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NASA Technical Paper 1538

Simulator Study of Stall/Post-

Stall Characteristics of a

Fighter Airplane With Relaxed

Longitudinal Static Stability

Luat T. Nguyen, Marilyn E. Ogburn, William P. Gilbert,

Kemper S. Kibler, Phillip W. Brown, and Perry L. Deal

DECEMBER 1979
NASA Technical Paper 1538

Simulator Study of Stall/Post-

Stall Characteristics of a
Fighter Airplane With Relaxed
Longitudinal Static Stability

Luat T. Nguyen, Marilyn E. Ogburn, William P. Gilbert,

Kemper S. Kibler, Phillip W. Brown, and Perry L. Deal
Langley Research Center
Hampton, Virginia

BJt A
National Aeronautics
and Space Administration

Scientific and Technical

Information Branch

1979
 TABLE OF CONTENTS

1
°°°°°•°°°

oo.oooo_OO°°°•

SUMMARY .........
1
•°°o°o°O°°°

•••oo°°°°°°•°

INTRODUCTION ......
2
°°o°O•°°°°

°°°°°o°°o•°°•

SYMBOLS .........
7
..... °•

DESCRIPTION OF AIRPLANE ...................

8
° ° o o ° ° ° ° ° ° o ° ° ° ° •
8

DESCRIPTION OF SIMULATOR ....... ° ° ° °

9
Coc and Associated Equipment ...............
kpit ................ 9
Visual Display .......... ..........
Computer Program .................
9
• • .... • • ° o ° •

PROCEDURES ............. i0
EVALUAT I ON ......
I0
Wind -Up Turn Tracking Task ............... ....
i0
Bank-to-Bank Tracking Task ................. • • ° ° ° • • ° • ° ° ° •
I0
ACM Tracking Task .............. ° ° ° ° ° °
. . .
Evaluation of Performance ............
ii
CHARACTERISTICS " " "
DISCUSSION OF STABILITY AND CONTROL ...... ° ° • o ° ° ° • •

12
Longitudinal Characteristics ............ • • °

Lateral-Directional Characteristics ............

13
DISCUSSION OF HIGH-ANGLE-OF-ATTACK KINEMATIC- AND ........
INERTIA-COUPLI .NG PHENOMENA ............
16

DEPARTURE- AND SPIN-RESISTANCE SIMULATION RESULTS ............. 16

Basic Control System ......................... 18

Control-System Modifications .................... 24

Effect of Aft Center of Gravity ............

25
25
DEEP-STALL SIMULATION RESULTS ............
° • ° ° ..... • ° ° ° . • ° °
27
Description of Problem ........ • ....... • °

Methods of Recovery .................

29
. ° ° • o • • ° ° • . • ° • ° ° • • • °
29
TRACKING RESULTS .......
Results of Basic Control System (Control System A) ......... 3O
• ° . ° • •

Results of Control Systems B and C ............

32
o . o • ° o °

INTERPRETATION OF RESULTS .................

32
° o ° ° • o ° • ° °

SUMMARY OF RESULTS ...............

34

APPENDIX A - DESCRIPTION OF CONTROL SYSTEM .............

36

APPENDIX B - DESCRIPTION OF EQUATIONS AND DATA EMPLOYED IN SIMULATION

41
. ° °

APPENDIX C - SPECIAL EFFECTS ...................

iii
REFERENCES................................ 42

TABLES .................................. 43

FIGURES.................................. 94

iv
 SUMMARY

A real-time piloted simulation has been conducted to evaluate the high-

angle-of-attack characteristics of a fighter configuration based on wind-tunnel
testing of the F-16, with particular emphasis on the effects of various levels
of relaxed longitudinal static stability. The aerodynamic data used in the
simulation were based on low-speed wind-tunnel tests of subscale models. The
simulation was conducted on the Langley differential maneuvering simulator, and
the evaluation involved representative low-speed combat maneuvering.

Results of the investigation showed that the airplane with the basic con-
trol system was resistantto the classical yaw departure; however, it was sus-
ceptible to pitch departures induced by inertia coupling during rapid, large-
amplitude rolls at low airspeed. The airplane also exhibited a deep-stall trim
which could be flown into and from which it was difficult to recover. Control-

system modifications were developed which greatly decreased the airplane sus-
ceptibility to the inertia-coupling departure and which provided a reliable
means for recovering from the deep stall.

INTRODUCTION

Rapid advances in aircraft avionic technology in recent years have made

possible the application of control configured vehicle (CCV) concepts to fighter
aircraft. In particular, considerable attention has been turned to the prin-

ciple of relaxed static stability (RSS) in which the basic airframe is designed
to have low or even negative static pitch stability in certain flight regimes.

The performance benefits of this concept are well known (ref. i) ; and an air-
plane currently under development which makes use of RSS is the F-16, which
nominally operates at very moderate levels of negative static margin at low sub-
sonic speeds. Advanced designs involving much higher levels of pitch insta-
bility are also now being considered for future fighter configurations-

Obviously, CCV designs rely greatly on the control system to provide satis-

factory stability and control characteristics. Fundamentally, the control sys-

tem must provide artificial stability such that the airplane appears to the

pilot to have positive static pitch stability throughout the flight envelope.
The use of RSS, however, can result in some demanding control problems at high

angles of attack which impose severe requirements on the design of the flight
control system in order that the desired characteristics of maximum maneuver-
ability and departure/spin resistance are attained. An earlier investigation
(ref. 2) identified some of the potential high-angle-of-attack problem areas
inherent with the RSS design concept. The present investigation was conducted
to evaluate some of these problems and their effects on the stability and con-
trol characteristics at high angles of attack of a fighter configuration based
on the F-16. The study was conducted on the Langley differential maneuvering
simulator (DMS) and used aerodynamic data based on the results of a number of

low-speed wind-tunnel tests of subscale models conducted at the NASA Langley

and Ames Research Centers. The objectives of the study were (i) to determine
the controllability and departure resistance of the subject configuration during
lg and accelerated stalls; (2) to determine the departure susceptibility of the
configuration during demanding air-combat maneuvers; (3) to identify high-angle-
of-attack problems inherent to the RSS design and assess their impact on maneu-
verability; and (4) to develop and evaluate control schemes to circumvent or
alleviate these shortcomings.

SYMBOLS

All aerodynamic data and flight motions are referenced to the body system
of axes shown in figure i. The units for physical quantities used herein are
presented in the International System of Units (SI) and U.S. Customary Units.
The measurements and calculations were made in U.S. Customary Units. Conversion
factors for the two systems are given in reference 3.

an normal acceleration, positive along negative Z body axis, g units

(ig : 9.8 m/sec 2)

ay lateral acceleration, positive along positive Y body axis, g units

b wing span, m (ft)

CL lift coefficient, Aerodynamic lift force

9s

C_ rolling-moment coefficient about X body axis,

Aerodynamic rolling moment
_Sb

total rolling-moment coefficient

pitching-moment coefficient about Y body axis,

Aerodynamic pitching moment
w --

qSc

Cm,t total pitching-moment coefficient

Cn yawing-moment coefficient about Z body axis,

Aerodynamic yawing moment

_Sb

Cn,t total yawing-moment coefficient

CX X-axis force coefficient along positive X body axis,

Aerodynamic X-axis force

total X-axis force coefficient

CX,t
 Y-axis force coefficient along positive Y body axis,
Cy
Aerodynamic Y-axis force

total Y-axis force coefficient

Cy,t

Cz Z-axis force coefficient along positive Z body axis,

Aerodynamic Z-axis force

total Z-axis force coefficient

Cz,t
wing mean aerodynamic chord, m (ft)

Flat pilot lateral stick force, positive for right roll, N (ib)

pilot longitudinal stick force, positive for aft force, N (ib)

Flong
pilot pedal force, positive for right yaw, N (ib)
Fped
GARI ARI gain

g acceleration due to gravity, m/sec 2 (ft/sec 2)

gcom pilot-commanded normal acceleration, g units

He engine angular momentum, kg-m2/sec (slug-ft2/sec)

h altitude, m (ft)

body axes, kg-m 2 (slug-ft 2)

Ix,Iy,I z moments of inertia about X, Y, and Z

Z body axes,
IXz product of inertia with respect to X and
kg-m 2 (slug-ft 2)

M Mach number

Mic pitching moment due to inertia coupling, (I Z - IX)Pr , N-m (ft-lb)

m airplane mass, kg (slugs)

yawing moment due to inertia coupling, (I x - Iy)pq, N-m (ft-lb)

Ni c

P period, sec

engine power command based on throttle position, percent of maximum

P1
power

P2 engine power command to engine, percent of maximum power

P3 engine power, percent of maximum power

P airplane roll rate about X body axis, deg/sec or rad/sec

Pcom pilot-commanded roll rate, deg/sec

(Pcom)max maximum commandable roll rate, deg/sec

Pstab stability-axis roll rate, deg/sec or rad/sec

Ps static pressure, N/m 2 (ib/ft 2)

q airplane pitch rate about Y body axis, deg/sec or rad/sec

airplane pitch acceleration about Y body axis, deg/sec 2 or rad/sec 2

qa component of airplane pitch acceleration due to aerodynamic moments,

or
< Iy] m,t' deg/sec2 rad/sec2

qicl component of airplane pitch acceleration due to inertia coupling,

%

Iz Ig_)pr, deg/sec 2 or rad/sec 2

q free-stream dynamic pressure, N/m 2 (lb/ft 2)

R range, straight-line distance between subject and target airplanes,

m (ft)

r yaw rate about Z body axis, deg/sec or rad/sec

rf filtered yaw-rate signal, deg/sec

rstab stability-axis yaw rate, deg/sec or rad/sec

yaw acceleration about Z body axis, deg/sec 2 or rad/sec 2

ra component of airplane yaw acceleration due to aerodynamic moments,

(qSb_ C or
<-_--y] n,t' deg/sec2 rad/sec2

ricl component of airplane yaw acceleration due to inertia coupling,

I X IZ
- Iy) qp, deg/sec 2 or rad/sec 2

S wing area, m 2 (ft 2)

s Laplace variable, i/sec

T total instantaneous engine thrust, N (lb)

Tidle idle thrust, N (Ib)

4
 maximum thrust, N (ib)
Tmax
military thrust, N (ib)
Tmil
time, sec
t
time to damp to one-half amplitude, sec
tl/2
components of airplane velocity along X, y, and Z body axes,
UyVrW m/sec (ft/sec)

airplane resultant velocity, m/sec (ft/sec)

V
airplane acceleration along Z body axis, m/sec2 (ft/sec2)
w
component of w due to aerodynamic force, Q_mSlCz,t '

_a
m/sec 2 (ft/sec2)

component of w due to pitch rate, qu, m/sec2 (ft/sec2)

Wacl
component of w due to kinematic coupling, -pv, m/sec2 (ft/sec2)

Wac2

airplane body axes (see fig. i)

X,Y,Z

center-of-gravity location, fraction of

Xcg location for aerodynamic data
reference center-of-gravity
Xcg,ref

angle of attack, deg

filtered angle-of-attack signal, deg

@f

indicate d angle of attack, deg

angle of sideslip, deg

aileron deflection, positive for left roll, deg

6a
aileron deflection commanded by control system, deg
_a,c

maximum aileron deflection, deg

6a,max
differential horizontal-tail deflection, positive for left roll, deg

6d
differential horizontal-tail deflection commanded by control system

5d,c
deg

horizontal stabilator deflection, positive for airplane nose-down

@h
control, deg

horizontal stabilator deflection commanded by control system, deg

_h,C
@lef leading-edge flap deflection, positive for leading edge down, deg

6r rudder deflection, positive for left yaw, deg

pilot-commanded rudder deflection, deg

r,com

6sb speed-brake deflection, deg

@tef trailing-edge flap deflection, positive for trailing edge down, deg

C tracking error, angle between evaluation airplane X body axis and

range vector R (angle off), deg

horizontal stabilator effectiveness factor

1 lateral component of _, deg

e,_,_ Euler angles, deg

TT engine-thrust time constant, sec

aircraft total angular velocity, deg/sec

3c_ 3c z 3c z 3c z
C z - C - C z = _ C_ -
p _ p_bb Zr _ r_bb _ _ 6a _@a
2V 2V

3C_ 3C m 3C n 3C n

CZ - Cm - q_ Cnp pb Cn r rb
_r 36r q 3 2V 3 2-V 3 2--_

3C n Iz _C n 3C n
- - --Cz sin _ - -
Cn_ _ Cn_,dyn = Cn_ I X _ Cn_ a _6 a Cn6 r _6 r

3Cx 3C Z 3Cy 3Cy

CXq _ q_ CZq _ q_ Cyp _ pb CYr _ rb

2V 2V 2V 2--_

Subscripts:

ds deep stall

lef increment of variable produced by full retraction of leading-edge

flaps; for example, ACm,le f indicates increment in Cm produced
by retraction of leading-edge flaps from 25 ° to 0°

6
o initial value
increment in variable produced by deflection of speed brake
sb
deflection of control surface i to value j; for example, AC%,6a=20o
6i=j
indicates increment of C_ produced by deflection of ailerons to
6a : 20°

Abbreviations :

._ACM air-combat maneuvering

ARI aileron-rudder interconnect

CAS commandaugmentation system

CCV control configured vehicle

DL deflection limit, deg

DMS Langley differential maneuvering simulator

IAS indicated airspeed, knots

LCDP lateral control divergence parameter

RL rate limit, deg/sec

RSS relaxed static stability

rms root mean square

SAS stability augmentation system

SM static margin

DESCRIPTIONOF AIRPLANE

A three-view sketch of the simulated configuration is shown in figure 2,

and the mass and geometric characteristics used in the simulation are listed in
table I. The airplane control system is described in detail in appendix A.
The primary aerodynamic controls include symmetric deflection of the horizontal
tail (stabilator) for pitch control, deflection of conventional wing-mounted
ailerons and differential deflection of the horizontal stabilators for roll
control, and rudder deflection for yaw control.

One special feature of the configuration is the use of a normal-

acceleration-command longitudinal control system which provides static sta-
bility, normal-acceleration limiting, and angle-of-attack limiting. The air-
plane is balanced to minimize trim drag, with the effect that it has slightly
negative static longitudinal stability at low Mach numbers; the desired static
stability is provided artificially by the control system. Other features
include (i) wing leading-edge flaps which are automatically deflected as a func-
tion of angle of attack and Mach number; (2) a roll-rate commandsystem in the
roll axis; (3) an aileron-rudder interconnect and a stability-axis yaw damper
in the yaw axis; and (4) a force-sensing (minimum displacement) side-stick con-
troller and force-sensing rudder pedals. The airplane engine characteristics
used in the present study are described in appendix B, and the buffet charac-
teristics are described in appendix C.

Most of the simulated flights were made at a center-of-gravity location of

0.35_ although locations as far aft as 0.39_ were also investigated. All
results shown in this report are for the 0.35_ center-of-gravity location
unless otherwise stated.

DESCRIPTIONOF SIMULATOR

The Langley differential maneuvering simulator (DMS) is a fixed-base simu-

lator which has the capability of simultaneously simulating two airplanes as
they maneuver with respect to one another and of providing a wide-angle visual
display for each pilot. A sketch of the general arrangement of the DMShardware
and control console is shown in figure 3. Two 12.2-m (40-ft) diameter projec-
tion spheres each enclose a cockpit, an airplane-image projection system, and a
sky-Earth-Sun projection system. A control console located between the spheres
is used for interfacing the hardware and the computer, and it displays critical
parameters for monitoring hardware operation. Each pilot is provided a pro-
jected image of his opponent's airplane, with the relative range and attitude
of the target shown by a television system which is controlled by the computer
program.

Cockpit and Associated Equipment

A photograph of one of the cockpits and the target visual display is shown
in figure 4. A cockpit is provided with an instrument display and a computer-
driven gunsight representative of current fighter aircraft equipment. However,
this study used a fixed gunsight for tracking. Each cockpit is located to
position the pilot's eyes near the center of the sphere so that he has a field
of view representative of that obtained in current fighter airplanes. For the
present study, a special modification was made to one cockpit to incorporate the
side-stick controller as shown in figure 5. The controller was placed in the
same general cockpit location as the controller in the F-16 airplane; however,
no special armrest was provided (as is the case in the actual airplane) other
than the regular seat armrest which provided more of an elbow rest than a sup-
port for the forearm. The normal hydraulic control feel system was not employed
for this simulation since the side-stick controller and rudder pedals were force
sensitive, with no deflection required to activate the controls. Although the
cockpits are not provided with attitude motion, each cockpit incorporates a
buffet system capable of providing programmable root-mean-square (rms) buffet
accelerations as high as 0.5g, with up to three primary structural frequencies
simulated.
 Visual Display

The visual display in each sphere consists of a target image projected onto
a sky-Earth scene. The sky-Earth scene is generated by two point light sources
projecting through two hemispherical transparencies, one transparency of blue
sky and clouds and the other of terrain features; the scene provides a well-
defined horizon band for reference purposes. No provision is made to simulate
translational motion with respect to the sky-Earth scene (such as altitude
variation); however, spatial attitude motions are simulated. A flashing light
located in the cockpit behind the pilot is used as a cue when an altitude of
less than 1524 m (5000 ft) is reached. The target-image generation system uses
an airplane model mounted in a four-axis gimbal system and a television camera
with a zoom lens to provide an image to the target projector within the sphere.
For an F-16 size airplane, the system can provide a simulated range from 90 m
- (300 ft) to 13 700 m (45 000 ft) between airplanes, with a 10-to-i brightness
contrast between the target and the sky-Earth background at minimum range.

Additional special-effects features of the DMS hardware include simulation

of blackout at high normal accelerations (see appendix C), the use of an inflat-
able "anti-g" garment for simulation of normal-acceleration loads, and sound
cues to simulate wind, engine, and weapons noise as well as artificial warning

systems. Additional details of the DMS facility are given in reference 4.

Computer Program

The DMS is driven by a real-time digital simulation system and a Control

Data CYBER 175 computer. The dynamics of the evaluation airplane were calcu-

lated by using equations of motion with a fixed-interval (1/32 sec) numerical-

integration technique. The equations used nonlinear aerodynamic data as func-
tions of d and/or _ in tabular form. These data were derived from results
of low-speed (M = 0.i to 0.2) static and dynamic (forced-oscillation) force
tests conducted in several wind-tunnel facilities. The data included an angle-
of-attack range from -20 ° to 90 ° and a sideslip range from -30 ° to 30 ° . Effects
of Mach number, Reynolds number, or aeroelasticity were not included in the
mathematical model. Complete descriptions of the aerodynamic data and the

equations of motion are given in appendix B.

EVALUATION PROCEDURES

The results of the investigation were based on pilot comments and time-

history records of airplane motions, controls, and tracking for the various
maneuvers performed. Most of the evaluations were performed by two NASA
research test pilots who were familiar with the air-combat maneuvers used with
current fighter airplanes; however, a U.S. Air Force test pilot and a contractor
test pilot involved in high-angle-of-attack flight tests of the F-16 airplane
also flew the simulator.

The evaluation was conducted in two phases. The first phase involved
"open-loop" maneuvers to assess basic stability and control characteristics of
the airplane at high angles of attack, and the second phase involved tracking a
simulated F-16 as a target airplane through a series of maneuvers representative
of those used in air combat in order to examine flying qualities under these
conditions. Maneuvers used in the first phase included ig and accelerated
stalls, with various control inputs applied at specific conditions. Table II
lists the primary maneuvers used in this phase. In addition to documenting the
stability and response to control characteristics of the airplane and familiar E
izing the pilot with these characteristics, this phase also provided an assess-
ment of the departure and spin susceptibility of the configuration. Results
from the first phase of the study were used to design the tracking task_ used in
the second phase. Several tasks were chosen for use during the second phase of
the study: (i) a steady wind-up turn tracking task, (2) a bank-to-bank maneu-
vering task, and (3) a complex, vigorous air-combat maneuvering (ACM) task.

Wind-Up Turn Tracking Task

A steady wind-up turn was flown, with the target airplane slowly increasing
angle of attack in order to provide a tracking situation in which the pilot could
evaluate the fine tracking capability of the evaluation airplane at high angles
of attack. Initially, both airplanes were at an altitude of 9144 m (30 000 ft)
and M : 0.6, with the subject airplane 457.2 m (1500 ft) directly behind the
target and at the same heading as the target. Upon initiation of the run, the
target established a left-bank attitude which varied between -40 ° and -i00 °
during the maneuver. Angle of attack was gradually increased up to a maximumof
about 3g normal acceleration. The evaluation pilot attempted to track the target
as closely as possible while maintaining a range of less than 609.6 m (2000 ft).
Time histories of the target motions are shown in figure 6.

Bank-to-Bank Tracking Task

As shown in figure 7, this task involved tracking the target airplane

through a series of bank-to-bank maneuvers (or horizontal S's) at high angles
of attack. These maneuvers enabled the pilot to evaluate his ability to roll
the subject airplane rapidly, to acquire the target, and to stabilize while at
high angle of attack.

ACMTracking Task

The ACMtracking task was developed to be more representative of the com-

plex, nonrepetitive maneuvers which may be encountered during air-to-air combat.
The time histories of the target motions are shown in figure 8. In general, the
task covered a speed range of 0.25 to 0.6 Mach and required the tracking air-
plane to perform several large-amplitude rolling maneuvers at low-speed, high-
angle-of-attack conditions.

Evaluation of Performance

In evaluating the simulated airplane, numerous runs were made in each of

the tasks. Sufficient flights were made to ensure that the pilot's "learning
i0
curve" was reasonably well established before drawing any conclusions on evalua-
tion results. Evaluation of performance was based on pilot comments, the
ability of the pilot to execute the tasks assigned, and the analysis of time
histories of airplane motions and tracking.

DISCUSSIONOF STABILITY AND CONTROL

CHARACTERISTICS

To provide a foundation for the analysis and interpretation of the simula-

tion results which follow, selected aerodynamic stability and control character-
istics of the simulated airplane configuration are presented and discussed in

this section.

Longitudinal Characteristics

The aerodynamic data are listed in table III, and the representation of
these characteristics in the simulation is discussed in appendix B. The aero-
dynamic characteristics of the configuration as noted during wind-tunnel flow-
visualization tests were such that the outer wing panels stalled near d = 20 ° ,

but the highly swept wing-body strake continued to produce lift at higher angles
of attack, as shown in figure 9. Maximum C L was obtained near d = 35 ° .

A notable characteristic of the configuration is that it exhibits a modest

level of static pitch instability at the nominal center-of-gravity position
(0.35_) at low speeds, as shown in figure i0. Static margin at low angles of
attack is approximately -4 percent. To provide satisfactory flying qualities,
the longitudinal control system is equipped (see appendix A) with angle-of-
attack feedback to provide artificial pitch stability. It is important to note
that figure i0 also indicates that the airplane will trim at _ = 66 ° with full
nose-up stabilator deflection (6 h = -250). To inhibit inadvertent excursions to
these extreme angles of attack, the pitch control system incorporates an angle-
of-attack/normal-acceleration limiting system which drives the stabilator in an
attempt to limit the angle of attack to below 25 ° . A further discussion of the
complete pitch control system is given in appendix A.

Two other important points regarding longitudinal stability should be noted

in figure i0. The first is the marked loss in nose-down stabilator effective-
ness due to stall of these surfaces for angles of attack greater than 25 ° . The
loss in nose-down control effectiveness is particularly critical because the

limiter system relies on the available nose-down control moment to prevent

from exceeding 25 ° . The other important characteristic shown in figure i0 is
the existence of a stable deep-stall trim point. Note that even with the stabi-
lators deflected for full nose-down control, the airplane exhibits a weak but

stable trim point at _ = 60 ° •

Another important aerodynamic characteristic exhibited by the simulated

airplane is the variation of Cm with _ at high angles of attack, an example
of which is shown by wind-tunnel data for d = 25 ° in figure ii. As can be
seen, there is very little variation of pitching moment with sideslip for

_h = 0°" However, the data for nose-down stabilator deflections show a sharp
loss in stabilator effectiveness for sideslip magnitudes greater than about i0 °.

ii
Thus, if a departure involving large sideslip excursions should occur, the
effectiveness of the angle-of-attack limiter system to maintain _ at or below
25° will be further degraded by the reduction in available nose-down control
moment.

Lateral-Directional Characteristics

Static lateral-directional stability.- The static lateral-directional sta-

bility characteristics of the basic airplane with scheduled leading-edge flap
deflections are presented in figure 12 in terms of the static directional sta-

bility derivative Cn_, the effective dihedral derivative CZ_, and the dynamic

directional stability parameter Cn_,dy n as functions of angle of attack. At

each angle of attack, Cn_ and C_ were computed by sloping Cn_ and C_

between _ : -+4° . The parameter Cn_,dy n has been used in past investigations

as an indication of the existence of directional divergence (nose slice) at high

angles of attack. Negative values of this parameter usually indicate the exis-
tence of a divergence. The data of figure 12 indicate that the configuration
was statically stable (both directionally and laterally) for angles of attack up

to about 28 ° . Above _ : 30 ° , Cn_ reached large unstable (negative) values,

which caused a sharp decrease in the value of Cn_,dy n at _ : 35 ° . Neverthe-

less, it is seen that this parameter remained positive up through _ : 40 ° , and
a directional divergence would therefore not be expected at high angles of
attack.

The lateral-directional aerodynamic control characteristics for the configu-

ration at _ : 0° are shown in figure 13 in terms of moment increments caused

by full control. The rudder effectiveness was high and essentially constant
over the operational range of angle of attack (_ < 25o). Roll-control effective-

ness of the ailerons and differential tails was good and well sustained up to the
angle-of-attack limit, whereas the adverse yaw produced by these surfaces above
= 20 ° was very small compared with moments produced by the rudder. Only
above _ : 40 ° do the adverse yawing moments become significant compared with
the available rudder moments. These data indicate that the configuration should
exhibitgood lateral-directional control characteristics up to the angle-of-
attack limit (_ : 25 ° ) if proper coordination of roll and yaw controls is used
to suppress the roll-control adverse yaw and to minimize sideslip.

The lateral control divergence parameter (LCDP) is often used to appraise

roll-control effectiveness at high angles of attack. This parameter is defined
as

/Cn6a_

LCDP : Cn_ - CZ_C--_@a)

12
for ailerons only, or by

I_ + GARICn6r_
LCDP= Cn$ - CZ_k 6a@a
+ GARIC_6r]

where GARI is the ratio of rudder deflection to aileron deflection for an air-
plane with an aileron-rudder interconnect (ARI). Positive values of this param-
eter indicate normal roll response, and negative values indicate reversed
response. When reversed response is encountered, a right roll-control input by
the pilot will cause the airplane to roll to the left. The variation of LCDP
with angle of attack for the subject airplane is presented in figure 14. For
the airplane with the basic control system, the parameter becomes negative above
= 25° , which indicates reversed response if roll control alone was used in
this region. Addition of the ARI provided a large positive increment in LCDP
above _ : 15° such that the LCDPvalues remained positive up through d = 40° .
This result indicates that the augmented airplane should exhibit normal response
to roll-command inputs throughout the operational angle-of-attack range.

Dynamic lateral-directional stability.- The classical dynamic lateral-

directional stability characteristics of the airplane were calculated on the
basis of three degree-of-freedom linearized lateral-directional equations and
the aerodynamic data of appendix B. The results of the calculations with the

SAS on and off are presented in figure 15 in terms of the damping parameter

i/tl/2 and the period P of oscillatory modes. Positive values of I/tl/2

indicate damped or stable modes of motion. Data are shown for the classical

Dutch roll, spiral, and roll modes of motion as a function of angle of attack
for ig trim conditions. The data for the airplane without SAS show that all
three modes are stable for values of _ up to 30 ° . The stability of the Dutch
roll and roll modes tends to decrease with e, whereas the opposite is true for
the spiral mode. Stability characteristics of the airplane with the lateral-
directional SAS operative are also shown in figure 15. Figure 15 shows that the
roll and yaw SAS significantly enhanced the stability of both the Dutch roll and
roll modes in the normal flight envelope (_ _ 25o).

A detailed discussion of the lateral-directional control system is con-

tained in appendix A; the primary features of the roll/yaw SAS are (i) a roll-
rate-command augmentation system, (2) a stability-axis yaw damper, (3) an
aileron-rudder interconnect, and (4) an automatic spin-prevention system which
activates when _ exceeds 29 ° .

DISCUSSION OF HIGH-ANGLE-OF-ATTACK KINEMATIC- AND

INERTIA-COUPLING PHENOMENA

As an additional aid in analyzing the simulation results which follow,

several kinematic- and inertia-coupling phenomena which significantly influence
the high-angle-of-attack characteristics of the F-16 airplane are briefly
reviewed in this section.

13
 Figure 16 illustrates the kinematic coupling between angle of attack and
sideslip that occurs when an airplane is rolled about its X-axis at high angles
of attack. If the airplane is flying at angle of attack with the wings level
(fig. 16(a)) and the pilot initiates a pure rolling motion about its X-axis
(fig. 16(b)), all the initial angle of attack will have been converted into
sideslip after 90° of roll. Because it is undesirable to generate large amounts
of sideslip at high angles of attack from a roll-performance, as well as a
departure-susceptibility, viewpoint, most current fighters (including the F-16)
are designed to roll more nearly about the velocity vector than the body axis.
It is obvious that this conical rotational motion [indicated by Pstab ) elimi-

nates the coupling between _ and _. Resolving Pstab into the body-axis
system shows that this motion involves body-axis yaw rate as well as roll rate
and that these rates are related by the expression

r : p tan

If this equality is not satisfied during a roll, then sideslip will be generated
due to kinematic coupling, with _ varying as

-- p sin d - r cos

The control system of the F-16 incorporates an ARI and a stability-axis yaw
damper which attempt to make the airplane roll about its velocity vector
throughout its normal flight envelope. (See appendix A.)

In the case of rolling with an initial sideslip, it is seen from fig-

ure 16(b) that body-axis rolling will result in the initial _ being converted
into d after 90 ° of roll, with _ varying as

---q - p cos _ tan

The second term in this expression indicates that rolling with adverse sideslip
(p and _ having the same signs) tends to reduce _, whereas rolling with pro-
verse sideslip (p and _ having opposite signs) tends to increase _. This
latter effect can be important in CCV configurations requiring an angle-of-
attack limit in that substantial increases in _ can be generated due to

kinematic coupling if the airplane is rolled with proverse _ (using excessive

rudder, for example).

The second form of coupling that is important to the high-angle-of-attack

dynamics of the F-16 configuration is due to inertial effects. Figure 17(a)
illustrates the inertial pitching moment that is produced when the airplane is
rolled about its velocity vector at high angles of attack. The desirability of
this type of roll from a kinematic-coupling viewpoint was previously discussed;
unfortunately, the resulting nose-up pitching moment caused by inertia coupling
can be a problem for CCV configurations that employ relaxed static pitch sta-

14
bility. As an aid in visualizing this effect, the fuselage-heavy mass distri-
bution of the airplane is represented as a dumbbell, with the mass concentrated
at the two ends. If the airplane is flying at some angle of attack and rolls
about its velocity vector, the dumbbell will tend to pitch up to align itself
perpendicular to the rotation vector Pstab" This nose-up pitching moment due
to inertial coupling Mic can be expressed as

Mic : (I Z - Ix)Pr

Substituting P = Pstab cos _ and r = Pstab sin d,

Mic = (i z - IX ) Pstab
2 1 Z - Ix)Pstab
cos _ sin _ = _(I 2 sin 2d

The preceding expression shows that the pitch inertia-coupling moment resulting
from stability-axis rolling is always positive (nose up) for positive d and
varies as the square of the stability-axis roll rate Pstab"
For CCV configurations with relaxed static stability, the nose-up moment
must be opposed by the available nose-down control moment. If this control
moment is less than the inertia-coupling moment, the horizontal tail can reach
a travel limit, at which time the airplane will lose the stability contribution
of the tail and the airplane will pitch up beyond the _ limiter boundary,
which results in loss of control.

The inertia-coupling moment which results from the combination of roll and
pitch rates is illustrated in figure 17(b). The airplane mass distribution is
represented by the dumbbell, and the airplane is shown rolling to the right and
pitching up. As can be seen, the dumbbell will tend to yaw nose left to align
itself perpendicular to the rotation vector _. The expression for the inertia-
coupling moment is given by

Nic : (I x - Iy)pq

Consider the case q > 0 (nose-up pitch rate). Because I x < Iy, the preceding
expression shows that the yaw inertia-coupling moment will always be opposite in
sign to the roll rate. Recalling that to minimize adverse _ generation due to
kinematic coupling, r must be equal to p tan _, it is obvious that this form
of inertia coupling will inhibit stability-axis rolling that can lead to the
buildup of large amounts of adverse _ which, in turn, can result in loss of
control at high angles of attack.

This section has briefly reviewed kinematic- and inertia-coupling phenomena

that, in various degrees, are important to the high d flight dynamics of all
modern fighter aircraft. In the section entitled "Departure- and Spin-Resistance
Simulation Results," it will be seen how these phenomena interact to signifi-
cantly influence the characteristics of the subject configuration.

15
 DEPARTURE-ANDSPIN-RESISTANCESIMULATIONRESULTS

Basic Control System

The first portion of the simulation investigation consisted of documenting

the normal stall-, departure-, and spin-resistance characteristics of the con-
figuration equipped with the basic flight control system described in appen-
dix A. For convenience, this system will be referred to as hontrol system A in
this report. Figure 18 shows time histories of a ig stall to the limit angle
of attack (_ = 25o). Rudder doublets were applied at various angles of attack
to evaluate lateral-directional stability at these conditions. The data show
that the motions were well damped and that the airplane exhibited no tendency
toward directional divergence within its normal _ envelope, as predicted by
the Cn_,dyn criterion. In addition, application of lateral stick inputs at
: 25° resulted in rapid roll response in the commandeddirection, as pre-
dicted by the LCDPvalues discussed previously.

Further evaluation of departure/spin resistance was performed by applying

cross controls in ig and accelerated conditions. Figure 19 shows time histories
of the motions resulting from cross-control application from ig trim at _ = 25° .
The control traces show that although the pilot was holding full right stick and
full left pedal, the roll and yaw controls deflected in a coordinated sense,
primarily due to the ARI and the _ fade-out of pilot rudder inputs. As a
result, the airplane rolled and yawed in the direction of the stick input. Note
that the roll and yaw rates were sufficiently high to produce a significant nose-
up pitching moment (see qicl trace) caused by the inertia-coupling phenomenon
previously discussed. This effect caused the airplane to pitch up so that the
angle of attack continued to increase beyond 29° . At this point (t : 8.5 sec),
the automatic departure-/spin-prevention system activated and applied roll and
yaw controls to oppose the yaw rate. As a result, r decreased, which reduced
the inertia-coupling moment. Furthermore, the reduction in yaw rate increased
the _/_ kinematic coupling since the airplane was now rolling more closely
about its body axis; the result was a trade-off of angle of attack for sideslip,
as evidenced by the rapid grmwth in adverse _ and Wac2 becoming sharply more
negative. The combination of increased kinematic coupling and reduced inertia
coupling reversed the growth of angle of attack and caused it to drop back
below 29° . Cross controls were held for an additional 9 sec but resulted in no
prolonged departure or loss of control. The angle of attack varied between 20°
and 36° , and the maximumyaw rate obtained was 48°/sec.

The response to cross controls applied at the limit angle of attack in an

accelerated turn is shown in figure 20. As can be seen, the motions were very
similar to the ig case, with inertia coupling causing a "pitch-out" departure
in which _ increased to about 36o; however, there was no tendency for the
departure to develop into a spin. These results indicated that (i) inertia
coupling could overpower the _ limiter system to cause _ to increase far
above the 25° limit and (2) the airframe's inherent lateral-directional sta-
bility, combined with the effectiveness of the automatic spin-prevention system,
minimized the possibility of a departure progressing into a spin entry.

16
 It quickly became obvious that roll-pitch inertial coupling would be a
primary cause of departures on this configuration. The reason for its impor-
tance is illustrated in figure 21. Shown is the variation with roll rate of the
nose-up inertial-coupling moment caused by stability axis rolling; note that
2
the moment varies with Pstab so that very significant moments can be produced
at high roll rates. Also shown are representations of the available nose-down
control moment for a specified _ at two values of dynamic pressure,

ql and q2 (ql < q2 )" The points of intersection with the coupling-moment
curve indicate the highest roll rates (PI* and p2*) at which there is suffi-
cient control moment to counter the nose-up coupling moment. If Pstab should
increase and be sustained above these values, then it is very likely that a

pitch-out departure will occur. Note that PI* < P2*' which indicates that the
susceptibility to this type of departure becomes more acute as dynamic pressure
decreases.

The foregoing observations are apparent in figure 22, which shows an

attempted 360 ° roll, starting from a ig trim condition at d : 25 °, using full
lateral stick input. Note that in addition to maximum roll-control deflections,
30 ° of coordinating rudder was also obtained due to the ARI. As a result, the

roll and yaw rates began to build up rapidly in the direction of stick input.
Initially, d dropped to about 20 ° due to kinematic coupling; however as p

and r increased, the inertia-coupling moment (see qicl trace) caused a

significant nose-up pitch rate to build up and _ began to increase. At this
point, q coupled with p to create a yaw coupling moment which opposed the

yaw rate (see ricl trace) and halted its growth (t _ 5 sect; on the other
hand, p was still increasing and thus resulted in the kinematic generation of
a large amount of adverse _ (t _ 6 sac). By this time, _ had increased to
above 30 ° , despite the angle-of-attack limiter system applying full nose-down

stabilator deflection (6 h : +25o). Comparison of qicl to qa shows that, at

this point, the nose-up coupling moment was much greater than the nose-down
aerodynamic moment produced by @h = +25o; as a result, a pitch-out departure
occurred as the airplane completed about 300 ° of the roll. During this period
of loss of control, which lasted about 5.5 sac, _ reached a maximum of 41 °
while _ oscillated between ±25 ° . However, there was no tendency for the yaw
rate to diverge into a spin entry (maximum r _ 33°/sac).

An attempted 360 ° roll from an accelerated turn at the limit _ is shown

in figure 23. In this case, the pilot banked the airplane to _ _ -60 ° and
rapidly applied maximum pitch command, which resulted in about 3.7g as
increased to the limiter value (_ = 25o). At V = 170 knots, the pilot applied
and held full right lateral stick input in attempting the roll. The time his-
tories show that the resulting motions are quite similar to those obtained at
ig in that the airplane experienced a pitch-out departure upon completing about
270 ° of A_. Again, despite the large excursions in _ and _ during the
loss-of-control period, the yaw rate did not build up and the airplane did not
enter a spin.

Because full 360 ° rolls are not very useful from a tactical viewpoint,

assessment was also made of the effects of rolling through smaller bank-angle
changes (A_ _ 180°). Figure 24 shows 70 ° bank-to-bank reversals using maximum
lateral stick inputs starting from ig trim at _ = 25 ° . As expected, the

17
angle-of-attack excursions due to inertia coupling were less than that
encountered in the full 360° roll; _ never exceeded 32° . Nevertheless, the
stabilators were very near saturation (@h= +25o) during each reversal.
Furthermore, large adverse sideslip excursions occurred (reaching -18 ° at one
point), caused by kinematic coupling resulting from the high roll rates com-
bined with insufficient yaw rate (Irl < IPl tan _).

These results, along with those obtained in the 360° rolls, strongly indi-
cated that the airplane roll-rate capability at high angles of attack could
result in (i) pitch-out departures due to insufficient nose-down pitch control
and (2) large adverse sideslip excursions due to insufficient coordinating yaw
control. In summary, the airplane equipped with control system A was found to
be susceptible to inertia-coupling departures during large-amplitude roll maneu-
vers. There was no tendency, however, for the departures to progress into spin
entries.

Control-System Modifications

Control system B.- It became evident that the most obvious means of alle-
viating the pitch-out departure problem (other than resizing the airplane con-
trol surfaces or further limiting its _ envelope) was to limit the airplane
roll-rate capability at high angles of attack. Therefore, an alternate flight
control system with a lower roll-rate-command limit was investigated. If a
pitch-out departure (defined as d exceeding 30 ° ) occurred, the maximum roll
rate was reduced. Three center-of-gravity locations were investigated:
(i) 0.35c, which is the nominal location and results in a static margin of
about a negative 4 percent at low _; (2) 0.41c which, although outside of the
operational center-of-gravity range of the airplane, was chosen to indicate how
severely roll performance would have to be compromised in this extreme case;
and (3) 0.29c, chosen to indicate the roll performance that the airplane would
have if it did not incorporate RSS (positive 2-percent static margin).

The results of the center-of-gravity study are summarized in figure 25.

As expected, the 0.29c (SM = 0.02) configuration did not have an inertia-
coupling pitch-out problem, and maximum roll rate was limited only by the
available roll control. To avoid coupled departures with the center of gravity
at 0.35_ (SM = -0.04), the roll rate above _ : 20 ° had to be restricted to
values below what the roll control is capable of providing. Comparison to the
results obtained at 0.29_ indicates that about a 30-percent penalty in maximum
roll rate is incurred at _ = 25 ° due to the desire to fly the airplane at a
static margin of -0.04. As the center of gravity is moved farther aft of 0.35_,
the roll-performance penalty rapidly becomes more severe, as indicated by the
data for SM : -0.i0. At this level of instability, the roll rate had to be
restricted above _ = 13 ° such that at d : 25 ° , the maximum allowable roll

rate was only about 30 percent of what the roll control is capable of providing.
Beyond their implications for the subject configuration, these results indicate
that future CCV designs incorporating high levels of static pitch instability
may face very substantial roll-performance penalties unless they are provided
with sufficient nose-down pitch control to prevent inertia-coupling pitch-out
departures.

18
 Once an indication of the maximumsustainable roll rates was obtained, a
roll-rate limiting scheme was implemented on the subject airplane. As previ-
ously discussed, the basic control system includes a high-gain roll-rate-
commandaugmentation system in which the pilot commandsa roll rate propor-
tional to lateral stick force, up to a maximum of 308°/sec. (See appendix A.)

Obviously, the most straightforward technique for limiting the airplane roll
rate is simply to limit the roll rate that the pilot commands. The difficulty
lies in determining which parameters to use to evaluate what the roll limit
should be at any particular instant. Three roll-rate-scheduling parameters
were investigated: angle of attack, dynamic pressure, and symmetric stabilator
deflection.

There were two reasons for considering angle of attack as a scheduling

parameter: (I) the nose-up inertia-coupling moment varies with sin 2_, and
(2) as shown in figure i0, the amount of nose-down control movement available
to counter the nose-up coupling moment decreases as angle of attack increases.
The same reasoning was used in choosing q; as illustrated in figure 21, the
nose-down control moment decreases with q, which results in lower rates of
roll that can be sustained before a pitch-out departure occurs. Symmetric
stabilator deflection was thought to be a proper scheduling parameter in that
it directly indicates the pitch control remaining to counter the inertia-
coupling moment. The three scheduling schemes were evaluated individually, and
it was found that two basic drawbacks are inherent (to varying degrees) with
each scheme, as illustrated in table IV.

The use of _ and q scheduling resulted in the greatest degradation in

initial roll response because they do not differentiate between large-amplitude
rolling maneuvers (A_ _ 360 ° ) where limiting is needed and smaller amplitude
rolls (A_ < 120 ° ) which are of sufficiently short duration to preclude pitch-
out due to inertia coupling. Scheduling versus stabilator deflection minimizes
loss in initial roll "response because it operates as a direct function of the
remaining restoring control moment. Unfortunately, this scheme also increases
the coupling between pitch and roll motions because roll rate is being influenced
by the primary pitch control. This increased cross-axes coupling can manifest
itself as oscillations about both the roll and pitch axes. It was found that

combining all three parameters (_, q, @h) resulted in the most satisfactory
compromise in terms of minimizing both initial roll-response degradation and
cross-axes coupling.

The control law developed to limit roll rate is shown in figure 26. (The
control system incorporating this modification will henceforth be referred to
as control system B.) Roll-rate limiting was achieved by reducing maximum com-

mandable roll rate (Pcom)max from the normal value of 308°/sec to as little

as 80°/sec, based on instantaneous values of q, _i' and _n,c. The_ varia-

tion with dynamic pressure was -0.0115°/sec/N/m 2 (-0.55°/sec/ib/ft z) for
< i0 500 N/m 2 (219.3 ib/ft2). (The value of i0 500 N/m 2 corresponds to an
indicated airspeed of 250 knots.) This was combined with a reduction of
4°/sec/deg of angle of attack for _ > 15 ° . Finally, nose-down symmetric
stabilator deflections in excess of 5° caused a reduction of commanded roll
rate of 4°/sec/deg.

19
 The resulting limit on commandedroll rate is illustrated in figure 27,
which shows (Pcom)max versus _ for ig trim flight conditions. With the
stabilator deflected for trimmed flight, (Pcom)max is reduced from 280°/sec
at _ : 5° to 170°/sec at _ = 25o; these values would be representative of
the (Pcom)max available at the initiation of a roll. Also shown are the
values that represent the situation in which full control has been used to
counter the inertia-coupling moment with the stabilators deflected full nose
down (@h= +25o)" As shown in the figure, this case results in a decrease of
80°/sec in (Pcom)max from the values obtained at trim 6h such that the max-
imum commandable roll rate is only about 90°/sec at _ = 25° .

Control system B also incorporated a modification to the pitch axis to

assure proper stabilator response during rolling maneuvers. This modification
is shown in figure 28 and involved creating an equivalent angle-of-attack
signal A_p based on roll-rate magnitude. The variation of h_p with IPl
is plotted in figure 29; note that a 20°/sec deadband was included so that the
system was inactive during low-rate, precision maneuvers when it was not needed.
The pseudo angle-of-attack signal was fed to the _ limiter, which recognized
it as an increase in _ and therefore applied nose-down stabilator deflection
to oppose it. This system, therefore, assured that the pitch control was
deflected in the proper direction to oppose the nose-up coupling moment gener-
ated by rapid rolling at high angles of attack.

The effectiveness of control system B in preventing inertia-coupling

pitch-out departures is illustrated in figure 30, which shows a 360° roll
initiated from Ig trim at _ = 25° using full lateral stick input. As previ-
ously discussed, this maneuver, when performed with the basic control system
(control system A), resulted in loss of control. (See fig. 22.) For control
system B, figure 30 shows that although the pilot applied maximum lateral stick
input, the resulting commandedroll rate was limited to only about 165°/sec (as
opposed to 308°/sec for control system A) so that the maximum roll rate achieved
was 70°/sec. The resulting nose-up coupling moment was smaller, and there was
sufficient aerodynamic nose-down control moment to essentially cancel it, as can
be seen by comparing the qicl and qa traces. As a result, _ never
exceeded 26° during the maneuver and the maximum _ generated was less than
3° . Thus, in this particular situation at least, roll-rate limiting eliminated
the two problems experienced with the basic airplane, that is, _ pitch-outs
due to excessive roll-pitch coupling and large _ excursions due to excessive
roll-yaw coupling. Examination of the control traces shows that significantly
less than maximumroll-control deflections were used. Even in the initiation
of the roll when p is low and coupling is therefore not a problem, only -15 °
of the available -21.5 ° of 6a was obtained. The net result is a slower
initial roll response compared with that of the basic airplane (control sys-
tem A); as discussed previously, this response degradation is due mainly to the
use of q and _ in the limiting scheme. One other point to note on the
control time histories is that only about 60 percent of the available rudder is
used for coordination through most of the maneuver.

2O
 A 360° roll initiated from an accelerated turn at the d limit is shown
in figure 31. The results are very similar to the ig case in that the maneuver
was well controlled, with the airplane never approaching an out-of-control
condition.

Time histories of the 70° bank-to-bank reversals initiated from ig trim

at e = 25° are shown in figure 32. Again the roll-rate limiting scheme of
control system B significantly improved the controllability of the airplane in
this maneuver. Angle of attack was maintained below 28° and sideslip excursmons
below 4° . These results should be contrasted with those obtained with the basic
airplane (fig. 24), which encountered momentary departures with _ exceeding 32°
and _ excursions above 15°.

Classical spin-susceptibility testing was conducted by applying cross-

"controls in ig and accelerated conditions. An example is shown in figure 33,
in which cross controls were applied from an accelerated turn at the limit _.
As obtained with the basic control system, the inertia coupling resulting from
the generated roll and yaw rates caused _ to overshoot above the 25° limit;
however, _ never exceeded 30° , _ was maintained below ii °, and the maximum
yaw rate encountered was only about 28°/sec. Recovery was obtained immediately
after the controls were neutralized.

The results to this point indicated that the control modifications incor-
porated in control system B significantly enhanced the departure resistance of
the subject airplane in high d maneuvers, during which lateral stick alone or
cross controls were used. This improvement resulted primarily from the fact
that the pilot was constrained to commandless roll- and yaw-control deflections
through lateral stick deflections due to the roll-rate limiting scheme employed.
However, it was still possible for the pilot to augment rudder deflection by
applying pedal inputs in the direction of the lateral stick input. Therefore,
an assessment was made to examine how the additional rudder might affect the
departure-resistance characteristics of the configuration.

Figure 34 shows time histories of a 360° roll initiated from lg trim at

: 25° with maximumcoordinated stick and pedal inputs. As previously dis-
cussed, performance of this maneuver with lateral stick alone resulted in a
well-controlled roll, with little fear of encountering a pitch-out departure.
(See fig. 30.) However, application of coordinating pedals resulted in quite a
different situation, as shown in figure 34. Examination of the control traces
indicates that the primary difference in the control inputs was obtaining sus-
tained full (-30 ° ) rudder deflection; the roll-control deflections, on the
other hand, were about the same as obtained in the earlier stick-only maneuver.
The combination of very large rudder deflections and reduced aileron and
differential-tail deflection resulted in overcoordination of roll, to the point
that some 8° of proverse _ was generated. This large amount of proverse
sideslip was detrimental for two reasons: (i) it acted through dihedral effect
to augment the roll rate, which in turn coupled with the higher yaw rate caused

by the larger 6r to substantially increase the nose-up inertia-coupling

moment (see qicl); and (2) it kinematically coupled with the high roll rate
to cause an increase in angle of attack (_ _ -p_, see Wac2)- The result was

21
a rapid pitch-out departure despite the application of full nose-down stabilator
by the control system; angle of attack reached a maximumof 70° , whereas side-
slip oscillated ±30° during the departure. Use of full coordinated inputs to
perform 360° rolls at other ig and accelerated flight conditions resulted in
similar loss of control situations.

In summary, control system B was found to significantly enhance the depar-

ture resistance of the subject airplane as long as coordinating pedal inputs
were not used during large-amplitude roll maneuvers. Use of large amounts of
coordinating pedal in these maneuvers often resulted in severe pitch-out depar-
tures. It should be pointed out that there should be no need for the pilot to
apply coordinating rudder inputs since this is automatically done for him by the
ARI. However, it is felt that during air combat there would be a strong ten-
dency by the pilot to use rudder pedals in an attempt to obtain maximumroll
performance, particularly in view of the fact that the roll-rate limiting scheme
of control system B resulted in noticeable degradation in the initial roll
response of the airplane.

Control system C.- Based on the foregoing results, an attempt was made to
correct the two primary deficiencies of the airplane equipped with control sys-
tem B, that is, (i) susceptibility to pitch-out departures when coordinating
pedal inputs are used, and (2) initial roll-response degradation. To accomplish
this objective, two modifications to control system B were developed and are
shown in figure 35. For convenience, the control system incorporating these
additional features will be referred to as control system C. Alleviation of
the pitch-out departure problem due to excessive use of coordinating rudder
pedals was accomplished by using a scheduled gain in the pilot rudder command
path which faded out pilot inputs between roll-rate magnitudes of 20°/sec and

40°/sec. Elimination of pilot rudder inputs at high roll rates (IPl _ 40°/sec)
was designed to eliminate any aggravation of the inertia-coupling pitch-out
problem. At low roll rates <IPl _ 20°/sec), however, the system allowed the
pilot full use of the rudders (_i _ 20o) and therefore did not detract from his

ability to perform smaller amplitude, precision maneuvers such as tracking cor-

rections. The second deficiency of control system B, degraded initial roll

response, was corrected by adding a scheduled gain to the roll-rate limiting

path such that the limiting did not become fully effective until the roll-rate
magnitude exceeded 50°/sec; furthermore, all limiting was eliminated for
IPl _ 30°/sec- This scheme, therefore, imposed limiting only at the higher
roll rates where it was needed to prevent inertia-coupling departures; at the
lower roll rates, however, the pilot was allowed full roll capability so as to
obtain maximum initial roll response from the airplane.

The effectiveness of control system C in resolving the critical roll-

response problem is illustrated in figure 36, which shows a full lateral stick,
360 ° roll initiated from ig flight at _ : 25 ° . These time histories should be

compared with those obtained in the same maneuver with control systems A and B
(figs. 22 and 30). Note that with control system C, maximum roll- and yaw-
control deflections were obtained during initiation of the roll; in fact, in
this phase of the maneuver, the control motions with control system C were Very
similar to those obtained with the basic control system without roll-rate limit-
ing (control system A). As previously discussed, only about 75 percent of the
maximum roll control was available to initiate the maneuver when control

22
system B was used. In examining the response obtained with control system C, it
is seen that as the roll rate increased to values where inertia coupling became
a factor, roll-rate limiting was imposed and the roll- and yaw-control deflec-
tions were reduced to essentially the levels obtained with control system B; a
pitch-out departure was avoided.

A quantitative comparison of roll response obtained in this maneuver with

all three control systems is shown in table V. The figure of merit that was
used was time to bank to 90° and 180° . The data for At_:90o indicate that '
control system B suffered a 15-percent degradation in response when compared
with control system A, whereas there was no degradation with control system C.
For 180° of roll, control system C was only 3 percent slower than A, as compared
with 13 percent slower for control system B. In summary, control system C was
successful in combining the desirable features of control system A (high initial
9oll response) and control system B (high resistance to inertia-coupling
departure) without incurring the deficiencies of either system.

The ability of control system C to prevent pitch-out departures due to

excessive pilot coordinating rudder is illustrated in figure 37. Shown are
time histories of a 360° roll from ig trim at _ = 25° using full coordinated
stick and pedal inputs. It is seen that fade-out of the pilot rudder commands
above IPl : 50o caused the resulting airplane motions to be essentially iden-
tical to those obtained using lateral stick alone. The maximumangle of attack
reached was 25° , and the airplane was not near a departure condition at any
point in the maneuver. These results should be contrasted with those obtained
with control system B, where a rapid pitch-out departure to _ : 70° was
encountered (fig. 34).

Further evaluation of departure/spin susceptibility was accomplished by

applying maximumcross controls at Ig and accelerated flight conditions. An
example is shown in "figure 38, in which the controls were applied from ig trim
at _ = 25° . The time histories show that although full prospin controls were
held for 14 sec, _ did not exceed 26° and yaw rate was maintained below
35°/sec.

Figure 39 shows cross controls applied from ig trim at d = i0 °, followed

immediately by rapid full aft stick application. The inertia-coupling moment,
combined with the full nose-up pilot command, resulted in _ increasing to 28° .
Nevertheless, there was sufficient aerodynamic control moment to prevent
further d excursions such that although the prospin inputs were held for over
12 sec, angle of attack never exceeded the 25° limit.

A further evaluation of the resistance of control system C to inertia-

coupling-induced departures is shown in figure 40. The initial conditions for
the maneuver were ig trim flight at M : 0.6 and h° = 9144 m. From this
starting point, full lateral stick input was applied, followed in_nediately by
full nose-up pitch command. The large angular rates resulting from these
inputs would be expected to maximize inertia-coupling effects. The data show
that very high rates, particularly in roll, were generated; however, the limit-
ing features of the control system effectively limited these rates to values
that could be handled by the available aerodynamic control moments. As a

23
result, the maximum _ excursion was only 27° , despite the fact that the con-
trols were held for approximately ii sec.

Effect of Aft Center of Gravity

It should be noted that all the maneuvers discussed up to this point were
conducted with the airplane center of gravity at its nominal'location of 0.35_.
As previously discussed, more aft center-of-gravity locations should aggravate
the inertia-coupling departure problem because less nose-down aerodynamic con-
trol moments would be available. Therefore, a brief investigation was con-
ducted to see what effect more aft center-of-gravity locations might have on
the departure-prevention ability of the control system developed for a center
of gravity of 0.35_. For this evaluation, center-of-gravity locations of
0.375c and 0.39_ were evaluated. Figure 41 shows a maximum lateral stick, 360°
roll from ig trim at _ : 25° with a center of gravity of 0.375_. The data
show that more nose-down stabilator was required to trim at this condition due
to the increased static instability caused by the rearward center-of-gravity
shift. Comparison of the time histories of this maneuver with those obtained
with a center of gravity of 0.35_ (fig. 36) verifies the loss in nose-down
aerodynamic pitching moment at 0.375_. This loss is reflected in the @h
trace which shows that the stabilators were at the full nose-down position
through most of the maneuver; nevertheless, angle of attack increased to 27°
(as compared with the 25° obtained with a center of gravity of 0.35_). Although
a departure did not occur in this case, the fact that the pitch control remained
saturated for such an extended period of time and was still unable to hold
below the limit value indicates that control was very marginal in this situa-
tion. A more severe coupling maneuver would, therefore, be expected to result
in a departure. An example of loss of control is shown in figure 42, which
shows the high coupling maneuver previously discussed, in which the pilot
applied full roll and pitch inputs from ig trim flight at M : 0.6. As previ-
ously discussed, this maneuver performed with the center of gravity at 0.35_
did not result in loss of control. However, figure 42 indicates that with the
center of gravity at 0.375_, the available nose-down control was overpowered by
the inertia-coupling moment, and a rapid pitch-out to _ : 76° ensued. Follow-
ing the departure, the airplane entered the deep-stall trim condition previously
discussed; the deep-stall problem is addressed in more detail in the section
entitled "Deep-Stall Simulation Results."

These results indicated that rearward center-of-gravity movement beyond

0.375_ would require further limiting of roll rate in order to obtain an accept-
able level of departure resistance. These indications were verified when con-
trol system C was flown with the center of gravity at 0.39_. An example is
shown in figure 43, which presents time histories of an attempted 360° roll
using full lateral stick input starting from ig trim at _ : 25° . It is seen
that the aerodynamic nose-down control was easily overpowered by the inertia-
coupling moment and resulted in a sharp pitch-out departure to _ : 84° and
entry again into the deep-stall trim condition. Attempts at other roll maneu-
vers that were accomplished without incident with the center of gravity at 0.35c
resulted in a similar loss of control.

24
 It was found that the airplane equipped with control system C that was
flown with the center of gravity at 0.39_ was at least as prone to departures
as the basic airplane was at 0.35_. It thus became clear that the roll-rate
limit would have to be reduced significantly at a center of gravity of 0.39_ to
reestablish a level of departure resistance comparable to that obtained at
0.35_. However, as indicated in figure 25, this level of roll performance may
not be adequate from a tactical viewpoint. In summary, control system C was
found to provide a high level of departure resistance for the airplane with the
center of gravity at its nominal location. Large-amplitude maneuvers at Ig'and
accelerated flight conditions involving gross application of adverse controls
did not result in loss of control. However, rearward center-of-gravity shifts
deteriorated departure resistance to the point that it was marginal at 0.375_.
Operation at center-of-gravity locations aft of 0.375c would require further
reductions in maximum allowable roll rate.

DEEP-STALL SIMULATION RESULTS

Description of Problem

As discussed in the section entitled "Discussion of Stability and Control

Characteristics," the 0.35_ pitching-moment data for the subject configuration
exhibit stable deep-stall trim points in the vicinity of _ = 60 ° , even with
the stabilators deflected full nose down. The trim point, however, is com-
paratively weak, and an investigation therefore was conducted to see if it was
possible to fly into a stabilized deep-stall trim point. The departures
described in the previous section for aft center-of-gravity locations (figs. 42
and 43) all resulted in the airplane flying into this deep-stall trim condition.

The results of the present study indicated that entry into the deep stall
was possible during rolling maneuvers at high angles of attack or from very low
airspeed conditions at high angles of attack. One such low airspeed maneuver
was to put the airplane into a steep-attitude, decelerating climb, with Q
reaching a maximum of about 70 ° , with the intention of reaching very low air-

speeds at the top of the climb and allowing the airplane to fall through at
essentially zero g. The resulting kinematic generation of a large angle-of-
attack excursion could not be effectively opposed by the _ limiter system due
to lack of control effectiveness at low dynamic pressure. An example of such a
maneuver is shown in figure 44.

The data of figure 44 show that, at the top of the maneuver, the airspeed
and normal acceleration decreased to M = 0.2 and 0.1g, respectively. As the
airplane fell through, the angle of attack increased to 70 ° , despite the appli-
cation of full nose-down pitch control by the d limiter system. After several
cycles of oscillation, the airplane stabilized into the deep stall trim point
with _ _ 58 ° , _ _ 0 °, r _ 0, G _ 6° , and an _ ig. Note that, at this
point, the pilot had absolutely no control over the airplane. In pitch, the
limiter caused the stabilators to remain at the full nose-down position, inde-
pendent of pilot inputs. In roll and yaw, the automatic spin-prevention system
took control away from the pilot, and the system was commanding control deflec-
tions to oppose any yaw rate. For a fighter having a fuselage-heavy mass

25
loading, the most effective spin-recovery controls are obtained when the
rudders are applied to oppose yaw rate and the ailerons are applied in the
direction of the yaw rate. It should be recognized that these systems did suc-
cessfully prevent any yaw-rate buildup and therefore eliminated the danger of
the motions progressing into a spin; nevertheless, this was of little conse-
quence to the pilot since he was locked in the deep-stall condition, with no
way of recovering by using his normal controls.

It is important to note that all the maneuvers discussed to this point

were conducted with an aerodynamic model which did not include aerodynamic
asymmetries; that is, the aerodynamic coefficients Cy, C_, and Cn were zero
for _ = 0° and neutral lateral-directional controls. In the normal angle-of-
attack flight envelope of current fighter aircraft, this modeling assumption
has been found to be generally valid in that wind-tunnel measured asymmetries
are normally insignificantly small. However, experience has shown that, in
many configurations, these asymmetries can reach significant magnitudes at
post-stall _. Figure 45 shows Cy, C_, and Cn asymmetries measured during
wind-tunnel tests on the subject configuration. The data confirm that within
the normal _ flight envelope, these asymmetries are small enough to be
ignored. However, they rapidly increase in magnitude for _ > 30° . Of par-
ticular significance is the fact that the yawing-moment asymmetry reaches its
maximumvalue in the _ region of the deep-stall trim point. In order to
assess the importance of this characteristic, the deep-stall investigation was
conducted with two aerodynamic models, one that included the wind-tunnel mea-
sured asymmetries of figure 45 and one that omitted them.

Figure 46 shows time histories of a deep-stall entry with the asymmetries

included. Comparison with the results obtained without asymmetries (fig. 44)
indicates little difference in the initial phase of the entry. However, once
the airplane began to settle into the trim point, figure 44 shows that the
nose-left yawing-moment asymmetry caused the yaw rate to build up to about
-20°/sec, despite the application of significant amounts of opposing aileron
and rudder deflections by the spin-prevention system. The airplane also assumed
a left wing low (_ _ -16 ° ) and nose low attitude (0 _ -23o). Note that the
nose-up inertia-coupling moment resulting from the nonzero roll and the yaw
rates caused the airplane to trim at an angle of attack roughly 4° higher than
that obtained without the asymmetries. Another important indication from these
results is that the asymmetries would probably have driven the airplane into a
spin without the action of the automatic spin-prevention feature of the control
system.

With regard to the ease of experiencing the deep-stall trim, it was found
that the first _ peak during the entry was critically important in that an
overshoot to values of _ too much above the trim point resulted in the genera-
tion during the downswing of sufficient nose-down pitch rate to drive the air-
plane nose down over the Cm > 0 hump and result in recovery. Generally, the
airplane did not consistently drop into the deep-stall trim point if the initial
peak in _ was greater than 75° . Control of the initial _ excursion was
difficult, and the pilots were therefore not able to obtain the deep-stall trim
on every attempt.

26
stick in phase with the airplane motions, with the hope that sufficient angular
momentumwould be created during a downswing cycle to drive the airplane over
the positive Cm hump and back down within the normal _ envelope of the
airplane.

A recovery attempt using this technique is shown in figure 50. Starting

from a stabilized trim at _ _ 62° , the pilot activated the pitch rocker system
and rapidly applied full aft stick at t : 71.3 sec. In response, the stabi-
lators moved from the full nose-down position commandedby the _ limi[er to
full nose up. The resulting nose-up moment caused _ to increase to 75° , at
which point the pilot reversed his controls and applied full forward stick to
obtain @h: +25o- This action generated a large nose-down moment, indicated
by the qa trace at t : 74, and _ decreased rapidly. As expected, qa
became positive (t : 75 sec) for a brief time as _ traversed the hump in the
Cm curve; however, there was sufficient momentumto cause the airplane to con-
tinue to pitch downward until a recovery was obtained at t : 78 sec. It
should be noted that in this particular case, the pilot very accurately kept
his inputs in phase with the motions and therefore obtained a recovery within
1 cycle of the oscillation. However, it was found that in situations where the
pilot was somewhat out of phase with the oscillation, recoveries were delayed
significantly so that as many as three to four pumping cycles were required for
recovery.

Further assessment of the deep-stall and recovery characteristics were

obtained by moving the center of gravity aft to 0.375_. Figure 51 shows an
entry and recovery attempt using the speed brakes and flaps; aerodynamic asym-
metries were not modeled in this case. As can be seen, trim was achieved at
= 60° with r = 0, _ = -13 ° , and G : 0. At t : 67.5, the speed brakes
were deployed and the flaps reconfigured, and a rapid recovery was obtained in
4.5 sec. A quite different result was obtained with asymmetry modeling; an
example is shown in figure 52. The data indicate that the airplane tri_ed at
a mean angle of attack of about 65°, with the asymmetries causing a yaw rate of
-16°/sec. At t = 65 sec, recovery was attempted using the speed brake and
flaps. As can be seen, the resulting nose-down pitching-moment increment
caused _ to decrease by about 4o; however, it was not sufficient to effect
recovery and the airplane established another trim condition with _ _ 63° and
r = -20°/sec.

Generally, it was found that recovery to normal flight conditions could

not be attained with this technique unless the pilot made the speed-brake and
flap change early in the entry while there were still large oscillations in the
motion and unless the inputs were made during a downswing in _ so that they
reinforced the downward motion. Obviously this is very difficult to do, and in
the majority of cases, recovery was not obtained. The primary reason for the
difference in the results obtained with and without asymmetry modeling was the
existence of the yaw rate with modeling. Apparently, the additional nose-up
inertia-coupling moment caused by the angular rate was sufficient to negate the
relatively small amount of nose-down moment generated by the speed-brake and
flap changes.

28
 Methods of Recovery

Once it was determined that the airplane could be flown into the deep-
stall trim point, techniques were developed to recover from it. As previously
discussed, the primary controls could not be used because the pilot had no
control over them in this situation. Consequently, other schemes for obtaining
the needed nose-down pitching moment were investigated in the wind tunnel, and
two potentially useful concepts were identified. The first method involved
reconfiguring the flaps by retracting the leading-edge flaps and deploying _he
trailing-edge flaps (61ef = 0°, 6te f : 20o), whereas the second involved
speed-brake extension to maximumdeflection (@sb= 60o)" The locations of these
surfaces are shown in figure 2. Note that the speed brakes are located on the
upper and lower surfaces of the aft fuselage shelf next to the stabilators, and
their deployment therefore would be expected to provide a nose-down moment in i
, the deep-stall region.
Figure 47 compares the resulting pitching moments with those for the normal
configuration (61ef : 25o' 6tef : 0°' @sb: 0°); note that all data are for
the full nose-down stabilator deflection that would be maintained by the
limiter system. The data show that reconfiguring the flaps provides an incre-
ment of about -0.018 in Cm in the angle-of-attack range of interest (55° to
60o), whereas speed-brake deployment results in about -0.025. Note that neither
scheme clearly eliminates the trim point with the center of gravity at 0.35_,
and therefore they would not be expected to be always effective, particularly
for center-of-gravity locations aft of 0.35_. However, as shown in figure 47,
combining the two schemes results in a pitching-moment-coefficient increment of
about -0.05, which eliminates the deep-stall trim point.

Figures 48 and 49 show time histories of recovery attempts using the combi-
nation of speed-brake deployment and flap reconfiguration. The results obtained
without asymmetry modeling are shown in figure 48. The recovery attempt was
initiated at t : 78 sec, with the airplane stabilized in the deep-stall trim,
and, as can be seen, a rapid, positive recovery was obtained within 4 sec. The
results with asymmetry modeling are shown in figure 49. Although a positive
recovery was also attained, the recovery was not as rapid, taking some 8 sec to
occur. The reason for the slower recovery was the existence of the yaw rate
which created an additional nose-up moment due to inertia coupling that had to
be overcome by the nose-down recovery moment.

One additional recovery technique that was investigated consisted of

reconfiguring the pitch control law to reestablish pilot control over the stabi-
lators in the deep-stall region. The reconfiguration involved deactivating all
feedbacks, including the d limiter system, so that the only signal that
remained was the pilot stick command. With this system (henceforth to be
referred to as the pitch rocker), the deflection of pitch control was directly
proportional to pilot inputs. The reason for doing this can be seen by review-
ing the pitching-moment data for maximum stabilator deflections shown in fig-
ure I0. The data show that at the deep-stall trim point (_ _ 60°), a large
pitching-moment increment results in going from full nose-down to full nose-up
control deflection (ACm _ 0.i). Thus, a possibility exists to use this avail-
able control moment to initiate and build up a pitch oscillation by moving the

27
 The effectiveness of the "pitch-rocking" technique in providing recover-
ies with the center of gravity at 0.375c is illustrated in figure 53. In this
particular case, pitch rocking was initiated early in the entry (t = 52 sec)
while the motions were still quite oscillatory; in addition, the pilot did a
very good job of phasing his inputs in that the initial aft stick applications
were made just as the airplane was beginning a nose-up cycle. As a result,
was driven up to 84° and sufficient momentumwas generated in the following
downswing to reestablish normal flight. The recovery was obtained within 8 sec
after the pilot initiated recovery action. Figure 54 illustrates the results,
that were obtained when the pilot did not optimally phase hi_;rocking inputs
with the ai,rplane motions. In this case, recovery was not obtained until the
pilot had completed five rocking cycles, and the time interval between initia-
tion of recovery action and actual attainment of recovery was some 30 sec.
These results emphasize the criticality of proper pilot usage of the pitch-
rocking technique; nevertheless, this technique was found to%e effective in
providing deep-stall recovery for all the conditions (center-of-gravity location
and asymmetry modeling) investigated in this study.

TRACKINGRESULTS

Following completion of the departure, deep-stall, and spin-susceptibility

investigation, the tracking evaluation phase of the study was conducted to deter-
mine how these characteristics and the control-system changes affected the
ability to track a target airplane through maneuvers representative of air com-
bat. The evaluation was conducted at the nominal 0.35_ center-of-gravity loca-
tion and included an assessment of the three control-system configurations
studied in the first phase.

Results of Basic Control System (Control System A)

Time histories of the airplane motions during the wind-up turn tracking
task are shown in figure 55; included are the range between the two air-
planes R, the total angular tracking error g, and the lateral component
of g I. The data indicate that the pilot had little difficulty in tracking
the target airplane through the task. Note that the design of the lateral-
directional control system allowed him to track using only the stick, and no
pedal inputs were required. The airplane motions were well damped and, as
expected, none of the inertia-coupling problems previously discussed were
encountered in this task due to the absence of any large-amplitude rolling
maneuvering.

Figure 56 illustrates the performance of the airplane with the basic con-

trol system (control system A) in the bank-toT_9nk tracking _ask. As indicated

by the pilot-input time histories, this was a much more demanding task than the
wind-up turn in that a combination of bank-to-bank reversals-followed by rapid
pull-ups to high _ was required to maintain tracking. The very dynamic
nature of the task requiring rapid and accurate control in all three axes
simultaneously tended to accentuate any handling-quality deficiencies. Note

29
that the pilot used very large lateral stick inputs to make the reversals, and
the inertia-coupling moments resulting from the high roll and yaw rates
required large countering nose-down stabilator deflections. Maximum _ and
excursions were 30° and i0 °, respectively. The £ and _ data show that the
pilot had difficulty in maintaining tracking during the reversals; however, once
the reversal was completed, he was able to reacquire the target within about 5
to i0 sec. It should be pointed out that the pilot was aware of the potential
pitch-out tendency if too much coordinating rudder was used, and he therefore
flew the task essentially without pedal inputs. Furthermore, by using_only the
stick, the amplitude of the bank-angle changes that were required (IA_I _ 180 ° )
was insufficient to cause a departure due to inertia coupling. As a result, no
departures were observed during any of the runs made on this task.

The performance of the basic airplane in the ACM task is illustrated in

figure 57. As previously discussed, this task required two rapid, large-
amplitude (IA_I _ 180 ° ) rolls at the limit _ and low airspeeds and therefore
exposed the airplane to potential inertia-coupling departure situations. The
data show that in this particular run, a near-departure condition occurred
during the first roll maneuver in that full nose-down stabilator was held for
over 1 sec to oppose the nose-up coupling moment; maximum _ reached 29 ° . No
further near-loss-of-control situations occurred during the remainder of the
run. Note that, again, the pilot did not use pedal inputs; this factor cer-
tainly accounted, to some extent, for the fact that no pitch-out departures
were encountered.

Results of Control Systems B and C

Effects on tracking capability resulting from the control-system modifica-

tions incorporated in control systems B and C were assessed by flying the air-
plane equipped with these systems against the three tracking tasks. The results
were compared with those obtained with the basic control system (control
system A) to determine whether the roll-rate limiting schemes used to enhance
departure resistance had significantly degraded the tactical effectiveness of
the airplane.

The results obtained for control systems B and C in the wind-up turn task
are essentially identical to those obtained with the basic control system.
This was an expected result since this task did not require any rapid, large-
amplitude roll maneuvers.

Figure 58 illustrates the performance of the airplane equipped with con-

trol system B in the bank-to-bank tracking task. This figure should be compared
with figure 56, which shows the basic airplane flying against the same task.
Although the pilot generally applied similar amplitude lateral stick inputs in
both cases, the resulting roll- and yaw-control deflections were significantly
less in control system B due to the rate limiting scheme previously discussed.
As a result, the roll and yaw rates were lower, and the reduced inertia-
coupling moments are reflected in the decreased use of large nose-down stabi-
lator deflections. Comparison of _ traces also shows the reduction in side_
slip excursions seen earlier during the departure susceptibility evaluation.
The pilots commented that they noticed a definite degradation in initial roll

3O
response in going from control system A to control system B. They indicated
that this was mildly bothersome since they felt that they had to hold large
lateral stick forces longer in order to obtain the same net roll response. One

small positive aspect of the slower roll response noted by the pilots was that
it reduced the tendency to overcontrol during tracking. This characteristic
can be seen by comparing the lateral input traces, which show that the inputs
were somewhat less oscillatory with control system B than with A. Overall, the
pilots stated that the reduced roll-response characteristic of control system B
did not significantly affect their ability to track the target through this '
task. Comparison of the _ and _ traces tends to confirm this observation.

An example of tracking performance in the bank-to-bank task for the air-

plane equipped with control system C is shown in figure 59. The time histories
show that the pilot accurately tracked the target through all the reversals
except the final one. The pilots commented that the initial roll response
obtained with this system was noticeably better than that of control system B
and was only very slightly slower than that of the basic airplane. Moreover,
the improved sideslip control (much smaller sideslip excursions) resulting from
the proper limiting of roll rate resulted in much improved bank-angle control;
the pilot was able to make the roll reversals rapidly and cleanly with a minimum
of oscillations. Comparison of the time histories of lateral stick input in
figures 59 and 56 indicates a markedly smoother, less oscillatory trace with
control system C than with control system A. Overall, the pilots stated that
they could track slightly better and with less workload with control system C
than with either A or B.

When the airplane equipped with control systems B and C was flown in the
ACM task, the comparative results were essentially the same as those obtained
in the bank-to-bank task. Representative runs are shown in figures 60 and 61
for control systems B and C, respectively. Again, the pilots noted the degraded
roll response of B but commented that it did not significantly affect their
tracking ability. Again, they mildly preferred C over the other two control
systems due to the characteristics previously discussed.

In summary, the tracking evaluation phase of the study determined that the
roll-rate limiting scheme that was used to prevent pitch-out departures resulted
in no significant degradation in tracking capability. On the contrary, the
control system using roll-rate limiting but also incorporating features to
minimize initial roll-response loss (control system C) was found to provide
slightly improved tracking while reducing pilot workload. It should be reempha-
sized that the evaluation was conducted at the nominal center-of-gravity loca-
tion of 0.35_. As previously discussed, operation at center-of-gravity loca-
tions farther aft, particularly aft of 0.375_, will require further limiting of
roll rate to minimize susceptibility to pitch-out departures; the resulting
roll-performance degradation would be expected to degrade tracking ability
significantly more than previously indicated. With regard to deep-stall trim,
it should be pointed out that no deep-stall entries occurred during any of the
tracking runs. This was not an unexpected result in view of the fact that no
pitch-out departures were encountered, and the tracking tasks did not entail
extreme low-speed zero g maneuvers.

31
 INTERPRETATION
OF RESULTS

The fidelity of the simulation in representing the actual F-16 airplane

was evaluated by comparing simulation results with actual airplane flight test
data and by having pilots with F-16 experience fly the simulator. Throughout
the present study, close coordination was maintained with the flight testing Of
the full-scale airplane to ensure correlation between simulation and flight and
to expedite development of airplane modifications for testin@ in flight when
problems were encountered. As a result, the major characteristics an@results
derived from this investigation have also been encountered in flight. Flight
test results have confirmed that the airplane can experience pitch departures
during rolling maneuvers and/or low-airspeed maneuvers at high angles of
attack. Flight results have also shown that the airplane can enter the deep-
stall trim condition from the flight conditions described herein. Moreover,
the various control-system modifications and deep-stall recovery methods
studied in the present simulation have been flight tested and were found to be
as effective as the simulation predicted.

It should be recognized, however, that the present study was limited in

scope, and these limitations should be kept in mind when applying the results
and conclusions of this study. A primary limitation is that the aerodynamic
data were measured at low values of Mach number and did not incorporate any
compressibility effect; consequently, the results can only be considered valid
for Mach numbers less than about 0.6. It should also be kept in mind that only
the clean configuration was investigated and that it is likely that certain
store configurations (particularly asymmetrical stores) can degrade the
departure/spin resistance of the airplane.

SUMMARY
OF RESULTS

A piloted simulator investigation has been conducted to evaluate the high-

angle-of-attack characteristics of an F-16-based fighter configuration incor-
porating relaxed longitudinal static stability. The following major results
were derived from this study:

1. The airplane with the basic control system was found to be resistant
to the classical yaw or nose slice departure; however, it was susceptible to
pitch departures caused by having insufficient nose-down control to counter the
inertia-coupling moment generated during rapid, large-amplitude roll maneuvers.
In addition, the airplane was susceptible to pitch departures when flown to
very low airspeeds at high angles of attack.

2. Pitch-out departures produced by inertial coupling were prevented by

limiting the maximum roll rates at the lower speeds and higher angle-of-attack
flight conditions.

3. A modified control system incorporating roll-rate limiting and other

departure-prevention features made the airplane extremely departure resistant
without significantly degrading roll performance. However, the airplane could
still be flown to angles of attack above the angle-of-attack limit at very low
airspeeds.

32
 4. Although the airplane with the nominal center-of-gravity location could
be made more departure resistant without sacrificing maneuverability, it
appeared that center-of-gravity locations significantly farther aft would
require more drastic roll-performance penalties that could compromise tactical
effectiveness.

5. The simulated airplane could be flown into a deep-stall trim condition,

from which recovery was not possible with the basic control system using the
primary pilot controls. The roll-rate limiting control concept developed in
this study could not prevent very low airspeed entries into the deep stall.

6. It was not possible to define reasonable control laws (short of limiting

minimum airspeed) whichcould prevent departure and entry into the deep stall
at very low airspeeds. Changes to the airframe to increase high-angle-of-attack
10ngitudinal stability and/or control would probably be necessary to eliminate
these problems.

7. Reconfiguring the wing leading- and trailing-edge flaps and deploying

the speed brakes generated a sufficient nose-down moment increment to recover
the airplane from the deep-stall trim point, provided that the rotation rate
_was very small. However, steady yaw rates as low as 15°/sec could negate the
effectiveness of this recovery technique, particularly at the more aft center-of-
gravity locations.

8. It was possible for the pilot to oscillate the airplane out of the deep-
stall trim point by applying maximumpitch-control inputs in phase with the
airplane motions. The effectiveness of this technique was found to be a direct
function of proper input timing by the pilot; with correct pilot action, this
technique successfully recovered the airplane, even at the aft center-of-gravity
locations investigated. Use of this procedure, however, required a modification
to the control system to enable reestablishment of pilot control over the
stabilators above the limit angle of attack.

Langley Research Center

National Aeronautics and Space Administration
Hampton, VA 23665
September 20, 1979

33
 APPENDIXA

DESCRIPTIONOF CONTROLSYSTEM

Longitudinal

A block diagram of the longitudinal control system used in the .simulation

is presented in figure 62. The implementation was a fly-by-wire, commandaug-
mentation system (CAS) whereby the pilot commandednormal acceleration through
a minimum deflection, force-sensing side-stick controller. Washed-out pitch
rate and filtered normal acceleration were fed back to give the desired
response. A forward-loop integration was used in an attempt to make the
steady-state acceleration response match the commandedacceleration. The!air -
plane had slightly negative static longitudinal stability at low Mach number;
the desired static stability was provided artificially by the control system b_
means of angle-of-attack feedback.

The longitudinal control system also incorporated an angle-of-attack

limiting system which functioned by using an _ feedback to modify the pilot-
commandednormal acceleration. The angle-of-attack feedback reduced the com-
manded normal-acceleration limit by 0.322g/deg between _ = 15 ° and 20.4 ° and
by 1.322g/deg above _ : 20.4 ° . This feature resulted in an angle-of-attack
limit in ig flight of approximately 25 ° . The maximum allowable positive com-
manded normal acceleration is shown in figure 63. The stabilator actuator was
modeled as a first-order lag of 0.0495 sec, with a rate limit of 60°/sec. The
surface deflection limit was ±25 ° .

Leading-edge flap deflection was scheduled with angle of attack and q/Ps
according to the following relationship:

2S+7.25
61e f = 1.38 _ - 9.05 i+ 1.45
S+7.25
Ps

The flap actuator was modeled as a first-order lag of 0.136 sec, with a rate
limit of 25°/sec. Maximum flap deflection was 25 ° .

Lateral

The lateral control system is shown by the block diagram given in fig-
ure 64. The system incorporated a roll-rate command feature whereby the pilot
commanded roll rates up to a maximum 308°/sec through the force-sensing control
stick. Above _ : 29 ° , an automatic departure-/spin-prevention system is acti-
vated which uses a yaw-rate feedback to drive the roll-control surfaces to

oppose any yaw-rate buildup. In this mode, the roll-rate CAS is disengaged so
that the pilot has no control over the airplane laterally.

34
 APPENDIXA

The roll-control system uses both aileron and differential-tail deflections

at a ratio of 4° of @a per 1° of @d" The surface actuators were modeled as
0.0495-sec first-order lags, with rate limits of 60°/sec for the differential
tail and 80°/sec for the ailerons. The surface deflection limits were ±5.38 °
and ±21.5 ° for the differential tail and ailerons, respectively.

Directional

A block diagram of the directional control system used in the simulation

is presented in figure 65. The pilot rudder input was computed directly from
pedal force and was limited to ±30° . Furthermore, this commandsignal was
reduced to zero between 20° and 30° angle of attack in an attempt to prevent
departures resulting from excessive pilot rudder usage at high angles of attack.
,Yaw stability augmentation consisted of feedbacks of r - p_ (mrstab) and ay.
The stability-axis yaw damper provided increased lateral-directional damping in
addition to reducing sideslip during high _ rolling maneuvers. The lateral
acceleration feedback had little effect at the low-speed flight conditions of
the present investigation. The directional control system also incorporated an
aileron-rudder interconnect (ARI) for improved coordination and roll perfor-
mance. At low speeds, the ARI gain was scheduled as a linear function of angle
of attack with a slope of 0.075/deg. As in the roll axis, above _ = 29° , a
departure-/spin-prevention mode is activated which drives the rudder at a gain
of 0.75 deg/deg/sec to oppose any yaw-rate buildup. The rudder actuator was
modeled as a 0.0495-sec first-order lag with a rate limit of 120°/sec. The
total rudder travel was limited to ±30° .

35
 APPENDIXB

DESCRIPTIONOF EQUATIONSANDDATAEMPLOYED
IN SIMULATION

Equations of Motion

The equations used to describe the motions of the airplanes were nonlinear,
six-degree-of-freedom, rigid-body equations referenced to a body-fixed Axis
system shown in figure 1 and are given as follows:

Forces:

: rv - qw - g sin 0 + q__S
m Cx,t + m

% : pw - ru + g cos 0 sin _ + qS
_--Cy,t

6 : qu - pv + g cos G cos % + --_--Cz,t

qS

Moments:

Iy - IZ
qr + IXZ (r + pq) + _ C Z
Ix IX IX ,t

D B
I z - IX qSc
IXZ(r 2 _ p2) + __
pr + Iy Iy Cm, t - Her
Iy

IX - Iy IX----_Z(p- qr) + qS__bb + Heq

- IZ Pq + IZ I Z Cn,t

where the total aerodynamic coefficients CX, t, CZ, t, Cm, t, Cy, t, Cn, t,
are defined in the next section. Euler angles were computed by using
and CZ, t
quaternions to allow continuity of attitude motions. Auxiliary equations
included

_ = tan -I (uw-]

V : Qu 2 + v 2 + w 2

36
 APPENDIXB

qu - pv + g cos Q cos _ -
an = g

-pw + ru - g cos Q sin _ +

ay = g

Aerodynamic Data

The aerodynamic data used in the simulation were derived from low-speed
static and dynamic (force oscillation) wind-tunnel tests conducted with subscale
models of the F-16 in wind-tunnel facilities at the NASA Ames and Langley
Research Centers. The static aerodynamics were input in tabular form as func-
tions of both angle of attack and sideslip over the ranges -20 ° _ _ _ 90 °
and -30 ° _ _ _ 30 ° . The dynamic data were input in tabular form for _ = 0°
over the same _ range. Total coefficient equations were used to sum the

various aerodynamic contributions to a given force or moment coefficient as

follows.

For the X-axis force coefficient:

CX(_,_,6 h) + ACx,lef( 1 25 / ,sb

CX,t

+ _[CXq(_) + ACXq,lef
(_)(i
-jj
6 le f_7

where

ACx,Ie f : CX,lef(_,_) - CX(d,_,@ h = 0 °)

For the Z-axis force coefficient:

/
CZ, t : Cz(_,8,6h) + ACz,lefkl + ACz,sb(_) \ 60/

+ _q[c Z (_) + hCZq

2V [ q , lef

where

ACz,lef : CZ,lef (_' _) - CZ(_' _'6h : 0°)

37
 APPENDIXB

For the pitching-moment coefficient:

Cm,t : Cm(d,8,@h)_@h(@h)+ Cz,t(Xcg,ref - Xcg) + ACm,lef<l

+ ACm, sb (_) \-_--]

( sq [C (_) ( 1 61ef_]
+ __q mq (_) + ACmq , lef 25 /J

+ ACm(_) + ACm,ds(_,@ h)

where

ACm,le f = Cm, lef(_,8 ) - Cm(d,8,@ h = 0 °)

For the Y-axis force coefficient:

Cy, t = Cy(d,8 ) + ACy,lef(1 61ef-]

25 /

+
ACy + ACy (1
,@a=20 ° ,6a=20O,lef

+ ACY,@r:30 o + --
2V Yr (_) + ACYr,lef (_) (i

61e_f)]
+ ICyp (_) + ACyp,lef (_) (1 2s ]P)

where

ACy,le f : Cy,lef(_,8) - Cy(d,8)

ACy, @a:20o : CY,@a:20o(_ 8) - Cy(_,8)

ACy,@a=20O,lef
: cy (a, 8)
'@a=20°,lef

F
- Ic (_, 8) -
L Y,@a:20 o

ACy ,@r:30 o : CY,@r:30o

(_,B) - Cy (_,8)

38
 APPENDIXB

For the yawing-moment coefficient:

Cn, t = Cn(_,_,6h) + ACn,lef(l @lef) - Cy,t(Xcg,ref Xcg)b

+ IACn,6a=20o + ACn,@a=20O,lef( 1

r
+ ACn, @r=30 o _ + _ nr (_) + ACnr ,lef (_) 1

+ I Cnp (_) + ACnp,lef(_)(l 61ef-_]p]

ACn_(_)__
II +

where

ACn,le f = Cn,lef(d,_) - Cn(_,_,@ h = 0 O)

= C n (_,_) - Cn(_,_,@ h : 0 O)
ACn, @a:20 o ,6a:20o

: Cn
ACn,6a:2OO,lef ,6a=20O,lef (_'_) - Cn,lef(d,_)

-[Cn,6a:20o(C_,[{)- Cn(Ct,[_,6h : 0°) -]

ACn, = Cn,6r=30o(_,_) - Cn(_,8,6 h = 0 O)

6r=300

For the rolling-moment coefficient:

c = c 61ef )
_,t _(_,_,@h ) + hCt,le f 1 25

+ + ACt, (1 25
Ct,@a:20o @a:20O,lef

r
+ hCt,@r:30o. (@r)
_ + _b (E c t r (_) + ACtr,le f (_)(i

+ E c tp (_) + ACtp,le f (_) ( i 61ef_

_g _ P] + Ac t 8 (_)B

39
 APPENDIX B

where

hCZ, le f : CZ,lef(d,_) - CZ(_,_,@ h : 0 °)

AC_,@a:20o : C_,@a:20o(_,_) - C_(_,8,@ h = 0 °)

ACl,@a=20O,lef = CZ,6a=20O,lef (_,@) - CZ,lef(_,@)

-[CZ,6a:20 o(_,8) -C_(d,_,@h : 0°)]

AC_,@r:30o : C_,@r:30o
- cl( ,B,6h °°)

The aerodynamic coefficients contained in the preceding coefficient equa-

tions are presented in table III as functions of the indicated independent
variables. The aerodynamic moment coefficients are referenced to a center-of-
gravity location of 0.35_ and were corrected to the desired flight center-of-
gravity position in the coefficient equations.

Engine Simulation

The F-16 is powered by an afterburning turbofan jet engine. The thrust

response to throttle inputs was computed by using the mathematical model indi-
cated in figure 66(a). The throttle command gearing is shown in figure 66(b).
The response was modeled with a first-order lag which varied as shown in fig-
ure 66(c). Presented in table VI are thrust values for idle, military, and
maximum thrust levels. Engine gyroscopic effects were simulated by represent-
ing the engine angular momentum at a fixed value of 216.9 kg-m2/sec
(160 slug-ft2/sec).

4O
 APPENDIXC

SPECIAL EFFECTS

Buffet Characteristics

Aerodynamic buffeting of the airframe at high angles of attack was simu-

lated by shaking the cockpit with a hydraulic mechanism. The buffet intensgty
and frequency content were controlled by the computer, with the buffet ampli-
tude varying with angle of attack, as shown in figure 67. Buffet onset
occurred near _ = 15 ° , and the level of buffet increased fairly linearly
thereafter with increasing angle of attack. The frequency content was con-
trolled to represent the relative buffet amplitude contributions of the three

_ primary structural modes of the airframe.

Simulation of Blackout

Pilot blackout or "grayout" under sustained high values of normal accelera-

tion was simulated by decreasing the brightness of the projected scene and the
cockpit instruments as a function of the cumulative time spent at high load
factors. At the same time, dimming of the target image was delayed relative to
the scene in order to partially simulate tunnel vision for steady tracking
maneuvers. This simulation of blackout provided a cue, in addition to the
inflatable anti-g suit, of the extent of operation at high normal acceleration,
and it penalized the pilot who flew at unrealistically high values of normal
acceleration. The blackout representation assumed that a pilot will experience
grayout if exposed to greater than 5g normal acceleration and will tend to
recover when returning to below this level. The algorithm used a direct rela-

tion between the logarithm of the load factor an and the logarithm of the
time to blackout; the simulation used 300 sec to blackout at 5g and i0 sec to
blackout at 9g, with simulated tunnel vision during the interim period.

41
 REFERENCES

1. Impact of Active Control Technology on Airplane Design. AGARD-CP-157,

Oct. 1974.

2. Gilbert, William P.; Nguyen, Luat T.; and Van Gunst, Roger W. : Simulator
Study of the Effectiveness of an Automatic Control System Designed to
Improve the High-Angle-of-Attack Characteristics of a Fighter Airplane.
NASATN D-8176, 1976. ,q

3. Mechtly, E. A.: The International System of Units - Physical Constants and

Conversion Factors (Second Revision). NASA SP-7012, 1973.

4. Ashworth, B. R.; and Kahlbaum, William M., Jr.: Description and Performance
of the Langley Differential Maneuvering Simulator. NASA TN D-7304, 1973.

42
 TABLE I.- MASSANDDIMENSIONALCHARACTERISTICS
USEDIN SIMULATION

Weight, N (ib) ........................ 91 188 (20 500)

Moments of inertia, kg-m2 (slug-ft2) :

IX ............................. 12 875 (9496)
Iy ............................. 75 674 (55 814)
IZ ............................. 85 552 (63 I00)
IX z ............................... 1331 (982)

Wing dimensions:
Span, m (ft) .......................... 9.144 (30)
Area, m2 (ft 2) ....................... 27.87 (300)
Mean aerodynamic chord, m (ft) ................. 3.45 (11.32)

Reference center-of-gravity location ................. 0.35_

Surface deflection limits:

Horizontal tail -
Symmetric (@h), deg ........................ ±25
Differential (6d), per surface, deg ................ ±5.375
Ailerons (flaperons), deg ...................... ±21.5
Rudder, deg ............................. ±30
Leading-edge flap, deg .................. . .... 25
Speed brake, deg .......................... 60

43
 TABLEII.- DEPARTURE-/SPIN-SUSCEPTIBILITY
MANEUVERS

Initial condition Maneuver Zilot input

ig trim; _ = 10°; 360 ° roll Maximum lateral stick

h = 9144 m

ig trim; _ = i0°; 360 ° roll Maximum coordinated lateral

h = 9144 m stick and pedal

lg trim; _ = i0°; Response to cross Maximum opposite stick and

h = 9144 m controls pedal, followed by abrupt
full aft stick

ig trim; M = 0.6; Inertia coupling Maximum lateral stick,

h = 9144 m followed by abrupt full
aft stick

Maximumg decelerating 360 ° roll at Maximum lateral stick

turn; h = 9144 m 170 knots IAS

Maximumg decelerating 360 ° roll at Maximum coordinated lateral

turn; h = 9144 m 170 knots IAS stick and pedal

Maximumg decelerating Response to cross Maximum opposite lateral

turn; h = 9144 m controls at stick and pedal
170 knots IAS

ig trim; _ = 25o; 360 ° roll Maximum lateral stick

h = 9144 m

lg trim; _ = 25o; 360 ° roll Maximum coordinated lateral

h = 9144 m stick and pedal

lg trim; _ = 25o; Response to cross Maximum opposite lateral

h = 9144 m controls stick and pedal

Ig trim; _ = 25o; 70 ° bank-to-bank Maximum lateral stick

h = 9144 m reversals

Steep-aCtitude, Deep-stall entry Stick neutral or full

decelerating climb; forward
h = 9144 m

44
 TABLEIII.- AERODYNAMIC
DATAUSEDIN SIMULATION

CX(<_,_,@
h = -25°)

R[TA -25.0 -?0:. 0 -15.0 ;10,0 - 8,0 - 6.n - 6,0 - 2,0

* 4.0 * 6.0 + R,O *10.0 +15.n *_0,0 *25,0 ,30,0
ALPHA
-PO.O -,19o40 .._ Rqc)O -.15690 -.191_0 -.187_O -.18600 -.18600
-.1R680 -.1RqgO -, 19ftPO -,'19000 -.1R960 -.18A30 -.lP_O -.18380 -.17870 -.17710
-]_.0 -.17160 -.17_bO -,179_0 -,1RPTO -.IPI60 -.18530 -.18770
-. lRO_qO -.')8760 -.1R6RO -.18480 -,18410 -.18r',_O -.18170 -.1_900-,17390-
-. !_750
-10,0 -.lq_ln -.16_70 -.t6qPO -,r171RO -•16930 -.17n_0 -.17350 -.17720
..1787n -.17690 -. 17;_90 -.17110 -.17060 -.16980 -.17_I0 -.16950 -.16300 -,t-53_0
-.tlSln -.1P'_PO -.1_760 -.13170 -.1_90n -.14150 -.14_00 -,1_250 -.1#370
-.143P0 -, 16_S0 -,14P_O -.14100 -.13970 -.13720 -,1P_oO -,t_580 -.12t_0 -,11330
0.0 -.OqO?O -oOq_50 -,I0430 -, I0C)30 -.11200 -.i1150 -.11_0 -.11240 -.11300
-.113_0 -.1 l;_90 -,111_0 --,11100 -.110P0 -,t0_0 -ilO_O -.10tS0 --_00570 -.0_790
+5.0 -.0_160 -.05_70 -°06n30 -.06400 -.06530 -.06610 -.06_0 -.06750 -.06900
.-.06P60 -.06_00 -. 06F,40 -.06500 -.06490 -.06_10 -.05960 -.0_580 -.05050
,fo.n -.nn7qo -,01080 -.OOqqO -,01010 -.00760 -,00700 -,007_0 -•00900 -°01160
L_nl_no -.0];30 -.01 n_,O -. n 0_,._0 -.00830 -.00800 -.01070 -.01050 -.011_0 -.00850
*}5,0 .o_560 ..03qRO ,03_PO '. n4OPO 0_770 .05030 .0_0 _05530 ,0_380
.nq3?o , e_330 .05360 .05;_70 .OqO_O-. i03960---,0-3660 .... -14i_J6LiO -.....
*PO.O .07400 .07B60 .07460 .07450 0R670 ,08880 ,O@PSO ,09410 ,09480 .........
.09510 .09750 .093q0 ,09130 0R670 ,OlPiO ,070PO .07030 ,07130 ,069T0
.11_40 ,!IOPO .]0670 .1t010 ,IIPIO ,IilAo ,11290 .11230 --
.11110 .ll_PO ,IIP50 .I1360 .111q0 ,10750 ,I0410 .10760 .lOqflO .t0660
,30.0 .0q15o ,10i00 .09750 , I07110 ._i_o .13330 .13000 ,16220 ,1_430 ....
.14q10 • 14070- ,t37q0 .t3500 .13230
+35.0 .!o7_0 .11370 ,11 qRO ,127@0 .16020 .14250 ,l_?mO ,15700 .t6230
.I_630 .16_.70 .16640 .16ml70 .¢_600 .14600 .13_0 .12560 ,11950 .1t370
..

*_0,0 .1_060 .14_70 °13500 .14410 .15740 .15850 .16nlo .16820 .17260
•17110 .16QQO .16550 .16110 .15670 ,t4_aO .13430 .14300 ,129g0
,45•0 • 16030 .16050 ,16040 .16370 .16710 .16_40 ,16390 .16740
• 164g0 .1_970 .15730 ,15_00 ,15_10. .1-53g0 ..... ,l_'lO.
.16KO0 . "167_0
*KO,O .t4710 .15_#+0 .I_460 .16710 .171_0 .17120 .16_0 •16440 .16560
.171_.0 .17PRO .1.74_0 17250 .17300 .15_0 .1_570 .16350 .13620
*_5.0 .l_56n °16150 • 15680 .16_10 .17780 .17690 .176_0 .17_90 °17620
.i_o6n .17430 • 16_60 °16770 .17240 .17610 .17PPO .13_70 .16680 ,16420
*_0,0 .Y_nin .15(_90 .16670 .15P50 .16640 .16620 ,17n40 .17100 .17190
.17_80 .17300 .17.';160 .1721_ - .16880 .-,16710 .... °1_620- ._1860 ..... _._600- -
$70.0 .I_010 .15960 ,15690 ,16PO0 .15730 .15950 .1TRIO .17150 .17380
,1710n .171_0 ,173n0 .17200 °16860 .14740 .15670 .15570 .i_450
*RO,O .16150 .15590 .15_00 .15210 .15210 .15q_O ,15850 .15660
.i_9_n .15730 .15630 ,15R60 .15580 .15720 .141nO o16100 .1_670 .15380
*qO.O .16510 .16080 .'166R0 .1676n .16600 .16R_O .16670 .16690
.1_600 .167_0 .166_0 .16_60 °17110 .1_770 °.15_10 .11930 .156.9_L_ .16P-._O-

t_
 TABLE III.- Continued

c @,B,6h: -10o)
BETA - 6•_ - 4,0 .... 2,,0
0•0 * P.O + 4.0 * 6•0 * RoO +lO•O *ls,n .,_0,0 • 2_,0 +30•0
ALPHA
-PO.O -.13_10 -.14190 -•i3_6o -.1_740 -.13_00 -,l?_RO -,12490 -,12P?O
-•17460 -•1P470 -•1_?0 -.17570 -,128?0 -.12_aO -•13270 -.17590 -,12700
-{S•O -•17450 -•1P350 -•1POLO -.11760 -,11760 -,t1_00 -,11770 -.11840
-•t1_70 -•llRPO -.ltTAO -,11840 --,1Pt_0-,12_30 -.17530---,1_240
;io,o ..]OlAO -,10660 -•_o_o -,10710 -.10610 -,10680 -,10_=0 -,10830 -.10940
-.1147_ -•1o950 -•1OR60 -•10770 -o10630 -,10_0 -,107_0 -,10760 -.10740 -,10260
-•07060 -•07_60 -.07710 -.00360 -,08640 -,OA_O -,08870 -,08890
-.OA9_O -•08PSO -•OAT_O -eOp4?o -,081PO -,07_70 -,07220 -,06820 -•06310
0•0 -.04830 -•0_090 -o.O_3PO -•05440 -.0_780 -,05890 -,O_OVO -,06060 -,06130
-,061t0 -,060_0 -,0_950 -_0_770 -,056t0 -,OF_=_O -,0_i50 -.04g?O.--.o_r,,s/_O-.
5°0 -.01IRO -•01060 -,OOq60 -•OlOPO -.0t470 -,0t480 -.Ol:_O -.01610 -,01770
-.017_0 -•01780 -•01670 -.o1_60 -.0t410 -,01330 -,00_0 -,00870 -,01060 -,OIP70
oO:6fiO •O_P80 •03670 •039_0 .041PO .04170 ,04naO .0¢130 ,04060
,03q90 •041_0 ,04140 ,04120 ,03QOO .03670 ,03_80 ,0_680
e97-_0 •08000 •08a70 •o9340 .0q830 ,10060 • 10_0 ,10340 •10330
.._gaTo .,t0_]0 .I0970 ,I01_0 .t0080 ..,0(;t830--. ,0_40 ...... ,08870 -. ,08000.. ._7350--
*PO•O .1_0 •17750 ,17580 • 1 ?4qO .13260 .13470 • 13_O0 ,13490 .13250
•1_?0 ,13380 • 1 _430 .1_100 ,tSORO • 12=t0 ,12300 .I_470 ,i1940
_p_'.O .1_740 •t4740 ,14660 .14K40 .146_0 ,14860 • t4_KO ,14530 .14_90
.14070 .14i80 •144_0 .14A70 .14470 °14390 • 14_aO .14400 .14480 ,13480
_30•0 •lo_o •IP_tO •lP_70 •14370 ,ISO00 ,161_0 •,lkKK0 .t6600 ,16630
•16400. •1_4_O- ,16t50 ,15030 _t_=O0- -.t3900 .,1_5¢0-- -,t-t_0
•107g0 •11_40 •lPqqO ,13770 .1_230 ,15810 ,17==0 ,t7890 .18010
.179K0 •17_30 •18040 ,t7870 .174_0 ,16750 ,t_=00 ,14510 • 13060 ,17270
_0•0 ,14170 °13650 .15970 ,16220 ,I7=KO ,17620 ,17980
.179A0 ,18100 ,17710 °17100 ,170_0 ,16590 • t51_0 ,14270 .14740 .13970
*4S•O ,14R60 •1_170 .!5_oo .16080 ,16130 ,t5o70 .16710 ,16670
• -.[_710 .,1.6_0 ,16530- .1A_O0 ._A970 .15&9.0 ,_4a.10 ol&780- _.14_70- .1_820--.
*,o,o •14100 ,14_0 .14860 .I_610 .15700 • 15_a0 ,15110 .15150
•15490 •15470 ._5600 .1_38N ,15440 • 14_0 ,14050 .13930 .13290
*_5.0 .13670 ,l?SlO ,13_60 .14670 ,14720 ,14_0 ,14650 ,14620
.14RAO ,14_30 ,13610 .13700 .14050 ,14310 ,13nn0 ,12150 ,13310 ,13390
*60'0 .13_nO .13_0 ._15_0 ,1_850 ,12890 ,13_60 .13510 ,13720
........ _s_n • o13_60 °13200 .13870 .13230 ,13100 ,11790 ,13800 ,13850. ,13#10.
_70,0 .T_7_o .11740 ,11850 .11080 .11610 .i1870 • 13760 ,13120 °13530
• 130! 0 o1_630 ,_27n0 'I_81.0 .12680 ,I_I_0 ,12920 ,1281_ ,12780
+RO,O .116.10 °11360 e11580 ,I1480 • ]14_0 .I1940 .11770
.lP110 .llq_O .119_0 .1_50 .19040 ,I1770 ,lla_0 ,11550 ,11800 .12200
*QO.O .1_870 ,1_410 .1_140 ._]o .1_650 ,12560 ,12_70 ,12360 .12480
.... .17470 _1_0_o ,lzsTo .1_I_0 ,12060 .12330 ,12790
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OgSlI • OOO_I • OI6I[* O_[l s 06_2I" OIL_I" 090CL"
Obtd[ • O_Stt" 0"0_*
Od_Ut ° 09LOt" O_LOL"
O0_LO" 0_0 • O_E60" Oo_bO" OO20l • OESUl" o_90t •
O_b6 • OS_O o 00840"
O_LOI • ObLO( • Oo_Ok" O[_OI' ou2ol" Oo_Oo"
Ouu_O • OOo'_O • OOb_O"
06SEO • 06190" OBS_O • OuoVO• O_OSO• OSObO" uguso • 0"0[÷
0_$90 • 0 [OtO • OO_O
OLb_O" ObOSO • 0oo_0" 080S0 • O_OgO" OUO_O"
OLgOU'" 02LOO'- O_gOO °-
0I_o0"- O00OO'O 06100 ° o_too' OL200 •- O_£UU'- OOSO0 °-
OOLO0 • OOUO0•O O_LOU °- O'g
OILO0"" OSSO0"- OOvO0 •" O_ _00•" 09_OO'- O_O00 •
O_L_O'- OE_O'" OO_O'"
OB_O •- 099_0"" OL_[O'" 000_0"" 0_90 •" 06990"- OL99U'"
0_U_0"- 0[_0'' O_b_O ° 0•0
OSO_O •. OOL_O •- Oo_O,° OLgtO •- OOS_O"- 09L_U'-
09940 •- 09LLO'- 07840""
0_0 •- OELSO'- OEI90"- Ou_90'- OEULO'- OEELO"- OUbLU'-
oLEgo •- OLb_O'- OV_O'-
O0OLO •- 08LLO •- OLvLO •- ObSLO'- OL_LU _" 0_90"-
OOLbO'" OUt.b0"" u_OoO'-
019_0 •- 06000 •- 0[I60 •- OVk60"- 09060 •" 08600_" 0_Lb0"-
O_ObO •- O[OOO'- o_0" 0"0["
06200 •- 00160 °- O_UO0 •- 0E060"- 096_0'" O_OoO •"
OLLbO •- OSLbO'" OU4bO''
09IOI'- 0£_0l'- O£EOI'- O_uO[ +" O_LOO •" 0_900_" OdLoO'-
ObgO[ •- OS_,OI'" O_OUL'- O'_["
O_4bO'" 04960"" OO_bO'" 09960 •- 0_960"" O_ObO •"
OL_OU •- Og_bO'" 0_oo-=
O0_bO'" 06900"" 04_0['" O?uO['- O_ObO •" OLgO0 _" 0_96U'-
Obd[_ •- O[90I'" o_ot'- 0"0_"
O_O0 •- ObSbO'" Ou_bO'" 0090I'" u_O['- UgbOL'"
VHd_V
O'? • O'_ _' 0"0
0•0_* 0'_2" 0"0_* U'_I+ O'OI÷ 0•_ ÷ 0•9 ÷
0_0_- 0"_- 0"0_- _138
0•2 - O't = u•9 . 0•8 - O•Ol" O'h["

(o0 = qg'_'_)) xo

penuT_uoD -" III ,_I_IV,_,

co
TABLE III.- Continued

: °)
BETA -_O.O -_.5.0 -PO.O -15,0
0.0 *2.0 * 4.0 ÷ 6.0 *30.0
ALPHA
-PO.O -,101-20 -.tOaO0 -._o47o -.ln350 -,09910 -,09100 -.08840
-.OAS_O -.09070 -.09080 -.99_3o .,00180 -.09430 -,09880 -,09200 -,0o310
-i5.0 -.In3Rn -,10670 -.10570 -.!o_o0 - 099_0 -,OqqSO -.09990 -,10060
-.I0100 -,lOn70 -.10000 -, 10040 - 10000 -,10060 -,lO_mO -,t06_0 -.10750 -.t04_0
-lO.n -.OQ6_O -,lOilO -.101_0 -.10t60 - 10060 -,10130 -.I0170 -,10280 -,10390
-.IOQ_n -.10400 -.i0P90 -.tO_PO -,10080 -,10140 -,10_0 -,10210 -.10190 -,09710
- 5.0 -,07150 -,07_0 -.07800 -,08450 -,08730 -,08_0 -,08960 -.08980
-.000_0 -, 08qk.O -.08510 -.08P10 -,07_0 -,07310 -.06910 -.06400
0,0 T..047_0 -. 06,980 -.0_10 -.0_67_ -,05780 -.05_0 -.05950 -,06020
q_O_OaO -.06000 -.05070 -.n5840 -.0_660 -,05_00 -,051_0 -,05040 -.04_81.0 -..045r-_0--
+ 5.0 -.01460 -.01 "_40 -.01_40 -,n1300 -.o_7oo -,01760 -,01_0 -,01890 -.020_0
-.o_ooo -.oPo6o -,019_0 -.01840 -.o16o0 -,01610 -,01_10 -,01150 -,01340 -,01550
$]0.0 ,0_4_0 ,O_R)O .03130 .o_26o ,03_I0 ,03_0 ,03270 ,03200
,03i30 ,03730 .03_0 ,o3_8o ,03960 ,031_0 ,02810 ,02420 .01820
+is.n .0_7o ,06020 ,06R00 .o7_0 07850 ,08080 ,O_aO ,08360 .083$0
.OgPqO ,08._30 ,08P_O .o8_nO =OalOO ,07_80 ,07_0 ,06890 .06020 ,05370 ....
*_0,0 .0g710 ,09;_40 .09070 .oSq_O .0q750 ,09060 ,00oaO ,09980 ,09740
.00710 .OqAlO ,09_70 ,oqq_o .00590 .09470 ,087n0 .08790 ,08960 ,08430
+PS.0 .0_1_o ,I0160 .lOOnO .00060 .10070 .IOFTO ,I0_70 ,09950 ,Og710
.00400 ,09_00 .09R_O ,OOqqO .0_840 .09810 .O_7nO ,09820 ,09900 .0_900
.o9ooo ,07t40 ,07500 .08000 .00530 .i07_0 .ltnmO .11130 .11160
.11040 .10930 ,I0960 .10770 .106Rn .I0460 .09R_O .08_30 ,08070--. ._020 ........
+_5.0 .04810 ,05600 ,07050 ,n78_0 .09790 .09870 ,ll_aO ,11950 .12070
.I_01o ,1]qO0 .12_00 ,{1880 .1i5_0 .10810 .09_eO ,08570 ,071_0 ,06330
+40.0 .o_6_o ,07410 .06_40 .n7RSO .0_60 .09510 ,1OK40 °1O910 ,11270
.11770 ,11_90 ,11000 .10310 ,09880 ,0R470 .07560 ,OR030 ,07260
+4S,0 .0R4_0 • 08110 .08470 .nR4KO .09330 ,09380 ,Oq_O ,09460 .09920
.oQg_o ,Oq_t90 ,007_0 .Oq?_O ,08q40 ,08_0 ,08030 ,077_0 ,0_070 ....
+_0.0 .oqn_o ,00_50 ,I0110 .ogqoo .10630 ,10610 .101_0 .09960 .10210
.I0710 .107]0 .10a40 .lO7nO .10360 .103P0 ,og_ao ,09800 ,09540 ,6R770
.9_4_n ,08690 .07qo0 .08_20 .10250 .10100 ,000_0 ,0_800 .Oq910
.10_00 ,097F0 ,08970 .09140 .09690 .10150 ,087P0 ,07800 ,08590 .08320
÷AO.O .07400 ,08_30 ,OR4qO .07940 .OR310 .08410 ,0SOLO .09080 ,09150
0oI_0 ,09080 .08930 .089S0 .08890 .08680 ,08_I0 .08860 .08600 .078(:_0 .
+70.0 0_040 ,05000 .05040 ,04670 .08130 .08110 ,097_0 .09500 ,10750
11000 ,]1010 .10010 .O9670 .0q580 .09310 .05_0 .06220 ,0618_ .06220
+RO.0 04_I0 ,03RO0 .0_50 .O3O70 .04200 .04170 .04_40 ,0¢780 ,04730
051qO ,04R40 .0_650 .04R90 .OaT?O .04500 .04_70 .03850 ,04100 .04510
*gO,O 04q_O .04040 .03q50 .04a70 _o4o5o .04020 .04_00 ,04840 .05000
0_0_0 .04950 ,04630 .04_70 .0_100 ,04820 ,04_0 .03020 .03910 ,04200 ....
 O_[O'- OeglO*- O_LLO'-
OOSIO'" 09_ZO'" OEZ£O'- OLd80"- OLSIO °- O0£LO'- OEOlU'-
OL_[O'- 09910"- 09_[0 ;- OeC_U'- O_L_O'- ULL£O'- 0_0_0" O" Ob"
0£L10"" 0_810""
o,_0"- OOl_O'- oCSOo" OIIEO" 0[_¢0" 09_00"- O_LtO'-
Og_lO'- O09ZO'" 0_I£0""
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09_0 ° 00_0" 0£6_0"
019_0" 09_0" O_tO" 0"09¢
OlS_O" O_E_O" O_v_O" 0£_#0" UL_O" O_EEU"
0_0" 0_0" OILgO" 00[_o" O_EO" 0_90" 09_0"
0_[_0" OL_£O" OZL_O"
Ot_O" 080_0" 0£9_0" OIL_O" 00_0" OiL#O" 09_0" O'Caf¢
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09LEO" 09L?O" 0S2S0"
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08£_0" 0_££0"
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OL090" 0%%_0"
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ObL_O -° O_L_O" 0[_0"
06_0 _ ..... 0994r0-" ...... O¢_t_O ...... O*z_O _ .... 09_0 ..... OLi_O _ O00_'--
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O_8EO" 0_0_0" OotgO" 0_0_0" O_OEO" 0£0_0"
OO[_O" 0_9[0" O_bLO"
--OLEO" 0£_S0" OSL#O" O_U_O" 0_[_0" 00_0 ¢. 099_o"
.... 009[0" OLOgO" 0_0" 09[_0" 099_0". OL_SO" 0_¢_0" 0_090" ooe_o" O'rad,,,
O_b_O" 0[_[0" O_StO"
---O06-gO" 0_0" _ 08_£0" 0_0" 06t[O" 0_9_0" O£O[U*
..... 0_0_0" 0_9_0" 0o_0" OOL_O" OE_¢O _ OLL#O" 0¢9_0" 09_90" o_6_o- O" Od'*'
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09_O*- 0_0"" O_LO'-
- O£OIO'-- 086{0 _- OI_O'-Ot_O'_ 09_0"- OLg_O'- OE_O'-
O[L_O'- O00[O'- O_LO'- 0"0['*'
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OE_-'_O''- 09_'_0 _....... 0_90"- 0_90 _- 00990 _- 0_90"- O_OLO'- O_gLO"- OLULO "= O_LO'-
..... O_£LO _ -06£L0"- O_tLO _" 0_90 _" OlLgO'" 09L90"" 0[E90"- O_L_O'-
-0{90[ ..... --0_0_'- O_O L =
_eb6_/.__,4_._O_@O_,_.__eC._#_O__._._-O-_6.6-,_---6_O0_, ..... _£' ...... 0_0-_'"
OL£O['.- 0_90I'- 0_0['- OLEO['' O_IOt'- 09660 "_ 0_60 _- 06_0 "_ 0"0
060EL'- Ogg_["" O0_I'-
---OOtO0*-- O_ZOI _- OZ60['- O_v[['- OEge['- O0_¢['-
099l_ _ O_bOL _- OL_OI'- OttO_ ¢_ 0o_ -

OBIII'- Oe_l _- OSEEI'- O_EI _- 06[_['- O0£_I'- ozsgT'- OgOgl'- OOL_I'-

O0_SI*" ooe_i'- 0_9l*- OL_I'- OEOgl'- o_£_.; OblE[ _- 0¢[¢t'- 0"0 T,"
-06g_t"- _E-I_--O_eE_ ' ..... 00#9{.'- OOVg['- uu_ _.
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OL_g['- OOO[[*- 0"S[-
0_'" 09[_{'- O_O¥I'- OLb£I'- o_gEI'-
O_lll'- O_[t" .... OE.9_I'- O09_I'- 099li*"
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OLEll'- OB_II'" OV_['" OGB_t'" OI6_l'" oo_[['- O_O[I'- Ou_u_:T 0"0¢"

0'0_* O'SI* 0"0[* O'g * 0"9 0"9 * 0"_ 0"0

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p_nuT_uos -'III Z_I_IV,T,

-05_0" - 0_0" 0_0 ° " 0_0" O'_L_O * 0_9_0 0_0" 00_0 ° OLOEO ..... 060_0 =
089_0" 08620 ° 0_0" OEO_O' 0_9_0" O_t_O" 0_0 s 0#£80" OL_¢O"
06LLO" OSLIO" 060_ a O_t_O" 0_9_0 ° 018_0" OO_O ° O_OEO" 09tEO* OU_EO"
OLIEO" 002£0" Ouo_O" OEb_O" 060_0" 09_0 _ 09_0" 0¢080" 090_0" 0"0'¢¢
0_0 ° OEL[O ° OLO_O ° 0_[0" 0£S_0" OOfi_O" O_OeO ° OLO_O* o9eeo" o_o_o"
O£OEO" 098_0" O_L_O" 06_0" OOO_O" Oo_tO" o,_tO" ogE[O" OOOOO •
OLE_O t OL9_O j O_L[O j OUu_O* - OLd201- ot9_0'--- ouL_O .... 09o_0" --ObO_O" OtO_O"
0_0_0" Obg[O" Ob_[O t 0_[0" o¢6uo" O'Og¢
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OIL_O" O_L_O" O_v_O" OTg_O" 09_0" O_LIO" OL_LO ° O_L[O" ou_to" 0"_¢]
06BIO* O_I_O* 06_0" 00_0* 09L_O * oLg_o ° 00_0 ° 0[_0 ° 0_0" Ot_¢O
- , o
O_E_O" 0_£_0" 0_0" 0_0" 0_0" 09_0" 0_0_0" OOL[O" ObgtO" 0"0_¢
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OiSO0" 00010" 0_[10" O£ttO* OL_IO" 09_tO OLktO" 090[0" 09bOO" Oo_Gu"
O_OIO" 06TTO" 0_[0" 09_TO" o_¢_o" o_tO- ovtto" O_OlO" 0_800 _ O'Ot¢
OI_O0*" 0_000"" OTTO0" 0_00" 0_000" o_oGo-= o_too-- o_0o'- OE_OO'-
0££00"- OLZO0*- O_tO0*- 09000"- 0_000"- 0_000"' OEO00 °- OOtOO'- Ob_UO" 0"_
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p_nuTBuoD -" III Zq_IV,I,

 TABLE III.- Continued

8FTA
-30.0 -_.0 -PO.O -15.0 -I0,0 - 8.0 - 6.n - 4.0 - 2.0
O.O + ?.0 * 4.0 + 6.0 * _.0 *10.0 *]_.n +PO.O +_.0 +30.0
ALPHA
-_0.0 .Yo40o 1.PT_oo 1._11n0 l_5_no 1.39600 1.34700 l._ono 1.31400 1.3_100
1.3i_00 1._3700 1._00 1._4000 I._800 1.29400 1.23¢n0 1.18500 1.14000 1.10000
-15.0 ._o600 1.05700 1.09n00 I._?100 1.1_800 1.12900 1.131o0 1,14300 1.1_800
1.t7100 1.17700 1.14900 1.14_00 1.1_10o 1.13700 1.13nno 1.10000 1.06000 1.00500
-I0.0 .70_nO .83_on .B4100 ._56n0 ._70n .88aaO ,aOoOO .90900 .91_00
.0_500 .9100o .89700 ._SqnO ._1oo .87_00 .83_n0 .8_100 ,81500 .7_000
- 5.0 .4Ynnn .41000 .4PO00 .4_00 .49100 .46400 .47400 .47200 .47400
.4_900 .46000 .4_400 .447n0 .44600 .44000 .4_400 .40500 ,_9400 ,40300
0.0 .IR000 .15_n0 .13_00 .130no .1410o .14900 .15ano ,15300 .I_I00
.I_00 .15_00 .147n0 .l_80n ,1P900 ,llano .13700 .1_300 .I_900
* S.O -.09000 -,1_ooo -.16o00 -.IROnO -.la400 -.18600 -,l_no -,18700 -.18700
-.l_90n -.19_00 -.I0100 -.I0_00 -.1_50o -.19400 -,l_nO -,17100 -.13300 -.09900
*]0.0 -.34nno -.40%00 -.46000 -.4Q_O0 -._t100 -.51800 -,_?_no -._3500 -.53400
-.5_I00 -.51_00 -,49_00 -.46500 -.40_00 -,34100
*15.0 -._000 -.66_00 -.7PO00 -.77000 -_8060n -,81800 -.83_00 -.84900 -.8_100
-.8_600 -.8_600 -,8_700 -,801nO -,73800
+_0.0 -.66400 -.60_00
-,87000 -.9_nnn -I.0]_00 -1.o_0oo -I.1_0h -I.13700 -1.14oo0 -I.15400 -1.15600
_i.12_9oo -1,1S100 -1,14000 -1.14_00 -1.1_500 -1,1_oo0 -1.077o0 -,99400 -.94300 -.87300
+_S.O -I.17ooo -1.40_0o -1.40_00 -I.4PQO0 -1.44100 -1,44600
-1.4_00 -1.44000 -1.4_00 -1.44000 -1.41_00 -1,3_n0 -I,_8800 -1,_t700 -1,16700
*_0,0 _!,3_S00 -1.3_o0n -1.4_00 -},_1_00 -1._8100 -i,67100 -I,697n0 -I,71400 -1,71900
-1.71700 -1.7_no0 -1.7o000 -1._8400 -1.67000 -1,65100 -1,58on0 -1,47700 -1,46300 -1.38900
.35.0 -1.57NOn -I._500 -1.7100n 'I.78800 -1.81_00 -I,83_n0 -1.88900 -1.91000
_1._n900 -i.90000 -1.89_00 -I._91no -1.84_00 -1.80000 -I,7_n0 -I,64000 -I,59000 -1,53100
¢40,0 -1.6noon -1.67o00 -1.73o00 -1.nlOnn -I.89100 -I,90700 -I,011n0 -I,98300 -_.01600
-_.0_700 -1,93_00 -l.qoooO -1.06000 01.8_600 -1.91800 -1.83oo0 -I,75500 -1.67100 -1.63000
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 TABLEIII.- Continued

CZ, lef (_' _)

-85.0 -_)0: 0 -15.0 -10.0 - 8.0 - 6.0 - _.0 - $.0

RETA -_0.0
, P.O * 4.0 • 6.0 . R.O *10.0 ,15.n *20.0 *25.0 *30.0
0.0
ALPHA 1._7600
1.246no 1 ._7¢_00 t.POOO0 1.30900 1.36400 1.2Or00 1.27700
-PO.O 1.18300
I .2,q 100 1.PRO00 1._l_nn 1.31500 1.30600 1._Pvno 1._1600 1.1_000
t _60o
1.00300 1.05800 1.03100 1.01900 1.02500
'15.0 9&nO0 i.O_Oo 1.o5_o0 1.03900
1.04300 t.05600 1.05600 t.09tn0 1.05300 1.01600 .95800
_.o_soo I .03_o0 t. 04_00 .7_900
.70900 .7]ono .'t0700 .704o0 .70100 .71000 .73nnO .72900
-I0.0 .72000
.7?qo0 .77_00 .?_R00 .77300 .71100 .71_n0 .71200 .71900
.7P500
.P?700 .2_000 .24300 .24_00 .24900 .2_900
-5.0 .P_700 ._160o .;,31 no
_3OnO .2_500 .22000 ._l_nO .22000 .20500 .21100
.2_00 .24700
-.10500 -.lO_00 -.00900 -.107_0 -,09900 -.00900
0.0 ..06600 -.08400 -.09o00
,._0_00 .elO_O0 -.10600 -.lOVnO -.09200 -.08600 --.06800
-.I0000 -.10100 -. 106,00
-._00
, 5.0 -.3!700 -.34700 -.39000 -.41,00 -t4PO00 -.41700 -._lVnO -.4_100
-.a2_00 -.#P300 -.42500 -.41anO -.39500 .-.3_200 -.37200
..4_800 -.421 O0 -.47800
-.77_00
*iO.O -061000 -067 ¢)00 -.703_n -.7P800 -.76500 -,77_n0 -.77400
..56q00 -.6_500
-.77000 -.76700 -.76100 -_75400 -.75600 -.731n0 -.70700 -.59700
-.77400 -1.14200
..9POO0 -1.01_00 -1.o7000 .-1.0@800 -1.11600 -1,11440 -1.15100
.i5.0 -.8_300 -.93000
.:1.i_00 -I.{i_oo -t.tlPO0 -1.t0700 -1.09000 -1,071o0 -1.01900 -.85400
-1.35700
-1.10600 .-I.16R00 -1._tO0 -1._1_n0 -1.34800 -1.35000 -1.36_n0 -1._5200
*PO.O -1.21900 -1.15700
--1.37100 -1,37_,00 -_._700o -1.37900 -1,390o0 -l.36KnO -1.27900
-1.506o0 .1.56400 -1.59800 -1,6PanO -1.6_700 -1.64600
*__5.0 -1.314o0 .=I.40v00 -I._6_00
-1.58500 -1,sPvno -1.42800 -1.33500
=i_ooo -1._1800 .1.59900 -1.48600
-1.87500 -1.87900
.] _0600 -1.5100o -1.580oo -1._O_Oo -I.77500 -1.81_00 -1.84_n0
*30.0 -1.62500 -1.54600 -1.53_00
-I _300 1.801oo -l._7_oo -1.8430o .1.8_800 -1.8t100 -1,TPa_O
-_,06000 -2.07000
,I s,+oo " Iot_9_)00 -1.80700 -1.p75oo .1.95700 -1.97600 -2.03_n0
,35.0 -1.83600 -1.71300 -1.6_300
._.07700 _._. 03POO -2.03000 -P.o_POo -2.0o500 -1.98600 -1._O*nO
-2._0400 -2.20700
.-1.68_00 -1.75=00 -1.OlpO0 -1.o0000 -2.11100 -2.1_qO0 -2.14_n0
*6,0.0 -1.93400 -1.77700 -t.70500
._2.20_00 -2.10_00 -_.19_00 -2.17400 -_.13qO0 -2.0_1A0
._.P0400 -_.05000
-1.o_nO L2.0_000 -_.12900 -1.OlVnO -2,1¢300
*65.0 -1.78"_00 -1.85c)00
-t.0_500 -1,87g00 :-1.76000
.-_.PO8O0 -_.Po{nn -_.18_oo -P.07700 _,_0900 -P.12600 .2.05R00

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o_
o

TABLE llI.- Continued

Cm(_,8,@ h = -i0 °)

BETA -30.0 -_5.0 =_0.0 10_0 - 8=0 - 6.0 - 4o0 = _,,0

OoO * ?.0 * 6=0 ÷ 6=0 _,O *!0o0 ÷lSon ÷20o0 '2_,0 *3000
ALPHA
-;_0.0 ,I_7P0 o1_100 .YoT_o .07990 .07560 .OmnnO .08270 .08530
.0_40 ,O7_PO .0S110 =08470 ,09_50 .12_nO .13760 .14390 .16310
-1=;. o .10870 oOg:60 .09470 .o_81n .05490 .05n_O ©04270 .03780
_Oq_AO ,03_30 _04_60 oo,_1o ,052_0 _08_0 _08910 .08980 ,I0020
-10.0 .07840 .07430 .08590 .o_1oo .o_qoo o03440 .OPOrtO .0_490 ,01770
_00410 .0}6q0 ,02_70 o02_00 .03110 .03570 ,05n_O ,08200 .07070 ,075_0
- 5.o .0_7o0 .06_00 ,04400 .03?0O .OlTOn ,01600 ,01_00 =00800 .01000
.OnT_O .00700 .00_00 .nlono .01100 .01700 .02700 .03900 .05800 .0_200
0.0 0_200 .05400 o04300 .03qno .04200 ,04100 o04_0 ®04300 ,04300
.o4_no ,04700 ®06_00 ,0_700 .03_00 ®03780 ,04_nO o04_00 .05700 _0=000
* 5.0 .o_00 .04_00 °05000 .0_900 .0_00 .05300 ,O_*nO ,05300 .05500
.o_0t0 .05900 .05100 . nql 00 .0_100 _05100 ,051n0 .04900 .04300 ,05200
.i0.0 .0_8oo .03500 .04000 .04000 .067on ,04800 ,OBnnO o05000 ,0_I00
.o_5_o .05_00 =0_300 .0_00 .0_200 .05100 .04_no .04200 .03800 °03000
*i5.0 .04300 .04000 .06300 .06000 .06300 ,06300 o067n0 o06900 .07200
.o70_0 .07100 007000 .07000 .06_00 o06300 =O_aO0 ,05300 ,04000 .04200
*?0.0 .0_700 .O?500 ._4000 .05000 .0_700 .05600 o0_00 .06000 ,06500
.0_740 .06go0 006600 .06700 .0_00 .05?00 °04600 .03600 .02000 ,0_700
*P5.0 .01000 .00_00 .07300 .03_00 .04800 ,04moO ,04600 ,04800
.040_0 .04600 .04700 .n4400 .04300 .04_00 .03_nO .OlgO0 .00200 ,00500
*_0.0 .0i500 -.0350o -.01700 .00300 107000 ,04000 .O_TnO .04g00 .05100
.04PO0 ,04RO0 .n4_nO .04000 .03_00 ,01_no -.00500 -.02_00 ,02800
,_5. n .n16o0 -.02700 -o03400 -.t_7400 -.00600 .00400 ,ol_no .0_400 .03100
0_7_0 .02_00 .07_00 • .01_00 _01300 .00300 -®02100 -,0_600 -.02000 o02300
*60.0 .0_800 .01000 -,01_00 -.01300 -.,nan, -.00700 -.o0_no -.00500 -o00600
-.ong4o -.07700 =o02200 =.o440o -.0_800 -.04100 _,047n0 -.05000 -.01300 ,03300
*45.0 .0_500 -,O?lO0 -,07700 -.o6400 -.0_0o0 -,03gO0 -,05_n0 -o05400 =.03900
-.04110 -,04700 -.05_00 -.07?00 -.07600 -.08100 -,08_nO -.05600 -.05100 -,00600
*=0.0 -.01110 0.0oo00 -.00700 -o01060 °00730 -.00_50 -,03710 -_05190 -003790
-01_q0 -.07_I0 -.04_0 -.0R620 -.05940 -,05150 -.06o_0 -.06580 -005880 -.06990
*=;5.0 00090 .00430 -.00_60 -.n47_O .03500 _01340 -oOllnO -.01690 -00]!30
0_070 -,01_10 -.0_530 -.06020 -.04_40 -,03190 -,]In40 -.16140 -°06350 -,06760
*¢_0.0 - 0_7q0 -.03150 -,03R40 -.17K70 -.09620 -oi0500 -.091_0 -.08570 -_07940
- O?ORO -,0_70 -,104_0 -.I_470 -.1_6_0 -.14140 -,?_n_O -.08360 -.07670 -o13310
.70.0 - 3_00 -.35790 -.34300 -._5660 -03_200 -.33_30 -,26_10 -._0050 -.29240
-31370 -.31130 -.30010 -o_86fl0 -.30760 -.31240 -.31_0 -.30340 ".31820 -.30330
*gO.0 - 4294O -.47150 -.48770 -._8330 -.4q150 -.42350 -.42_0 -°43210 -,41100
- 4P3_0 -.44650 -.41R_0 -.62_80 -.42310 -.41750 -.460_0 -.47370 -.45750 -.41540
*00.0 -&_O_O -.61730 -.60_P0 -.R_320 -.58_10 -.56170 -.58590 -.57730
-_TlRO -.67280 -._iSO -._6800 -5_7R0 -.57020 -.57RO0 -.58580 -.60030 ..60380
 TABLE III.- Continued

Cm(G,B,6 h = 0 O)

BETA -_0.0 -P_.o -PO#O -i_.o -10.0 - 8.0 - 6.n - 4.0 - ?.0
0.0 + P.O * 4.0 + 6.0 + R.o ,10.0 +l_.n +20.0 ,25.0 ,30.0
ALPHA
-PO,O .OqTAO .071qO .06_10 .043o0 .on54o -,00?30 -.000_0 .00620 .01140
.01_70 .OONtO .00_30 ._00_0 .oo33o ,01770 .05gOO .07400 .08600 .11000
-15.0 -.o74oo -.03770 -.047_0 -.06900 -.06740
_0g_00 .0_70 .OPt40 .0"1630
-.07_0 -.07120 -.06o00 -.046o0 - o3_3o -.02_70 .O]InO .02200 .03100 .04600
-iO.O .0_4_0 .01_70 .01q40 -.NO_QO -.o41oo -.051no -.07000 -.08130
-.o6ooo -,04740 -.01ohO .01800 ,01400 .03PO0
._lO_AO -.07q30 -.067_0 -.067_0
- 5°0 -.0_400 -.07400 -.03q00 -.O_O0 -.0758n -.07730 -.OAn_O -.08020 -.07740
-.074_0 -.07740 -.07P_O -.07R40 -.078Po -°07700 -,067_0 -.04000 -.OPS]O -.0_00

0o0 -.0_500 -.04600 -.05000 -.06400 -.06600 -.06600 -,O_OO -.06150 -.06050
--._;9_0 *,060_0 --,0_060 -,060RO -.06170 -.06_10 -.060_0 -.06870 -.04840 -.OAITO
+ 5.0 -.06600 -.OA400 -.08AO0 -.06_00 -.0_140 -.05070 -.o_noo -,05010 -,04ggo
-'.04qAO -.0_000 -,06tR0 -.05_60 -.Og3PO -,0_370 -.0_0 -.05640 -.06190 -,O&510
,10.0 -.04_50 -,04R40 -,0_70 -.04570 -.06440
-_0_700 -.06_00 -.06600 -.05_00
-.04@00 -.04980 -.05_aO -.05550 -.06190 -.06_80
-.04370 -.044R0 -,04_0 -.04RO0
,is.n -.0_700 -,07700 -,06AO0 -.O_OO0 -.0_360 -.05140 -.OaaOO -.06560 -.0619O
2_0,070 -.04i00 -.04_0 -.o4_PO -.04470 -.04840 -,0_0 -.06090 -.07180 -.0_130
-.0_700 -.07100 -.06_00 -.OTPnO -.04780 -.05180 -,04oRO -.04630 -,03840
*PO.O
-.Oq370 -.0_60 -,06_nO -.07050 -.08000 -.0_600
.eO_4PO -.0_90 -.036_0 -.04_60
+PSon -.06480 -.05390 -.O_nO -.0_200 -,04qqO
..0_400 -.ORPO0 -.07700 -.06700
-.O_3qO -,05600 -,06_o0 -.07610 -,08880 -.06330
=pO_O?O -.06010 -.0_060 -.0_60
*30.0 -.04500 -.10KO0 -.09_00 -.09700 -,078_0 -.06080 -,05_00 -.05000 -.04710
-.O&IPO -.06800 -,OR_70 -.08_90 -.Oq?tO -.036_0
-_045_0 -,05_00 -,06_00 -.o_O
'35,n -.0_?00 -.07_oo -.Oq_O0 -,on,nO -.073R0 -.06_qO -.0_0 -.05720 -.06670
_,
..060KO -.06060 -,06_AO -,n7_qO -.0747O -,080_0 -.Oq_O_ -.09740 -.0775O -.0_790
-.066_0 -.077qO -.07_o0 -.07890 -.08200
+40,0 .O_SO0 .OOgO0 -..05PO0 -.n6100
-.OR3_O -.0_170 -,Oq?lO -.I_A?O -.ln710 -.11160 -.I0_70 -.09790 -.04020 .00220
+_5.0 -.0o_70 -,08610 -.10_0 -.09660 -,08620
...00100 -.05_00 -.06000 -.Qq_no
..0_30 -.09750 -.lORO0 -.116RO -.1_090 -.12_30 -.08970 -.08200 ..02940

*KO°O -.OOqO0 -.01_00 -.01700 -.03500 -.0780_ -.07130 -.077_0 -.08900 -.09130
-.I_770 -.17_20 -.l?_no -.08520 -.06480 -.06240
-_OAPkO -,ORO80 -,I_i?0 -._01o
,65.0 -.o477n -,05700 -,06_0 -.06630 -.OR300
._Og100 -.01800 -,06500 -,0_00
-.073A0 -.0_10 -.10530 -.10_00 -.o98Ro -.10000 -.107_0 -.11520 -,06800 -.I0_70
+,

+_0.0 -.1_00 .. -,14_00 -.17300 -._7_00 -.1_170 -,14_80 -.111RO -.10940 -.17660
-.I_1_0 -.14_60 -.14_70 -.15_10 -.145q0 -.153no .,17noO -.]7410 -.1_750 -.1B_lO
+70.0 -.3R300 ..3qRo0 -.RR_O0 .-._RTO0 -.3A690 -.36370 -._?O_O -._q670 -._9440
-._8_0 -.3487o -.34A_0 -.34450 -.35930 -.34440
,_3_1_0 -.3_20 -.31Q_O -.ml_30
*AO.O -..4R300 -o51R00 -._RO0 -.gO60N -.48_00 -.47R_o -.68040 -.48690 -.46050
..467R0 -.48A30 -.46_00 -°A74_0 -.48P10 -.50_0 -.5_420 -.51450 ..47880
+_0.0 -,60670 -.63660 -.60_0 -,62810 -.62170
-_6_300 -o6300_ -.61600 -,_1600
..618a0 -.61630 -,60_0 -.A0730 -.6_81n -.61150 -,620q0 -.62100 -.63_10 -.63810
oh
b_
bo
TABLE III.- Continued

Cm(_,8,@ h : i0 °)

8ETA -90.0 -25.0 -20.0 -15.0 -10.0 - 8.0 - 6.n - 4.0 - 2.0
+ P.O + 6.0 + 6.0 + P.O +10.0 +l_.n *?0.0 *_5.0 ,30.0
ALPHA
-70.n rnTnno -.oom6n -.01n70 -.n3_40 -.07780 -.09640 -.O0_O -.08550 -.OR150
l,Oq_SO -.09300 -.n0430 -.O_81n -.07430 -.02_g0 -.00400 .00340 ,02680
-]5.n -.03m50 -.osm_o -,n7430 -,1_760 -.14_0 -.15510 -.]6630
-.171qn -.16_30 -.lS6_O -.14070 -.l_71n -.12950 -.07_aO -.05890 -,04450 -.0?_t0
-10.0 -.0_4q0 -.07q20 -,Oq_?O -.1_210 -.16000 -.16_0 -.17740 -.18800
-.IPqgn -,]7q_O -.tA4_0 -.1594n -.15P50 -.12_g0 -.09310 -.12760 -.05480
- 5.0 T?]12o0 -.12400 -.15_00 -.16Rnq -o1_300 -.18R00 -.191n0 --.19200 --.18900
-.19000 -.Ig300 -.10_00 -.19100 --.18_00 -,16Rn6 -.15200 -.12500 -.11200
0.0 -.117oo -.l?7on -.1_00 --.15Q00 -.IAO00 -.16000 -.15_n0 -.1570o -.16200
-.iAioo -.16_00 -.16300 -.1_700 -.16POrt -.16PO0 -,t6_nO -.15300 -.IP600 -.t1700
-.105n0 -.19_00 -.16400 -o1_500 -,lg50n -.15_o0 -,l_no -,15500 -.15800
-.1_0_0 -.16100 -.16_00 -.!870o -1_700 -.15600 -,I5_no -.1_500 -.13300 -,I1800
+10.0 -.oq7no -.11;00 -.17_00 -.13500 -14200 -.14_00 -.151n0 -,15300 -.15700
1.1_48o -.lgmO0 -,15700 -.15300 -14500 -.14600 -.14nno -.12600 -.11700 -.10400
÷15.0 -.00700 -.11R00 -ol_O0 -.15100 -15_00 -°15000 -.Iggno -.15500 -.15_00
-.145_O -.14_00 -.IS_O0 -15700 ".15_00 -,181nO -.13600 -.11800 -,00600
¢70.n -.n_pno -.09700 -.10600 -.I_400 -.16P00 -.l_anO -.13400 -.13000
-.I_640 -.12_on -.1_600 -.IS100 -.16100 -.16_00 -.l_no -.]2600 -.11500 -.00600
+75.0 ,,075n0 -.10_00 -,1i_00 -.10_00 -.I_700 -.14400 -.I5_no -.15600 -.15400
-.I_300 -.IS_O0 -.1_000 -.16O00 -.16600 -,13a00 -.13800 -.17900 -.0o000
+30.0 -.O_ROO -,16800 -.16_00 -017900 -.17t00 -,15500 -.15n00 -.14700 -.14400
-.t4600 -.16400 -.16600 -otS300 -.15700 -.15600 -,1BmnO -,15200 -,15500 --.07_00
+35.0 -_!09n0 -.16110 --,18_20 -._Og_O -.19510 -.17600 -.15140 -,16460 -,14270
--.14110 -.14gO0 -.l_]30 --°15_50 -.l_270 -,17050 -,18_0 -,16110 -,13630 -.08150
+40.0 -.043R0 -.I07q0 -,I_PlO -.148_0 -.14o5n -.12720 -,13o10 -.13670 -.15550
-.14500 -.IS430 -.15050 -.15_70 -.16640 -.168_0 -,17010 -,15530 -.13620 -.074_0
**5,0 -.144R0 -,0g_10 -.i3_o -.17q30 -.151gO -.1_640 -.10_0 -.15750 -.1R070
-.16_S0 -.16_50 -.16350 -.lSlSn -.187_0 -,27n_o -,16_40 -.13200 -,19350
+g0.0 -=10_0q -.l_aO0 -.IP_O0 -,14700 -.10770 -.10300 -.111_0 -.11540 -.11610

-.100R0 -.10600 -.1P_40 -.12730 -.1_P80 -.108_0 -.144_0 -.12530 -.12860 -.14980
÷_5.0 -.07600 -,OA_00 -.15200 -.057n_ - 00750 -.04600 -.OR&gO -.06140 -.09760
-.n_7oo -.0q_20 1.12530 -.I_710 -.09720 -.07970 -.13o10 -.22550 -.13580 -.16810
_AO.O -.17100 -.1_000 -.13500 -.14000 -,15880 -.16340 -,14550 -.14460 -.15120
-,I_5_0 -,16_30 -.171g0 -.18_60 -.1R590 -,19850 -,180R0 -,17580 -.16210 -.21160
+70.0 -.A0010 -,60440 -.4050_ -.34190 -.33640 -,261n0 -,27160 -.22010
-._3_30 -.26_g0 -°_6gso -.28440 -,28330 -.37340 -.36730 -.37280 _ -.36850
eRO.O -.53330 -.52530 -.48770 -.48480 -.49n_0 -.49700 -.46770
-.47_10 -.49P90 -.46690 -,47760 -.47870 -,47790 -,51_0 -,52350 -.52400 -,49840
+gO.O -.636R0 -.63?60 -.61740 -._2170 -.59090 -.62140 -,Sgn_O -.61460 -.60990
-.AOR_O -.60_0 -,5g580 -._97q0 - 61090 -.58650 -.617_0 -,61300 -.62820 -.63240
 TABLE III.- Continued

Cm(_,8,6 h = 25 ° )

.BETA -_0.0 -_5.0 -P0_0 -{_.0 -10.0 - 8.0 - 6.n - 6,0 - 2,0
0.0 , 2.0 + 4.0 , 6.0 , 8.0 ÷10.0 *lS.n ,_0,0 ,25,0 +30.0
ALPHA
-.10600 -.21_90 -.Pi_RO -.20550 -.20300
-.10_30 -elAn60
-.20770 -.19660 -.13_nO -.10600 -.10200 -.OA200
-._?060
-L_3so -.27970 -.28_m0 -.29060 -.305q0
-._1600 -.1_460 -.?o_o0
-.27170 -,_Oa_O -.17300 -.lqtO0 -,t_300-
-.30_?0 -.p8_o
-._woo -.28160 -,287_0 -._9520 -.30250
-]0.0 ..1_PTO -.1_450
-.27360 -._6_nO -._1500 -.18300 -.1_000
-.3_oio -.29_80 -.?0070 -o_8_50 -_P7960
-._6300 -,26980 -._7_40 -.27370 -.27380
-.17700 -.2NO00 -.?_700
-,PT_?O -._7A50 -.2756n -.263P0 -.?5_70 -.23700 -,_0020 -.17720
..P7410
-._4870 -.24860 _.24q_0 -._6890 -.2_390
0.0 -.17400 -.19700 -.P3400 -._6700
-._53?0 -,_4010 -._40t0 --.23590 -.t9830- --,17480-
-._P_o -,24760 -.25_00
-.1_400 -.19PO0 -._1900 -.2429n -.24P50 -.26410
$ 9.0 -.10390 -.16120
-,P_810 -.P6870 -.P62Ao -.26_70 -,_6_40 -.71990
- PK_O
-.22800 -,23"_0 -._5190 -.26_60
*i0.0 -,16P0_ -.lRPO0
-._5010 -,23300 -,_?_no -,19380 -.16660 -.13380
-._5090 -._5300
-._18_0 -.21740 -.277_0 -.22830 -.2P580
*15.0 -.t!600 -,14_00 -,18100
-.2_10.0 -.2t000 -._17_0 -.18380 -.1.5020 --.11950
-.21P40 -._?qTO -._30_0
-._030 -.23110 -.?_0 -.72050 -._050
*PO.O -.06800 -.OqqO0 -.IP600 -.t_4on
-.27050 -.18110 -.168_0 -,1_70
.._i6_0 -.21A_O -.?1380
-.1_A20 -,230_0 -._3370
+Ps.o -.07_00 -.IOQO0 -.1_?00
-.18_80 -.15950 -,1_00
-,P3P_O -._P600
..lOAOO -.18P80 -.17_0 -.176_0 -.17510
*30'0 -.09700 ..1R_00 -.tR600 -.19800
-.t8A_0 -.t8750 -.185_0 -,t.P_40 -,t7320 -.14780 -.OPl¢O
._17600 -.17_P0
-.t9360 -.17660 -.15n_O -,1_330 -.14160
$3S.0 ..10600 -,16000 -.IR_O0 -._ORON
-.16040 -,I_KO -,16030 -,13560 -,OAO80
..16010 -.144_0 -.15nPO -.15g_0
-.1P48n -,II_70 -.llR_O -.12_50 -.16000
¢40.0 -.o_5n0 -.08400 -.1t_00 -.!30oo
-.153_o -.1_230 -,15620 -.16_0 -,16320 -.11590 -.0_820
..l_POo -.14t10 -.14630
-oi157n -,i0180 -,lO_mO -,12030 -.1P300
$45.0 -.O_PO0 -,OR_O0 -.12600
-.1_880 -.161_0 -,11880 -.10030 -,09330
-.t11_0 -,13_60
-Lo_65o -,08940 -.llO"O -.13880 -.13660
+_0.0 -.10_00 -.09300 -.08700
-L15o_o -.16PIO -.15_nO -.15850 -.1_880 -.17710
-.1_340 -,161_0 -,!4630
-.10300 -.08310 -.lOq_O -.07910 -,11890
+_5.0 ..1_500 -.llqO0 -._0700 -_0_880
-.13o6n -.I1580 -.15PnO -.26120 -.17020 ..18120
..00_00 -.I1860 -.15_30 -.1_730
-.15700 -.15890
+_0.0 ..1630n ..08900 -.08500 -009100 -_i_51o
..19470 ..19820 -.21500 -.18080 -.1737O -.17190 ..23330.
-.1_840 ..16890 -,17730
'.63300 -.3_900 -.32310 -.237_0 -.25470 -.22770
+?0.0 - 4_00 ..63RON -.62_00
-.27010 -.36q_0 -°35630 -.369?0 -,3_340
-.35050 -.19310 -.iA_SO -.2_710
-.46480 -.676_0 -.68620 .-._210
+80.0 ..AO_O0 -._600 -._1400 -_66330
2.4o_7n -.69900 -._5930 -.511_0 -.52020 -.69610 -.66600
..47160 .,66760 -.3_160
-.g9300 -.60300 ..57740 -.60210 -.59380
+00.0 .;5_oao ..59_00 -,AI300
-._6730 -.SRBAO -,56960 -.59_10 -,61580 -._0510 -.56360
.,S8_90

t_
Oh

TABLE III. - Continued

Cm, lef (_' _)

BETA -20.0 -P_.O -20_0 -1_.0 -I0.0 - 8.0 - 4,0 - 2.0

O,t) • 2.N * 4.0 , fl.O *10.0 +lS.n *20.0 ,25.0 *30.0
ALPHA
-_0.0 .05_00 ,05P_O -.N31RN -.051aO -,060_0 -,0_740 -.05_40 -.OS_OO
-.OKO_O -.n4_qO -.04040 -.03730 -,01o_0 .06700 .07040 .10670
-I_.0 .00_20 -,ONA70 -._2170 -.o702n -.08600 -.10010 -.lO000 -.10020
-_lnl_n -.09740 -,OqqgO -.ORqOO -.08370 -.07_90 -,077_0 -.01240 .0o0_0 .03150
-]-0. n .0_510 .OOn60 ,0ni40 -.O_PQO -.0_360 -.06_40 -,06_aO -.06560 -.0_520
-.n_47n -,0_=30 -.0_90 -.063]0 -.05700 -.0_0 -.00200 -.00_80 .0217o
-sOmOAN -,01q30 -.02_40 -.0_I0 -.03_0 -.03_0 -.03860 -.03RRO
-.O_RTn -.o_gN -.0_70 -.03_RO -.O_O?O -.O_P60 -,03_I0 -,02340 -.0193O -,00060
0.0 -.0_7_0 -.0_4_0 -.02300 -.n_1o -.O_SqO -.02_50 -.02_0 -,0_710 -.02710
-.O_ATn -,02_60 -.077_0 -.OP_O0 -.0_670 -,02700 -,024_0 -.02410 -,07¢70 -,0_840
,** 5.0 -.O_lqO -.0_7_0 -,0?040 -,_1700 -.0_520 -,O14RO -,014_0 -.O13RO -.01270
-.ql_RO -.01_30 -,01410 -.Ol4OO -.01_70 -.01_40 -.01_0 -.0_160 -,07870 -,0_310
*iO.O =_044A0 -.0_80 -.016_0 -.01_70 -.01130 -,OOo_O -,00570 -.00330
-.OnlAn -.06170 -.OO_KO -.00380 -.00490 -.OORSO -.0]_40 -.02240 -.03_60 -,04040
,*,I_. O -.O&qPN -.05_70 -.04_0 -,01070 O.OÙOOo ,00?60 ,007_0 .01580 .02430
.0_80 ,0_000 .nl_qO .O1POO .00610 -.01_0 -.03040 -.0_60 -.0_210
¢_0.0 -.0_475 -.OA_10 -.064_0 -.0_080 -.02q30 -,0_7_0 -.02340 -.018_0
-.01410 -.013_0 -.nl_40 -.01800 -,02730 -,05ni0 -.06070 -.08160 -.0q120
,Ps.n -.InqON -.12_5N -.O@_RO -,n7770 -.o_74n -,06480 -,l_nTo -.05580 -.05260
-.OA_=O -.04710 -,047q0 -.n_nÛ -.0_630 -.o61no -,071_0 -.08740 -.11710 -,I0260
,**_0.0 -.o_o -.08_70 -.Oq070 -,10130 -.0_7_0 -.0Q830 -.Oq_lO -,09130 -.0_020
-_o_7in -.0_0_0 -,0_970 -,10600 -,l]Oa_ -.109_0 -.I0470 -.03_00
*2_.N I.O510N -.0_I0 -.IOlaO -,I0140 -.lln_O -,11170 -.11270
-.11_I0 -.11_70 -.I_00 -.13Oln -.l_gTn -.14070 -,l_TnO -,12750 -.08940 -.01420
,*,40. N -,00710 -.II_0 -.117on -.11470 -.11n_n -.11600 -,11780
-,1_470 -.]4qAO -.l_1?n -.15160 -.15n_0 -.13170 -.0_850 -,04620
,*,4._. N -.01_40 -,04170 -.Oq_70 -.OQR_O -.0_750 -.l?_O *,104_0 -.11560
-.0o7o0 -.]]PPO -,12_0 -.14440 -.134n0 -,14_10 -.14_I0 -,08930 -.OA400 -,04Q90
 LO

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p_nuT_uoo -" III Zq_IV&

o_
Co

TABLE III. - Continued

Cy (_, 8)

BETA -30.0 -?5.0 -?t)_O -10.0 - 8.0 - AoO - 4.0 - ?,0

* 6.0 * 6.0 • 8.0 ÷10.0 ,l_.n ÷?0,0 ,25.0 *30,0
ALPHA
-:_0.0 .3_77n .30700 .74600 .18440 _os_o .08qt)O .0&770 .03800 .01860
o.t)nt)nt) -.07_?0 -.04670 -.n7470 -.107_0 -.147t0 -,??_I0 -._8610 -.34610 -,40810
-1_,o .4nlgtl .37_00 o?fl=lO ._s4o .10390 ,07=_0 .046_0 .01750
0 ,nnono -.O]PRO -.040?0 -.n6_]O -.lt)O4t) -.13170 -.25400 -.3190t) -.30800
-iO.O 4"4670 .38_30 ._laKO ._4670 .I_130 .11560 .07_no .04340 .01610
{t nnt)_O -.O]_#O -.04_00 -.07q_O -.11710 -.154_0 -,_4_0 -.3R4_0 -,438_0
- 5.0 _3RN .47780 .37_R0 ._81_0 .1R_30 .14490 ,I0_0 .066_0 .03250
00_OnO -.047t)O -.076_0 -.11770 -_s_ -,207_0 -.30_10 -.40010 -.5o13n -.57960
0.o ._jRo .57_80 .4P080 ._o_no .20160 .15530 .11_0 .07_60 .o371o
o t)nnnt) -.03040 -.07_60 -.llqlO -.16740 -,_1340 -,310_0 -.431_0 -._369o -,64000
._K440 ._5_6o .4_Q40 .ql_40 ._0_80 .16070 .07670 .03310
n.t)_t)nn -.03R30 -.t)8_O0 -._o -.170_t) -._1730 -,3?_70 -,44300 -._5o6o -.6_140
,iO.t) ._O_KO .20160 .15_70 .11_10 ,07480 .03450
-.03P30 -.07_0 -,I_040 -;1_68t) -._1710 -,3_40 -,43470 -.53130 -.6_710
,15.0 .46_0 ,37_0 ._87_0 .t8370 .14730 ,lOgO0 .06520 .08_80
O.onono -.0_30 -,t)7700 -.]?000 -.1647t) -.PO_60 -030010 -.39660 -.48680 -.61000
*?0.0 .46330 .P5690 .lP160 ,15t)40 ,111_0 .07030 .03380
-.0_480 -,05_aO -._OR40 -.13660 -,17?90 -,_47q0 -,3_800 -,56980
.¢;00_0 ,300_0 ._?W_O _16630 ,14090 ,lO_OO .06540 °03630
-,0_0 -,t)_770 -.lOPaO -.1_69t) -,160_0 -._70 -,30440 -.42410 -.50300
*30.0 .3751t) .31_I0 ,10_70 ,0_I0 .06300 .02970
O. OO_Ot)O -.0_0_0 --.0_470 -,090&O -.11_90 -,13_30 -,Ig410 -._7430 -,36000 --,41890
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p_pnIouoD -" III Z_I_I_f

,_,
 TABLE IV.- LEVELS OF ROLL-RESPONSE DEGRADATION

AND CROSS-AXES COUPLING FOR VARIOUS

ROLL-RATE LIMITING TECHNIQUES

Initial
Scheduling Cross-axes
roll-response
parameter coupling
degradation

High Low

Moderate Moderate

6h Low High

TABLE V.- COMPARISON OF ROLL RESPONSE TO

FULL LATERAL STICK INPUT

Control a, max '

At_:90o At@:180o
system deg

A -21.5 2.6 3.8

B -16.1 3 4.3

C -21.5 2.6 3.9

92
 TABLE VI.- THRUST vALUES uSED IN sIMULATION

(a) SI units

ThruSt values at an altitude, m, of - 15 240

12 192
9 144
6 096
m 3 048
0

Tidle 7 562
5 916

0.2 2 824 1 890

iii 3i 069
535 43 492
358 5 026 6 783
267 -l 334 i 557 4 048 6 049
.4 -3 158 -i 099 2 669 4 893
.6 -4 537 -5 782 -890 3 i14

.8 -12 010 -8
-6 451
227 -2 647 -i 521
-16 013

i. 0 Tmil 6 227

17 970 i0 987 6 939

12 632
0.2 56 401 40 699 28 080 II 565
.4 56 089 41 420 29 401 19 082 7 384
663 14 456
.6 56 223 43 764 31 536 20 728 8 585
27 133 16 902
8 55 ill 45 263 34 472 23 i0 275
• 43 804 35 806 l
51 953
1.0
Tmax iI 565
32 573 19 727 12 610

0.2 95 276 69
74 834
993 49
54 929
488 36
41 269
300 22
25 240
354 14
17 300
570

.4 i00 970 84 112 61 204 49 440 30 51B 22 494

.6 107 820 9B 742 71 057 59 977 38 440

.8 115 959 81 398

128 485 103 723
1.0

(b) U.S- customary Uni%S

• values at an altitude, ft, of -

__y m 0 oooo
1 130
I 1 360
910
600 1 i loo
-200

'
0.2
12
2
680
610
9
9
150
312
1
i
560
660

00
3 950
_o

\
\
\
\
¥ \
\
\
\
\
w

Figure i.- Body system of axes.

 T
5.Ol

L
15.09

Figure 2.- Three-view sketch of airplane configuration.

All dimensions given in meters.

95
<o
O_

Figure 3.- General arrangement of Langley differential maneuvering

simulator (DMS) facility.

 ................................................. L-73d6831

Figure 4.- View of cockpit and visual display within one sphere of DMS.

97
GO

Figure 5.- View of side-stick installation in simulator cockpit.

 M

an,

g units

deg

deg _too

-200 L_l

2001 \
\
lO0

0
deg
-100
I \\
-200

1SO00 !=_,__ _
__fl I /'
h, 10000 ---_ .... =--_= ....
i

O0 5 I0 15 20 25 30 35 _0 _5 50 55 60 65 70 75 80 85 80 95 itl_8.
Time, sec

Figure 6.- Time histories of target motions in wind-up turn task.

99
 .3

M .6

.3

2 /
g
0

_0

2O
deg
0

i00

L --_-_
_ _-_ b--- _ -_- ._._ _ ___ _ ._---- _ _ _ .__/

-lO0

lO0 f

(o, 0 / k
deg _ Ioo

i00
f
7 f _._
_' 0

aeg _ loo

i0000

h, sooo
m
o
o S 10 1S 20 2S 30 35 u_o qS SO 55 60 65 70
Time, sec

Figure 7.- Time histories of target motions in bank-to-bank task.

i00
Id

deg

-9

-_-000

L
%
histor-'es_ of target motions in ACM task.
8.- Time
Figure
\\
L

'\
 2.0

1.6

1.2

CL

.8

.4

I i l I l I i !

5 I0 15 20 25 30 35 40

_, deg

Figure 9.- Untrimmed lift characteristics of simulated

configuration. _ : 0 °.

102
 6h

0 0°
[] +25 °

<_ -25°
.4

C
m

-.6 i i i 6 i l i !

0 20 40 60 80

c_, deg

Figure i0.- Variation of pitching moment with _ for various stabilator

deflections. Center of gravity at 0.35_.

103
 24

.20

.16

.12

, O8

.04

m 0

-.04

(S
h +25°
-. 08 [_]_6 h +I0°

-.12

_-.16

-.20

_.24

-.28
I I j ! i I I I I I I
-30 _25 420 -15 -lO -5 0 5 lO 15 20 25 30
B

Figure ii.- Variation of pitching moment with sideslip for

various stabilator deflections. _ : 25 °"

104
 .016

.012

.008

Cn{3' CIB' .004

CnB,dyn J

per deg 0

-. 004

- .008

-.012

-.016
_ I
I0 15 20 25 30 35 40
0 5

c_, deg

Figure 12.- Variation of lateral-directional stability characteristics

of basic configuration with angle of attack for scheduled leading-

edge flap deflections. 6h = 0°"

105
 .06

.05

.04

(_ = -- 0

.03

_C n

6_ = _5°
-.02

•06 -

.o_
004 aa = -20°

ACl
.03

.02

.Ol

0 5 lO 15 20 25 30 35 40 45 50 55 60
_, deg

Figure 13.- Variation of lateral-directional control derivatives

with angle of attack. _ : 0 °.

106
 .020 -
Augmented

.016

.012

•008 -
LCDP,
per degree Normal
response

•0040 1
_-_Reve.rsed
response
Basic
-.004

-. 008

0 5 l0 15 20 25 30 35 40

c_, deg

Figure 14.- Variation of lateral control divergence parameter (LCDP)

with angle of attack for simulated configuration.

107
 1.5
SAS on
SAS off

1.0

i
ti12
sec-I
.5

I I I I I I
0 5 I0 15 20 25 30
a, deg

P 3
11

sec
2

I I I I I I
0 5 i0 15 20 25 30
a, deg
(a) Dutch roll mode.

Figure 15.- Variation of airplane dynamic lateral-directional stability

with angle of attack for airplane with and without SAS. h : 9144 m
(30 000 ft); velocity for ig; level flight.

108
 6
SAS on
SAS off

4
1

0 5 10 15 20 25 30
a, dog
(b) Roll mode.

.4- ()

.3-
1
t1/2 .2 -

sec -1
.1 -

0 5 I0 15 20 25 30
el,deg
(c) Spiral mode.

Figure 15.- Concluded.

109
 P

(a) _ = o°.

(b) _ : 90 °.

Figure 16.- Illustration of kinematic coupling between

angle of attack and sideslip.

ii0
 P

P stab _i

(a) Pitching moment created by roll and yaw rates.

x.

(b) Yawing moment created by roll and pitch rates.

Figure 17.- illustration of inertia-coupling phenomena.

iii
 _0

EZ, 20
deg o

10
13, 0 /%
d J _,_\] ,_. v
_eg - 1o

80

P'
_o

o C M/
A A
deg/sec
-q@

-[30

qO
/" _-x
r, 0 \ /

,f

deg/sec -_-o

qO

q' 0

deg/sec -_o

100

O
deg -10o

_00

200

Pcom, 0
deg/sec
-200 (
-LIO0

i00
Flat' o
N
-I00
0 S 10 15 20 25 30 35 _0 u,5 50 55 60 65 70 75 80 85 9O 95
Time, sec

Figure 18.- Time histories of ig stall to limit angle of attack.

Control system A; ho = 9144 m.

112
 .6

_, i000

deg -loo

_, t°°
°
deg -too_

6a ' 300

deg -30

5d, i°
o
deg - 10

6r, 300
deg -30

6h, 200
deg -20

g units

Yped, _00
.°
N -_oo
0 5 10 15 20 25 30 35 q0 q5 50 55 60 65 70 75 80 85 90 95
Time, sec

Figure 18.- Concluded.

113
\
\
\

\\

\
\
 _0 f

Q:,
2O
deg
0

3O

2O

\ /f _\
10
deg /_'J \ /'_
,.j
0 _/
-]0

120

p,
8o i
_0
j_.. /\ / \/
deg/sec / \
@
/

80

40
r_

deg/sec 0 . r- _L_._

-40

q_

deg/sec

200

tO0
/ / /
0 _/ /--- /
deg
-100
// / /
/ g
-200

qO0

Pcom,
deg/sec
200
o
/ /
'°°o I 0 2 L_ 6 8 10 12 1u, 18 18
/ 20 22 2q 28 28
Time, sec

Figure 19.- Response to full cross-control input at d : 25 ° .

Control system A; ho : 9144 m.

114
 an,

g units o

.6
M .3 I

ioo
w, Ol
deg _1oo

loo
Op
o
deg J

-tO0 i

6a,

deg -3o:
:\

lO
6d, o f
Y
deg
-10

30
6r, 0
1
deg \/ \ I/ "\
-30

u,o
2o
5h, \.___ /
deg o
-20
/ L

gcom

g units
•
': o
II IL
Fped, _u,oo
o
I/
N
-800
0 2 6 8 10 12 1_ 16 18 20 22 2_ 26 28
Time, sec

Figure 19.- Continued.

ll5
 t_0 i
Cl, @ i _--- V7 J---A

deg/sec2 __ t

B@
/\
40 ....
Cticl, _j

deg/sec 2

-_@

40

qa, 0
deg/sec 2-4o
80

4O
i', 0 iFf "_

deg/sec2 4o

40

i.icl, o
deg/sec 2 -40

-80 I

q@
/'a, 0 f_

--I
deg/sec2-_o ---

40
w' 0 F\

m/sec 2 -4@

VCacl_

rfl/SeC 2
0 .I-
,/ \ _'

4O

--,_Wac°
' 0 ---_ _ _ / -- _" _-
/
-80

Wa, o[_[5._I I ___J I 1 I I I I LJ I I I I I

m/sec_ qol0 I 2i I qI I 6I I 8I I I I I
10 12 14
I I TT59-TTI
18 18 20 22
I 24
I I 28I I 2B
I
Time, sec

Figure 19.- Concluded.

116
 20
deg
0

deg
2°!_
10

/ z i\ / /-",._,.._ -

0-- I
-10

qO \.,
r
p,
0
deg/sec
\

-8[

-12_

qO
r, 0

deg'/sec. -_to

qo

q' 0
I
deg/sec -_o

2o01
lO0 I I ],/
/
deg
-iO0
i
-200

qO0
200 ] _ II l
Pcom, 0
deg/see
-200
J
I i
-qOO

/ , /
I00
/' I
Flat,
N -100
o i ' V;
,
10 12 1u, 18 18 20 22 2q 26 28 30 32. _u,
0 2 q 6 8
Time, sec

Figure 20.- Response to cross controls applied in accelerated

turn at limit angle of attack. Control system A;

h o = 9144 m.

117
 an,
/
g units
I

,9

M .6

.3

o
_' -tO0
deg -2oo

O)

_J

deg
-tOO

30
5a' 0 /\r f

deg -30

1O.
5d' 0
1t \j
deg - 1o

30.
6r' 0 /,_z" x

deg =so \/
Li0

2O

f
5h' 0 /

deg /.,.
-20

lO
gcom, 8
g units o. I</I' 1
J

FP ed' -_oo
N
-800
0 2 6 8 10 t2 I_ 16 18 2D 22 2q 26 28 30 32 3q
Time, sec

Figure 20.- Continued.

118
deg/sec2 -_0
^11 t /:

/ticl, _o ! ! /-" \

deg/sec' o I i / "-" --''t

-_S.

F_
j --J %.
q&' 0 \, \

deg/sec__L_O "- ..- _ ,

deg/seC _u_O

ricl' 0 _"- f J F
deg/sec2k_o _ "-_

m/sec2-__o

/- -_ // \,
Wacl, Li° / \ / \,
mlsec 2 0 " _J _'---J' \_j_

-L}O

Wae2, o. -,. . " % -

m/see 2 -qO.

O. ' ' ' £-J-4-_1

m/sec2 o: 2 Lt 6 8 10 12 l_ tb t_ 20 22 2
Time, see

Figure 20.- Concluded.

119
 Nose-up inertial-
coupling moment
70 Available nose- down
control moment

60
q2 = 3556 Nlm 2

50

40
Pitching-
moment
magnitude,
30
kN-m ql = 1778N/m 2

20

! I

,o I
'
i
I

I ,
I I
i
, I I I
•m ,1_
0 20 40 Pl 60 I)2 80 100
Pstab, degI sec

Figure 21.- Comparison of inertial-coupling moment for increasing

roll rate with available pitch control moment at two values
of dynamic pressure. _ = 25 ° .

120
 6O
qO
_p

deg 20--

2
3O Rn, oFU4+-¢1_,, ,-444-¢K_
20 /, ,\ g units

/\
deg
10

-10
0 / / o

-20
-30

120
deg
1oo[<
-1oo

80 F

f @, 0 _-
_0
P*

deg/sec 0
/ \ deg -too -

-YO k)
-80 6a' 0 _ / -I
deg -30 _

K -f t
40 _ _ /
r'
deg/sec
0
-qo
\/ _°1 I 2_
qO
q' 0
deg/sec -40-
deg -ao
200

tO0
/ / \/" _
o
deg
,,'- \ / 6 h, _ ,/ d I r
-tO0
I / 1"/ deg O_2o _- f "_
-200

qoo
Peom, 200
deg/sec 0 } o

]Ylat,
N
'°°o//tt_ / [ '_,_.'°°o[I I 1/ 14
0 2 q 6 8 10 12 lq 16 18 UO N 0 2 q 6 8 10 12 lq 16 18 uO
Time, sec Time, see

Figure 22.- A 360 ° roll attempt using full lateral stick input applied
from ig flight at _ = 25 ° . Control system A; ho = 9144 m.

121
 qo
el, o
\ f \i ,J--..
deg/sec_-qo

8O

_licl, 40
deg/sec _ 0 - /
-qo

qO
qa, 0 IX_ F__

deg/sect_4 o

4o
] i"/k
o
deg/_-_c'_40

qO

i'iel, 0 _. _f

_c t -40
a._,_,._lw "" "

rio

ra, 0 s_'" \ /\ it ..,i

@' o -_-- \, \s J
m/see* -40 _/

qO

wa_o, o _.__-_ I/"_ _\ /\__

'- _ \/ I

*"
m/sec2-q
°of 0 2 q 6 8 10 12 lq 16 18 20
Time, see

Figure 22.- Concluded.

122
 C[,

deg
60

qO

2
I I

I
'i'll
11
l ' I 4 I

30

/li/
I

titt"
20

10 I
B,
deg o /I / I
-10 I
-20

-30
\ i

III'f
120

80 '
t

tt0 I
I
I
P,
0 I

l,
deg/sec
-tJ0 ,Y
-80

-120
I
8O

1",
deg/sec
-40
0 1_'L[I
lillT_
8O
qO

,I, t_
+t_',
, , ,
q,
deg/sec 0
-q0

2001 I I

$, i0_ I -+
deg
-loo
-200
1 ll! _ , !

Pcom, 200 I
deg/sec 0 1/
-200 I

1°o
_,_,,
N -1o__l ,[
I I' I -1
IL rI
0 2 q 6 8 10 12' lq 16
/1![I
18 20 22 2q 26 28
1I
30
Time, sec

Figure 23.- A 360 ° roll attempt using full lateral

stick input applied in an accelerated turn at

limit 2. Control system A; h o = 9144 m.

123
 /
an, 2
g units
0

,9

M
,3

0 ¸

W, -lO0 x _J

deg _oo I

100

_' 0 -----
deg -i00

3O

5a' 0
\
deg -3o

IO
6d' 0 \
deg -_o

3o r_

5r' o "_- /_ / \
dog I_ ILl
_0

deg o - --_..._,_ / \

-20

10

gcom, 5 /
g units O. J /-

-5

F,ped, L_O_
N O. 2 L_ 6 8 10 12 tLt 16 18 20. 22 2LI 28 28 30

Time, .sec

Figure 23.- Concluded.

124
 EtO
j-- --,_ ....

2O
deg 0

20

]0

0
deg
-10

-20
\

120

80.

qO.

p)

./
deg/sec O.
-qO

-80

-120

8O

f /
1_ , qO /"-" / \ / \ / \
/ /_ \ \
deg/sec 0 \ / / \ // / f
/-
_-,. / \_ / "-. / \ / \\,

q)
_o llilllIllllll Illlllllillillllllilllllll III
deg/sec

tO0 _-_ /--..., _\ / \, / _. ,

¢' 0 / "" t: t
X .j X / "/ I" \\
deg -10o -,i / \ / \/ ---* '--'--'

EtO0

200

Pcom, o
deg/sec
-200 \ . 1 t \
-EtO0.

Flat,
N ,o:, j]
-100
....
0 2
.......
LI 6 8 10 12 let 16 18 20 22 2Et
-t 26 28 30. 32 3q 36 Et2
i
EtEt Et6

Time, sec

Figure 24.- Bank-to-bank reversals using maximum lateral stick

inputs applied from ig flight at _ : 25 ° . Control

system A; h o : 9144 m.

125
 an,
g units
0

.6
M
,3

100
fl -.. f _. f

0
deg -100

i00

0 p

deg
-I00

3O
(-- -- ____

6a,
Lf

deg -30
L____J

10
6d, / \ / \ /

o \_j / \/ "\
deg 10

30
6r,
/
0 /
deg -30 1 \I\_

N0

2O
6h, / \ /
t / ,:
I / \ J
\-
// /

deg 0 / / J
_f
/ / / - / v- i/
V
-20

10

gcom, 5
g units
0

Fped ' _00

N 00 2 Li 6 8. 10 12 1F! 16 18 20 22 24 26 28 30 32 3u_ 36 38 L_0_ u_2 u,u, _6
Time, sec

Figure 24.- Continued.

126
 '°[L _ ', ,__
'4'
/-.

deg/sec2 __o I I" V \]

,4
/
+o
_°_
_iei., -,, ,,_ "' /\ / \ /\ )
G
\

-q0

\ /'., //\ ,-, t--

'\j ,,.. ,....

i-, o /-_- /- x,--,,., v,/ h

/
deg/sec2_tio I I I I _/

i%

\\_/ x_

+,. Oo t
m/see '::'-_t O. 2 14 6 8 10 12 lq 16 18 20 22 2. 26I llllTllVI
28 30 32 3q 36 38
-
qO q2 qq q6
Time, .sec

Figure 24.- Concluded.

127
 200 - Roll-control limited
'""--'-'_ Pitch-out limited
180 -
\
160 -

140 - \
Maximum
roll \
120 - \
rate t
deg I sec ,. SM =0.02
100 -

80

_'_t_, _m =-0. 04
60
II

40
SM =-0. I0
20

I I I I i
0 .5 I0 1.5 20 2.5
a, deg

Figure 25.- Variation of maximum roll rate with _ for

various levels of static margin, ig flight;

360 ° roll; h o = 9144 m.

128
 +<b-

-- ( Pcom) max
I

8h ,c
l

E,]
Figure 26.- Roll-rate limiting scheme used in control system B.

50
UD
 320
Control system A
280

240

200

( Pcom ) max, 160

Control system B; 5h : trim
deg/ sec
120

8O Control system B; 5h : +25°

4O

I I I I I
0 5 10 15 20 25
a, deg

Figure 27.- Variation of maximum commandable roll rate

with _ for ig trim.

130
 0.67 Z_ap
Ipl s+ 0.67 (toa limiter)
38.4

Figure 28.- Pitch-axis modification used in control system B.

Aap, deg
2 -

I I

0 I0 20 30 40 50 60
I p I, deg/ sec

Figure 29.- Variation of A_p with roll-rate

magnitude for control system B.

131
 an, 21111111_1
ol I I I Iq-I I I I I I I I I I I
g units
$

.6

_J"
io0 _ k_

qO Ol _J--_
deg _lOOi
2O
deg
o
too
O, 0 ---"--.
I0
deg _tOO
0

-Io
3O
6a,
8O 0 \ /_
f_

p_
--- \ deg -3o
_0 /"
/ \
deg/sec 0 11 ____
10

r_ A,,.5d' 0 \ .--,----
"ee' - 10
deg/sec

_0 30
f
q' 0
6r" 0 \ i-
deg/sec -Lm deg -30 ,-_I"I-

200 qo
A
1O0 ///
6h, 20 _ / \
_' 0 // /
/ deg 0 "
deg /
-20
-loo /
-200
10
gcom, s
Pcom, 2001 I
g units
ol I/I I I I I_ o
deg/sec

N 0 2 q 6
1 8 I0 12 lq 16
Fped, _00
°
N 0 2 _ 6 8 io t2 {_ t6
Time, sec Time, sec

Figure 30.- A 360 ° roll initiated from lg trim at _ : 25 ° using maximum

lateral stick input. Control system B; ho : 9144 m.

132
deg/sec2-_o I

/lid, 40

deg/sec2 -40

deg/sec'
-40

40

÷a, o
deg/sec: -40

40
w, 0
m/sec2 -40

4O
J
wacl, o
m/sec2 -4o 1

Wac2, o
__J
m/sec 2 -qO

m/see2 -400 2 4 6 8 IO 12 14 16
Time, sec

Figure 30.- Concluded.

133
 _o
f
2o /
,/

/
deg /
o

lO

o
deg
-10

120
8O

qO / \
\
P, / \
deg/sec o
-_0

-8o

-120

r, 0 ,_._L / ""_
deg/sec -qo

qo
q_

deg/sec

200
loo /
¢, /
deg 0 \ / , / --- --

- 1O0 /i
-200

200 --'-_
Pcom, 0 / -_
deg/sec-20o \/v

too
Flat' 0 [ /

N- oo \/
o 2 '4 6 8 10 12 lq :1.8 18 20 22 2q
Time, sec

Figure 31.- A 360 ° roll initiated from accelerated

turn at limit d using full lateral stick
input. Control system B; ho : 9144 m.

134
 an,
I
g units o t ----

M
_ ]
.3
O- [

_JJ_

deg

deg
loo
_ioo 1
_ t -J

deg -3o

6 d, 0 " -, _ -/
deg - 1o

5r' _o_
0 ""_ l j-_-_
deg -3o [ \ JF_-

6h, 20 _-/
deg o - I / /
-2o - I /

gcom,
g units
lO
5-
0 /
/ [

'_o_'
N
_°o°°I 2 '4
ill
6 8 10. 12 1_4 16 18
1
20 22
t
2'4

Time, .sec

Figure 31.- Continued.

135
 qo I

4, @

deg/sec2 qO

8O

_ticl, _o

deg/sec' @j

qO
qa, 0
deg/sec2_4 0

:'40
r,
0
_ffl
deg/seC -qo

qO

ricl, o
J _/ 2
ueg/sec _L_O

qO

ra, 0 k
deg/sec2u 0

qO /\
W,
0
ITI/SeC 2 -qO

Wac 1 , _,
140
m/sec 2 \.
0

qO

Wac2' 0

m/see2 -qO

11
Wa_,

0 2 14 6 8 10 12 lq 18 18 20 22 2q
Time, see

Figure 31.- Concluded.

136
 4O
(_, 2O
i
deg o

10
/S, 0
1

aeg -Io

8O

'40
/\
P' 0 /
/
deg/sec /
-40 xJ
-80

'4O i- ..-4 ..-4\

/ _\ / \ /_\ , \ / \
r, 0 / \
"\_ \ / / \ 1 \
x_+
/
f_

deg/sec _LiO

'40

q' 0
deg/sec _u,O

_oo
I I
I
¢' 0 1 \ / "\ / /
\ / t \ / \ i/
deg _ioo

'4OO

2OO

Pcom, 0
deg/sec ' < \\ i _f
/ \_ i
J \ \..._ /
J _
\ /
i
-200

-qO0

Flat,
N
'°°- ,
-ioo
o
) - --
C-- l--
__F_
t /
L__J
0 2 4 6 S 10 12 1'4 16 18 20 22 2'4 26 28 30 32 3 u, 36 38 '40,
Time, sec

Figure 32.- Bank-to-bank reversals using full lateral stick inputs

initiated from ig trim at d : 25 ° . Control system B;
ho = 9144 m.

137
 an,
____ _._+-_+....__f _j_f-_j
g units

.6
M
.3

1o0
o
deg
-i0o

ioo
(9, O_
deg _ ioo

3o
6a' 0
\ \ \._J
deg -3o

I0

6d' 0 \_
deg -lOi

30
6r'
deg
0
-3o _ _ \ i j J
t/
_o
f_
6h ' 20 /
/ \
\ /i\ / \ .-\ / "
/'\I /
deg o /
J K/ k/ J \ \/ j

-20

1o
gcom, 5
g units o

Fped ' _o_[

N
0 2 q 8 8 i0 12 lq 18 18 _0 22 2q 28 28 30 32 3q 38 38 qo
Time, sec

Figure 32.- Continued.

138
6EI

"p_pnI_uoD -'Z[ _an6T£

I I o_
__ _ 0_- :oa@/ui

_'_--/-- O_

0t7- _ODll/lll
1 0 'Ill

/ -_ f" _J
0tl

f o , IaT_
0t7

t¸ JJ- rJ _J
iOh

08-
I I 0t_- pas/_ap
0
,m \ \\ \ \ \ \/,'I"_<z
O_
I

11 ¢ 1

/'\ / \ /" --._/ - o ,ia!b

"/ I_ , \.. Oh
 50 I
j/-\ /.f \
/
deg /-

20

/3, I0
_1_f\ / \ f._.4-.
/ "._
deg 0 \ /1\
-i0

80

YO .I i "x _ //_ _ \
P, k_
0
deg/sec
-50

-80i

50

r, 0

deg/sec -YO

50

q' 0 _/

deg/sec -_0 -

200
/ /
I00 ./
qb,
/ /
0 /f ,/
deg i

-too / /
' /
-2001 /

500

Pcom, 200 f
/ "" \ J \l

deg/sec 0
-200 _'v b

tOO
Flat' o
N //////
-100 v v v
0 2 Y 6 8 10 12 lY 16 18 20 22 25 26 28 30 32 35
Time, sec

Figure 33.- Response to full cross controls applied in accelerated

turn at limit _. Control system B; h o = 9144 m.

140
 an, /
2 /
g units 0

.g

30 I
_, o _11 I I I I_F--LII I t_---4_ I II I I I I I _ [
deg -too I I I I I I I_ I I'_ I I 1_ I I t t i

looI I
0, 0 - ---+--- _ -. _._7 _ J
deg _t oo I

30
5a, 0 .A ,-, d
_[ \ ^',
deg -30 I .....

10
,,z
J

6d, o -_ t, _.[__
deg -lo

3O

6r' 0 " /_ _\_ _ I_

deg -30 I

u_o

6h, 20

deg o / ",-,_
-20

gcom •
loI /
5¸
/
g units 0

Fped, -_oo
0
I /
N
-800
0 2 q 6 8 i0 12 lq 16 18 20 22 2q 26 28 30 32 3q
Time, sec

Figure 33.- Continued.

141
 _0
el, o /',.1

de'g/_c2 -40

qO f_ .)\
/ticl, o
deg/sec2 _um

_0
qa, 0 \ F_

deg/sec240

4o
r, 0 _v

deg/sec* 40

40
{'ict, o

deg/sec2 40

40
ra, 0
deg/sec2_4 o

40 _,

w, o " -__ ,
m/see 2 _40

80

Wacl, 40 /
_ /
x,
m/see 2 0 _ j "
\/r--
-u_o

40

_rac2'
m/sec _ -_o0 _. _ _ -

_r a, o_ I I I I I I_IA._I I I I I I I
m/sec_-4ol 0 I 2I I qI I 6I _ 8 10 12 14 16 18 20 22 24 26 28 I 30
I I I I 1 I 1 I I I I I I I I I I 32
1 I 34
I
Time, sec

Figure 33.- Concluded.

142
 8O

60
\
[_, \
qo /
deg /
2o
o 2 IIIAIII
an,

g units
_o II
i M
I
O.
i°o- -_ \ /
deg !
/
-io

-2o
/
\v
-3o i

120
80
0, io:. -- l

deg -too \ // _._

P, _o / i \ f_
deg/sec 0

-qO
I,
-80 I/ \v L deg -3o i -

r,

deg/sec
qO

-_0
0
"/f _"d
f 6d'
deg
IO
-lo
0

1; 5r, o ,\
q'
deg/sec _o
o J/
deg
_o
-3o
I\ /
_/,\ _"/_. \,,--.
200
i00 ,/ 5h ' 20 / -_
./
$, J deg L_O" 0 / @--i_ ' F---_ f -
deg o \ /
-20
-i00
l/
-200

Pcom,
20_J_--t4
deg/sec
t gc°m"
li L
g units I
Ylat,
N _oofl
-1oo
0 i
I
:
I_ FP ed'
N
_oo. /
o
/ [
0 2 L1 6 8 i0 12 lq 18 18 20 0 2 q 8 8 I0 12 ILl iS 18 20
Time, sec Time, sec

Figure 34.- A 360 ° roll attempt applied in ig flight at d = 25 °

using full coordinated stick and pedal inputs. Control

system B; h o = 9144 m.

143
 4O

q' 0 \

deg/sec2-qO I

60

_ticl, _o

deg/sec 2 o /

-qo ]

qo

qa, 0 \
-.../
deg/sec2 -_0

rio

i_, 0
\ r" _x4
deg/seC -_0

-80

40
i'icl, o

deg/sec2 -40

_0
÷a, o -"_- it...
deg/sec2 40 _ _--'-_--, / '--/

80

_r, 40 / \
m/sec' 0 - -----" - -_

-40 ' v l/\j \/

ffacl, o _ / -... r

m/sec 2 -4o

Wac2, 0 _1 \i/ \/ / \/
m/sec i -40 4

_ra, oH__+___l I I
m/sec =-4ol0 I 2I I qI I 8I I 8I I i0
I I 12
I I lq
I I 18I I 18
I I 20I
Time, sec

Figure 34.- Concluded.

144
 Command Scheduled -I
I Scheduledgain
gradient gain I I
ii

I I
-30
-F I
I _ 6r,co m
I
Fped _/_._ 489. 0 . 0 201p140 I
I
I lpl--] I
i j m
I

(a) Yaw-axis modification.

Figure 35.- Modifications to yaw and roll axes incorporated in going from
control system B to C (modifications enclosed in dashed lines).
Oh

I
I Scheduled gain
I

+ i

+
I +
I
I

ai
0
30 Ip1.50
I
I
I
I

6h'c

(b) Roll-axis modification.

Figure 35.- Concluded.

 an, 2 I
g units

.6!
M

tO0

deg oeg _too

B, 0 "-.._j- 1O0 [__...

deg -io deg _too

80 1-x 3O
/

P' _o /J \ a_6a' 0 \ j._./"-+'_

deg/sec o J "b---___ '_ee -30 _

10

deg/sec
ue_ -i0
_0

q' 0 30
deg/sec -_o
6r' 0 / _'--+_b_
deg -3o \ / _
200!

tO0 / cto
(_, ./ I
,....._ -'_
0 / 6h, 20 /
deg "" i\
/ deg 0 "_
-tO0
,/
V -20 [
-200

_00 i0

Pcom, 200 gcom, 5

deg/see 0 g units 0

Flat, Fped, _000

N 0 2 q 6 8 10 12 tq N 0 2 q 8 8 10 12 lq

Time, sec Time, sec

Figure 36.- A 360 ° roll initiated from ig trim flight at _ = 25 ° using

full lateral stick. Control system C; ho = 9144 m.

147
 _0
ct, o
deg/sec_ __

deg/sec 2

_0

qa, 0 ---. /
deg/sec2-_o "_

r, 0
deg/sec 2__01

rio
i'icl' o
deg/sec2 -_o

i'a, ol
deg/sec 2- _ o !

qO
w' 0
m/sec 2 __o

qO
Wacl, 0 j/
L
m/sec2 __

_0

W at2, 0

m/sec 2 -btO

m/sec2 -_°o 2 q 6 8 Io 12 lq
Time, sec

Figure 36.- Concluded.

148
 2 I
an )

g units

M ,3
o I

CI,
deg _1oo
,oo
1IC. -
deg o

io ioo I/
deg _too
B, o /" \
deg - Io

6a, 0 fJ
deg -30 _-_ <
P' _io \
deg/sec 0 \

deg/sec
6d'
deg
'°II
-Io
0
_'_
--_

(51"' 0
q' o _--
deg -30 if _ 1
deg/sec -_0 - 1

200
100
/
/
/
6 h, _°
20 .t"_ J,\
../ i deg 0 </
0 /
/
deg -20
-tOO

-200
('_I I
gcom,
g units
,o 5
o-
i/
Pcom,
deg/sec
<'°°'/_
200
0
I --..._._
_oo_
Fped'N _'°°o_- ]
Flat, t°°ol-I1 I I/ I. I 1 t
N 0 2 q 6 8 10 12 lq o 2 6 [9 i0 12 lq
Time, sec
Time, sec

= 25 °
Figure 37." A 360 ° roll initiated from ig flight at
Control system C;
using full coordinated stick and pedal.
h = 9144 m.
o

149
 it, o
deg/sec2 -_o

deg/sec 2 o

_0
qa, Q

deg/sec2 _o

qO

r, 0 \- _ _______- _--
deg/sec2 _o,

_0
ricl' 0 f
J

deg/sec2 -_0

_0 ¸
ra, 0

deg/sec_ _o

w, _'01
0i
1TI/Sec 2 -El0

Wacl, o
/ 2
m
/SeC _qO

_0
ffac2, o
m/sec 2 _ _ 0

m/see2-_ 0 2 _ 8 8 i0 12 iN
Time, sec

Figure 37.- Concluded.

150
 u_o I
_' 20

deg o

lO
0 /'_'- '--
deg - 1o

12_0

8O J
P, j*
f--_ f
f
deg/sec qo f
/
o /

rt

deg/sec

q' 0 _._.-- _._ .._._.I"--"_----- _'-"__ ....

deg/sec -qo L
2OO

LO0 / /1 /
/ / / /
0 J /
deg /

-lO0
/'/ / /
-200 I'

'_00

Pcom, 200
deg/see 0

oltLLILL
0 " 2 u, 6 8 133 L2 Lq 16 18 20 99
11 2.q
Time, sec

Figure 38.- Response to full cross controls applied

in ig trim flight at _ : 25 ° . Control system C;

h o = 9144 m.

151
 q
J

an ' 2
g units 0

.6
M
.3

i00

_' 0

aeg __oo

100

deg _ 100

3O

6a' 0

deg -30 __J

kO
6d' 0

deg -lo

30

6 r, 0

deg -3a \ /

_0

6h, 20 /
J

deg 0 J

-20

10

gcom,
g units o

FP ed' -_00
N
-800
0 2. q 6 8 10 12 kq 16 18 20 22 2q
Time, sec

Figure 38.- Continued.

152
 ct,
qO

o
_J
deg/sec_ -LiO

8O
/
Cticl, /

deg/sec _ _°
0
I
LiO

qa, 0

deg/sec 2_0
-80

b'
_oI
o' f_

//
deg/sec_ -u,O

u_O

ricl_, o
deg/sec2 _u,o

, i'a' 0
deg/sec_ -_o

_0
f

m/see _ _LtO F
u_O! _ I_, IA--J
f_
_'acl, 0 j

m/sec 2 -qO

m/sec2 -qo

o l L "

m/sec2 0 2 ti 6 8 kO k2. kq L6 18 20 22_ u

Time, sec

Figure 38.- Concluded.

153
 riO

20 .._-
deg
0

I0
/ \ /\
0
deg
-i0

120

80
/\f _j
_0
\
0

-qO

qO
J

r, 0
deg/sec -_o

qO

q' 0
deg/sec -_o

200

i00 /'1 / /
/ z
p / , / f
0 f

deg / / /
/
/
-i00
/ /
-200

qO0

Pcom, 200
deg/see 0

x° A 0 2 L_ 6 8 10 12
t lq 16 18 20 22
Time, sec

Figure 39.- Response to full cross controls applied in

ig trim at _ : i0 °, followed by rapid full aft
stick application. Control system C; ho : 9144 m.

is4
 q

an' 2
g units
0

•6 I
M
.3

i00

_' 0

aeg _1oo

IooI
G, 0
.i

aeg -I00

30
6a, 0
deg -3o

6d',_ 100
_,e_ - Io

30

6r' 0

deg -3o

_O

6h, 20
/

deg o

-20
\

10

5
gcom,
g units 0

-5

I_ped, __o°o
N
-800
o 8 i0 12 lq 16 18 20 22
Time, sec

Figure 39.- Continued.

155
 8O

•
q,

deg/sec 2 0
1
_iO .....

\_/"<_._'_"
v_

8O

qicl, _0 / .1 \
deg/seC o /

-qo

qa, o l
deg/sec 2-qO \ l --- ]
-80

qO
/, /-, I
r, o
_ L/I
deg/seC -_io

u,o

ricl' 0
deg/sec_ -_iO

u_o ,%

0
deg/sec_ -_o

v¢' 0 \
mlsec2 -LiO i

8O

Wacl, _0 / -"\
m/sec 2 0

-qO

qO

Wac2' 0
ITl/Sec 2 -qO

_'a, °H--4--LI I I.J_4_-44-1 I _

m/sec_-_ol0 I 2I I Li
VI_I8 I 8I I i0
I I 12
I I lq
I I 18
I I 18
I I 20I I 22]
Time, sec

Figure 39.- Concluded.

156
 yo .6
M
c(, 20 .3
f/ "" _ L
deg o o

lOOl
IO r
_fp
B, o / _--_-_ o J _ _J

deg
deg -1o -too

120 \ /-x
tO0
@' 0 f-x

8o [ deg _ too
P' _0
deg/sec J \
o 30
-_o 6a' 0
deg -3o
80

lO I
deg/sec . j4 "x 6d' 0
deg - 1o I

q' 0i " --- _

deg/sec -_o' / 6r'
30
Oi
deg -3o
2o0111 h III.
_o

_,oo!/i)tll 11
i_),
o Ill Ylll I/I II 6h, 20
deg
f / f,
deg 0
-2oo I I I I 1'1/ I I / I -20

t{oo lO

Pcom, 200
f"-. gcom, sf /
deg/sec 0 / "_" _ _ \ g units o

Flat,
/ / Fped, _0Oo
N 0 N
0 2 u, 6 8 10 12 t u, 16 t8 20 0 2 ti 6 8 10 12 lq 16 18 20
Time, sec Time, sec

Figure 40.- Response to maximum inertia-coupling maneuver.

Control system C; ho : 9144 m.

157
 8O

q, _0

deg/sec 2 0

8O

/licl, _o
I
deg/sec2 o /

80

rio
qa,

deg/sec 2 o i\ b
-LiO

-8O

qO
rf%_
0
deg/sec2__ 0

i'icl, o
_ f
deg/sec 2-LtO
-80

8O

ra, qO
deg/sec 2 0

qO \
0 )< \ f_

# 2

m/$ec _qo

120

80
y "_' \\,
Wacl, _0
m/sec
o) i

-utO

qO

Wac2, 0
m/sec I -_o
-80

Wa, ot-+q, I I I I I I I I I i_
m/sec_-<iol 0 I 2I_ ti I FI12 I lqI I 16I I 18I I 20I
6 8 lO
Time, sec

Figure 40.- Concluded.

158
 an ,
g units

qO .6
M
E3, 20 _-_

deg o 0

100!
lo \ Up
0
B, Ol / _J

,,, deg -lo deg

-I00

80 100
/
J \
0
P, u,O /
deg/sec 0 ._
deg
-I00

30
r_, so I 1_4--b--LJ I I I I I I I I
o _ 6a, 0
deg/sec \ /f
deg
-30

q'
qO

0
__< v
I0
deg/sec -_0 6d, 0
\ Jf
deg
-i0
20O

100 /
3O
/
d), 6r,
0 f

deg /
deg
/
/
=3o x, I/
-i00
/
-200
qO

qO0 6h,
20 __ / _ / \
Pcom, 200 deg 0 ,F

deg/sec 0 -20

q00 10

3OO gcom, s
g units
Flat, 200 0
N
100
Fped, _oo
0
0 2 q 6 8 i0 12 lq 18 N °o 2 q 6 8 I0 12 lq 16

Time, sec Time, sec

Figure 41.- A 360 ° roll from ig trim flight at _ = 25 ° using

full lateral stick input at a center-of-gravity location of

0.375_. Control system C; ho : 9144 m.

159
 q0
ct, o j_-_ f,..,

deg/sec2__@

deg/sec 2

Li0

deg/sec2 __@

_0
i', @
deg/sec2 _Li0

Li0
/'icl, o
deg/sec2 _Li@

Lio
i'a, @
deg/sec2 -_io

Li0
w, 0
m/sec 2 -Li@

qO
Wacl, 0 _J
v
r

IIl/$ec 2
-qO

_0

Wac2' 0 v
1 2
m/see -Li0

m/sec 2 -LlO0 2 q 6 8 I0 12 I_ 16
Time, sec

Figure 41.- Concluded.

160
 60

Lt0 1/
!1i ¸. _t'!
li
_ 1.1"
I
deg
2 I
I

I III!
lo
II/1/
I
o
deg
-lo

-20
-
/, \ I
_' ' I
-30

16o:1
t20

80
[_ XI r,
i

I
• I

J i
P_
LtO
deg/sec /\
0 i
1 ' _ f,\ // \ / \

-_0

-80
, VlJ_ I\'J
\1/
I
i

r,
8o
_i .r-[-
ii
Li I

i
deg/sec -_o II _-_

q' 0 I
I IIIIIII/HIGH
deg/,ec-,o I_11
To°o!_/ h
o. -looo,l_I lll_'
I/
i]/
-2oo, II I[

Pcom,
deg/sec
200
_OOl
0
t
/
P\I/1\
I "I-IT It
"II
IL I
3ooI
Flat,
N

:°oil
-100/
0
I
2 '{ 8 10
I
i

ll2 lY 16 18 20 22 2lu, 26 ' 28 30

I
32
Time, sec

Figure 42.- Response to maximum inertia-coupling

maneuver at a center-of-gravity location of

0.375_. Control system C; ho : 9144 m.

161
 /
an,
/
g units

.6
M .3

100

_J
_, 0

deg -loo
-200

100

f "----4.._

deg -1oo

30

6 a, 0 I/\

deg -3o

I0

6d' 0

deg -10

3o

-- / \ __/ x. /

deg -30 - "

6h , •
___
2o F r--_ --I (
deg o --- v /
-20

-q0

10
1
f
gcom, s 1
g units o
-S

l_ped, _0o
N O0 2 q 8 8 10 12 lq 16 18 20 22 2q 26 28 30 32

Time, sec

Figure 42.- Continued.

162
deg/sec 2

4a, 4_
deg/seC /

m/sec_ -qo

_racZ,

ITI / $ C C _

Time, scc

Figure 42.- Concluded.

163
 deg

o _-t " - --

8,
,o....... / _ ;
o Y_%...F / i
deg
lo -j -<1---
_.o
-30 L
t/
80

qO

P,
deg/sec 0
I _ _ I\ / \/ I
-q0

-80

qo
/
r, o

deg/sec -qO

qo

q' 0

deg/sec -_o

0,

deg

qoo

Pcom, 200

deg/sec 0 / \- \

qoo

300
Flat,
200 --
N
tO0

o
0 2 q 6 8 10 12 lq 16 18 20 22 2q 26
Time, sec

Figure 43.- A 360 ° roll attempt initiated in ig trim

flight at _ : 25 ° using full lateral stick

input at a center-of-gravity location of 0.39_.

Control system C; h o : 9144 m.

164
 an,
oI_ I I I I I I 1-11 1 IT-] I IT-I I I I
g units

.6
M
L II
I00

deg -Ioo
-200

I00
i __

0
deg
-i00

30
6a,
o \ /
deg -30

I0
6d, 0
deg "-tO

c_/,,
/
deg \N. J/

LiO
J
2O //
6h, J
mJ

deg
-20
o
I/

gcom,
g units
,o s
o
L _.

Fped, L_O0
0
N o 2 q 6 8 10 12 tq 16 1.8 20 22 2q 26
Time, sec

Figure 43.- Continued.

165
 qO

j, o \/
\J
deg/sec 2-_0 \ /

-80

qO
qicl, o
deg/sec2 -_0

qO

qa, 0 ^
,/
deg/sec 2 -qo

-8o

qO
r' 0
deg/sec2 -_iO

_0

tic1, oi /\r
aeg/sec_ _io]

LtO

ra, 0
J
deg/sec2 -qO

tlO //_ ¢,

0 _ / !c' /", . F,.

In/$ec 2
-qo

qO
_ \
Wacl' 0
m/sec 2 -q-O

_0 ^ k

_kac2' 0 _+-_ -"\J /!\ !'_ rk'' \\/'\-_\l _,_... --.,j \

mi$8c2 -_0

m/sec2-q 0 2 L_ 6 8 I0 12 lq 16 18 20 22 2q 26
Time, sec

Figure 43.- Concluded.

166
 80

60 / / \/'-.._. k_., \/ _t
\i

L_O
deg _J
2O
r.e. _I
l

I A
_01
I _\ f\
P, o I ------.; I1\ ] V I v
deg/sec -_0 _ L/ V l_'

_0

r, 0 xJ _-
aeg/sec -_o

q'
deg/se¢ -qo
0 _- -_ __I" .... /

i "" \x\ ----- -'-"

deg _ 1oo I

Pcom, 2°00 [
deg/sec

Flat,
N
_ ool 0

0 5 10 15 20 25 30
[ 35 _0 _5 S0 55 60 65 70 75
/
80 85
/.
90 95
Time, sec

Figure 44.- Deep-stall entry at a center-of-gravity location of 0.35_.

Asymmetries not modeled; ho = 9144 m.

167
 q
an,

g units
0

.9

M ,6

.3

i00
,,%
W, 0

deg -too "--4-.--4--- __ --..- _ _ _ --

-200

100
If "-,-
0_ t
0 J

deg
-100

30
63.,
0
deg
-30

10
6d' 0

deg -1.0

30
(_r,
0 "k j/'_ A A --

deg
-30

_0

6h, 20
J
deg o

-2o

gcom, 0 _"
g units _S

Fped ' _00 .

N Uo 5 10 15 20 25 30 35 u,o q5 50 55 60 65 70 75 80. 85 90 95
Time, sec

Figure 44.- Continued.

168
 _0
q" 0
deg#ec2-_o

_0
qicl, o
deg/sec2-_{o

_Ol
qa, 6_ , _./" -'_ ...-" , _ "..-4 --

deg/sec2-_,o

_0
"r, 0
deg/see2 -qo

ricl: O.
deg/sec2-_o

qO
ra, 0
deg/scc2_Lio

RO
J_

m/_':_:: 2 -qO

_0.
Wacl: O. _/ -_-
m/sec 2 -'4o. [

_0.
_rac2' O.
m/_c _ -qO_

0 I I I IJ_I'--F-_ I I , . i i

m/secz 0 5 tO 15 20 25 30 35 u,O u_5 50 55 60 65 7[3 75 80 85 90 35

Time, .sec

Figure 44.- Concluded.

169
 ]3 u3 'k3

£00" _0" 0 1700"-

800"- ZO" I0"
I I l I

09

OL

> - 06

C)
{-.
 80

60

qO
deg _J
20

2O I

_o /, /\ r
,.,e_ -lo \
-3[

deg/sec -_0 _/
-80
L

deg/se¢ _u,o

_0

deglsec -qO I

100. J-- ,...

m, 0 _-_" "\L I \ / _-',,i

deg _ tOO I

_':<, °oil vv LV"""i

N -lo 0 S 10 15
Ill
20 25 30 35 _0 u_5 50
L ILl
55 60 65 "70
L II
75 80 85
Time, sec

Figure 46.- Deep-stall entry at a center-of-gravity location of 0.35c.

Asymmetries modeled; h ° : 9144 m.

171
 q

g units - -_
0

.3

2O0

100
\ \
W, /
0 _ "'_-_ \\ \
deg \ \ \
-i00 -

-200 "1'4 \'

i00 ___
I
9, 0_._ j

deg -tOO

30
6a' 0

deg -30

I0
6d,
0
deg
-I0

30
(51", 0
deg /k_/\
-30

qO

6h ' 20.-

deg o

-20

5 I
gcom, 0
g units s i

Fped, _io_ _
N o s to is 20 2s 30 35 qo qs 5o 5s 6o ss 20 vs 8o 8s
Time, sec

Figure 46.- Continued.

172
 qo
q' o _'4- _ _ _I-" -" _'_-
deg/sec2 _io

_0
Clicl, o
deg/sec2 _u,o

LiO
qa, o
__ ...,- ,_ '....,_Lf _ -'- ._,-,.
deg/sec2 _o

r' o!
deg/sec2 -_o

7icl, o
deg/sec_ -_o

LiO
i'a' o
deg/sec_ -_o

u,o
o
m/sec 2 -rio

LiO
Wacl' 0
m/sec t -qO

_o
_rac2' 0
m/see 2 -qO

m/sec 2-_Io s io 15 2o 2s 30 3s _o _s 5o s5 6o 8s 7o 75 8o 8s
Time, sec

Figure 46.- Concluded.

173
 IX. 81ef =25°;6tef =O°;Sh =25°,8sb =0 °

0 81ef = 0°: 8tef = 20°;8h = 25°; 8sb = O°

E] 81ef = 25°; 8te f = O°;Sh = 25°; 8sb -----60°

<_ 81ef = 0°; 8tef = 20°; 8h = 25°; 8sb = 60°

C
m

-o ].

, I I I I I

10 20 30 40 50 60 70 80 90
a, deg

Figure 47.- Effect of flaps and speed brake on pitching-moment

variation with angle of attack at a center-of-gravity
location of 0.35_. 6 h : 25 ° .

174
 80

50 /% \ / \J - /_\ _"
/ \
4O
/
_J
deg 2O f

0
J
\
-20

20

10
f,

.-Ii I
i/
0 k/

deg -10

-20

-30

40
^ n \P A t
P, o vd

/ ,/',: Vv /',"
deg/sec -40

40

r, 0

deg/sec -40

4O

q' 0
deg/sec -40

Pcom, 200
deg/sec o

Flat' _io°o
N

60

6sb, 40

deg 20

o I
o 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 g5
Time, sec

Figure 48.- Deep-stall recovery using speed brake and flaps at a

center-of-gravity location of 0.35_. Asymmetries not modeled;

ho : 9144 m.

175
 I f__ -_
an,
f_
f
g units
.J÷t ,,

M .5
/
.3

1oo

_y, o
deg -too
-200

ioo
I
0_
o
i
I
I
deg
-too I

3O
6 a , o
deg
-30

Io
6d' 0
deg -1o

30 I
6r,
0 L
deg
"---
/ '-J \/^'v\''_" /
-30

_0

5h,
20
/
J
o
deg
-20
-_o

lO

5
gcom,
g units 0 _ i
-s I

Fped ' _oo

N O0 5 tO 15 20 25 30 35 qO u,5 50 55 60 6S 70 75 80 8S _0. 9S
Time, sec

Figure 48.- Continued.

176
 F
q' 4O
O!
v

4O

qicl, o
deg/sec_-4o

4O
k
qa, 0

deg/_c2_q 0
V

4O
÷,
0
deg/_c240

ricl, 4:
deg/_c24o!

qO.
i

ra' O_

deg/_c_ _0

m/sec 2 -40

Wac2,
"1
m/sec 2 -Lio

40

Wa, 0 ---- ---_-_ _

m/sec _ -qO _- -
O. 5 10 15 20 25 30 35 _0 45 50 55 60 85 70. 75 80 85 90 35
Time, scc

Figure 48.- Concluded.

177
 8@

60 f \\

i
deg
LtO

20 J
/ \
/
_f

0 > J

20 I

lO
A
"/ A

\hi \/_,
deg -lO

20
/ IV1'
" J/,' _'

-3O

qO
"x
o
P, f_/\_
\/ _ V
deg/sec -_0

-80

r, 0
/

deg/sec -u_o

qo /
q' 0
--_. / \j \
deg/sec -_,0

100 [ /_ --_.

%/ -_f--

deg _ioo

iDcorrI, 0 v v
deg/sec-2OO " T

Flat, °U I V I V
N -loo _

6o

6 sb, _o

deg 20

o
O 5 10 15 20 25 30 35 q0 LIS SO 85 60 65 70 75 80 85
Time, sec

Figure 49.- Deep-stall recovery using speed brake and

flaps at a center-of-gravity location of 0.35_.

Asymmetries modeled; ho = 9144 m.

178
 q

an,

g units

M .6
-J. /

.3
_-4__/

_p
lOOI
0
I \ \\
\

deg
-100 \ \
-200

deg -100

__r_

6a, O' _ ' ^' "_ _ -

deg -30

5d,
deg -'10
lo 0
t "
I
6r,

deg -3

6h,
2o / X
0
deg
-20

-u_o

gcom

g units
o " l_ [,

Fped,
N
_o_ 0 5 I0 15 20 25 30 35 40 u_5 SO 55 80 65 70 75 80 85
Time, sec

Figure 49.- Continued.

179
 80

Cl, 40
deg/sec 2 0 /\ ./,-, A iX /, 7,
-, ,.^'-^ .sl V
.#

-40

4O
qicl, o
deg/sec2 -4o

qa, 0 -_
"" -v_v'-",/ l"" "
deg/sec2 -4o

4O
r, o
deg/sec2 -40

4O
ricl' 0
deg/sec2 -40

4O
_'a, 0
deg/sec_ -4o

4O

m/see _ _q o \

4O
Wac2 ' 0
m/sec 2 -40

m/sec 2-4 0 5 I0 15 20 25 30. 35 qO 45 50 55 60 65 70 75 80 85

Time, sec

Figure 49.- Concluded.

180
 8O

60 /
1\/>, )\s,.l"; ." _
deg
_0 / \
_J
2O ff
/

0 J

2o _1
lo /_ %!1
_l / / A [ _ A A
,I_/,
/3, o _ t t/
]/_jt //_/"_j'_
/

deg -lo
-2o / i/ tsI t
-30 I

r\ it
\
deg/sec -_o L v , I

r_ _,

_/--J

deg/sec -_0 I

_0

q' 0 j f "\J "-' _" " -- " L -C

deg/sec -_io k j -

100 /eft\ L
d_, O _ _ \, '
\ /_J _" .... i- _ J_

deg _1oo " t

pcom,
deg/sec
-2°°
° ,v 1 I
Flat,
N
- 2o vlJ "
0 S 10 15 20 25 30 35 L_O '45 50 85 80 BS 70 7S 80 _5
Time, sec

Figure 50.- Deep-stall recovery using pitch-rocking technique at a

center-of-gravity location of 0.35_. Asymmetries modeled;
ho : 9144 m.

181
 an,

g units

.9

M
J
r-

200

100 I I, \ \

0
\ \
deg x
100 \ \ \
x\ N "_
2O0 4

ioo

deg -too

30
6 a, 0
deg -3o

lo
6d,
deg

3o
5r, 0 /

deg -30 _\_ /_" "" _J vr._ .........

P r _ _ P/t /

6h'
20
0 -"
f 1
-20 l/
-qO

10

g units 0 "
5

Fped ' _o_

N 0 5 lo 15 20 25 30 35 qo q5 So 5s 80 65 70 7S 80 85
Time, sec

Figure 50.- Continued.

182
 q0 |
/t, o
deg/sec2 -_0

_0
_licl, o
deg/sec2 -_o -I
uiO
qa, 0
deg/sec2 _Lio

qO

"i', o L _./_w _ =+_'-xt_ t_'- _ AJv

deg/sec2 -_io

uiO
i'icl, o ' _--,'T'...' -_

deg/sec2 -qo

qo
'x.J _ .
i'a' 0 y v-

T
deg/sec_ -_io

40_
w, 0 j --.... v _ _ v -- ?
m/$ec 2 -qO

Wacl, 0
ITI/$ec 2 _q0

• _Ol
m/see 2 -qO

m/sec2 o 5 io 15 20 25 30 35
Time, sec

Figure 50.- Concluded.

183
 8O

,\ . k_
8O

_p

_0
deg /
2O -- c
i
i

0_

3O

2O
A
]0
f_ ...............

0 J
II I1 A_
deg II II I1!11 "\ /
-10 II IV\/ _
I V .....
-20 -- V
-30

qO r _1
P' 0

aeg/sec-'_o [ i \ v

qO

r, 0

deg/sec-q0 l

_0

deg/sec -qO

lO0

¢ ' 0 _--'-- J \

deg -i00

deg/sec

Flat ' lo__ _t+H ..... H _t-t-Tq

N

6O
I

_.[
6 sb, qO
deg 20 --
0
0 lO 18 20 25 30 35 qO q8 50 SS 60 65 70 78 80 88
Time, sec

Figure 51.- Deep-stall recovery using speed brake and flaps at

a center-of-gravity location of 0.375_. Asymmetries not

modeled; h o = 9144 m.

184
 4
an,
2 /- J
g units
0

.9

M
/
/
.3 fl

2ool
loo
/

o
deg
-I00
-200

too
Op
o
deg

io_
5d' 0
dog -io

30
6r,
0 \^,x/k, -_ ^
deg I
-30

40
20
/
/x
5h,
0
deg
-20
-40

lOl
5
gcom,
g units 0 _ _,
-5

Fped, _°°°
N o 5 10 15 20 25 30 35 40 45 50 55 60 65 70 "75 80 85
: Time, sec

Figure 51.- Continued.

185
 _0
Cl, o
deg/sec2 -_o

ti0
Clicl, 0
deg/sec2-_o

• YO t
qa, 0
deg/see2__io II

i., 0 J

deg/sec2 -_o

_0
i'icl' o
deg/sec2-qo

_0
i'a' 0
deg/sec2 -_0

_0

m/sec 2 -u,o _j

_0

m/sec 2 -rio V

qo
Wac2, 0
,., j J } v _ J

m/$ec 2 -LtO

m/sec 2 -u, OI .I I I I I I
0 S i0 15 20 25 30 3S t{O q5 50 55 60 65 70 75 80 85
Time, sec

Figure 51.- Concluded.

186
 8O
, /,'_ /
6O / \ ,\j\,, k fL
I
u,O
I
deg Y
2O f I
J

2O

10 ] f[ t

deg -10
0
_<\< iv _J\,'_'" d

-20

-30

P, o Cv -" -
/ _
\/ / \, ,,,/5
deg/sec -40

deg/sec -qO
'° I <
q' 0 - -- ..... ---_ -._., _, ,-., d .." v
deg/sec -qO _

¢'
deg
,°o ,I
_1oo0 _
I ( " _ _/- ++ '_"_- _ +
Pcom, ° I ' I" ] I] ] I
deg/sec -20°

-,o_1 iv v I!,_I_ I I
6O

u,O
6 sb,
deg 20

0 9O
0 5 tO t5 20 25 30 35 u,O u,5 50 55 60 65 70 75 80 85
Time, sec

Figure 52.- Deep-stall recovery attempt using speed brake

and flap at a center-of-gravity location of 0.375_.

Asymmetries modeled; h o : 9144 m.

187
 .9

M .6 -'--_
.3
o

200 _ \
\
tO0 \
\
Up
\\
0 \
deg \
-i00 \\
-200

lO0
_' o_
deg _1oo

30
6a' 0
deg -30

IO
6d, o
deg
-IO I
30
6r' 0
deg -3o

qo
5h' 20
deg 0 _-- J t

gcom, 0 -I L
g units
I

Fped'N u'°_
0 S 10 15 20 25 30 35 u_o. '45 SO 55 60 65 ?0 '75 80 85 90
Time, sec

Figure 52.- Continued.

188
 _0
cl, o
/ v
, _, \_/ t/ --i
deg/sec2 -40 /

I
_licl, 0
deg/sec2 -4o

ti0
(]a, 0 A

deg/sec2 -40

_0
i', 0
/

deg/sec2 -_0

_0
i'a, 0

deg/sec2 -4o

ti0
w, 0
i

m/sec 2 -40 I

_0 i

Gad' 0 v _./-_ /_ _ ...._ v _--'-,. /--,. ,-"'-._ i

m/$ec 2 -40 I

40
_rac2' 0

mlsec _ -40

_ra, op-_l I I I_L_I I I

m/sec2-4ol 0 I SI I i0
I I 15
I I 20I I 25
I I 30
I I 35
I I 40
I I 45
I I 50
I I 55
I I 80
I I 65
I I 70
I I 75
I I 80
I I 85
I I _0I
Time, sec

Figure 52.- Concluded.

189
 100

80 f
\ /_\./\ /

deg u,O /
/ /"
/

\
30 i

2o / 1
lo //

deg o IIII I /
l

20 _/ 1 /
-30

8O

_o f
P, --- /\ _ All

-80

LtO

P_ v

deg/sec -qo

qO A

k/-
deg/sec -u,o

100
' 0 --- //_" \ r,

\/k/.._, ." i_ \/
de°_ -10o

P corn, 0 v

Flat, tool
°1 I I II//IV
I I V
N 0 5 i0 15 20 25 30 35 rio u_5 50 55 60 65
Time, sec

Figure 53.- Deep-stall recovery using pitch-rocking

technique at a center-of-gravity location of

0.375_. Asymmetries modeled; h o : 9144 m.

190
 an, _
g units
__ _+_

M ,6 --_
jJ

o I--_

deg

O, 0
deg -10o

301 ^ i
6a' 0
deg -so

I I L

lo 1/ I
^
6d' O-- ° v

deg -10 J

6r,
deg
3o,II"
-30
0 ......... _
_
_.,/'-,
' -
A ]'

6h,
o
deg
20 -L----

_0 I ]._=_ L_

gcom,

g units

' ' 1 I ! i '

Fped,
N O S I0 15 20 25 30 35 LiO qS 50 ba 68 Wb
Time, sec

Figure 53.- Continued.

191
 40

'L.-_
Cl, o vj
deg/sec 2 -40

-80

tt0
Clicl, 0 \i?,p
deg/sec2 -40

4O

deg/sec 2-40

8O

40

deg/Sec2 -4o

tto
ricl, 0 .... 6, r
d/-eg-sec 2 ....... v- _

40

ra' 0

deg/seC 40

40:

v
/
m/sec 2 -t{O

4O

Wacl, 0 -" --'_--- _ --"--'/_/\/\-

V V
m/see2 -4o

40

Wac2, o _ " _', _"_',, ^ _ _ _A ,, _

m/seE 2 -40
v/

w&, 0

m/see2 -[{°0 5 10 15 20 25 30 35 40 45 50 55 GO G5
Time, see

Figure 53.- Concluded.

192
 IOO
80
/ v \/\ I
60 / k., ,_ ,-, _ / / d
deg _o
/ __j v h
\
2o f
I- L.
i

30
2O

I0
B,

O
deg II /,j\, /^ I I
t/ Ill II
-IO

-20
-30

A A I
F ,. f .,\ ,, , I I ( I I _
P' 0 ....."-- -- _ I%/ A'\ F

-_0 v I
-80

_0
r, 0 _ _ A --
deg/sec -_0 _' _f _ \_J J

deg/sec _L_O

ioo __L
deg -too

o VIVI/II I IV_I/I
Fiat, too I I I I I t-I
N 0 5 10 15 20 25 30 35 riO q5 50 55 60 65 70 75 80 85 90 95 1UO
Time, sec

Figure 54.- Deep-stall recovery using pitch-rocking techniques

at a center-of-gravity location of 0.375c. Asymmetries
modeled; ho = 9144 m.

193
 2E_ I I I I I I I I_ L_.4_-dJ_L_4_J_4_4,_A I I
o/I I I I I, [ _1 I I I I I I I I I I I I I I I I FIN I

M ---q,

•3
0
I .......
"b _-_. 1 1_-q F"
f

2OO

I00
qs \ \
0
deg
-lOO
\\ _\ \
-200

tO0
G, 0

deg _;oo

30
6a' 0 v

deg 30

lo
6d' 0

deg -;o

6r,

deg
I/\l

2
dh,
deg
-20

-YO

10 .... l__

_com,

g units o
5
5

'1 I ' I
'_°°Io
i_ i.l-t-H--F
-I_-I-
0 S I0 !5 20 25 30 35 u,o Y5 SO 55 60 65 "70 75 80 85 90 95 100
Time, sec

Figure 54.- Continued.

194
 ^

,ale1, o ......... - ......... "1 v • -

deg/seC -qo /

_o I
deg/seC-_io " " _ J
-80

80 i
i,, _o
_ " _" W _ ""1 V tc
-<io I "

i'icl, , o
deg/sec2 -_iO
L l v ....
__ _ /

deg/sec2 _io

8o

_., <io

-qO

m/sec 2 -qO

Wac2' o -,. .... -..-_-v ...... -- I^../, _v u 17 "

1Ti/SCC 2 -q 0

_btq_
m/see2 o s IO 15 20 25 30 35 qo q5 5o 55
Time, sec

Figure 54.- Concluded.

195
 .9

M .6

.3

qO

0, 20
f_jf
Lr _
\f
deg 0 _,. /

10

0
deg -Io

qO

P' 0

deg/sec -_0

qO

r, 0

deg/sec -_0

qO

q' Ov

deg/sec -_,0

i00

¢' 0

deg -loo J

20o

Pcom, 0

deg/sec_200

I00
Flat' o A

N
-i00

qO0

FP ed' o
N -
-q@@
0 10 15 20 25 30 35 qO q5 50 55 60 65 70 75 80 85 30 95 100
Time, sec

Figure 55.-- Performance of airplane with control system A in

wind-up turn task. ho = 9144 m.

196
 6

an, / t, ,,,
V" / </
2 n£, _._ _ _..z _ 4 _ _ r
g units
/

200
100
I \
"L[.[I
0
deg \
-100 \
-200
"F
I00

@' 0

deg -I00

6a'

deg
3o I
-30
0

30
_ _ .... _ _L'x, _-.- _ _/'_ /'k, n, _k_
6r' 0

deg -30

_oo [
_long, 200 _ _'_"
N o v-"_, -'-'-_ _'_

-200
/

range, _oo .... _ _ ___ --

m 0

deg

deg
-20
0 5 10 15 20 25 30 35 q0 q5 50 55 60 65 70 75 80 85 g0 gS 100
Time, sec

Figure 55.- Concluded.

197
 M •:11
l_LII LILLI_J_L

deg
:o_ lilllll}llll -_SJ
I0

deg I I I I ]-Wq- /V 7 v VLq/yVlViY-[ ]T\/I_I

-lo ] ] _f'11 FI I_l// I I/I I/q I

oolll/l J, /k J,,_
160
J,_tiJ _ .

deg/sec ^ V IX _U!/I illllVl, V

80 ' G I l/'l IkV I

T_

deg/sec
:7_f!,,kLL]_!_J,.,LA
!,J7_il
q, oLI,,I.L-'I,-,VLIX_I.,I,
[to
k'-+,,,_,-,,-_
+J-I,kJq+t-- II LI IAI

<,o,,i:_<:_.o
[lllllll [/'-I-'1
II II II1111]

deg o1-11<_
Jr '/I_ivxi_,Jllm
::: IIIIIIA, / ,, I_, !_lllllq
I /r I I I _ IIIII. L I I _1111111111111 71 J-]l_
P¢om, nl k,-!,A[ I IAl / tI,K I llllllSlllllklil frillY,,/
deg/sec _111 I_AII I/IV III/_l_'k/ll_lll tlll_Vl I _"

__oo_llll,iii _
Flat,
o,,u_,.,'!',J,d. / _,_! ,'!, 7 !_!!! v! iff/4,,._.,,[_

::::i_'
'Ti'<'_'7
'''_''_'_''
7_"0i
It_1_?_
N

0 5 10 15 20 25 30 35 [t0 LIS SO 55 60 65 70

Time, sec

Figure 56.- Performance of airplane with

control system A in bank-to-bank task.

198
 q •
ant

g units

"q/)

deg

0, o
deg -lo@

6 r , _
I II
^ _ _---_

,A _
deg o-_'_'_V, LA1-.\.^-^y _( \ _,L&,4 .... x.... _ _/ V _

__oi I _1 __ _

Fl°ng' d<kf ( _ ,A b t4 ..

-200

range, _001 I I I I I I L_L I I 1_ I I I I 1__14

Q_l--_rd-_[ i I i I i i I I_I-TI i i i i i q i i l/
m

deg 20 "h '\G- d_ <_r" _ "_ _-,

0 x "_

deg

qo i -- +
0 5 10 15 20 25 30 38 qO q5 50 55 60 65 "70
Time, sec

Figure 56.- Concluded.

199
 M

'°o 1 IIIH I_LL/ALJ_IA_I

I LA/t
_1A,
LLLA /
:: / 7iii_rllTG
711-77_7G_IIx
B_

deg

P,
% / oKi lim
IA_i.l A_LL^/]
r I I I/-r-I'+lAVll_Jt, i_lM r r,ih_rt/tl,k

_.._°oI
IIIJlllA_li_.
_I?4.M_
_I I_LKI>K[
A_
deg/sec I\1 ,(1 I I I W _/_7 II VII v v \/ %
-_o V I IV/ I I _/ I I 71 I I

_1:_-,o_ I I I I I I _11"11I I I I I I rl I _11 71111

deg

_°oLdllll/I_IIIIL
kl_l I I i I_1//I I_1 i/ill
, IIIII ^I,I I,I J_// IAII
I/ll_l Ill I I

_;7:7<;
7 : ,llrl
_oo° . ,I l_I/IfT;_ll:It,Vl,,,,,_,.i
"_/l/ll'_-f_/ ,1_.

Flat,
N

-1OO V t

FP ed' o
N -_ioo -
0 S 10 15 20 25 30 38 qO q5 50 55 60 68 70 75 80

Time, sec

Figure 57.- Performance of airplane with

control system A in ACM task.

200
 an,

g units
2

o A
/" ' _ "_

\_-___ _7 \
\

,f
_

J
/_"
h- "l

- -

200

tOO

*gl'p
0
deg
-tO0

-200

100 L_ _J
0, i
J
r
J
deg
-tO0

6a,

deg
r _, .IJ I/l^
.k.
,r,
/,,
.,

6 r ,

deg
.o ,_l.I i,A,J,.'11,,,
; _"'AII
_'"
qo I

5h,
deg o _ _v'"_ _ v'_ -- v_ "b_V v -

-20

I
200 .,_ r, A
u'O0!-- ,/ "_'- "" ''\ '

0 _'_ I'v",/ h _ v
-200

qO0 1

800

range, u,oo
m
o

qo
2O

deg _\ 'v \ .,ix ' \_j\./'-_..,v

O_

qO

20 r'- :....

deg
o -:_ \l ,.__\;i,
-
-2o d - __-
0 S 10 t5 20 25 30 35 qO qS 50 55 60 65 70 75 80
Time, sec

Figure 57.- Concluded.

201
 ,,,, __-1-111_1 IIII III

_ -Jq---f-__ ['VII-1[_IV//I_l"l_t[] I-IVl

p, ol IAI,J,,II_,lIJl \l_u I/_ I_'_,_u l//I

de see

J2 II - vv V I I/A/l_/

I ,i,,,,,YI
] r I F_/I I "

uo I J. Iol I I I

cleg/sec

q. "°ol
L]_X_I _,_/__1,_1
de_/sec-.oI_IVI
II II II II_1_1I II I1I II IIIYl,I
iooI I I DRI /1_--kl I I I,DI-QI I ] 1 2.4-421 1 1

,, _II I/III

Pcom,
:°:ol-
oL_1/\],441 fll.JJI/IMil I/[ I_i/Ih,,

LolLlI,1/11111, 1 li'/ '

Fped,

O 5 [O 15 20 2S 30 35 _{0 u_5 50 58 60 65 ?0
Time, sec

Figure 58.- Performance of airplane with

control system B in bank-to-bank task.

202
_, L z" . ?
deg -lOOE

o ++
deg -30

deg -30

_o!

^ ,_ \f'
oh,20
deg o
-e° _
k,._.,
/_ ^ -
/"In
,_,
&_4,
_j//_
I_
....
-_
__' -_-^v 1.
_v
600
'400

_ng,' 200
I_I

-200
%V_4 '
j'-^_
1
j
range,
m
8o0
q0o
0_ _---
_
__
/
'
/. i
dog2o-L/_,,
o .... /' _' 4 _

60

qO ..... L_ I
l
20 fL

deg 0

-qO
20
I
35
I, riO qlS 50 55 60 65 /0
5 10 1S 20 25 30
Time, sec

Figure 58.- Concluded.

203
 .9

.6
I I I

,3--

o T-
F_

-- /f_7"'- <J
deg J

lo L
0 v J / f -,'A]'
deg
-10

160

80
P, /,A
0
deg/sec
]V'_J
-8o

-160

40

r, O,
4/ _f - \/ _'. r v ._--,
deg/sec -40[

q' 0 /_,A_, _A-/_, /_ /"'_---_--_ _/v J

deg/sec -_0 - '_' ' '_

200

100
(_,
fx_ _--_ _J \J
deg 0 /
\ f _ : 1 y \
-100

_00

2OO
Pcom, p_
o
deg/sec
-200

-_oo

ioO
Flat, 0
N _p.pf^ /I /,[I
/ _.
10o

HO0
Fped,
°I
N -uool
o 5 lO 15 20 25 30 35 u_o u_5 5o 55 60 6s 7o
Time, sec

Figure 59.- Performance of airplane with

control system C in bank-to-bank task.

204
 \
an , _ _.

g units 2 \ _ ^ <
0

/¢
/ \ _ _, f" '\

deg -10O

deg -ioo

3o I _ J _ L. A ] _I I_ I
da, 0 _.-_ v/"-V' _ \l\i I ' IJl 'J 1
deg -30 ]

6r,
deg o
-30 .... _,_ u, \,' v l,_v ik]" tl "'/I IJ

6 h, .^ A,p ,-.r',. , , X, t, A .N\],

deg -20 - V V"' V' -v ..... V v,,- V

qO0

Plong, 200 /_ ;" _ /_-_,

N o ,A_ A _, /'_ X,_/i_'X/V ? ½ _/_f

-2oo I

range, _o_ ___ _ _. q_'-J_

In

E,
6°1
qo
I f_ 'v

deg 20 .-_ / _"

O--_b'-J'r_ _-/_J _/k__,_

qO

20

0
/--
deg -20

-qO

-60
0 5 I0 15 20 28 30 35 qo q5 50 55 60 65 /0

Time, sec

Figure 59.- Concluded.

205
 •3

0
-_ -
<
2o .... -- _ - r_\ _ _\ /

deg /\
o j \

io

\J \
deg _J
-lo

160

80
P, tl/t

deg/sec 0
'-- -_ vV q ",, / A
-80 k _/

YO

T, 0

deg/sec -qo _. / _J "\/

,.j

40

q' o
deg/sec -YO

_ZZ_l.
III li_-lqlll Jl / /dl II 111
deg

LJ-ZIY
FIll
400

200
P corn
deg/sec 0 ks
-200 ,./ ,,wI

200

IOO
Fiat,
0
N t !1 \/" _,\,s\ \ k V
-i00

-200

400
Fped,
N
L400 I
0 5 10 1S 20. 25 30 35 40 46 SO 5S 60 6S 70 7S 8o
Time, sec

Figure 60.- Performance of airplane with

control system B in ACM task.

206
 an,
g units

/if,
deg
.o!
lO

-2001 I I I I I I I I I I I I i i _ _

°.,..

_eg-3 " I_ Il-l?I_Y

I-

Oh,
deg
v-
:o 1/ 1tll .I1_

l_1ong,
N

::ooflI/_1//I'lq_////_:_
range, qo
m

qO

deg 2

deg

Time, sec

Figure 60.- Concluded.

207
 deg
\ J

deg -1o V- -- -_I

160 i

r, 0 / "_, -v V

\ jl

deg/sec -qO ] _ _" ----

200 _ : f ___
_oo J I

-zoo- - \ / / - --- 7 - _,
-2OOl

_oo I
20O I

-_oo I I ....

Flat , 0--- _//_ ; "_ J :-

N -ioo _ [ _ '
-2oo,±LLL_ _ . - .... t_ -

FP ed' . o \
N -uoo
0 S tO 15 20 25 30 38 qO q5 50 55 60 65 70 75 80
Time, sec

Figure 61.- Performance of airplane with

control system C in ACM task.

2O8
 q _,EI . \

deg

6a, ol I I I I _/ h I_1 IAL I LI I I 4/IA h/I IAIA

I-vi I ItrlYZ]_]
_og__olfl-I - - v-
I I I l_h_,-,','_I_Yl
\_ ' 7 N_I/I
IV_,,,'d
_,, 3oo_IIh,,,,_,L_IAL]LLIIIII_I.IIAIt,_,,,,,,.
I1%1 I I I I I Ifkllll_l I

6h,
deg

60O

'long, QI I _r_ II--'l I P\ I I'L) j V 11{_[_4V_ I_]I I ] ]I4 I

" \ 'I$'IIIt
] II//Ill4
_"

range, _°°F-t-Gq_l I I I _ I 15-4_LI I I I I I Jr-tq--L I t_ I

ol I I I I]"PUI I I I I IT] I i I_H-tfi_[I I I I-FI I I
ITI

deg

IIILI 111/
L 1/t
_I0

20

deg 20

_t0

60
5 10 15 20 25 30 35 _lO _15 50 55 60 65 70 75 80
Time, sec

Figure 61.- Concluded.

209
O

negative
"g" limit

Pitch _ schedule

gradient

See
figure
Fl°ng 62(e)

Qi
__ af

q + 20.2
s + 20.2
DL =25; RL=60

6d, C

÷
20.2
s + 20.2
DL =25; RL =60

(a) Schematic of overall system.

Figure 62.- Simulated basic pitch control system (control system A).
 0

-2
Negative
"g" limit -4
, I I I i i

0 2 4 6 8 10
q, kNlm 2
(b) Schedule of negative "g" limit with q.

1.0
.8
.6
Pitch-rate .4
gain .2 m

I I I I I

0 4 8 12 16 2O
_, kN/m 2
(c) Schedule of pitch-rate gain with q.

1.0
.8 D

Pitch-loop .6
gain .4
.2
I I I I I I

0 8 16 24 32 40 48 56
(], kN/m 2

(d) Schedule of pitch-loop gain with q.

Figure 62.- Continued.

211

III
 10

Pitch
command, g

-2

-4 , I,, , I ,I

-80 -60 -40 -20 20 40 60 80 I00 120 140 160 180

Flong, N

(e) Pitch command gradient.

Figure 62.- Concluded.

212
 8 k

6
Incremental
commanded normal
acceleration
available, g units 4

I, I I

0 5 I0 15 20 25 30
a, deg
Figure 63.- Variation of maximum commandable incremental
normal acceleration with angle of attack.

213
Roll trim < 4__40

Roll
command
gradient

See figure 20.2

64(b) _.___. _ s+20.2
Flat_ +

(If >_29° [+ _ _ DL=21.5;RL=80

[

rt-x L222
_

6a,c ]

4s2 +64s+6400
s2+80s +6400 I
_6d, c

(a) Schematic of overall system.

Figure 64.- Schematic of roll axis of basic control system (control system A).
50
Oh

Rudder
command
gradient

See figure ÷ -i
65(b)

afJ

3s + 15
s_ _-_29 ° ÷ s+
DL-_Oi
20.2 _r

÷
20.2_ =120l---
, - > 4" I

of > 29

ay

o.1.871.129_
_Ips
__i
Ps

(a) Schematic of overall system.

Figure 65.- Schematic of yaw axis of basic control system (control system A).
 300

200

i00

Roll command,
/ •
deg/sec J

-100

-200

-300

2'0 '
i I I

-60 -40 -20 0 40 60

Fla t, N

(b) Roll command gradient.

Figure 64.- Concluded.

215
[-j

0"_

Yaw
trim

Rudder
command
gradient

See figure ÷ "_--

Fped ___ s +6060 65(b)

o,I

s-TTg--
3s+15 s + 20.2 -_ 6r

+
DLT=-
3--_; --12or
af> 29° r--_--] + l

(a) Schematic of overall system.

Figure 65.- Schematic of yaw axis of basic control system (control system A).
 -3O

-2O

-11
Rudder command,
deg

11

2O

3O
I !

-400 -200 0 2OO 4OO

Fped, N

(b) Rudder command gradient.

Figure 65.- Concluded.

217
 P1

1,
P2 = P1 P2 = 60 ]" = 5.0
_T = 5.0
1 ] TT
T T - f (P2 - P3 ) P2 = 40 -- =f(P2 - P3 ) P2 = P1
TT

See figure 66(c) See figure 66(c)

1_3 = _ (P2 - P3 ) ]_

l P3 = fP3 1 dt 1

I =Tidl e + (Tmii-Tidle)(P3/50) T = Tmil + (Tmax-Tmil)(P 3 - 50)/50

(a) Logic diagram for thrust dynamic model.

Figure 66.- Simulated powerplant characteristics.

218
 loo
80

P1, r 60
percent powe
4O

2O

Id tmum

, I , l, I
0 20 40 60 80 100.

Percent th rottle travel

(b) Power variation with throttle position.

Figure 66.- Continued.

219
_0
0

1.0

.8

i .6
m

TT

i
sec .4

.2

0
-100 -80 -60 -40 -20 0 20 40 60 8O 100

( P2 - P3), percent power

(c) Variation of inverse of thrust time constant with incremental power command.

Figure 66.- Concluded.

 •12 -

• I0

• O8

rms
buffet . O6
intensity,
g units

• O4

• 02

I I ] I
i0 15 20 25 30 35 4O
0

a, deg

Figure 67.- Variation of buffet intensity with angle of attack.

 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No.
NASA TP-1538

'"4. Title and Subtitle

5. Report Date
SIMULATOR STUDY OF STALL/POST-STALL CHARACTERISTICS December 1979

OF A FIGHTER AIRPLANE WITH RELAXED LONGITUDINAL 6. Performing Organization Code

STATIC STABILITY

7. Author(s) 8. Performing Organization Report No.

Luat T. Nguyen, Marilyn E. Ogburn, William P. Gilbert, L-12854
Kemper S. Kibler, Phillip W. Brown, and Perry L. Deal
10. Work Unit No.
9. PerformingOrganizationNameand Addre_
505-06-63-03

NASA Langley Research Center

11. Contract or Grant No.
Hampton, VA 23665

13. Type of Report and Period Covered

12. S_nsoring Agency Name and Address
Technical Paper
National Aeronautics and Space Administration
14. Sponsoring Agency Code
Washington, DC 20546

15. Supplementary Notes

16. Abstract

A real-time piloted simulation has been conducted to evaluate the high-angle-of-

attack characteristics of a fighter configuration based on wind-tunnel testing
of the F-16, with particular emphasis on the effects of various levels of relaxed
longitudinal static stability. The aerodynamic data used in the simulation were
based on low-speed wind-tunnel tests of subscale models. The simulation was con-
ducted on the Langley differential maneuvering simulator, and the evaluation

involved representative low-speed combat maneuvering. Results of the investiga-

tion showed that the airplane with the basic control system was resistant to the

classical yaw departure; however, it was susceptible to pitch departures induced

by inertia coupling during rapid, large-amplitude rolls at low airspeed. The
airplane also exhibited a deep-stall trim which could be flown into and from

which it was difficult to recover. Control-system modifications were developed

which greatly decreased the airplane susceptibility to the inertia-coupling
departure and which provided a reliable means for recovering from the deep stall.

17. Key Words (Sugg_ted by Authoris)) 18. Distribution Statement

Relaxed longitudinal static stability Unclassified - Unlimited

High angle of attack
Deep stall

Departure prevention
Subject Category 08

19. S_urity Cla_if.(ofthisreport) 20. SecurityClassif.(of this pege) 21. No. of Pages
Unclassified Unclassified 223

* For sale by the National Technical Information Service, Springfield, Virginia 22161
NASA-Langley, 1979
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