M3-1 ZK=AZ 1 (M2) +FX* (AZ1 (M1) -AZ1 (M2)) ZKMI=AZ 1 (M4)+FX* (AZ1 (M3) -AZ1 (M4) ] Z=ZKMI+FY* (ZK-ZKM1) FX=0. O RETURN =NX I WRITE (6) _J=J+l I X,AX(1),AX(NX) RETURN (Y-AY(K)) I'Y= (Y-AY (K- 1) AY(K)-AY, FY=O.O =NY K - ! FY=I. I I K K=K+ 1.

)

I-3 1.3.3 Subroutine INTS - Double Precision Finite Difference Integrator The calling sequence is CALL INTS(T, M, L, E, B, C, HMA, HMI, BET, DERIV) This utility routine is a finite difference integrator, performed in double precision, of a system of M simultaneous first-order differential equations which are defined in external subroutine DERIV. The non-zero components of T(100) are related tothe state variables in DERIV. The other parameters in the calling sequence are input and are associated with the numerical aspects of integration (error magnitudes, step sizes, etc.).

A detailed flow chart for INTS is provided in Figure 1.3.4.

I-3 FIGURE I. 3 . 4 SUBROUTINE INTS IER=0 K=L N=M N3=3*N N5=5*N N2=2*N N4=4*N N6=6*N NI0=I0*N EU=E P=B JN=0 A=C XS(1)=T{2) HMAX =l-IblA <0. DO r ! H]vIAX=1i0D38 ] [ ITEM=N ) =TEM !

<0 DO [P=IOO. ODO ] I <--0. DO A A= I. DO BETA=BET < --'0. DO BETA =>0. DO_ _'BETA=i'S DO] BETA EL=EU/P J=O ISTEP=4 CAI,I, DliR IV I WRITE (6) L-_-.h,._'rnp IER I-3

/gf

I FIGURE I. 3 .4 SUBROUTINE INTS [ENTRY INTM I

+

i ii I IX0=TC2) ] XX(1)=XX(2) XX(4)=X0+H

xx(3_:xx(4_

DO 16 JJ=l,4

!

IT(2)=XX(JJ) I ------_DO 12 I=I,N I 11=3+I IJ=II+N IK=IJ+N IL=IK+N T(I I)=T(IK)+T(IL) +AK)/6.0D0 AK=H*T(IJ) T(II)=T(IK)+AK JJ T (I I)=T (IK) +0. SD0*AK (IL)=AK i, IK)=T(II) (II)=T(IK)+0. SDO*AK T(IL)=T(IL)+2.0DO*AK 12 CONTI CAI,L DI!RIV IER I 16 CONTINUE =1 K RETURN I I-3 FIGURE I. 3 .4 SUBROUTINE INTS --_DO 211=I,N2 V --_DO 23 I=I,N IJ=II+N2*(J+2) II=3+I 1 T(IJ)=T(II) II=3÷I IJ=II+NS IK=IJ+N2

---1121 Co rINuE'l

IL=IK+N2 IM=IL+N2 RETURN IN=IL+N IP=II+N3 , t tl !

iT (IP) = 19.0D0*T (IM)-5.0D0*T(IL) +T (IK) [ IT (I I):T (IN) +H/24. DO* (SS. D0*T (IM) -59. D0*T (I L) +37. D0*T (I K) -9. D0*T (IJ),) |i • t _ d23 CONTINUEI

,1

xo=xs(2) XS(2)=T(2) l

T(?)=xo+H

i'd iL OERIV]

f #o k_ IER ) • _ > STOP "_DO 24 I=I,N II=3÷I IJ=II+N2 T(IJ)=T(II) IL=II+2*N5 IK=II+N IP=II÷N3 T (I I) =T (IL) +H/24. D0* (9.0D0*T (IK) +T(IP)) 24 COrJTINUE =2 K I-3 /V_E FIGURE I . 3 .4 SUBROUTINE INTS DO 27 I=I,N TESTI=T(I+3) D=DMAXI (DABS (TEST1) ,A) DI4=14.0D0*D II=3+N2+I TEST2=T(II) EN=DAMXI(DABS((TEST2-TEST_)/DI4)_EN) 27 CONTINUE EN JN=4 <EL EN I "EP=ISTEP+I <6 ISTEP >HMAX DABS (H/BETA) T(3)=H _- ,( !

@

(DABS (H* BETA!) <HMIN .

[TC3):H ]

@

[J=O [ DO 32 I:I,N I II=3+I IJ=I I+N4 32 CONTINUE T(II)=T_IJ) I-3 /._/ FIGURE I. 3.4 SUBROUTINE II_rrS 5 T(2)=XS(1) CALL DERIV IER WRITE STOP CALL DERIVE

?

IER ' T(2)=XS(2) J--0 1 DO 42 I=I,N6 DO 41 I=I,N __II:3+I+N4 [ IJ=II+NI0 II=3+I 1 T(II)=T(IJ)

_42 CONTINUE 1

41 CONTINUE DO 43 I=ljN2 CALL DERIV IJ=II+NIO II=3+I I IER T(IJ)=T_II) [43 CONTINUE | RETURN I-3 I. 3.4 Subroutine ITRLN - Linear Interpolation in One Independent Variable This routine performs a linear interpolation in stored data of the form Yi " Yi(Xi ) i.= I, 2, . ., N The calling sequence is CALL ITRLN(AX, AY, X, Y, N) This subroutine returns a value for Y corresponding to an input N pairs AX(I) and AY(I), quantity X. The input parameters are the or and AXOIP must increase monotonically. If X is less than AX(1) greater than AX(N), the subroutine extrapolates for Y(X).

A deailed flow chart for ITRLN is presented in Figure 1.3.5.

I-3 FIGURE I. 3 •5 SUBROUTINE ITRLN <AX(1) X DX=AX (2) -AX (1) DY=AY (2) -AY{I) S=DY/DX X Y=AY (1) +S* (X-AX (1)) M=N-I I=I,N DX=AX (N) -AX (M] DY=AY (N) -AY (M) K=I S=DY/DX Z=X-AX.

Y=AY (N) +S* (X-AX (N) } Z 10 CONTINUE J=K-I DX=AX {K) -AX (J) DY=AY (K) -AY {J) S=DY/DX Y=AY (J} +S* (X-AX (J)) RETURN I-3 D Z. 3.5 Subroutine ITRMHW - Location of Root by Newton- Raphson Method This utility routine finds a zero of the function E = f (D) The calling sequence is CALL ITRMHW(ERROR, ERRMI, DRIVER, F, FF, JC, JX) This subroutine determines a zero to a function defined externally.

Inputs are ERROR, the current (non-zero) value of the dependent variable; DRIVER, the current value of the independent variable; and F, a multiplier near unity. Outputs are ERRMI and DRIVER, the augmented values of the dependent and independent variables, and JC, the counter. FF and JX are not used.

A detailed flow chart for ITRMHW is presented An Figure 1.3.6.

J I-3 FIGURE I. 3 °6 SUBROUTINE ITRMHW JC

C >0

i $, JA=0 JF=O DRVRMI=DRIVER ERRMI=ERROR _-RETURN

iDJ=DRIVER

DRIVER=DRIVER*F JC=I

I I SLOPE= (ERROR-ERRMI) / (DRIVER-DRVRH1)

SLOPE ER_=ERROR DRV_I=DRIVER DJ=DRIVER _LAX=I.0 [ SJ=SLOPE RETURN [DRIVER=DRIVER-_LAX*ERROR/SLOPE i JA _ JA=JA+I _LAX=RELAX/2.0 SLOPE=SJ DRIVER=DJ i

T

_WRITE(6) ] ERROR,ER_I, [ DRIVER,DRV_I,[ _TU_ I-3

/re-

1.3.6 Subroutine XMHW - Maximum of a Function of One Independent Variable This utility routine determines a local maximum of the function y ,k f (D) The calling sequence is CALL MAXMHW(PARAM, PR_41, DRIVER, F, FF, KC, KX) D This subroutine determines the maximum of an input function Y(X)-PARAM(DRIVER, which is defined externally. F and FF are input multipliers near unity, P and KC is an output interaction counter, while KX changes from 0 to 1 when the maximum is determined. The previous value of Y(X) ks PRMMI, and DRIVER is both input and output value of X.

D A detailed flow chart for MAXMHW is presented in Figure 1.3.7.

I-3

FIGUREI. 3.7 SUBROUTINE MAXMHW

>0

KP=KP+I DRMI=DRIVER RETURN DRIVER=F'DRIVER KA KC=KC+I KP PARAM KP d¢ >PRMMI

I

PARAM DRIVER DRHI=DRIVER DRIVER=FF*DRIVER RETURN DRMI=DRIVER

I I

DRIVER= (1./F_ *DRIVER J IKA=21 !

[DRMI=DRIVER I

RETURN [DRIVER= _I./FF_ *DRIVER ] <PRMM1 PARAM DRIVER=DRMI KM=O KA KP=O I KX=KX÷I _RETURN KA=O I-3 D I. 3.7 Subroutine OUTPUT - Pzogram Print Output Routine D This routine provides print output of the aircraft characteristics.

Calling sequence is CALL OUTPUT This subroutine begins with thirteen comnon block statements, and it includes 34 FORMAT statements. The subroutine is called by MAIN for the purpose of printing over 100 input and output figures related to geometry, weights, aerodynamics or the aircraft design.

A detailed flow chart for subroutine OUTPUT is presented in Figure I. 3.8.

I-3 FIGURE I. 3.8 SUBROUTINE OUTPUT WRITE (6) WG, PAX, ELF, SWF, DELP,AR, SW, B, CBARW, D LMC 4, S LM,TC R, TCT, WGS,FVOLW, ;_"_I', SHT, BHT, CBARHT, TCHT, ELTH, VBARH, ARVT, SVI', BVT, C BARVT, TCVT , E LTV,VBARV SNX=SN >i KNAC I|1 =1 KNAC I FEN=CDNAC*SW [ DBARN=ANC/3.14/XLN ELN=XLN SNX=ANAC*ENP WRITE (6) ELN, DBARN, ENP, SNX VFTX=VFTP/2.

>0 STIP WRITE(6)VFTX, BXIS,AXIS,STIP WRITE (6)VDMIN, VMO,EMMO,ULF,EMLF, GLF,WEP,WPEI,WFSS, WPROP,WP,WW,Wl-Ff, WVT =0 KCONFG =I KCONFG WRITE WB,WBOOM WRITE (6) WLG,WPES WTIP WRITE WrlP I-3 FIGURE I. 3.8 SUBROUTINE OUTPUT DELWST, WST,WCC,WCFW,WSAS, DELWFC,WFC WE=WP+WFC+WST+WFE WEMP=WE OUE=WE+WFUL (6) ,WFUL, 3WE, WPL, PAX, WFW, WFTP WG CALL TPALT(HNCRU,GALT,PO,FKALT,T0,G, QCRU=lOO. 944*PO*EMCRU**2 [l_qlTE (631 [ RELI=EMCRU*49. I*SQRT (TO) ]XKV

¢

WRITE(6)I RELI,CFI_ FE=FE+FEN SN=SNX SWET=SWET+SNX CBARF=FE/SWET CDOUTI=FEW/SW I CDOUT2=FEF/SW CDOUT3=FEVT/SW CDOUT4=FEHT/SW CDOUTS=FEN/SW CDOUT6=FETP/SW CDOUTT=DLTAFE/SW CDOUT8=FE/SW CDOUT9=GRFE/SW I-3

FIGUREI • 3 • 8 SUBROUTINE OUTPUT 3

+

WRITE (6) FEW, CDOUT1, SWETW, FEF, CDOUT2, SWETF, FEVT, CDOUT3, SWETV, FEHT, CDOUT4, SWETH, FEN, CDOUT5, SN, FETP, CDOtfl'6, STI P, DLTAFE, CDOUT7, (" IGEAR A #0

l ',RITEC6 I

, / 'WRITE (6)FE, ] CDOUT8, SWET, l

IALpHA:EYEW I

CALL CLIFTfl,ALPHA, CL,ALPHLO,CLALPH,HOB,AR,DLMC4,EMCRU) WRITE(6) SM, SA2,SA3,SA4,SA5, SA6,SA7,CLALPH, SEE TOMD=SAS+SA6*CFIN KNAC =I : [TOMD=TOMD+CDNACI WRITE(6) TOM,SA7 -0 IGEAR WRITE (6) GRCD RETURN I-3

/?_

D I. 3.8 Subroutine TPALT - Atmospheric Properties Routine This routine provides characteristics as a function of altitude. The calling sequence is CALL TPALT(ALTZ, ALT, PO, FKALT, TO GO, XKV) This subroutine relates static pressure, temperature and gravity, and kine- matic viscosity in ft2/sec, (PO, TO, GO, XKV) to the altitude. ALTZ is geo- metric altitude, ft., and ALT is potential altitude, ft., while PO is measured in ib per sq in., TO in deg R, and GO in ft per sec per sec.

If PO is in input, ALTZ and ALT are output, and vice versa. FKALT determines whether geometric or geopotential altitude is used.

A detailed flow chart for TPALT is presented in Figure 1.3.9.

D I-3 D FIGURE I. 3 o9 SUBROUTINE TPALT Subroutine TPALT(ALTZ,ALT,PO,FKALT,T0,G0,XKV) KF _ALTZW AZ=ALTZ A=AZ*(.9999974+AZ*(-.479256E-07+AZ*.21899E.14 FK P PB(1) < P _DO 210 IX=l,8

$

>PB(IX+I)

[21o CONTINUE I

TBASE=TB (IX)

TSLOPE=TS f IX)

XLPPBC=ALOG(P/PB(IX))/.O18743424 I-3 FIGURE I .3 .9 SUBROUTINE TPALT 2 + T=EXP (ALOG (TBASE) -XLPPBC*TSLOPE T-TBASE

®

I (1.0000016+A*(.47928E-O7+A*.24125E-14) I A D A A=O.

P=PB(1 ) T=TB(1) AZ=O.

AfALTB(9) P=PB(9) T=TB(8) D AZ=295275.

| I-3 FIGURE I. 3 .9 SUBROUTINE TPALT 3 >2 K _DO 480 IX=1,8 ----_80 CONTINUE I

£ -

_BASE B(IX) !

TSLOPE (IX) | 0ALT=A-ALTB (IX) | T=TBASE+TSLOPE*DAL1 l ;PB (IX}* (TBASE/T} ** (. 018743424/TSLOPE' XKV= 0=32. 1741+A7" (- 309408E-05+AZ

U

LTZ=AZ LT=A RETURN I-3

/p_

D I. 3.9 Subroutine BILINE - I Linear Interpolation, One Independent Variable This is a utility routine performing linear interpolation in stored data of the form Z i - Zi(Xi) i i - I, 2, . . . N A detailed flow chart for this routine is provided in Figure 1.3.10.

D I I-3 D BILINE TN--T (I+l) -2.0 NX=T (I+2) NY=T(I÷3) Jl=l+4 T(I+I) J2=JI+NX-I - 0 IDX=I+I X:XI K=O L=O TN Z=T(I+2) + JX=JXI RETURN --_DO 110 J=l,4 XC(J)=T(JXl) JXl=JXl+l ] NY ÷ !X=YI - [Jl=J2+l

{

0 _J2=JI+NY-1 JY=JX+NX TN :Z=Cl* (T (JY+I) -T (JY)) +T (JY) RETURN IZ=Z+C (_J) *T (JY) JY=JY+I I _R_RN

-i_o _o_i_l

FIGURE 1.3.10 - SUBROUTINE BILIN'R I-3

/_r

BILINE 2 JY=JXI+NY* (JY- IPX- 2) JX=JY+NY Z=T [JY) +CI* (T (JX) -T (JY)) Z= (X-T [JXI) ) / [T (JXI+I) -T (JXI))" {T (JY+ I) +Cl* (T(JX+I) -T(JY+L)) -Z)+Z ,,, , ,,, RETURN DO 5S0 M=1,4

Y(M}=i.o !

DO 520 J=l,4 DO 700 J=1,4

CM) =YCM) +CCJ)"r CJX)

rX=JX+NY z=z+c(J)*Y(J: 520 CONTINUE RETURN fY=JY+I 550 CONTINUE

@

I-3

I

/¢Y

BILINE 3 i010 J=JI,J2 T(J) -X J-J2 I010 CONTINUE JXl=J-2 JX=J- 1 RA= (T(J) -X)/(T(J) -T (J-I)) J=J2 X=T(J2) KX=2 'IN + 0 JXl=J2-3 RA:O. 0 JX=JXI + TN _r -- Ik CI= (X-T (JX1))/(T(JXI+I) -T (JXl)) f ÷ RA=I. 0 5"

Y

"_DO 20i0 J=l,3 w (J)=XC (J+I)-XCI 2010 CONTINUE I PS=P2+P3 DO 2020 J=l,4 2020 X-3

:x-xc (J)

BILINE C4=RB/PS*D2/PS*D3 CI=RA/PI*D2/P4*D3 C2=-RA/PI*D1/P2*DS*RB/P2*DS/PS*D4 C3=RA/P2*D1/P4*D2-RB/P2*D2/PS*D4 D I Z-3 I. 3. i0 Subroutine BIQUAD - Quadratic Interpolation, One Independent Variable This is a utility routine performing quadratic interpolation in one independent variable using data stored in the fore Z i = Zi(X i); i = 1, 2, . . N A detailed flow chart for subroutine BIQUAD is presented in Figure I. 3.11.

I-3 BIQUAD NX=T(I*I) NY=T(I+2) t 31=1÷3 J2=JI+NX-1 X=XI L=0 ")'DO 110 J=l,4 ÷ JXI=JXl÷I NY Z=0

t 11o CONTINUE I

JY=JX÷NX -'_IX) 220 J=l,4 JY=JY+ I J l=J2+ 1 I J2=JI+NY-I --[ 220 CONTINUE, I RETURN K=K+3*KX ] -'--_DO 550 M=l,4 JY=J2+ i+ {JX- 1-3_ *NY÷JXI -J 1

i Jx=JY I

DO 700 J"l,4 [ Y{M)=O.

Z=Z+C{J)*Y{J) --)-DO 520 J=l,4 RETURN I II FIGURE 1.3.11 - SUBROUTINE BIQUAD ! JY=JY+I !

S20 CONTINUE'| I-3 ---{S50 CONTINUE] I} .2_'3 BIQUAD 2 DO 1010 J--J1,J2 J-Jl-I J-J2

T(J)-X

o

JXl=J-2 X=T(J2) T(J) -X KX=2 RA: (T (J) -X) / CTC J) -T C J-l) } KX= 1 JXl=J2-3 X=T(J1) RA=0.

JXl=J1 DO 2010 J=l,3 ILA=I.

[ P(J)=XC(J÷I)-XC(J) [ RB=I.-RA |2010 CONTINUED I L IP(4)=P(1)÷P(2) PS=P(2)+P(3) ]

T

DO 2020 J=l,4 D (J) =X-XC (J) 2020 CONTINUE c (1): (RA/P (1)) * (D (23/P (4)) *DC3) c C2): (-RA/P C1)) * CD(1) /P C2) ) *DCS)÷ CRB/P (2) ) '* CDC3] /P (S) ) *D(4) C(3): (RA/P (2)) * (D (I)/P (4] *O (2)- (RB/P C2)) * (D (2)/P (3)) *D (4) C(4) = (RB/P C5)) * CD2) IP C3)) *D (3) L ÷ rO X-3 I I. 3. II Subroutine MAXBND - D Maximum Value of a Variable This is a utility routine which determines the maximum value of a variable in the interval DMIN to DMAX. A detailed flow chart for MAXBND i8 presented in Figure 1.3.12.

I-3 2C .S MAXI_ID KC KM=0 KP=O KX=O KA=0 KL=O KC=KC+I

L

>0 KP KM KP=KP+I DRMI=DRIVER DRIVER=F'DRIVER >PR_@41 PAP, AM DRIVER _DMIN,_DMAX KP =1 DRIVER >DMAX PARAM

T

DRIVER=DMIN DRMI=DRIVER IOd=KM+I l DRIVER= (1./F)*DRIVER I_'fURN

, T

DRIVER=DMAX FIGURE 1.3.12 - SUBROUTINE MAXBND KA=2 ,KL=I RETURN I Ill DRIVER -'_ >DRMI _ _ .

I_ !

DRMI--DRIV_.R

DRIVER=FF*DRIVER [ DRMI=DRIVER i l DRIVER=(1./FF)*DRIVER| I-3 I HAXBND 2 D -I KL <PRI_IJ =1 PARAM KA D I KX= KX+ 1 DRIVER=DRM1 KM=0 KP=0 KA=0 D

d

RETURN .

D I-3 D I. 3.12 Subroutine UNINT - Four Point Smooth Interpolation This is a utility routine which performs a smooth four point interpo- lation in stored tabular data of the form U i - Yi(Xi) l i - i, 2, . . . N A detailed flow chart for UNINT is provided in Figure 1.3.13.

I-3 3 _J UNINT

:° i

|

÷

r C XA(1)-X 120 I=2,N

D

XA.-X I-2 i 0 0 CONTINUE JXl=l

D

RA=I.

RA= (XAi-X / (XAi-XAi)) JXI=N-3 RA=O,0 RETURN J=JXl 500 I=1,5

D

P4 =XA (J+l) -XA(J) D_=X-XA(J) J-_J+l 500 CONTINUE P (4)=X-XA(J) P (4)=P(1)+P(2)

D

P (5)=P(2)+P(3) (JX1) *RA/P (1) *D (2)/P (4)"D (3)÷YA (JXl÷ I) * (-RA/P (1)*D (1)/P (2)*D (S) +RB/P (2) *D (3)/P (S) *D (4)) +YA (JXl +2) * (RA/P (2)*D (1)/P (4) *D (2)-RB/P (2)

)

*D (2)/P (3) *D (4)) +YA (JXl+3) *RB/P (5)"D (2)/P (3)"D (5) RETURN I-3

)

S