NASA

CONTRACTOR

REPORT

177491

Takeoff

Predictions

for

Powered-Lift

Aircraft

D. D.

A. R.

Wardwell Sandlin State 93407 University

California Polytechnic San Luis Obispo, CA.

Prepared for Ames Research Center under Grant NCC2-236 July 1988

N/ A
National Aeronautics and Space Administration Ames Research Center Moffett Field, California 94035

.i

ABSTRACT

Takeoff

Predictions

for

Powered-Lift

Aircraft

Douglas

Allen

Wardwell

Takeoff and conventional

predictions takeoff

for

poweredlift aircraft

short have

takeoff been added

(STO) to

(CTO)

NASA

AMES

Research

Center's

Aircraft

Synthesis

(ACSYNT)

code.

The

new

computer required

code to

predicts achieve

the the

aircraft minimum

engine takeoff

and roll.

nozzle As a

settings

test settings

case,

the for

code the

predicted YAV-SB

takeoff Harrier

ground that

rolls compared

and well

nozzle with

measured

values.

Brief

analysis

of

takeoff

performance

for

an

Ejector, Thrust

Remote STO

Augmented aircraft

Lift, using

Hybrid-Tandem the new routine

Fan, will

and be

Vectored presented.

PRECEDING

pAGE BLAN_

NOT

FILMED

iv

TABLE

OF

CONTENTS

LIST

OF

FIGURES

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

vi vii I 2 5 5 5 6 13 16 16 18 20 22 26 27

NOMENCLATURE INTRODUCTION BACKGROUND TAKEOFF

PROGRAM ..................... Requirements .................... Assumptions and limitations ............ Program description ................ VALIDATION

PROGRAM

AIRCRAFT DESCRIPTION .................. Ejector concept .................. Remote augmented lift concept ........... Hybrid-tandem fan concept ............. Vectored thrust concept .............. RESULTS .........................

RECOMMENDATIONS REFERENCES APPENDIX APPENDIX A B ....................... ....................... .......................

28 29 47

LIST OF FIGURES

Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure

i 2 3 4 5 6 7 8 9 i0 II 12 13 14

Aircraft takeoff

free body diagram program ...............

used in the 6 the balance ...... II 14 15 16 17 ........ 17 19 20 .......... 21 ....... ........ as a function 23 as a function 24 21 22 8

Free body diagram used for equation ................... Ground roll minimization

technique

Predicted and actual rolls versus takeoff Predicted and actual angles versus takeoff Ejector Ejector Operation RALS aircraft RALS engine Hybrid Hybrid Vectored aircraft engine

Harrier takeoff ground gross weight ...... Harrier ground takeoff nozzle roll ......

............... system ............ mechanism

of Ejector

................ system ..............

Tandem Fan concept Tandem Fan engine Thrust engine

system system

Ejector ground roll performance of gross weight ...............

15 Takeoff ground roll comparisons of gross weight ...............

vi

NOMENCLATURE

ACCELM CD Cog. CL D DFRONT DRAMD DREAR FA FAZ L MU q RAMD RD SPLIT SREF TF THRSTU TR W XF

minimum acceleration drag aircraft lift aircraft distance distance distance force force aircraft - runway - dynamic ram-drag - ram-drag thrust aircraft front coefficient center coefficient

required - D/(q*SREF)

along

the

flight

path

of gravity = L/(q*SREF)

drag vector the front thrust vector vector is is from from is the the c.g. c.g. the Cog.

of the of the the

ram-drag rear flight

thrust path flight

vector

from

along normal lift

to the vector

path

coefficient pressure vector vector split wing thrust

of friction

between area vector engine vector

the

forward

and rear

nozzle

uninstalled rear aircraft x-distance Cog. thrust

thrust

weight the front thrust vector is forward of the

vii

XR XRD

x-distance x-distance Cog.

the the

rear

thrust

vector vector

is is

aft

of

the of

c.g. the

ram-drag

forward

ZF ZR ZRD

z-distance z-distance z-distance aircraft runway angle angle angle front is full

the the the flight angle

front rear

thrust thrust

vector vector is

is is

above above the

the the c,g.

c.g. Cog.

ram-drag path (positive

vector angle is uphill) to to to

above

?RW 87
88 89
OF

from from from nozzle aft)

c.g. e.g. Cog.

location location location with

front rear

thrust thrust

location location

ram-drag to

location the fuselage (0

angle

respect

@FUS @R P

fuselage aft nozzle

angle angle of the

with with air

respect respect

to

the to the

runway fuselage

density

viii

..

',

"

...

,'

.L

..

BACKGROUND

ACSYNT currently Cal design to Poly, stage.

is being to

the

conceptual at and both NASA

aircraft Ames

design Research

code Center, in the

1,2

that and

is now

used design It uses

study

aircraft and

conceptual methods given be any

empirical and

analytical parameters, phases can

predict

aircraft mission (up I) 2) 3) 4) 5) 6) 7) 8) to

weight phases. a maximum

performance mission of

individual combination

These of

twelve)

the

following:

Takeoff Climb Acceleration Cruise Loiter Combat Descent Hover ACSYNT for a given estimate the other and was had two options One required was only routine and for to a predict very weight that the takeoff simple and

Previously, performance fast tion, the

aircraft. that a

preliminary while actual

informarequired case of

simulation velocity, the actual and/or

weight STO versus

rotation

powered-lift schedule

aircraft,

thrust-nozzle height

angle

aircraft

velocity

3 The first will estimate It (and roll method a takeoff does usually is likely routine an aircraft's Unfortunately, and device This settings this older) mentioned ground by is roll an empirical given its to find only the method aircraft's to its that of that

weight. other ground

comparing aircraft

weight what

takeoff

to be. uses a time-step takeoff this that the if integration method to wingrequires be known for let the

The latter that borne specific conceptual aircraft flap, allow fly simulates flight. thrust

and transition simulation cannot

aircraft. in

means that condition not the all

code will the It exact also

an unbalanced settings of most are of if

engine, does not

and nozzle for analysis under

input. powered-lift the nozzle

STO aircraft schedules, capability to etc. to be a

currently were

study--even routine and of did

known.

This

gave ACSYNT little not takeoff allow for

optimize imposed third roll, between straints

takeoff on many

constraints

the

conditions.

Therefore, the thrust

and different aircraft the for thrust thrust takeoff.

program

was needed to predict angles, given and/or

ground split

deflection vectors,

minimal

input

and con-

Unlike aircraft fuselage. to roll, For take off

conventional can This deflect unique

takeoff thrust ability

(CTO) aircraft, at various

powered-lift angles to the

enables which of

powered-lift requires takeoff that has less

aircraft ground

at much lower complicates the

speeds, prediction

but

performance. independent

example,

a powered-lift

aircraft

thrust has all

vectoring the

both

forward

and aft

of

the

c.g.

not

only fl_ap

unknowns tail

of CTO aircraft and front thrust

(takeoff rotation

velocity, speed), but

settings, additional thrust-vector aircraft and

settings, of and additional the that

the rear

unknowns angle, also have of

thrust-vector split. ram-drag

angle,

Many powered-lift from the deployment as well as

operation

thrust-deflection operate differently

device during

propulsion and jet-borne

systems flight.

wing-borne

TAKEOFF PROGRAM
Requirements The it should requirements predict, angle, give the was run a the minimum minimum also time, for for the new takeoff routine aircraft, and roll. for be CTO the It were the thrust should that frontsplit also The terms to of use as

powered-lift angle, ground roll to

nozzle that predict routine computer predicted possible aircraft input.

rear-nozzle takeoff ground required to be from input data), and to

aircraft. in ACSYNT, as accurate

efficient into to allow be for

integrated ACSYNT, to

parameters (given

many

different additional

configurations,

require

minimum

Assumptions

and

limitations

In ments, The into the

order some

to

work

within and

the

scope

of

the had (RCS)

above to were be

requireimposed. not taken from and of

assumptions of a since air reaction the

limitations system in RCS engine system,

effects account bleed on are

control reduction by the

performance, is not linear moments

required aircraft easily assumed

depends inertia the c.g. relative

the not was

configuration. calculated to be a for point assumed means

Since conceptual mass to that

aircraft, acting be at the

aircraft All to

aerodynamic the thrust

moments moments.

were This

negligible lift and

all

drag

forces the is total

act

at

the

c.g.,

that of

tail the

or canard wing, forces. data or

moments can that the may

counter aircraft specify predicted vary from The respect

pitching balanced aircraft

moment using lift only

and

thrust

The user use is the

and drag

values to

by ACSYNT. 0 to forward to the 180 thrust

The rear

nozzle

angle

allowed

was allowed Although

to this

vary

linearly

with was not

thrust

split. it

linearity for the

an accurate tion may of be

assumption,

was necessary Only

simplificaaircraft not fully

calculations analyzed. and not

and input Ground easily

single which

engine are

effects,

understood
Program

applied,

were neglected.

description Figure I to Only the the shows all the which thrust forces are vector and used and the their in the rear locations takeoff thrust

relative program.

fuselage front

OFUS

ZF_

TR

Figure

Aircraft program

free

body

diagram

used

in

the

takeoff

vector specify the limit

are such

used inputs

in

balancing as the split, along angles takeoff angle

the

aircraft. of the path path

The user front angle, at

may

range flight flight

nozzl'e, and the takeoff. for the input

on the

thrust

the the

acceleration Initial ground details). for nozzle roll

required and flap preceding There

may also (see three

be specified Appendix A for that

are basically an aircraft's

equations

are used aft-

predicting angle,

forward-nozzle split balance for

angle,

nozzle roll. aircraft's vector, the c.g.

velocity, equation created thrust 2)

and thrust is by the vector. with positive acting the

minimum takeoff about the

The first c.g. and rear (Figure

equation vector,

ram-drag

front

thrust

The moments are summed about moments in the in the clockwise of the

direction forward

and positive flight path.

forces

direction

THRSTU*SPLIT*DFRONT*sin(@F-_7)-RAMD*DRAMD.Sin(7_@FUS_$9 = THRSTU * (I-SPLIT) DFRONT = DREAR = DRAMD = _7 = ((XF)2+ * DREAR * Sin(@R+_8 ) (ZF)2) where,

(1)

(la)

{(XR) 2+ (ZR) 2 } {(XRD)2+ (ZRD)2}

(Ib)

(ic)

ZF atan(--_--) ZR atan(-_-- R ) atan( ZRD ) ZRD

(Id)

_8 89

= =

(le)

(if)

The dicular insuring

second to the

equation flight path.

is

the This

sum of

the

forces is set flight

perpen= to zero,

summation specified + +

that

the

aircraft

is

on the

path: (2)

FAZ - 0 = CL*q*SRE F - W'Cos(T)

THRSTU*SPLIT*Sin(OFUS+OF-T)

THRSTU*(I.0-SPLIT)*Sin(OFUS+OR-T)

Figure

2 The

Free body diagram third flight path equation path is

used for the

the balance the is forces set

equation. along to the the

sum of summation times the

specified input flight

This

equal

acceleration

aircraft

weight: + (3)

FA = W*ACCELM=

CD*q*SREF - RAMD - W'Sin(T) THRSTU*SPLIT*CoS(OFUS+OF-T ) + THRSTU*(I.0-SPLIT)*CoS(OFUS+OR-T)

If aircraft tions.

Eqs.

(i),

(2), take off the

and (3) given unknowns

are all

not the

satisfied, input ground takeoff roll,

then

the

cannot Initially

condi= takeoff

are

velocity, split. only the the three

front Since

nozzle there

angle, are five

rear

nozzle

angle, and, are not at

and thrust this point, solve in

unknowns

equations, These sense,

I:

two more equations two equations will

needed to be equations problem.

given

problem. normal
CONDITION

but
to path

conditions
minimize

placed
takeoff

on the
velocity

flight

acceleration. takeoff ground ground roll roll velocity (see is a equation function will 4a). of the thus

CONDITION

2:

minimizing minimize

The

latter

is

true

since

velocity. Due thrust and Eqs. unknowns iteration roll is then for VTO SG |_0 where, [THRSTH-MU*(W-THRSTV)-RAMD]-[CD-MU.CL].q.SREF a = W*_R W V a dV (4a) to split, ground (I) , roll (2), are the front must and solved nature and be (3) of rear found along the nozzle by an with ground minimum problem angles, iterative condition roll. takeoff the the When velocity, forces acting velocity: the predictions takeoff process. i, all the velocity, Using the above ground on 3 the for

except to by a

converges computed a velocity

integrating of zero to

aircraft

takeoff

W/g

(4b)

This aircraft

ground

roll (condition

is

then 2)

the

minimum input

ground conditions

roll and

for

the

given

program

assumptions.

I0 The takeoff iterative velocity, process and thus as follows: nozzle angle is is estimated. used ground to roll, calculate is the minimum Figure 3

shown in

and described I. 2. 3.

The front The takeoff The thrust using follows: the

velocity split first

estimated. nozzle , angle (I) are and solved (2), as

and rear two

equations

THRSTU*SPLIT*DFRONT*Sin(@F-_7 ) - RAMD*DRAMD*Sin(7-@FUS-_9 )
@R = ArcSin( THRSTU*(I.0-SPLIT)*DREAR )

#8(5)

{Sin[ArcCos(LHS) {THRSTU*(I.0-SPLIT)*DREAR} SPLIT = + RAMD*DRAMD*Sin(7-@FUS-_9

@FUS+7+#8]

}.

) (6) )

THRSTU*DFRONT*Sin(@F-_9

where
.

LHS takeoff and

is

defined velocity

in is

appendix then

B. solved for values using for Eq. the

The (7) thrust

the split

currently and rear

calculated nozzle angle:

W V 2 = "

RAMD*Sin(v) ) R) ) (7)

THRSTU*SPLIT*Cos(90-@F_@FUS THRSTU*(I'0-SPLIT)*Sin(@FUS+@ 0.5.p.SREF.(CL.COS(V).CD.Sin(7

If

this

takeoff value ,

velocity then if make new

is this the

not value squared estimate

the

same is the

as

the new is

previous estimate. negative ,

However, then

velocity = previous

ii

estimate 30 times).

0.1*previous

estimate

(iterate

less

than

Steps

through

are

repeated

until

takeoff

velocity

converges.

If

no

convergence,

then

message probable

is

printed

stating

this

fact

along

with

causes.

Next, improved

another

front

nozzle

angle

is

tried--using

an

estimate.

Steps

through

are

repeated

until

the

minimum

takeoff

velocity

is

found.

>.
-+.,m

O O
m

Result

>
_+--

Result

-4---

Result

E E
o_

c-

Fronf nozzle angle

Figure 3 Ground roll minimization technique.

12

The some is

computed safety the

takeoff factor

velocity (input by takeoff

is

then

multiplied This velocfty

by

user).

predicted roll forces, from a

minimum is as velocity then

velocity by earlier integrating (equation the takeoff

I0.

The

ground

calculated

aircraft 4a) ,

described of zero

to

velocity.

To aircraft, very lift first aircraft front with a and

allow two

for other to the and as

the

takeoff

analysis procedures above one above, for is rear

of were (again CTO for

many also for

types used--one powered-

of

iteration one a much described

similar aircraft), routine, with rear

described simpler

aircraft. powered-lift (ioe. one

The

non-coupled nozzles thrust with a to can split the

front move

and

nozzles of nozzles. nozzles is used. and to the and routine rear

the

independently these and technique and then one the front rear

another)

variable aircraft the split

between front

For such thrust are ously only very as

coupled, Here the

Harrier, is The set

simpler 0.50 is step

nozzles previthree

coupled. described, solves rapidly The third

process except

similar is removed This

one step

for as

the compared routine

nozzle to is a

angle. the first.

converges

very type routine iterated

simple

procedure

used with

for no

CTO

(conventional devices. ram-drag

takeoff) This need be

aircraft--aircraft is on. almost See solved appendix

powered-lift itly--only more details.

explicA for

PROGRAM VALIDATION

To validate fighter operational cally, this total the is

the

takeoff Since

routine, the it

actual

data

for is

a STOVL the only

needed.

AV-SB

Harrier

STOVL fighter YAV-8B Harrier the takeoff data

was chosen--or the

more test

specifiFor

was chosen--as program (before attitude setting path data at

case.

comparison lift

requires

engine takeoff), roll,

thrust, wing angle and were be

and drag angle, initial along design,

and during during during takeoff.

incidence of attack,

fuselage nozzle the

ground ground If

roll, this

acceleration a conceptual

flight input user data

the

mentioned Since

above would the

ACSYNT estimates an actual aircraft,

and/or this

estimates. is

YAV-8B is into the

known and, For lb.

when input the YAV-SB, the

ACSYNT, should engine run, thrust CL = 0.675, both

give at

accurate is

results. 21,810

takeoff CD = 0.55,

During

ground and CD

and, for

at takeoff, an angle to the the

CL = 1.13 of attack fuselage,

= 0.319; The wing fuselage nozzle varies obtained Wilson5).

CL and CD are is +6.5 is gross the

of 9.5 4 and the

incidence is setting with from at

+3 relative relative and to the

runway.

The initial acceleration numbers by were

i0 , weight takeoff

flight-path acceleration performed

(actual analysis

Hahn and

13

14 Takeoff are shown in ground Figure roll 4. data The rolls of as a function program than of gross weight

predicted 6

slightly possibly rotationa second to a

shorter result the rotate of

takeoff the

ground assumption

reported,

instantaneous about a quarter position.

nozzle of

Harrier its

actually nozzles

takes to the

takeoff

1200 M-. J1000

,,.J

-.-.-m---. ACTUAL --o-PREDICTED j/,,,_

O
nO

800

Z O 600 et1.1..

u. 400 O
I,J.I

'_ 200
I--

20,000

22,000

24,000 TAKEOFF

26,000 28,000 GROSS WEIGHT,

30,000 Ib

32,000

Figure

Predicted versus

and takeoff

actual gross

Harrier weight.

takeoff

ground

rolls

For predicted Figure ground 5.

the by

minimum the The in was code data Figure due and Both to in

takeoff are

roll, to

optimum known

thrust takeoff to of the the

angles data takeoff predicted the in

compared 5

Figure 4. The

corresponds

rolls

nonlinearity tolerance assumption ground roll

nozzle-angle takeoff nozzle

convergence the takeoff

throughout of instantaneous and the

routine rotation.

again the

nozzle

15 angle both predictions figures are for

60

for

the

YAV-8B were very on a level

good.

Data runway.

in

zero

wind

concrete

-J

Z ,<

50

LI.I ,..I N N 40

O z
I.i=

ACTUAL --r_ PREDICTED

O t.u 30 < I,= 2O 0

200

400 TAKEOFF

600 GROUND

800 ROLL,

1000 ft

1200

Figure

Predicted and versus takeoff

actual ground

Harrier roll.

takeoff

nozzle

angles

AIRCRAFT DESCRIPTION

The
using Augmented Thrust. the

four
takeoff Lift

aircraft
routine System)

takeoff
were , Hybrid

co_cepts
the Tandem

that

were
RALS and

analyzed
(Remote Vectored

Ejector, Fan,

E_ector The General augmentation activated, compressor. as the

concept Ejector Dynamics ratio uses The bleed concept E7 (Figure concept. of air 1.5 from in the ratio thrust 6) It each is uses wing very an similar ejector root stage the by ejector the of that, the is to with the an when engine defined

second of

augmentation vertical

measured

divided

installed

Figure

Ejector

aircraft.

16

17 engine (secondary tions. 7 thrust. An assumption of I0:I design for the mass flow ratio calcul'aare shown

to primary) The ejector 7 and 8.

was used for and propulsion

ram-drag system

in Figures

i
a)

COOL

AIR

CORE

AIR

b )

AUGMENTED AIR

Figure

Ejector

engine

system: b)

a)

nonpowered-lift configuration.

configuration,

powered-lift

Figure

Operation

of

Ejector

mechanism.

From and lower

these part for the of

two the

figures wing are

it

can used

be as

seen a

how

the and

fuselage mixing while

diffusing in wing

chamber

ejector.

The

reduction

area

18

the

ejectors for for four was four

are this the

operating study.

is For

unknown this

and not the

taken center

into of were

account thrust located nozzle

concept, respective e.g., the and the

ejectors feet feet to forward aft

and their of of the the

ram-drag rear

vectoring for

c.g.,

waterline

each was assumed since affect vector their

be identical vertical roll). 8

(probably positions Also,

a bad assumption can the have ejector a large thrust

relative

on takeoff is fixed at

ground

90 to the of the

fuselage. is an ADEN type is nozzle and

The aft-nozzle can be afterburned single more that nozzle than 90

engine

as needed. that

The ADEN nozzle thrust is

an advanced from jet 0 to engine and

concept

allows

vectoring cycle

The powerplant differently

a dual vertical

operates

between flight.

(ejector)

up-and-away
Remote In are pilot nozzle fuselage. I0, and as

(non-ejector)
lift

augmented the remote by the

concept lift (RALS) concept located For from this the is to now in the a the the ejectors the the of in the

augmented a single

replaced in can

vectoring-nozzle (Figure -15 to 9). +30

behind concept

fuselage vary from RALS be

normal shown ejector ventral ejector is

The can

engine is rear type i0;

configuration very nozzle nozzle though, similar is used full

Figure engine nozzle and as

seen, The

configuration. instead also allowed. of shown the in

ADEN Figure

afterburning

still

19

5O ft

Figure

RALS

aircraft.

The accomplishes nozzles--one other

ventral this at

nozzle by the of to

also

allows the air to but For

thrust flow the

vectoring, between two and c.g. of

but aft the and the and, nozzle

regulating rear parallel position fuselage. is bled from is

fuselage, the forward compressors the forward

forward

this the

behind thrust engine to

perpendicular aircraftts as with the c.g.,

air

the routed

ejector

engine,

20 by the a series nozzle of ducts. In this case, burning is allowed in

up .to an exhaust

gas temperature

of 2000 F.

F/:7000 _00D

a)

ZT_

ii;;_':':_i_

COOL

AIR

CORE

AIR

b )

AUGMENTED AIR

Figure

I0

RALS

engine

system: b)

a)

nonpowered-lift configuration.

configuration,

powered-lift

Hybrid-tandem The also instead forward forward engine additional previous the towards stretched uses an uses of of

fan

concept fan concept, engine from places When the fan the the as concept fan fan of the shown (Figure engine in Figure 12) for ahead is (Figure as the the the compared fan just of the needed 12b). to ahead engine must thrust, concept. be it ii, that, thrust of the the An the of

hybrid-tandem a multi-mode air Cgo, point. part of

routing the

slightly thrust

thrust vectors

forward air engine to

downward has, place

complication two, is that in

this order

forward the from ADEN

thrust aircraft 7 type to

point c.g., 12 feet. nozzle

and part To

keep of

rest

compressor the the rear ejector

deflect to

rear

similar

21

a)

b)

Figure ii Hybrid Tandem a) isometric view. b)

Fan side

concept view.

_-!
a)

_i

iT!_ _'__

_]

COOL

AIR

b)
D CORE AIR

AUGMENTED

AIR

Figure

12

Hybrid Tandem Fan lift configuration,

engine system: b) powered-lift

a)

nonpoweredconfiguration.

22

Vectored The relative nozzles I0). c.g. can all as other and be

thrust vectored to are The has allowed This to

concept thrust concept _ one is of is Both moves located similar the I0 , at to front the the 0.5. are can the Harrfer and other rear moves

thrust coupled engine a

vectoring. (i.e. (Figure if 13)

aircraft's Burning operating be of used the

thrust in both means the more

split nozzles a

approximately and all nozzles engine

times. opposed three

simpler complex

uni-mode multi-mode

engines

aircraft.

N,S,,
II ,"

,_.. ,, i
/

_<,,>:

;',;.; :}

a)

b)

Figure

13

Vectored Thrust lift configuration,

engine b)

system: powered

a) lift

nonpoweredconfiguration.

In data for

order the

to

put

the RALS,

new

takeoff HTF, and

routine vectored

to

use,

takeoff concepts

ejector,

thrust

23 were generated mission Figures by running the takeoff routine The data in ACSYNT given is presented "in

and takeoff

requirements.

14 and 15. 9,10

800-]

" Ejector (Dry)

!
='_ 750 ]

<3 8sI
N

I
550 1 , 39000 , 40000 ) 41000 , 42000
I

5001 38000

43000

Tokeoff
Figure 14 Ejector gross ground weight.

Gross
roll

Weighf,

Ibs
as a function of

performance

The function a and long long

variation in gross in

in weight terms

ground is of shown

roll in

for Figure of

the 14.

ejector This is

as

a for

mission, loiter ground HTF, the and same

range, 15

lots shows in

supersonic the variations weight

cruise in the all the

times. roll vectored as a

Figure function

takeoff RALS, have

gross These

for

thrust profile,

aircraft. though less

aircraft than

mission

demanding

24 mission a for the ejector stage can be in is aircraft. of Since each aircraft only aircraft is in

preliminary

development, about takeoff dependent which

prelimina'ry configuration Also takeoff

conclusions is the best

drawn of

terms heavily both

performance. upon aircraft

performance sizing mance vectored

and engine perforthat the

due to

takeoff At

requirements this point, it takeoff

and flight appears

requirements. thrust concept

has the best

performance.

800 -

RALS A/B [] V.T___. A/B__

/

/ /I /

"_

6O0

HTFDrE

o
(_ 400

0 200

A_
/ / /
I I I I

21000

22000 Takeoff

23000 Gross
roll

24000 Ibs
as a

25000

Weighf,

Figure

15

Takeoff gross

ground weight.

comparisons

function

of

The new

main

point routine

that will

the

above produce

analysis minimum

shows

is

that

the

takeoff

takeoff

ground

25 rolls, that and though minimum flight path angle to roll. path of not shown, thrust vector angles to were 0.I g, roll achieve that" with a a

The conditions acceleration 3 Differences

on takeoff was to in be

minimum flight attributed area, CL,

ground

can be wing

engine

performance scrape angle,

and aircraft nozzle

design:

CD, tail etco

locations

and angle

limitations,

RESULTS

The aircraft Poly, various lacking also runs

new

takeoff

routine program

that

was integrated at

into

the

synthesis added the

ACSYNT, both to predict designs, be of great

NASA Ames and Cal the ground run that The predict with accurate if the input for was

capability aircraft prove for takeoff to

powered-lift and should added for the ability

an ability use.

routine ground

ACSYNT to

better

conventional capability. the the Harrier takeoff

aircraft--those proved

no thrust in the data

vectoring case is of

The routine aircraft. predictions

Therefore, should also

good,

be good.

26

RECOMMENDATIONS

Further might include: I.

enhancements/improvements

of

the

takeoff

routine

Addition account tail.

of the

aerodynamic moment of the

moments : wing

take of

into the

and that

2. Add multiple 3. Add

engine

capability. lift analysis air over the : lift wing-flap, should that

supercirculation due the other increase be analyzed account to

improvement either or by

blown

vectoring means. the by the the

nozzles, This number routine.

a blown addition of aircraft

some

greatly could

4. Take into to the

components

of ram drag due the path and

angular intake.

difference

between

engine

27

REFERENCES

I.
Optimization

De Filippo,

R. J.
G.N.

Methodology.

Aircraft Synthesis AIAA Paper 83-2458. Automated Paper

Using 1983.

Numerical

for

2. Vanderplaats, Aircraft Synthesis. E. 1981.

AIAA J.

Optimization 76-909. 1976. Airplane Roskam

Techniques

3. Lan, Performance. Engineering, 4. Program December 5. Jet Flap 6. Summary. 7 Ejector University 8. Sandlin.

C. and Ottawa,

Roskam. Kansas:

Aerodynamics Aviation

and and

McDonnell Vol. 1976. Hahn, on

Douglas III, pp. Andrew Wind 104, S.

Corporation.

AV-SB

Full

Scale

Test A4445.

Tunnel Test Results 105, 159, 160. and Samuel B. Wilson SAE III. Paper

Report

Effects 851843.

of 1985.

AVS-B

Harrier Douglas A5180,

Performance Corporation. A.

McDonnell Report

AV-8B January 1981.

Executive p. Ii. Drag Ohio:

Revision

Beard, B. B. and W. H. Foley. Workshop for Aerospace Application. of Dayton, August 1981. Wardwell, Takeoff Douglas Predictions A.,

Ej ector Ram Dayton,

Andrew S. Hahn, for Powered-Lift Conference

and Doral Aircraft and Exposition.

Ro SAE

Paper 861630. October, 1986. 9. Smith. Engine III.

Aerospace

Technology

Foley, W. H., A. E. Study of Aerodynamic V/STOL Fighter/Attack 1985. p. 177. Foley, W. H. , A.

Albright, D. Technology Aircraft.

Powers, and C. W. for Single-CruiseNASA CR-177367, Vol.

i0. Study V/STOL

E.

Sheridan, for NASA

and

C.

W.

Smith. e

of Aerodynamic Fighter/Attack

Technology Aircraft

SinEle-Cruise-Engin CR-166268. 1982.

28

APPENDIX A Level Two Takeoff Manual

DESCRIPTION

There will three." tories

are

three to

takeoff as "level is

routines one", that

used "level routine

by ACSYNT which two", in and "level the Trajec-

be referred Level Module

one takeoff predicts no module are

that (i.e.

takeoff

roll

based Level

on ACSYNT only two and three Module. ground roll Level and and

information takeoff two

14 input). 14,

routines will

in module the

the Takeoff

takeoff

predict front

minimum takeoff angle, rear type

corresponding thrust this fan, thrust predict It just takeoff main further I) split prediction a RALS

nozzle

nozzle

angle, It

for

STO powered-lift for such aircraft lift

aircraft.

can do

as an ejector, system), lift or

a tandem a vectored it aircraft. aircraft-of the The with can

(remote

augmented Besides roll for for

configuration. the takeoff

powered

concepts, takeoff types of

a conventional many other

can probably keep in

be used mind the

assumptions apply

and limitations to a given are the listed aircraft. below

routine assumptions

and how they and

limitations under

explanation The aircraft

provided is

TAKEOFF INPUT section. by a point mass at the

represented forces

c.g. ; no inertial

are included.

29

30

2)

The

program

assumes

that

the

aircraft's

takeoff

attitude, and thrust

front split

nozzle are

angle, instantaneously

rear

nozzle achieved

angle, at

the

takeoff

velocity. for by inputting

This a

can time

be

partially at

compensated

duration,

which value, until

the and the

velocity the time

is aircraft duration

held is is

constant not over. allowed

at

the to

takeoff takeoff

3) 4)

The No

aircraft increased

is lift

balanced by

with circulation

thrust

forces affects are

only. taken

into 5) The

account sum of

from all

the

engine

thrust. moments were assumed to

aerodynamic

be

zero. ram

This drag,

means act

that at the

all

lift e.g.

and

drag

forces,

except

6)

The

rear

nozzle

angle

can

vary

from

to

180

degrees.

This

is

probably

not

true

for

most

aircraft, will likely

but to

the be

solution less that

to 90

the

rear

nozzle

angle

degrees.

7)

The user.

front

nozzle

angle

range

can

be

input

by

the

8)

The the

forward thrust

thrust split.

varies

linearly

with

respect

to

9)

Only

single

engine

aircraft

may

be

analyzed

(or

engine

data

must

be

that

of

total

engine

thrust

if

more cannot

than be

one,

and

moments

caused

by

one

engine

out

analyzed)

i0)

No

ground

effects

are

applied.

31

ll)

No this

reaction may be

control accounted

system for

is in

accounted the engine

for file).

(though

Level aircraft's routine rates thrust nozzle) total CL for

three takeoff

takeoff and the

performs to

simulation flight, and doesn't nozzlethe -no

of

an this

transition actual flaps, (can

wing-borne schedules, (which rear with

requires mechanical

settings, blown only flaps have a along

moving work), front

nozzle , and and CD

angle rotation

velocity,

aircraft's

information.

EXECUTION

The execution modes, execution 2) in the it

takeoff and must it: I)

module output also be

(module If

14) it

can is in

be run either If run

in of in

ACSYNT these ACSYNT (module

modes. in

ACSYNT input. the Trajectory update

must

precede

Module the

execution the

array;

2) will takeoff

ACSYNT global and 3) will

common with override in the If,

calculated

information;

the variables Trajectories on the

TIMTO2 and IPST02 from Module.

namelist

TRDATA

otherhand, then into the

the takeoff

Takeoff

Module

is

run

only

in

ACSYNT output, not be updated

information

calculated two

will takeoff

ACSYNT global be printed If

common, level

output tion the will

summary will

and level ACSYNT is

on takeoff

informaand debug with

be used by ACSYNT. summary run it in is

to be updated, all and the output

takeoff

required

without

information, IPDBUG _ 0 (see

ACSYNT execution under Namelist

INPUT section

MISC).

32

INPUT

Level

two

input

to

module

14

is

as

follows:

I)

Enter

Namelist

MISC

variables

that

are

to

have

values

other

than

the

default

values.

2)

Enter

Namelist

HILFT

variables

that

are

to

have

values

other

than

the

default

values.

3)

Enter

formatted

input

as

required.

Some

vari-

ables

may

be

set

in

Namelist

HILFT

that

will

require additional HILFT,

this

additional input will Namelist

formatted be read TO.

input. after

This Namelist

but

before

4)

Enter values

NamelisC other than

TO the

variables default

that values.

are

to

have

Numbers able.

in

parentheses

are

default

values

for

each

vari-

Namelist

MISC"

CDGEAR

(0.0)

Landing

gear

drag

coefficient.

If

this the

formula formula

is CDGEAR

zero =

at

execution,

(0.0032/SW)*W**0.8) SW is wing area and

is W

used; is

where aircraft

weight.

33

34

CDRAMD(0.0)

Ram-drag

coefficient

at

takeoff.

If

this

is

zero

at

execution,

th'en

Lewis used.

engine

deck

supplied

data

is

CDRDGR(0.0)

Ram-drag ground roll

coefficient prior to

during takeoff.

the If

zero deck EYEWNG (0.0)

at

execution, data

then is

Lewis used.

engine

supplied

Wing

incidence

angle

(positive

leading GAMARW (0.0)

edge

up),

degrees.

Runway degrees .

slope

(positive

uphill)

HAPT

(0.0)

Airport

altitude,

feet.

HOBST

(50.0)

Height

of

obstacle

to

clear,

feet.

This and

for does

informational not affect the

purposes takeoff

only roll

reported

to

ACSYNT

global

common.

For

this

calculation,

flight

path

acceleration

and

angle

is

assumed

constant reached.

until

the

height

HOBST

is

35

IPDBUG

(0)

Debug 0 -

print No ICALC

code: extra 3). during ICALC means means o ACSYNT output of mode. = 2 each and execution 3). input execution mode. print (print f'or

Print (for

ICALC ICALC

= =

I 2

ACSYNT ACSYNT

mode ICALC MU (0.02) Rolling Typical Concrete Hard Short Long Soft THETAD (0.0) ' Takeoff to TOVFACT (I.i) the turf grass grass ground = 3

means

coefficient values are: 0.02 0.05 0.05 0.I0 0.I0 to to

friction.

0.03

0.30 with respect

departure horizontal, velocity This a safety Vto aircraft the

angle

degrees. factor: variable factor is the can input is since velocity just sustain Vto to = be the at

Takeoff Vto*TOVFACT. used as

calculated which the

itself--given

constraints.

36

XDELFM*
(0.0,0.0,0.0,0.0,0.0)

Scheduled angles, NOTE: two first during number To in use is this

mechanical degrees. For level of two, XDELFM is

flap

deflection

only are

the used.

first The angle second

numbers number

the

flap The at

ground the

roll. flap angle

takeoff. must = 0

variable, HILFT. thrust

IAERO

Namelist

XNU*

Scheduled thrust degrees. NOTE: only used. the For

vector ground

angles roll,

&

(0.0,0.0,0.0,0.0,0.0)

split

during

level three

two values

(IOPT of XNU

2), are

XNU(1) XNU(2)

= = =

front rear XNU(1) thrust 0.5 is will > 8) at if for

nozzle nozzle if

angle, angle, LTYPE >=

deg. deg. 17.

XNU(3)

= =

split. LTYPE ground >= 17. roll the only. angles (if SURE

Each Level (if LTYPE MODGND These ACSYNT variables constraint, are global optimization,

value two LTYPE < IS common or

calculate and thrust

split MAKE

17)

takeoff. SET. that variables.

PROPERLY variables design

could

be

37

Namelist

HILFT"

IAERO

(i)

Aerodynamic

data

option:

use the

C L user.

and

C D This

data is

supplied used if

by the

user data,

has or

the if

actual the user

C L

and

CD to

wishes

use

flaps

or

some

high

lift

device for

(other takeoff.

than

engines)

no

user

supplied

data.

Use

ACSYNT If = 0, the

CL

and

C D

data. formatted

additional

input

is

read

(see

FORMATTED

INPUT

section IDATA (I)

for

details).

Flap-type

data

code

(for

IAERO

0)

use data.

mechanical

flap

input

use

blown

flap

input

data

(does ( see details) IOPT (2) FORMATTED

nothing INPUT

at

this section

time). for

Takeoff

routine

flag:

0 1

= =

use use

only level

level two

three takeoff

takeoff. and feed

answers takeoff.

back

to

level

three

use

only

level

two

takeoff.

38

LTYPE

(I)

Aircraft used.

lift/lift-augmentor

devices

I 2 3 4

= m =

No

high-lift

devices flaps only only. (not brakes

(CTO_.

Mechanical Blown flaps

used). only

Spoilers/speed (not used). and

5 6

= m

Mechanical

blown f i ap

flaps. s an d

M e c h a n i c a I spoilers.

Blown used).

flaps

and

spoilers

(not

Mechanical spoilers.

&

blown

flaps

and

9 I0 ii 12 13 14 15 16 17

= = = = _ = =

Forward Forward Forward Forward Forward Forward Forward Forward Vectored c.g. XRAMD

fan fan fan fan fan fan fan fan

only. and and and and and and and #2 #3 #4 #5 #6 #7 #8 through split ZRAMD and = _ 0.0). #2. the 0.5,

thrust (thrust = 0.0, thrust

18

Vectored

39 19 = Vectored 20 = Vectored 21 = Vectored 22 = Vectored 23 - Vectored 24 - Vectored Note: All of thrust thrust thrust thrust thrust thrust the and #3 and #4 and #5 and #6 and #7 and #8 for

LTYPE options

LTYPE > 8 have rear LFTYPE (2) Forward LTYPE > 8. i self-powered (This Additional be input section) . does fan nozzle. type.

a rotatable

Used

only

if

forward not information work!)

fan . must

(see

FORMATTEDINPUT

2 _ cruise-engine-powered fan. ejector, powered device. as the This or liftEngine thrust can any be

forward a fan,

engine-

producing file is used

source.

NLF (i)

Number of LFTYPE lift always i for level

fans. two takeoff.

This

is

4O
Formatted Input:

For

IAERO Read Read Read Do

MFREAD

and

IDATA (II0)

--

Mechanical

Flaps:

NALPHA, (XDELF(I), I=I,NALPHA Read

NDELF

(2110) (SFI0ol)

I=I,NDELF)

XALPHA(I),

(XCL(I,J),

J=i,NDELF)

(8FI0ol)

Enddo If MFREAD Read Read Else Do I=I,NALPHA Read Enddo Endif (XCD(I,J), J=I,NDELF) (8FI0.1) NCL <= 1 (CD = f(CL, DELFM)

(II0) (XCD(I,J), J=I,NDELF) (8FIO.I)

XCLX(1),

For

execution,

give

Alpha

and

Flap

angle

(XDELFM)

Definitions MFREAD =

of

formatted and <= 1 drag means and

input data

variables read-in CD as

for flag a

flaps:

Lift

input DELFM

function

of

CL

>

means and

input DELFM

CD

as

function

of

alpha

NALPHA NDELF XDELF(I)

= = =

# #

of of

input input

angle flap

of angles angles

attacks

flap

deflection

41 XALPHA(I) XCL(1) NCL

XCLX(I) XCD(I,J) XCD(I,J) = = angle CL # CL CD CD of attack to for XALPHA(1) input and XDELF(1)

corresponding of at at at CL values

XDELF(1) the the XCLX(1) XALPHA(1) and XDELF(1) XDELF(1) value value

and

For

IAERO There execution

= is

and

for

IDATA an flap

--

Blown routine

Flaps for both input and

currently of blown

empty data.

For

LFTYPE Read Do NPWR

-(Ii0)

Self-powered

lift

fan

I=I,NPWR Read PWRLVL(I), TNFAN(I), WFFAN(I) (3FI0.1)

Enddo For in level this two data, THIS but it DOES will NOT not WORK use PROPERLY. it properly. It will read

Definitions NPWR PWRLVL(1) TNFAN(1) WFFAN(1) = = =

of

formatted of power of flow

input power level the of fan the

variables level setting at fan PWRLVL(1) at inputs

for

lift

fan:

number fan

thrust fuel

PWRLVL(1)

42
For spoiler Read Read Do NCLSP, DELSP(1), I=I,NCLSP Read Enddo Although not currently This module call was 14 the mainly If DELSPL should will read in spoiler data, during it will CLSP(1), (DCDSP(I,J), J=I,NDELSP) (SFI0.1) input, NDELSP the set-up (2110) (8FI0.1) is as follows:

I=I,NDELSP

spoiler for it is

subroutine level three

ACSYNT

execution. was for and never

landing--which to the program angle), the wing.

implemented. given wing, it

connected

execution, CL of the

(spoiler return the

deflection CD of

Definitions NCLSP NDELSP CLSP(1) DCDSP(I,J) NOTE: For (2110) 2. input the = = _ =

of # # CL CD all

formatted of of of of CL'S for

input input

variables

for

spoiler:

deflection the the wing wing

angles at at input, DELSP(1) DELSP(1) the of than add the 8 or more comment card two cards (SFI0.1) (line) items is in 8 or or

formatted means the are then

length more just

If

there array,

that to

(lines)

input

structure.

43

Namelist ACCELM

TO: (0.i)

Minimum the flight

forward path, angle angle ground front of

acceleration g's. attack, with roll, degrees. respect degrees. aft to is forward to is

desired

alo'ng

ALPHATO FANGLE

(20.0) (0.0)

Takeoff Fuselage during

to

the

runway

FNAFT

(89.0)

Maximum measured degrees.

-nozzle

deflection, the fuselage, degrees). deflection, the fuselage, degrees). roll.

perpendicular (Maximum front-nozzle perpendicular (Minimum thrust use use use use use max max 95% Thrust idle level A/B dry dry = FNFWD during thrust. thrust thrust Drag. FNAFT

89.0

FNFWD

(-89.0)

Minimum measured degrees.

-89.0 the

IPGND

(2)

Engine I 2 3 4 5 = = = = =

ground

(Military (Max.

Power).

Continuous).

thrust. level as IPGND. at takeoff. Has the

IPROT

(2)

Engine input

thrust choices

MODGND

(4)

Engine ground MMPROP 4 =

table roll. (only Lewis Engine

look-up It choices engine mode engine mode = = has 4 table

identifier the & 5 same are

during meaning tested):

the as

look-up. thrust. look-up. thrust.

axial table

Lewis Engine

vertical

44

MODROT (4)

Engine Same NOTE: MODROT; means mode then I at

table inputs An set that as

look-up MODGND. of ground 4

identifier

at

takeoff.

example MODGND the

the and roll

use

of

MODGND = 5.

and This in mode) 2 con,

MODROT is

performed thrust

configuration rotation (vertical aircraft velocity, time for angle change. split. only = forward scrape is

(axial switches thrust held to

mode

figuration ROTATE (0.0) Time the to to the takeoff simulate the

mode). on the ground Can to time be at used

seconds. the nozzles

rotate for the

takeoff mode to

and/or

engine SPLITM (05) Maximum

thrust

For (LTYPE' thrust/total s

forward 9 to

fan 16) .

configurations Thrust THTSCP VR (75.0) (20.0) Fuselage Takeoff two, this split tail

thrust.

angle, speed,

degrees knots. For the each level takeoff call to

rotation is the

first updated

guess after

of

velocity; this XFRONT (I.0) module. of c.g.

gets

Distance of the

the along

front-thrust the fuselage, force

force feet.

forward

XRAMD

(0o0)

Distance the Cog.

of along of

the the

ram-drag fuselage,

forward

of

feer. force aft of the

XREAR

(i.0)

Distance c.g. along

the the

rear-thrust fuselage,

feet.

45

ZFRONT

(0.0)

Height c.g.

of

the

front-thrust feet. ram-drag force

force

above

the

waterline, of the feet. of the

ZRAMD

(0.0)

Height waterline,

above

the

c.g.

ZREAR

(0.0)

Height c.g.

rear-thrust feet.

force

above

the

waterline,

OUTPUT

The

summary

output

produced

when

module

14

is

run

in

ACSYNT

output

with

IPDBUG

O,

or

run

in

ACSYNT

execution

with

IPDBUG

I,

is

self

explanatory.

The

only

items

that

need

mentioning

are

error

messages

that

the

routine

may

give.

There if something

are went

two

type wrong

of or

messages may have

that went A

the wrong; search

module these for

outputs are these the two

WARNING

messages

and

NOTICE

messages.

words had

(WARNING troubles in

and

NOTICE)

will the

tell takeoff

the

user

if

the A

program WARNING

predicting

parameters.

message solution

means (got

that stuck

the in a

program loop)

couldn't and/or the

converge solution

on couldn't

the

be

found.

It takeoff

also

means

that of

the

output

is knots

bad and

and sets

gives nozzle

default

velocity

200*TOVFACT

angles then it

equal gave

to ACSYNT

zero. bad

If

also

run

in

ACSYNT

execution

mode,

takeoff

information.

On didn't

the make

otherhand, sense or

a there

NOTICE were

message conflicting

means

that values

the in

input which

the

program

took

corrective

action.

These

messages

should

be

observed what you

to

make

sure

that

the

action

the

computer

took

was

intended.

46

APPENDIX Equation

Development

The module the are

development written for are force the flight

of ACSYNT often along path.

the is

equations fairly

used straight

in

the

takeoff though equations perpen-

forward, main force

equations balance, to

complex. the flight

The

three path, and

dicular

Balance The balance ram-drag The

equation first equation vector, are the equation about front summed clockwise of the (same the thrust about as Eq. (I) e.g. and rear 2) of text) created thrust with forces is by the the

aircraft's vector, the c.g. and flight

vector. positive acting

moments in

(Fig. positive path.

moments in the

direction forward

direction

THRSTU*SPLIT*DFRONT*sin(@F'_7)-RAMD*DRAMD*sin(7-@FUS-_ = THRSTU * (I-SPLIT) * DREAR * sin(@R+_8 ) where,

9)

(BI)

DFRONT

{(XF)2+

(ZF)2} 2

(Bla)

DREAR

{(XR)2+ 2+

(Z R)

} 2

(Bib)

DRAMD

{(XRD ZF

(ZRD)

(Blc)

_7

atan(-_-- F

(Bid)

47

48 ZR atan(-_-- R ) ZR-----_D ZRD )

the flight (same as to insuring path Eq. the that (2) in flight the text) is path. aircraft the sum This is on

88

(Ble) (Blf)

89
Force

atan(
to equation

perpendicular The second forces is set flight

of

the

perpendicular to Zero, path:

summation the specified

FAZ

CL*q*SRE

W'Cos(7)

+ +

(B2)

THRSTU*SPLIT*Sin(@FUS+@F-7) THRSTU*(I.0-SPLIT)*Sin(@FUS+OR-7)

Force

along The

the

flight equation along

path (same the to the as Eq. (3) in flight flight path text) is path. the sum This

third forces is

of

the

specified input

summation times the

set

equal weight:

acceleration

aircraft

FA

W*ACCELM

CD*q*SRE

RAMD

W'Sin(7) +

(B3)

THRSTU*SPLIT*CoS(@FUS+@F-7) THRSTU*(I.0-SPLIT)*CoS(@FUS+@R-V)

In

order

to split

solve (SPLIT), for

for Eqs.

the

rear-nozzle and (B3) yields;

angle are used.

(@F)

and Rearrang-

the

thrust ing Eq.

(BI)

(BI)

rear-nozzle

angle

THRSTU*SPLIT*DFRONT*Sin(@F-87 RAMD*DRAMD*Sin(7-@FUS-89 @R = ArcSin(( THRSTU*(I.0-SPLIT)*DREAR )

))

88

(B4)

49 Similarly Eq. (B3) yields,

W*ACCELM + CD* q + RAMD + W'Sin(7)

THRSTU*SPLIT*CoS(@FUS+@F-7) @R = ArcSin(( THRSTU*(I.0-SPLIT) ))-@FUS+7 (B5)

Equating get

rear-nozzle

angles,

Eqs.

(B4),

or

(4)

and

(B5),

we

W*ACCELM ArcCos((

CD* q

RAMD

W-Sin(7

THRSTU*SPLIT*CS(OFUS+OF-7) THRSTU(I.0-SPLIT)

))

@FUS

7 (B6)

THRSTU*SPLIT*DFRONT*Sin(@F-_7 ArcSin(( RAMD*DRAMD*Sin(7-OFUS-_9 THRSTU*(I.0-SPLIT)*DREAR )

))

- 88

Now

taking

the

sine

of

both

sides

and

solving

for

SPLIT,

{Sin[ArcCos(LHS)-@FUS+7+_8 {THRSTU*(I.0-SPLIT)*DREAR} SPLIT = RAMD*DRAMD*Sin(7-@FUS-_9 THRSTU*DFRONT*Sin(@FUS-_9 )

]} +

(B7)

This

is

the

same can If RAMD

equation now be

as

Eq.

(6)

of one

the of

text. two ways from depending the engine

Velocity on file, input. then

calculated is to be and

ram-drag =

calculated

THRSTU-THRUST

W V2 =

RAMD*Sin(7

THRSTU.SPLIT.Cos(90.@F_@FUS ) )

THRSTU*(I.0-SPLIT)*Sin(@FUS+@R 0.5.p.SREF.(CL.COs(V).CD.Sin(7

(B8a)

If

ram-drag

is and

to

be

given

by

the

user,

then

RAMD

CDRAMD

0.5*p*V2*S

50 W - THRSTU*SPLIT*Cos(90-@F-@FUS) THRSTU*(I.0-SPLIT)*Sin(@FUS+@ R) V2 _ 0.5*p*SREF*(CL*COs(?)-(CD+CDRAMD)*Sin(?) To check on the acceleration as: - CD*q - RAMD W'Sin(7) + THRSTU*SPLIT*CoS(@FUS+@F-7)
+ ACCELF = THRSTU*(I.0-SPLIT)*CoS(@FUS+@R-V) W (B9)

(BSb)

along

the

flight

path,

Eq.

(3)

can be rewritten

The always along split (equation be the for

acceleration greater flight shortest i). than path,

along or if takeoff equal SPLIT

the to is due

flight the less to

path minimum than

(ACCELF) acceleration the best

will

thrust

the

balance

equation

Ground

roll

calculation

The or tion the pdint Eqs. of

ground (4a) the and V/a

roll (4b) with velocity

calculation in the text. to "a"

uses

Eqs. This is

(Bl0a) just

and the where

(Bl0b), integra"V" at is some

respect and

the is

velocity, the

aircraft's in time.

acceleration

.VTo SG =i V a dV (Bl0a)

J0
where,

[THRSTH-MU*(W-THRSTV)-RAMD]-[CD-MU.CL].q.SREF a = W*TRW W/g (Bl0b)

5/
Vectored This except Then now from thrust routine thrust equation through is split 4; the very c.g. similar (SPLIT) is to set the to previous 0.5 and routin'e, @F = @R.

@R

ArcSin(

W*Cos(v ) THRSTU

CL* q ) (BII)

and

from

Eq.

(3)

with

RAMD

THRSTU

THRUST;

V2

THRSTU*CoS(@FUS+@R-7)

RAMD
.t

W*(Sin(7)-ACCELM) (Bl2a)

0 o5*p*SREF_CD

Then

with

RAMD

0.5*p*V2.SREF.CDRAMD;

V2

THRSTU*CoS(@FUS+@R-7) 0.5*p*SREF*

W*(Sin(7)+ACCELM) (CD+CDRAMD) (Bl2b)

Conventional

takeoff

(CTO)

For assumptions RAMD =

CTO

aircraft, and limitations, THRUST;

the

takeoff becomes

routine, very simple.

given

all Again

the for

THRSTU

V 2

2*W P*(CL*COs(7)-CD*Sin(7)) (Bl3a)

For

RAMD

0.5*p*V2*CDRAMD.S;

V 2

2*W P*(CL*COs(7)-(CD+CDRAMD)*Sin(v)) (Bl3b)

Nato'_al Aeronautics and Space Admlr_strat_on

Report

Documentation

Page
3, Recipient's Catalog No.

1. Report No. NASA CR 177491

2. Government Accession No.

4. Title and Subtitle Takeoff Predictions for Powered-Lift Aircraft

5. Report Date July 1988 Code

6. Performing Organization

7. Author(s) Douglas Doral A. Wardwell Sandlin

8. Performing Organization

Report No.

R.

10. Work Unit No, California

9.

Polytechnic

State

University 505-61-71 11. Contract

or Grant No,

San Luis Obispo, CA. 93407 Performing O_anization Name and Add_ss California San Luis Polytechnic Obispo, CA. State 93407 University

NCC 2-236 13. Type

of Report and Period Covered

12. Sponsoring Agency Name and Address National Ames Moffett Aeronautics Center CA. 94035 and Space Administration
14.

Contractor
Sponsoring Agency

Report
Code

Research Field, Notes

15. Supplementaw This

contractor

report

was

made

from

D.A.

Wardwell's

Thesis

Report.

SAE

paper

861630

based

on

results

from

this

work.

16. Abstract Takeoff takeoff Aircraft engine test YAV-8B takeoff and predictions (CTO) aircraft Synthesis and case, nozzle the code that for powered-lift have been code. required takeoff well Ejector, with added The to short to new takeoff NASA AMES computer the rolls (STO) code minimum and and conventional Center's the aircraft As for of Fan, a

Research

(ACSYNT) settings predicted compared for STO an

predicts takeoff

achieve ground measured

roll.

nozzle Brief

settings analysis

the

Harrier

values. Lift,

performance Thrust

Remote using the

Augmented new routine

Hybrid-Tandem be presented.

Vectored

aircraft

will

17. Key Words(SuggestedbyAuthor(s)) Takeoff, Powered-Lift ACSYNT Harrier, 19. SecuriW Cla_if. Unclassified NASA FORM 1626 OCT 86 YAV-8B (of this report) STO

18.

Distribution

Statement

Unlimited Subject Category: 01

20. SecuriW Ciassif. (of this page) Unclassified

21. No. of pages 57

22. Price A04