Design and physical characteristics of the Transonic Aircraft Technology (TACT) research aircraft

NASA Technical Memorandum 56048

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DESIGN AND PHYSICAL CHARACTERISTIC? OF THE

TRANSONIC AIRCRAFT TECHNOLOGY (TACT)

RESEARCH AIRCRAFT

Weneth D. Painter and Lawrence J. Caw

January 1979

19 FEB1979

MCDONNELL DOUGLAS

RESEARCH & ENC1NEZWNG LIBRARY

ST. LOUIS

IVI/NSA

NASA Technical Memorandum 56048

DESIGN AND PHYSICAL CHARACTERISTICS OF THE

TRANSONIC AIRCRAFT TECHNOLOGY (TACT) RESEARCH AIRCRAFT

Weneth D. Painter and Lawrence J. Caw

Dryden Flight Research Center

Edwards, California

NASA

National Aeronautics and Space Administration

Scientific and Technical

Information Office

DESIGN AND PHYSICAL CHARACTERISTICS OF THE

TRANSONIC AIRCRAFT TECHNOLOGY (TACT) RESEARCH AIRCRAFT

Weneth D. Painter and Lawrence 3. Caw

Dryden Flight Research Center

INTRODUCTION

Supercritical airfoil research has been underway since

1964 with successive refinements in concept. The super-

critical airfoil potentially offers significant aerodynamic

benefits in the transonic region. These benefits include

improved aerodynamic efficiency and large gains in drag-

divergence Mach number. Exploratory test results indicate

that an airplane's maximum range and maximum range cruiseV

may both be increased through use of the supercritical wing.

Two other supercritical wing flight programs were com-

pleted before the TACT program. These were the T-2C and F-8

programs. The T-2C program demonstrated through the applica-

tion of a supercritical airfoil, the ability to increase

wing thickness ratio from 12% to 17% with no degradation

in airplane performance. Supercritical wing benefits were

also demonstrated in the F-8 program, which utilized a wing

with a high aspect ratio and a thickness ratio of 9% (average)

with a highly blended wing-body junction specifically tailored

for a transport-type aircraft, reference 1.

In addition to the aerodynamic benefits, the TACT F-111A

supercritical wing offered potential for improved transonic

maneuverability. In this regard supercritical airfoil de-

velopment reached the point where full-scale flight demon-

stration was necessary to resolve uncertainties and pave

the way for further applications.

SYMBOLS

Physical quantities are given in the International

System of Units (SI) and parenthetically in U.S. Customary

Units. Factors relating the two systems are given in re-

ference 2.

A M Mach number error

M True jyach number

m

M indicated Mach number

TACT transonic aircraft technology

A wing sweep angle

PROGRAM DESCRIPTION

The basic purpose of the TACT research program was to

provide the data necessary to verify promising aerodynamic

concepts, such as the supercritical wing, and to gain the

confidence required for the application of such technology

to advanced high performance aircraft. Accordingly, an

F-111A aircraft was employed as the flight test-bed to pro-

vide full-scale data. The data were correlated extensively

with predictions based on data obtained from wind-tunnel

tests.

The TACT program included an assessment of the improve-

ment afforded at transonic speeds in drag divergence, maneu-

vering performance, and airplane handling qualities by the

use of the supercritical wing. Potential improvements were

expected to be reflected in increased cruise speed, range

and maneuvering capability. The program also investigated

the transonic flight and wind-tunnel testing techniques.

The specific research technologies evaluated are summarized

in the sections that follow.

Wind-Tunnel Prediction Techniques

Wind-tunnel and flight-test data were correlated in an

effort to evaluate the methodology used to predict full-

scale flight characteristics on the basis of small-scale

model wind-tunnel test results and to define problem areas

where either better experimental simulation or improved

analytical techniques were required, references 3 through 7.

Supercritical Wing Technology

The TACT supercritical wing and the conventional F-111A

wing were evaluated in wind-tunnel tests on a 1/24-scale

model to assess the effects of wing configuration. The

same evaluation was accomplished in flight using the basic

F-111A aircraft and the TACT aircraft.

Wing Pressures

Wind-tunnel wing pressure data were obtained with a

1/12-scale flexible wing and a 1/6-scale semispan model.

These data were used to evaluate the capability for pre-

dicting full-scale aerodynamic characteristics of a super-

critical airfoil from wind-tunnel test data.

In-flight surface pressures were measured on the TACT

wing to determine the local flow conditions and aerodynamic

loads of a supercritical wing at various wing sweep angles.

The general objective was to determine the effectiveness of

the supercritical wing configuration in a maneuvering environ-

ment.

The wind-tunnel and flight-test data were correlated

for various test conditions. Wing and fuselage static

pressures from flight test and from 1/12-scale and 1/6-scale

wind-tunnel models were compared for the same local angle-

of-attack to determine scale effects and variations due to

testing techniques. Boundary layer conditions were also

studied and compared. Static pressures were correlated and

compared using chordwise and spanwise pressure plots and

isobar plots, references 8 and 9.

Buffet

Buffet intensity and airplane response were investigated

to assess the wing flow separation characteristics and

effects in the areas of airframe buffeting, wing separation

mapping, and related handling quality difficulties such as

wing rock.

Research studies of the unsteady buffet aerodynamics

were designed to define the unsteady aerodynamic inputs and

structural response characteristics of the wind-tunnel models

and the flight vehicle. The goal was to study the TACT

models and airplane to produce data considered typical for

wings with supercritical airfoils. These data would add to

the data base for the determination of an empirical buffet

intensity prediction technique, references 10 through 13.

Stability and Control

The existing aerodynamic stability and control design

methods and testing technique were evaluated by comparing

and correlating full-scale flight data with both wind-tunnel

based and analytically derived estimates. This effort in-

cluded the following task: extraction of linear longitudinal

and lateral-directional derivatives from flight-test maneuvers;

estimation of the flexible characteristics (increments and

ratios) of full-scale aircraft and wind-tunnel models; as-

sessment of the aerodynamic stability and control design

procedures by correlation of predicted data with flight data;

and evaluation of handling qualities including the comparison

of the flight handling qualities parameters of the TACT F-111A

and basic F-111A aircraft with requirements from military

specification MIL-F-8785B(ASG) (reference 14), comparison of

the flight data with estimated characteristics and assess-

ment of the accuracv of the analytical procedures, reference

15 through 17.

Agility

Agility data for the TACT aircraft were compared with

data for the basic F-111A aircraft, which were obtained

during the baseline program. The evaluation included the

effect of wing sweep, load factor and the configuration on

the turn capability, degree of precision control, overall

handling qualities, and aerodynamic performance. The re-

sults showed the advantages and disadvantages of using a

supercritical wing in the transonic maneuverability range, reference 18.

Structural Flight Test

Flight-measured structural loads and pressure data were

compared with the design and ground proof test results.

Test-Bed Experiments

A number of additional experiments were conducted using

the TACT research aircraft as a test-bed. These experiments

were as follows:

Base drag - The base drag experiment was conducted on the

TACT aircraft in the fuselage closure area between the engines

and at the base of the revolution at the top of the vertical

fin. This experiment provided valuable information on

three-dimensional slopes.

Strip-a-tubing - The evaluation of strip-a-tubing

provided a higher level of confidence in this method of

measuring pressures on aircraft. This evaluation was con-

ducted at supersonic speeds and various wing sweeps to

provide effectiveness and accuracy data.

Afterbody pressure and boundary layer profiles - After-

body pressure and boundary layer profiles were obtained to

determine the validity of predicting the flow characteris-

tics on the aft fuselage of a full-scale aircraft from wind-

tunnel test data by defining areas of agreement and dis-

agreement between the model and the flight vehicle.

Local aerodynamic studies - The local aerodynamics of

the TACT aircraft were studied to increase the understanding

of the relationship of theoretical and experimental data

(that is, wind-tunnel and flight data). Local aerodynamics

were not studied on any previous program. These data were

used to provide insight into the problem of the complex

local aerodynamic effects that are common with high subsonic

speeds in aircraft design, reference 19.

CONFIGURATION DEVELOPMENT

An F-111A airplane was chosen as the research aircraft

because of its variable wing sweep capability, which made it

possible to investigate supercritical wing technology for

various wing configurations (that is configurations varying

in such parameters as leading edge sweep, effective aspect

ratio and thickness ratio) over a wide range of Mach numbers

with a single research vehicle. The design constraints al-

lowed no alterations to the existing F-lll wing carry-

through structure and only minimal redesign of the fuselage

fairing in the wing juncture area. The wing design philosophy

allowed maximum transonic maneuverability improvements

relative to the conventional F-111A airplane. The wing

carry-through structure constraints caused design compro-

mises for the vehicles potential performance improvements,

but they in no way compromised the research objectives to

demonstrate and investigate supercritical wing technology.

The supercritical wing incorporated low speed high lift

devices that were typically used on operational aircraft, reference.

AIRCRAFT DESCRIPTION

The TACT F-111A research aircraft (figure 1) is a two-

place (side-by-side) fighter aircraft. The supercritical

wings were designed and fabricated by the manufacturer of

the aircraft, under an Air Force Flight Dynamics Laboratory

contract and delivered to the NASA Dryden Flight Research

Center (DFRC) where the airplane was modified and super-

critical wings were installed. The thrust is provided by

two TF30-P-3 axial flow, dual compressor turbofan engines

equipped with fully modulating afterburners. The most unique

feature of the F-lll series of airplanes is the variable

geometry wings. The supercritical wings, which are also

variable geometry, are equipped with leading edge Krueger

flaps and trailing edge Fowler single-slotted flaps and can

be varied in wing sweep, area, and aspect ratio by the

selection of any wing sweep between 10 and 58 (figure 2).

The physical characteristics of the F-111A and TACT F-111A

aircraft are given in table 1.

A forward wing sweep provides the capability for low-

speed takeoffs and landings. For these flight regimes the

wings are manually swept to the desired angle, which is

chosen based on the airspeed, altitude, gross weight con-

figuration, and loading of the airplane.

The cockpit was not modified significantly from that of

a standard F-111A airplane. The only changes were the

removal of systems that were not necessary for research

flights and the addition of several instruments that were

necessary for data acquisition.

Unlike the basic F-111A airplane, the TACT F-111A air-

plane had no wing fuel available. The wings were designed

to carry fuel but were not capable of holding fuel during

the flight tests, due to the instrumentation in the wings.

Therefore, the maximum fuel capacity of the TACT F-111A

aircraft was 12,150.0 Kg (27,000 Ibs) as compared to 14,400

Kg (32,000 Ibs) for the basic F-111A aircraft.

The TACT airplane was designed to fly the same opera-

ting envelope as the basic F-111A airplane. The flight

envelope is illustrated in figure 3. The airplane was

desicrned with a wide range of performance capability, in-

cluding Mach 2.2 at 12368.0 M (40,000 ft) and M 1.2 at sea

level, with a 7.33 g maneuver capability. The TACT wing was

designed for three flight conditions, Mach 0.9 at an alti-

tude of 3090 M (10,000 ft), a wing sweep of 26° and a normal

acceleration of 5 g for maneuverability; Mach 0.85 at an

altitude of 10815.0 M (35,000 ft) and a wing sweep of 26°

cruise; and low-speed takeoff and landings using high lift

devices. The airplanes normal flight-test weight ranged

from 24,400 Kg (54,000 Ibs) when empty to 36,500 Kg (81,000

Ibs) when full of fuel.

RESEARCH INSTRUMENTATION

DFRC provided all the research instrumentation except

the high frequency pressure transducers which were furnished

by the NASA Ames Research Center. The instrumentation pro-

vided by DFRC included sensors, wiring, connectors, signal

conditioning electronics, recording equipment, telemetry

system, tuft cameras, boundary layer probes, wake rakes, and

other associated equipment as required. The entire flight-

test instrumentation system used during flight tests on the

baseline and supercritical wing aircraft was installed and

maintained by DFRC.

The flight instrumentation system incorporated a CT-77B

flexible airborne pulse code modulation (PCM) system, which

is a hard-wired programmable unit capable of multi-plexing

80 channels at a frame rate of 200 frames per second,

connecting these channels to a 10-bit (1024-count resolu-

tion) digital word at a sampling rate of 200 samples per

second. Three of these channels were used for frame syn-

chronization. Four subcommutators were used in conjunction

with the prime commutator for the supercritical wing flight

tests, whereas only two subcommutators were used during the

baseline flight-test program. The subcommutator channels

were systematically substituted for the prime commutator

channels. The resulting sampling rate for the TACT sub-

commutators was 20 samples per second. Each subcommutator

utilized 8 prime commutator channels. Overall, about 400

parameters of data were recorded on each TACT flight.

During flight, the data from the aircraft instrumenta-

tion system were transmitted to the ground receiving station

at DFRC by the "L" band UHF transmitter. This 5-watt unit

operated at the DFRC assigned frequency of 1441.5 MHz. In

addition, a general purpose airborne instrumentation re-

cording system was installed in the airplane to record all

the instrumentation parameters on the airplane. A constant

bandwidth FM recorder system was used to record high fre-

quency pressure data. Recorder operation during flight was

controlled by the pilot; normally the recorders were in

operation only during test maneuvers.

The flight-test wing pressure instrumentation was lo-

cated on the right wing, as shown in figure 4. During the

manufacture of the supercritical wing, the contractor made

provisions for mounting the pressure sensors, accelerometers,

and control position transducers (CPT's) in the wing. In

addition the contractor installed all pressure system plumb-

ing and instrumentation wiring to the wing root. NASA and

Air Force technicians installed flight tests and proof test

strain-gage instrumentation in the left wing at the con-

tractor 's facility. Table 2 is a list of all the instrumen-

tation installed on the TACT aircraft along with ranges and

sensitivities.

The airspeed system calibration used in the correction

of all air data quantities was obtained using a modified MA-

I pitot-static probe mounted ahead of the aircraft on the

nose boom (figure 5). The airspeed calibration curves were

used to compute true values from the indicated Mach number,

indicated static pressure, and indicated altitude. True

Mach number (Moo = M 4AM) has been determined to have an

+ uncertainty of -0.005.

The altitude calibration between 3048 meter (10,000 ft)

and 15,250 meter (50,000 ft) indicated a maximum deviation

of -12.2 meters (-40 ft) from the original laboratory cali-

bration that was used in the data reduction process.

Over a pressure range of 7,650 Newton/meter (160 Ibs/

2 2 2

ft ) to 57,400 Newton/meter (1198 lbs/ft ), the altitude

and airspeed pressure sensors showed deviations of no more

2 2 than ±14.35 Newton/meter (-3.0 lb/ft ).

The angle-of-attack calibration accounted for upwash

and the fuselage bending correction to the vane angle-of-

attack from flight data. The accuracies were found to be a

nominal -0.25° as determined from the onboard instrumenta-

tion and equations. The instrumentation included the pitot-

static pressure system, the flow direction sensor, the iner-

tial platform, an instantaneous vertical speed indicator

(IVSI), and three longitudinal accelerometers.

The flight path accelerometer (fpa) system was used to

obtain an instantaneous measurement of the aircrafts ac-

celeration with respect to the flight air mass. The in-

formation, along with the engine performance parameters, was

used to obtain the excess thrust characteristics of the

aircraft. The acceleration vectors parallel and perpen-

dicular to the flight path were determined by using the

inertial platform, thus determining the angle-of-attack of

the aircraft. The fpa was capable of measuring the magni-

tude of acceleration along and perpendicular to the flight

path within -0.001 g, over the range of -1.0 g along the

flight path, and -1.0 g to +7.0 g perpendicular to it pro-

vided the proper temperature corrections are.taken (ref-

erence 20) .

REFERENCES

1. Ayers, T.G., and Hallissy, J.B.: Historical Back-

ground and Design Evaluation of the TACT Supercritical

Wing, Symposium on Transonic Aircraft Technology Paper, August 15, 16, and 17, 1978.

2. Mechtley, E.A.: The International System of Units -

Physical Constants and Conversion Factors. Second

Revision. NASA SP-7012, 1973.

3. Daugherty, J.C.: Techniques and Procedures Used for

Wind-Tunnel Tests in Support of the TACT Correlation

Program, Symposium on Transonic Aircraft Technology

Paper, August 15, 16 and 17, 1978.

4. Mercer, C.E.: Wind Tunnel-Derived Propulsion Performance

Corrections Applicable to the TACT Aircraft, Symposium

on Transonic Aircraft Technology Paper, Auaust 15, 16

and 17, 1978.

5. Cooper, J..M. , Jr., Rawlings, K. , III, and Hughes, D.C.: Flight-Test Lift and Drag Data Methods and Results, Symposium on Transonic Aircraft Technology Paper, August 15, 16 and 17, 1978.

6. Baldwin, W., and Burnett D.: Flight Demonstration of

the TACT Supercritical Wing and Correlation with Wind-

Tunnel Results, Symposium on Transonic Aircraft Tech-

nology Paper, August 15, 16 and 17, 1978. '

7. Cooper, James M., Jr., Hughes, Donald L. , and Rawlings,

Kenneth III: Transonic Aircraft Technology-Flight

Derived Lift and Drag Characteristics, Volume I and

II. AFFTC Report, AFFTC-TR-77-12, July 1977.

8. Pyle, J.S.: Wing Surface-Static Pressures and Loads

Obtained from Flight Measurements on the Transonic

Aircraft (TACT) F-lll Airplane, Symposium on Transonic

Aircraft Technology Paper, August 15, 16 and 17, 1978.

9. Kinsey, D.W.: Flight-Wind-Tunnel Correlation of Static

Pressures, Symposium on Transonic Aircraft Technology

Paper, August 15, 16 and 17, 1978.

10. Monaghan, Richard C.: Flight Measured Buffet Character-

istics of a Supercritical Wing and a Conventional Wing

on a Variable-Sweep Airplane, NASA Technical Paper

1244, May 1978.

11. Monaghan, R.C.: Flight Measured Buffet Characteristics, Symposium on Transonic Aircraft Technology Paper, August 15, 16 and 17, 1978.

12. Coe, C.F., and Riddle, D.W.: Buffet Pressures and

Forces Measured on the F-lll TACT 1/6-Scale Models

and Aircraft, Symposium on Transonic Aircraft Tech-

nology Paper, August 15, 16 and 17, 1978.

13. Butler, G.F., and Spavins, G.R.: Wind-Tunnel/Flight-

Comparisons of the Level of Buffeting Response In-

tensity for the TACT F-lll Aircraft, Symposium on

Transonic Aircraft Technology Paper, August 15, 16

and 17, 1978.

14. Flying Qualities of Piloted Airplanes. Military Speci-

fication MIL-F-8785B (ASG), August 7, 1969.

15. Lash, S., and Sim, A.G.: F-111/TACT Stability and

Control Characteristics, Flight, Tunnel and Analytical, Symposium on Transonic Aircraft Technology Paper, August 15, 16 and 17, 1978.

16. Yeager, R.B.: A Comparison of F-lll TACT Estimates and

Measured Flying Qualities, Symposium on Transonic

Aircraft Technology Paper, August 15, 16 and 17, 1978.

17. Hellmann, G.K.: A Comparison of Estimates and Wind-

Tunnel Measured Stability and Control Data for the

F-111/TACT, Symposium on Transonic Aircraft Technology

Paper, August 15, 16 and 17, 1978.

18. Sakamoto, G.M., and Friend, E.L.: Flight Evaluation of

the Transonic Maneuverability Characteristics of the

F-lll TACT and F-111A Airplanes, Symposium on Tran-

sonic Aircraft Technology Paper, August 15, 16 and

17, 1978.

19. Lux, D.P., and Banner, R.D.: In-Flight Three-Dimensional

Boundary-Layer and Wake Measurement from the F-lll

TACT Airplane, Symposium on Transonic Aircraft Tech-

nology Paper, August 15, 16 and 17, 1978.

20. Final Report Flight Path Accelerometer System AFFTC

Report FTC-TR-68-28, December 1968.

TABLE 1. -PHYSICAL CHARACTERISTICS OF THE BASIC

F-111A AND F-111A TACT AIRCRAFT

(a) Physical characteristics common to both aircraft

Vertical tail -

2 2

Area, M (ft ) 10.38 (111.7)

Aspect ratio 1.419

Taper ratio 0.411

Sweep at leading edge, deg 0.55

Span, M (in) 2.71 (106.8)

Airfoil section at root 3.2% biconvex

Airfoil section at tip 3.0% biconvex

Rudder -

2 2

Area, M (ft ) 2.72 (29.3)

Span, M (in) 2.43 (95.8)

Root chord, M (in) 1.52 (60.0)

Tip chord, M (in) 0.71 (28.0)

Deflection, maximum, deg +30.0

Horizontal tail -

2 2

Area (exposed), M (ft ) 16.06 (172.9)

2 2

Area (movable, M (ft ) 14.20 (152.8)

Aspect ratio, M (in) 8.94 (325.0)

Sweep at leading edge, deg 57.5

Root chord (at butt line 1.73 m) (68.2 in). 4.57 (180.1)

Pivot location, fuselage station, M (in) . 19.56 (770.25)

Airfoil section (at butt line 1.73!*) (68.2 in) 4% biconvex

Airfoil section at tip 3% biconvex

Incidence, deg 1.0

Dihedral, deg -1.0

Deflection, maximum

Trailing edge down, deg 15.0

Trailing edge up, deg 30.0

Power plants (two) TF30-P-3 turbofan engines

Speed brake -

2 2

Area (projected planform aft) M , (ft ). . 1.58 (17.03)

Deflection, maximum, deg 50.0

Hinge line location, fuselage station, M (in) 12.0 (472.5)

2 2

Ventrals, total area, M (ft ) 2.32 (25.0)

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ft 0) PH • -P LO O (D 1 Report No 2 Government Accession No 3 Recipient's Catalog No NASA TM-56048 4 Title and Subtitle 5 Report Date January 1979 DESIGN AND PHYSICAL CHARACTERISTICS OF THE TRANSONIC 6 Performing Organization Code AIRCRAFT TECHNOLOGY (TACT) RESEARCH AIRCRAFT H-976 7 Author(s) 8 Performing Organization Report No Weneth D. Painter and Lawrence J. Caw 10 Work Unit No 9 Performing Organization Name and Address 505-11-44 NASA Dryden Flight Research Center 11 Contract or Grant No

P O Box 273

Edwards, California 93523 13 Type of Report and Period Covered 12 Sponsoring Agency Name and Address Technical Memorandum National Aeronautics and Space Administration 14 Sponsoring Agency Code Washington, D. C. 20546 15 Supplementary Notes 16 Abstract The supercritical wing offered potential for improved transonic aerodynamic benefits. The Transonic Aircraft Technology (TACT) Program " evaluated the transonic maneuverability of the supercritical wing. The full-scale flight demonstration of this wing was necessary to resolve uncertainties and pave the way for further application of these technologies.

17 Key Words (Suggested by Author(s)) 18 Distribution Statement Supercritical wing Flight test techniques Unclassified—Unlimited Wind tunnel to flight correlation In-flight wing pressure distribution Flight measured lift and drag values STAR category: 02 22 Price* 19 Security Classif (of this report) 21 No of Pages 20 Security Classif (of this page) Unclassified 33 Unclassified *For sale by the National Technical Information Service, Springfield, Virginia 22161