Escolar Documentos
Profissional Documentos
Cultura Documentos
DALE E. CREECH
APIR 151969
When Government drawings, specifications, or other data are used for any purpose
other than in connection with a definitely related Government procurement operation,
the United States Government thereby incurs no responsibility nor any obligation
whatsoever; and the .,act that the Government may have formulated, furnished, or in
any way supplied the said drawings, specifications, or other data, is not to be regarded
by Implication or otherwise as in any manner licensing the holder or any other person
or corporation, or conveying any rights or permission to manufacture, use, or sell any
patented invention that may in any way be related ereto.
This document has been approved for public release and sale; its distribu-
tion is unlimited.
BUIFSECTION
UHAKNO0,UICED
\ .....................................
CODES
IA IL AILITY
01310171TI,
Copies of this eeport should not be returned unless return is required by seeurity
considerations, contractual obligations, or notice on a specific document.
DALE E. CREECH
Ic
FOREWORD
WM A HA ILTON
Chief, Landing Gear & Mechanical
Equipment Division
Directorate of Airframe Subsystems
Enginsering
ii
I~ ASD-TR-68-56
ABSTRACT
ii
ASD-TR-68-56
TABLE OF CONTENTS
SECTION PAGE
I INTRODUCTION 1
II DATA REQUIREMENTS 2
1. Data Requirement of MIL-W-5013 2
2. Energy Computations 17
REFERENCES 20
V
ASD-TR-68-56
ILLUSTRATIONS
FIGURE PAGE
TABLES
TABLE
vi
I _
ASD-TR-68-56
SECTION I
INTRODUCTION
T1
ASD-TR-63-56
SECTION II
DATA REQUIREMENTS
f. Effect of wing lift in reducing the wheel load during the stop, thereby
decreasing the torque which can be developed without skidding the tires.
g. Distribution of load and brake capacity among the various wheels.
h. Total stopping distance.
I. Static force avilable for holding aircraft stationary while running
up engines.
2
ASD-TR-68-56
m. Brake retarding forces versus time curves and brake retarding forces
versus speed curves for each design condition.
2.
II
REQUIREMENTS FOR DETERMINING BRAKING CAPACITY
This report presents a method of computing braking capacity that is more
definitive than that presented in MIL-W-5013 and which Air Force engineers
can use to check the contractor's calibrations. For these computations, we
need inputs that are different from the factors listed in MIL-W-5013. For example,
instead of the energy of the mass at touchdown (Item a above) we need data on
the actual gross weight, the c. g. position, and the touchdown velocity to
determine the energy at touchdown. Instead of Item b, we need the thrust of the
engines versus time and vel-;clty to compute the energy added to or subtracted
from the aircraft from a time one second prior to touchdown until it comes to a
complete stop. All of the factors can be computed in this way and compared
with values submitted by the contractor. For these computations, the following
data is needed and should be required from the contractor:
a. Time. The time, starting one second prior to touchdown for landings
and one second prior to brake application for rejected takeoffs in increments of
0. 25 second.
a 3* glide slope.
(3) Rate of Sink -. The vertical velocity after flare and at the instant
of touchdown; In calculating braking energies and stopping distances, use
4 ft/sec for all landings. (Note: 4 ft/sec is considered an average, but not
thd maximum sink rate required by military specifications.)
3 4
4?
i. ~ - -
i ASD-TR-68-56
s
"' 4
ASD-TR-68-56
30 -
" 26
24
20
-18--- --- _
0 1
O146
o
.1 0
X
0 . C- - --.
II 6-
to Complete Sto
-1 0 I 2 3 4 5 6 7 8 9 t0
5
ASD-TR-68-56
.13. .I-- _
.12 -
"I
.09 - _
.07
.06 1
.04 - _ -- - - - - - - - -
-I 0 I 2 3 4 5 6 7 8 9 "0
I T.uth, ... Ti me (Seconds)
6
ASD-TR-68-56
1.2
\A
K
.9 -
Sample Curve
.8
.7 -- - m u_
1;Constant for
mainder of Stop
.3 -Re .- ___
1 ft
-1 0 I 2 3 4 5 6 7 8 9 10
Touchdown Time (Seconds)
7
ASD-TR-68-56
10011- -
PM Main Gear
* 90
80
0
0
.2
50
30 - Nose Gear
-0 -
-I 0 2 3 4 5 6 7 8 9 10
Time (Seconds)
8
ASD-TR-68-56
Three basic conditions for which braking is required are considered in this
report: normal landing, maximum gross weight landing, and rejected takeoff.
These three conditions are described as follows:
a. Normal Landing
In a normal landing, the aircraft follows a 3* glide slope to point of
touchdown and has a gross weight of "landplane landing design gross," as
described in Reference 2. The rate of sink velocity, touchdown (forward) velo-
city, and brake application velocity are provided, as required by Section H.
All changes in configuration for the transition aroa are shown In Figure 5; if
additional changes are required after the brakes are applied, these must also
be indicated.
c. Rejected Takeoff
For the rejected takeoff, the starting time begins at the point of
decision to abort or I second prior to brake application, whichever is earlier.
The transition area includes all changes in configuration shown in Figure 6, plus
any additional changes required for a specific aircraft.
9
ASD-TR-68-56
0 a) 'DIn.
0 - 0~
0 0
C 0i
0k
0 0 )
C o 40.
00
0 <z-
010
ASD-TR-68-56
Transition Area
or Engines at Idle
Velocity at
Decision Point
Runway Length
The runway length is such as to result in the greatest velocity possible such
that engine failure permits acceleration to takeoff in the same distance that
tho aircraft may be decelerated to a complete stop @ 10 ft/sec 2 rate of
deceleration by the brakes only.
a-_ 1 - acceleration with all engines minus one for most adverse condition
of temperature and altitude commensurate with aircraft operation
For this computation, the time, t, from deciding to abort until the brakes
are applied will be considered to be 3 seconds; during this time period, the
average velocity has increased to 1.05 Vm . The abort distance, SA, then will be
5
(n+ad) Vm +2 2anadt1.O Vm
A2 an ad
For maximum abort velocity, the distance to abort ideally should equal
the distance to takeoff after loss of one engine; thus,
Sn_ , = SA
or
aO
an-_Vr 2 +On ( Y~
Yt 2 -Vr 2 = an+Od)Vm2 + 2 anqdjt1.O5Vm
an-i 2
anad
Therefore, the maximum abort velocity will be
12
ASD-TR-68-56
SECTION I
DETERMINING BRAKING ENERGIES
The following procedures are used for determining braking energies. The
equations used in solving the forces, distances, and energies are given, as well
as the inputs needed for use in these equations. A sample calculation is also
given using each equation. The results of these sample calculations for forces
and distances are presented in Table I. The results of the calculations for
V4
energies involved are presented in Table II.
: DA =C O q Sw
where
Therefore,
13
ASD-TR-68-56
/PM)(G.w.-
BDIL CL q SW) +(Ad) (C.G. Height)(G.W.)
Nse to Main 13002.2))
+(_Thrust) (Height of Thrust Line))]
+(Nose to Main Wheel Dist
where
p. = 0. 41 for this example
PM = appropriate value determined from Figure 4
G. W. = 240, 000 lbs (for this example)
CL = appripriate value determined from Figure 3
P= 0. 00238
C.G. Height = 150 inches
Nose to Main Gear = 700 inches
Height of Thrust Line - 140 inches
thrust = appropriate value from Figure 1
Ad and reverse thrust are accompanied by negative signs.
Therefore,
41 [ (0. 85) (240, 000 - (0. 20) (0. 00238) (204. 9)2(4000)
+ (-1. 33) (150) (240,000)
(700) (32.2)
Considering the initial velocity to be 230 ft/sec at time -1. 0 see. resulted In a
touchdown velocity of approximately 226 ft/sec at t = 0. 0. Figure 5 Indicates
braking application would start at a velocity of 204.9 ft/sec at t a 14.50 seconds.
w DC = CDC 4 Sc N (x)
wher,,
CDC and Sc are inputs provided by contractor
N = number of deceleration chutes
X = openiug shock effect
*Priorto brake application, this value can be based on main gear rolling resistance
14
7;1 _ _1
ASD-TR-68-56
f. Decelerttion, Ad
Ad= IF.
Therefore
A = (-27,416) (32.2) - 3 68 ft/sec2
d (240,000)
g. Incremental Change in Velocity, AV
AV=aAt
Therefore
AV = -3.68 (0. L) = 0.9196 ft/sec
h. Incremental Distance. Ad
Ad=(V + AV)At
2
Therefore
Ad = (2%0 + -0. 9196) (0. 25) = 57, 39 ft
2
i. Total Distance Traveled ( d)
15
ASD-TR-68-56
CD ) -4 - ~ C 00 0 00
V! t -D CD C D (D m
to to to 10
to 1 10 to 10
0) 0 m L- C C - tD 1"
D ID I oo 00 0 0 t- q to
c; CD
a) 0D0 to 00 0)
m M0 -
0) wD w 10 1o0 cD 0 V-f r-4
CD3 C; C; C; C; C; C; -
00 to V mI to 00I I
z- "Ir W w c b- 0 O
Cq N~4 cq *q Q 1 0) C
e
00 4J
.2 4 w 0
r-
P '0Z tJ' CD C 0 -WDD
~~4-)
0 P c o uato0
ca CC; 10 CD
*0 I 0 0
CD 10
t00 H to mCDWt
MD m 00C mD mDC
0 ~~~ 1. C
0
IC5 0 0 CDC D
0 0) 0C)
m0 HDC
00 OD 00 0 0
) .C
ODI I M
D CD
HD C CD3 to LD H o
;> CD CD CD CD CD CD CL CD
C- 0)q 10 0 C D c0cq
0D
') CD C 0 to 0 t 0
L- cq 0) cq CD v-I 0
44~ 0) 0 vI C D 1 ~ 4 C
go D CDI C ; ;C
16
ASD-TR-68-56
2. ENERGY COMPUTATIONS
The energy to be dissipated in the braking process can be determined by
multiplying the incremental forces (T, DA , BDo DC , and ND) by the incremental
distances (A d) and summing for the total. Values for the example (aircraft
with a G. W. of 240, 000 lbs and an initial velocity of 230 fps) have been computed
and are presented in Table H. Inputs for the various columns are as follows:
a. Time (t) - in increments of 0. 25 see, as in Table I.
b. Kinetic Energy (K. E.) -value determined from the following equation:
G.W.
K.E.= '2 9
i c. Total
given Engine Energy - to include the total amount of thrust for the
time period.
17
[,,
, i 17
ASD-TR-68-56
0 1 V-1 0 02 t
0~0 ~ a t"4
14 w0C 2
t- to LO4
t' I I
*4 q0
Cl
b~ 0 z z z z z z
0 0 0 w
0o
L
;
al
*4*
0 0 t- t- co
piI
0 0O 02 IN4
02o '4O4 oo2
(a 0 ao ; t
04 12 1
02 D2 o2 0 b4
46 0 tb4
w2 m2 to '' 0 -
to Lo t- .-4 0o ca
to 02 0 m2 m 0D
1-4
;i04?; 0 -
;C
0
m- 0 0 0 w'
18
ASD-TR-68-56
SECTION IV
Iq
It
j 19
ASD-TR-68-56
REFERENCES
20
* -
UNCLASSIFIED
Security Classification
DOCUMENT CONTROL DATA- R & D
(Security claselflcation of title, body of abstract and Indexing annotation must be entered when the overall repoti s claa ified ,
I. ORIGINATING ACTIVITY (COrporte a luthor) Z. REPORT SECURITY CLASSIFICATION
3. REPORT TITLE
Dale E. Creech
Cletober 1QAR 2I
IS. CONTRACT OR GRANT NO. 9a. ORIGINATOR'S AEPORT IJUMBER(S)
d.
This document has been approved for public release and sale; Its distribution Is unlimited.
This report describes a standardized method for analyzing and calculating aircraft
brake energy requirements. The method is an adaptation of method II of MdIL-W-5013 and
requires exact inputs readily adapted to competter use. These methods have-boenjused in an
analysis of the C-5A, F-111, and AMSA aircraft brake energy requirements. Programming
the equations into a computer gave very satisfactory results. The methods can be used
manually or by a computer to determine the bratkng energy requirements of any aircraft. 1)
I
IliI
:FORM
DD 1 NOV J473 T.AS STF ...
Security Classification
JWTLAqqFT1F-T
Security Classification
14. L INK A LINK 9 C
KEY WORDS
RO LE WT RO,.E WT ROLE WT
Ii
I!
UNCLASSIFIED
Security Classification
Dr:APToN 0 rHE AIR FORCE PP"
REPLY TO
2 9
APR 9 w
ATTN or ASNFL (Mr Creech)
14 WADLL" - I Atch
Acting Chief, Landing Gear and Errata Sheet
Mechanical Equipment Division
Directorate of Airframe Subsys Engr
CL F A R IN IiOUSE
h^,
, , ww ;, e, I) - f w1<
ERRATA SHEET FOR ASD TR-68-56
1. On page 12:
a. The equations for SA and Sni equal the total field distance.
2. On page 14:
b. The BD sample calculation has the proper answer but should read
as follows:
85 -()(.238)(24.9) (1O).((l33)(l50)(24OOOO) 32 ' /
) (0.0 2 L (7 0
D = [(.85)00)'=
"'
((+160) (140) I
(700) )]= 68,855
+ (+tThrust)(Heiqht of Thrust)'
\Nose to Main Wheel Distance/