APPENDIX
APPENDIX NOTATION Symbols N number of data runs indicated airspeed VIAS X horizontal distance from touchdown point lateral distance from reference course Y course deviation; lateral displacement of aircraft from reference course AY z vertical distance from touchdown point Az glide-slope deviation; vertical displacement of aircraft from reference glide slope nominal glide-slope angle, deg reference glide-slope angle at any point along flight path, deg actual glide-slope angle of aircraft, deg control-column displacement throttle displacement control-wheel displacement actual angular deviation from reference course, deg Abbreviations indices of localizer and glide-slope displacement display; full scale or five dots dots is equal to 150 microamperes GS glide slope
APPENDIX
APPENDIX Instrument Flight Rules IFR instrument landing system ILS localizer LOC sound pressure level, decibels SPL Visual Flight Rules VFR REFERENCES 1. Hall, Albert W.; and McGinley, Donald J., Jr.: Flight Investigation of Steep Instrument Approach Capabilities of a C-47 Airplane Under Manual Control. NASA TN D-2559, 1965.
2. Hall, Albert W.; and McGinley, Donald J., Jr.: Flight Investigation of Steep Instrument Approach Capabilities of a T-33 Airplane Under Manual Control. NASA T N D-2775, 1965.
3. Geraci, Phil: AIL'S ??Flarescan'? Offers ILS Guidance to Touchdown. Airlift, vol. 25, no. 7, Dec. 1961, pp. ,43-44.
4. Litchford, G. B.; Tatz, A,; and Battle, F. H., Jr.: A Look at the Future of Automatic
Landing Systems. IRE, Trans. Aeron. Navigational Electron., vol. ANE-6, no. 2, June 1959, pp. 118-128.
5. Powell, F. D.: The AN/GSN-5 Automatic Landing System. Navigation, vol. 7, no. 1, Spring 1960, pp. 48-56.
6. Smith, L. R.; Prilliman, F. W.; and Slingerland, R. D.: Direct Lift Control as a
Landing Approach Aid. AIAA Paper No. 66-14, Jan. 1966.
TABLE I.- GENERAL CHARACTERISTICS OF AIRPLANES USED I N TESTS Propulsion POWf p l a n t Maximum G u i d a n - ] Wing wing gross Airplane area, span, No. of fiax. thrust eng., Max. power/eng., weight, lb t2 (m2 Type E t ( 4 sngines ,mass, kg 1b ( 4 hP (kW) 11 965 237 39 A h r b o j e t 1 5200 (23 129) (22.0) (11.9) (5420) 31 000 95 B Piston 2 987 (14 043) (91.7) (28.9) 662 38 1 10 900 27 000 C l’urbojet (12 231) (61.5) (11.6) (48 483) 315 000 2868 142 D l’urbofan 18 000 (142 695) (266.4) (43.3) (80 064) 193 000 2000 120 b b o j e t 11 650 E (87 429) (185.8) (36.6) (51 819) 2250 120 F l’urbofan 16 100 244 000 (110 532) (209.0) (36.6) (71 612) 203 000 2433 131 hrbojet 12 000 G (53 376) (91 959) (226 .O) (39.9) -.
TABLE JL- OPERATING CONDITIONS Glide slope, ipproach speed, Stall speed, deg Flaps, lirplane knots knots deg Operational Limit a 9 115 to 120 11 000 to 13 000 90 to 97.5 A 45 (4983 to 5889) 5 6 . 5 to 6 2 . 9 75 to 85 24 700 to 31 000 B 45
:11 189 to 14 043) lo I
I Above 9 Above 7 160 to 180 23 000 to 24 000 b115 to 135 C N o flaps :10 419 to 10 872) ~ 130 to 150 Not determined .64 000 to 203 50C 91 to 101.5 D 50 174 292 to 92 185) 000 to 158 OOt 92.3 to 110 130 to 153 E 44 .12 :50 736 to 71 574) .49 400 to 195 20[ 101 to 117 143 to 164 8 1 6 F :67 678 to 88 426) 117 to 137 to 181 OO( 82.1 to 99 9 1 6 G 50 2 1 500 :55 039 to 81 993)
L
aAt 150 knots.
bMinimum speed at which altitude may be maintained: military power, 115 knots; maximum power, 135 knots.
.15 TABLE III: SUMMARY OF PRELIMINARY EXPLORATORY TESTS ~ Glide Number Simulated Total Profile description of IFR runs runs I .
Airplane A Single- segment X 6
I
X
1 7 X
6 107 X 49
I
2.5 X 4 0 Airplane B Single- segment 1
I
X 3
I
8 X 7 X 3 85 X 54 2.5 X 1 X 20
I
Airplane C Single-segment X 4 X 5 X 11 X 4
I
Airplane D Single- segment
I
X X 4 4 7 X 3 X 5
!
TABLE 1V.- SUMMARY OF CURRENT EXPLORATORY TESTS Airplane E Control mode Throttle control Glide Profile No. of slope, VFR Simulated Manual, Simulated Manual, rate, description deg IFR Manual Coupled constant auto, constant constant sec/deg speed speed thrust 3 X X X 3.5 2 3 X X X 3.5 14 3.5 4 3 X . Complete X 4 X X X 3.5 4 X 3.5 1 5 X X Single-segment X 3.5 7 5 X X X 3.5 2 6 X X
X 3.5 a
6 X X 7 X X X 3 . 5 1 7 X X X 3.5 2 6-3 X X X 3.5 11 Simulated 6-3 X split X 3.5 2 axes 8 Two-segment, X X 3.5 5 1.5 n. mi.
________ intercept X X 3.5 8 -- -
6-3 X l Complete X 3.5 a
1 6-3 X ~ Complete X 3 . 5 3
6-3 X X X 3.5 Two-segment, I 9 l 2.2 n. mi.
I
6-3 I X X I X 3.5 11 I
intercept ~ ~~~~ ~ 6-3 X X X Two-segment, .- 3.0 n. mi. 6-3 X X X - intercept 6-3 X Complete X 3.5
TABLE 1V.- SUMMARY OF CURRENT EXPLORATORY TESTS - Continued
I I I Control mode Throttle control Glide No. of Profile slope, VFR Manual, Simulated Manual, rate, runs description IF' Manual Coupled constant auto, constant constant sec/deg deg speed speed thrust I X ~.
3 . 5 1
- - F - t - i X X 3
4 X X X 3 . 5 1 Single-segment 4 X X X 3 . 5 4 ~~ ~ 5 X X X 3.5 4 X X 3.5 2 6 X X 3.5 11 6 X X X X 7 . 0 3 5- 3 X X X X 7 . 0 35 ' 5-3 X 7.0 2 X X 5-3 6-3 X X X 7.0 2 Two-segment , 1.5 n. mi.
6-3 X X X 7 . 0 29 intercept 6-3 X X X 7 . 0 9 6-3 X X X 5 . 5 4 ~ 7-3 X X 7 . 0 1 I x X 8-3 X X 7 . 0 2 X X 7 . 0 5 6-3 X Two segment, 6-3 X X X 7 . 0 30 n. mi.
2.2 intercept 6-3 X X X 7 . 0 11 ~~ 6-3 X Complete X 9.0 1 Total 169 TABLE IV.- SUMMARY OF CURRENT EXPLORATORY TESTS - Concluded Airplane G Control mode Throttle control Glide Profile ' No. of slope, VFR Manual, Simulated Manual, rate, description deg IFR Manual Coupled constant auto, constant constant sec/deg speed speed thrust ~~ X 3.5 12 X 3 X Single- segment X 3.5 12 X X 5-3 X X X 7 . 0 2 5-3 X X X 7.0 8 X 7.0 4 Two-segment, 5-3 X X 1 . 5 n. mi.
X 7.0 3 intercept 7-3 X X 7 . 0 3 X X 8-3 X I 7.0 1 1 9- 3 X X X 5-2.5 x X X 7 . 0 2 1 5-2.5 X X X 7.0 9 1 5-2.5 X X X 7.0 6 1
Two-segment, '
X 7.0 12 2 . 2 n. mi. 6- 3 X X I intercept 6-3 X l x X X X 1 5 . 5 6 6- 3 X X X 3.5 6 6-3 X Complete X 7.0' 1 6- 3 Total Distance f r o m touchdown, n. m i .
T
10 dB 1 1 I _ I
0 2 4 6 8
Glide slope, y , deg Figure 1.- Variation of sound pressure level with glide slope at ground stations 1.7 and 4.4 nautical miles from touchdown. Single-segment, constant-speed approaches.
0 2 4 6
Distance from touchdown, n. m i .
Figure 2.- Variation of sound pressure level with distance from touchdown for single-segment approaches with same thrust on 6O as on 3O glide slope.
F l a r e t o touchdown Capture 3.5 sec/deg S t a b i l i z e 7.0 sec/deg- on g l i d e s l o p e
- 10 X
+---- 3-x 10 Touchdown - 5 ft Breakout t o VFR 0 1 0 20 30 40 103 x> f t t o VFR 200 - Touchdown
- 50
If A ,I Y, ft 0 . Y 0 Y, m
200 -
- 50
(a) Single-segment profile.
Figure 3.- Noise-abatement profiles.
F l a r e t o touchdown 3.5 sec/deg T r a n s i t i o n 7.0 sec/deg 3.5 sec/deg 7.0 sec/deg S t a b i l i z e S t a b i l i z e on i n i t i a l g l i d e s l o p e 10 x Touchdown 2, f t 2 Breakout t o VFR 0 20 x, f t ft 0 '-100 (b) Two-segment profile.
Figure 3.- Concluded.
Guidance - - - - - --
0 2 4 6 8 1 0 x T e s t
x l o 2
Wind Run d i r e c t i o n Speed 2 ) f t
3 6 0 ' 10 k n o t s
-
8 k n o t s
@ 330°
0 330° 8 k n o t s
- - I I -1 1 1 - I 1 - 1 0
-
-
28-x i o
-
-
- k n o t s 2 , f t 4 k n o t s
-
4 k n o t s - 2 8 x 10 z, f t
@ 355O 7 k n o t s
Z ? m
@ 360° 7 knots
@ 350' 8.5 knots
2' 0 -
0 4 8 12 1 6 20 24 28 32 36 x-105
x, f t
Breakout to VFR conditions at 200 feet 161 m). Constant speed; manual operation of flight la) Elevation profiles; approaches to runway 10.
controls and throttles.
Figure 4.- Performance and pilot control inputs on typical noise-abatement profiles and on conventional 3 ' profile.
3 O single- segment 6 O single- segment 0 )
1 Full up
6 ' t o 3 two-segment
-
) F u l l down
-
3 ' single- segment
Z ) Full r i g h t
6 ' single- segment
3 Full l e f t
0 6 ' t o 3 ' two-segment
k, ~ ,, I ~ ' % I } Full t h r o t t l e
-
3 single- segment
0 0 .I.- -0
0 6 ' single- segment
1 J g : } F u l l t h r o t t l e
-- '
6 ' t o 3 ' two-segment
- _ - - -0 0 - I
-
(b) Time histories of pilot control inputs.
Figure 4.- Concluded.
x, m
0 2 4 6 8 x lo3
I I' I I
z , f t
3 A' x, f t
b J 7 m
-30 -20 -10 . 0 1 0 20 30
j- 1 1 1
Target
6o r
c o o r d i n a t e s f o r s e c t i o n p9L
x = 4 6 0 0 ft
z = 260 ft
0 a z , m
C 0 0
-5
-20 - -10
-
-40
-15
I I I I I I I I J
-io0 -80 -60 -40 -20 o 20 40 60 80 100
&?, ft (a) Vertical and lateral displacements.
Figure 5.- Flight-path deviations for airplane E at start of 3.5 sec/deg flare to touchdown from 6O single-segment profile. Section A A ' ; N = 8 .
. , . ... . . , .. . , ... __ _. . .. . . .. .. _ _
I
Q G
8 30
k a , pc (b) Angular deviation from nominal glide slope.
(c) Angular deviation from nominal course.
Figure 5.- Concluded.
X? m
0 2 ~ - .- 4 . 6 8 x lo3
I I I , 8 x 2, f t .
i
T a r g e t c o o r d i n a t e s f o r
"E
s e c t i o n BB' x = goo0 f t n 7n
1 ~~
V -5 -10
- 40
-15
-20 I
(a) Vertical and lateral displacements.
Figure 6.- Flight-bth deviations for airplane F at start of 7.0 sec/deg flare to touchdown from 60 single-segment profile.
Section BB'; N = 11.
-P c
8 30
PI (b) Angular deviation from nominal glide slope.
(c) Angular deviation from nominal course.
Figure 6.- Concluded.
x J
0 2 4 6 a 103
C 2 - 2, ft o 4 8 Q J -20 0 20 40 60 a0
- -1- -
-T -1 - - I - ' - 1 7
Target coordinates for S e c t i o n C C ' x = 14 120 ft = 760 ft O d 3 0 a z J -50 -20 !
-100 -50 0 100 '150 200 Q, ft (a) Vertical and lateral displacements.
Figure 7.- Flight-path deviations for airplanes E and G at completion of 3.5 sec/deg transition on two-segment profile.
Section CC'; N = 11.
L 1 2 3
(b) Angular deviation from nominal glide slope.
Q)
2 20'
Pi (c) Angular deviation from nominal course.
Figure 7.- Concluded.
x, m 0 2 4 6 8 x lo3 I I I I I Target coordinates f o r Section DD’
loot
x = 14 460 ft I 1 2o z = 760 f t OO 0
50 1
I 0 0
i
* - n- ft 0 : 0.
O O
8 o # ~
0 0 0 0 0 0
I O h ’ m
I
I
-j -20
I - _-I
1 r
- 100 .- 50 0 50 100
&, ft (a) Vertical and lateral displacements.
Figure 8.- Flight-path deviations f o r airplanes F ang G at completion of 7.0 sec/deg t r a n s i t i o n o n two-segment profile.
Section DD’; N = 30.
I
70 - 717 deg
(b) Angular deviation from nominal glide slope.
:'a 30
a J PI (c) Angular deviation from nominal course.
Figure 8.- Concluded.
I
io00 m 7 X
-- . - - - - J E '
1 4 fv, m -200 -100 0 100 200 1 1
I
0 0
o a
0 00 0 b, ft 0 o m 0 00 O -100 -200 1 - 5 0 I I 1 1. I. I !- I .I . 1 _ . . I I.. I . I _ I
- 600
- 400 -200 0 200 400 600 890
&, ft (a) Vertical and lateral displacements.
Figure 9.- Flight-path deviations for airplanes E, F, and G, 5000 feet (1524 m) after 6 ' glide-slope capture. Section EE'; N = 60.
,, *,<,.
I I I
-5 -4 2 -3 -2 -1 1 . 2 3 4 5
(b) Angular deviation f r o m nominal glide slope.
(c) Angular deviation from nominal course.
Figure 9.- Concluded.
XJ m
0 2 4 6 8 x lo3
3 - x 1 0
8 x lo2
2 - F Z J ft 4- - 4 ZJ m 1 - 0 3 AY, m -40 -20 0 20 ... . . ..
I I
I
-
180 0 ’ -I 55
0 0 - 40 0
- c %
- C 0 0 0 0 A, ft 0 -20 0 0 O ( -40 -60
1 -20
-80 I I I I I I -1OC -160 (a) Vertical and lateral displacements.
Section FF’; N = 4 0 .
Figure 10.- Flight-path deviations for airplanes E, F, and G on 3O single-segment profile.
-4 -3 -2 -1 0 1 2 3 4
y o - 7 1 ' deg
(b) Angular deviation from nominal glide slope.
40 t
u zn I- /" k
I2
-4 -3 -2 -i o 1 2 3 . 4
4 f , deg
(c) Angular deviation from nominal course.
Figure 10.- Concluded.
X? m
0 2 4 '6 8 x lo3
1 I 1 I I
8 x l o 2
2, ft
4 2 ) m
I - A
- = 1 I 3 O I t ,\ - 1 I 1
I 0
8 1 6 2k G' 32 x 103
x, ft
200 -
- Az, ft r\ - v v
O O O 0 0 0 0 0
0 80
I
(a) Vertical and lateral displacements.
Figure 11.- Flight-path deviations for airplanes E, F, and G, 5000 feet (1524 m) after 3O glide-slope capture. Section GG'; N = 4 0 .
L
2 30
a , k
& ) 20
-4 -3 -2 -1 0 1 2 3 4
Y o - Y1’ deg
(b) A n g u l a r deviation from nominal glide slope.
(c) Angular deviation f r o m nominal course.
Figure 11.- Concluded.
I x> m
0 1 2 3 4 5 6 7 a 9 x 10
' z , m Figure 12.- Typical elevation profiles and ground tracks for airplane 0 for various control modes. y = 6 ' .
L
I A u t o t h r o t t l e
Full Up -1
Without I- With Without With - F u l l t h r o t t l e Without \
I , I I I I I - - -1
- F u l l t h r o t t l e
-
\ With
I 1 1 I I I 1 I - -1 -
Figure 13.- The effect of simulated autothrottle on pilot control inputs. y = 6O/3O; 2.2-mile intercept.
Acoustic Acoustic s t a t i o n , n. m i .
s t a t i o n , n. m i .
4.4
2 . 6
I- o m
I- 1
-a I- I N I I
T 100 '
SPL, bB
- - 7 7 7
Throttle position 01 I
5 Fly r i g h t
----
Course deviation,
---- --.-ob-
dots
5 L Fly l e f t
Intercept Glide- slope deviation, dots
I t o WR
20 seconds
1 t - - - i
5 Fly down
Figure 14.- Time histories of airspeed, throttle position, and course and glide-slope deviations. Effect of throttle o n sound pressure level i s indicated at 2.6 and 4.4 n. mi. stations.
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