AIR FORCE MIL-STD-3036-2013 USAF AIRCRAFT ARRESTING SYSTEMS.pdf

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1、 AMSC N/A FSC 1710 DISTRIBUTION STATEMENT A. Approved for public release; distribution is unlimited INCH-POUND MIL-STD-3036 (USAF) 05 July 2013 DEPARTMENT OF DEFENSE TEST METHOD STANDARD USAF AIRCRAFT ARRESTING SYSTEMS Provided by IHSNot for ResaleNo reproduction or networking permitted without lice

2、nse from IHS-,-,-MIL-STD-3036 ii FOREWORD 1. This standard is approved for use by the Department of the Air Force and is available for use by all Departments and Agencies of the Department of Defense. 2. The standard shall be used to verify MIL-STD-3035. 3. This standard requires a full-scale test p

3、rogram, which will: a. determine the operational effectiveness and reliability of the Aircraft Arresting System (AAS), b. determine the arresting characteristics and the performance limitations (if any) of the AAS, c. determine the useful service life of AAS components, d. determine if the AAS compo

4、nents have the structural integrity and thermal capacity to accommodate repeated high energy arrestments, e. standardize AAS operational test requirements, and f. ensure that the AAS is suitable for installation on United States Air Force (USAF) airfields. 4. Comments, suggestions, or questions on t

5、his document should be addressed to AF-99 (agent for AF-84), AFSC/LOEP (WPAFB, OH), 5215 Thurlow St, Bldg 70-C, Suite 5, Wright-Patterson AFB, OH 45433-5750. or emailed to spec99wpafb.af.mil. Since contact information can change, you may want to verify the currency of this address information using

6、the ASSIST Online database at https:/assist.dla.mil . Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MIL-STD-3036 iii CONTENTS PARAGRAPH PAGE FOREWORD ii 1. SCOPE 1.1. Scope 1 1.2. Classification1 1.2.1. Types 1 2. APPLICABLE DOCUMENTS 2.1. General

7、.1 2.2. Government documents .1 2.2.1. Specifications, standards, and handbooks 1 2.2.2. Other Government documents, drawings, .1 and publications 2.3. Non-Government publications .2 2.4. Order of precedence .2 3. DEFINITIONS 3.1. AASs 3 3.2. Deadload vehicle 3 3.3. Emergency AASs .3 3.4. Energy abs

8、orber units (energy absorbers) 3 3.5. Excessive hook load .3 3.6. Fairlead unit assemblies (fairlead beams) 4 3.7. Functional span 4 3.8. Hook cable .4 3.9. Operational AAS 4 3.10. Purchase tapes 4 3.11. Purchase element connectors (tape connectors) 4 3.12. Split distance 4 3.13. Support donut (disk

9、s) .5 3.14. Tape dive 5 3.15. Walkback .5 4. GENERAL REQUIREMENTS 4.1. General .5 4.2. Test configuration 5 4.2.1. Functional span 5 4.2.2. Split distance 5 4.2.3. Symmetric installation .5 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MIL-STD-3036

10、 iv 4.2.4. Hook cable pretension5 4.3. System configuration .5 4.4. Data 5 4.5. Reliability .7 4.5.1. Reliability and maintainability information .7 4.6. Test rejection criteria .7 5. DETAILED REQUIREMENTS 5.1. Test Method I Operational AAS testing .8 5.1.1. Test Method I order and summary .10 5.2.

11、Test Method II Emergency AAS testing .11 5.2.1. Test Method II order and summary .12 6. NOTES 6.1. Intended use .13 6.2. Acquisition requirements .13 6.3. Subject term (key word) listing13Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MIL-STD-3036 1

12、 1. SCOPE 1.1 Scope. This standard establishes minimum military-unique test requirements necessary to evaluate the reliability and operational effectiveness of land-based Aircraft Arresting Systems (AASs) used within the United States Air Force (USAF). 1.2 Classification. The following types of test

13、ing are covered in this standard: 1.2.1 Types. The types of test methods are as follows: Test Method I Operational (runway) AAS Testing Test Method II Emergency (overrun/underrun) AAS Testing 2. APPLICABLE DOCUMENTS 2.1 General. The documents listed in this section are specified in sections 3, 4, or

14、 5 of this standard. This section does not include documents cited in other sections of this standard or recommended for additional information or as examples. While every effort has been made to ensure the completeness of this list, document users are cautioned that they must meet all specified req

15、uirements of documents cited in sections 3, 4, or 5 of this standard, whether or not they are listed. 2.2 Government documents. 2.2.1 Specifications, standards, and handbooks. The following specifications, standards, and handbooks forma a part of this document to the extent specified herein. Unless

16、otherwise specified, the issues of these documents are those cited in the solicitation or contract. DEPARTMENT OF DEFENSE SPECIFICATIONS MIL-W-38461 Webbing, Nylon, Aircraft Arresting (Inactive for New Design) DEPARTMENT OF DEFENSE STANDARDS MIL-STD-3035 USAF Aircraft Arresting System, Design Criter

17、ia Standard (Copies of these documents are available online at https:/assist.dla.mil/quicksearch/ or from the standardization document order Desk, 700 Robbins Avenue, Building 4D, Philadelphia, PA 19111-5094.) 2.2.2 Other Government documents, drawings, and publications. The following other Governme

18、nt documents, drawings, and publications form a part of this document to the Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MIL-STD-3036 2 extent specified herein. Unless otherwise specified, the issues of these documents are those cited in the soli

19、citation or contract. AIR FORCE INSTRUCTION (AFI) AFI 32-1043 Managing, Operating, and Maintaining Aircraft Arresting Systems (Copies are available through e-pubs; http:/www.e-publishing.af.mil) NAVAL AIR WARFARE CENTER (CAGE 80020) NAVAIR DRAWING 515053 1 1/4 Dia. Non-rotating Wire Rope (Copies of

20、this document are available from the Naval Air Systems Command, Code 4.1.4, Lakehurst NJ 08733-5100.) U.S. AIR FORCE (CAGE 98752) USAF DRAWING 66D1751 Connector, 8 1/2-in Tape-BAK-12 Arresting Barrier, 1 1/4-in Runway Pendant Cable, Assy of USAF DRAWING 7545764 Support, Donut Type-Wire Cable (Copies

21、 of these documents are available from Robins AFB GA, (AFLCMC/WNZEC, 460 Richard Ray Blvd Ste 200, Robins AFB, GA 31098-1813) or emailed to 642CBSG.Workflowrobins.af.mil. ) 2.3 Non-Government publications. The following documents form a part of this document to the extent specified herein. Unless ot

22、herwise specified, the issues of these documents are those cited in the solicitation or contract. GULF it is used to simulate fighter aircraft engagements of arresting system test articles without jeopardizing pilot safety or costly aircraft. Deadload vehicles can be configured to simulate engagemen

23、ts at various weights, and are programmable to engage the AAS at speeds up to 200 knots. 3.3 Emergency AASs. An Emergency AAS has a minimum kinetic energy absorbing capacity of 50 million foot-pounds while allowing aircraft runout up to 905-feet. In general, it is an emergency braking system availab

24、le to aircraft in case of failure of a successful engagement by the Operational AAS (see 3.9) (or in cases where an Operational AAS is not available). Emergency AASs are generally positioned in the overrun and/or underrun area of the runway. The overrun is defined to be an area beyond the take-off r

25、unway designated by the airport authorities as able to support aircraft during an aborted take-off. This area is commonly referred to as “the underrun” when in front of the take-off runway (opposite end of the runway from the overrun). 3.4 Energy absorber units (energy absorbers). Two energy absorbe

26、rs are required per one AAS; they are components designed to mechanically brake and decelerate the forward motion of tail hook equipped aircraft without causing damage to the airframe, airfield structures, or personnel. 3.5 Excessive hook loading. An excessive hook load is defined as loading that ex

27、ceeds the design limits of tail hook equipped fighter aircraft. Currently for USAF fighter aircraft, this design limit would be: Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MIL-STD-3036 4 a. 75,000 pounds for aircraft weights up to 45,000 pounds,

28、 representative of the heaviest F-16, and b. 80,000 pounds for aircraft weights up to 85,000 pounds, representative of the heaviest F-15. 3.6 Fairlead unit assemblies (fairlead beams). Fairlead beams are manufactured in accordance with CAGE 21439 print number 52-W-2295-201 or equal. They are designe

29、d to: a. allow bidirectional aircraft engagements, b. reduce wing obstruction problems by allowing the energy absorber to be installed farther outboard of the runway, c. dampen purchase tape oscillations, following hook cable pick up and during the early stages of engagement, that would otherwise ar

30、rive at the energy absorber, which could cause a tape dive (see 3.14), d. decrease tail hook loading during the dynamic, early adjusting phase of the engagement cycle, and e. serve to direct the tape path to the edge of the runway surface to prevent damage to the purchase tape by light fixtures, roc

31、ks, or other obstacles located along the runway shoulder. 3.7 Functional span. The cross-runway distance between the lead-off sheaves (front) of the fairlead beam (or the energy absorber units if fairlead beams are not installed) on either side of the runway is called the functional span. 3.8 Hook c

32、able. Suspended 2-inches (minimum) above and across the runway surface by support donuts (see 3.13), wire rope hook cables are the standard AAS engagement component in support of tail hook equipped fighter aircraft. They are manufactured in accordance with CAGE 80020 drawing numbers 515053-90 throug

33、h 515053-303. 3.9 Operational AASs. An Operational AAS has a minimum kinetic energy absorbing capacity of 100 million foot-pounds while allowing aircraft runout up to 1,200-feet. 3.10 Purchase tapes. Purchase tapes, in accordance with Type I of MIL-W-38461, have a minimum static tensile strength of

34、105,000 pounds; they are the mechanical means necessary to transmit engagement forces to the absorber. 3.11 Purchase element connectors (tape connectors). Tape connectors mechanically interconnect the end of a purchase tape to the terminal end of a hook cable. Tape connectors are constructed in acco

35、rdance with CAGE 98752 drawing number 66D1751. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MIL-STD-3036 5 3.12 Split distance. Split distance is the distance between the runway fairlead beam and the lead-off sheave of the energy absorber unit on

36、a given side. This distance is measured from the rear or entry point of the fairlead beam, to the edge of the energy absorber nearest to the fairlead beam. Split distances help to dampen the excessive dynamic hook loads that would otherwise be experienced during the initial stages of the arrestment.

37、 3.13 Support donut (disk). Support disks are manufactured in accordance with CAGE 98752 drawing number 7545764, and are used to vertically support hook cables. 3.14 Tape dive. A tape dive is an event wherein the purchase tape becomes jammed within the energy absorber during an arrestment. The resul

38、ts of a tape dive are usually catastrophic. 3.15 Walkback. Walkback of the aircraft or deadload vehicle can result from residual or stored energy within the stretched nylon purchase tapes at the end of the arrestment cycle. The stored energy converts to reverse velocity of the aircraft while its tai

39、l hook remains engaged to the arresting systems hook cable. While moderate walkback may be managed by aircraft braking and engine thrust, excessive walkback can damage aircraft. 4. GENERAL REQUIREMENTS 4.1 General. This standard shall be used to verify the requirements of MIL-STD-3035. 4.2 Test conf

40、iguration. 4.2.1 Functional span. The functional span shall be 162-feet for all testing required herein. 4.2.2 Split distance. The split distance shall be 50-feet for all testing required herein. 4.2.3 Symmetric installation. The AAS shall be symmetrically installed for all testing required herein a

41、nd the hook cable shall be positioned symmetrically between the fairlead beams (or equivalent equipment). 4.2.4 Hook cable pretension. While in the battery position (ready for engagement), a 1,500 pound to 2,500 pound tension shall be maintained against the AAS purchase system (for example, the hook

42、 cable, the tape connectors, and the purchase tapes) until test aircraft or deadload vehicle engagement. This shall be required for all testing required herein. 4.3 System configuration control. All testing described herein shall be conducted against a single system setting, against a single AAS. AA

43、S replacement, adjustments or modifications (for example, modifying the braking or computer function or components) shall invalidate prior testing conducted, requiring a test program restart. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MIL-STD-30

44、36 6 4.4 Data. For each test specified herein, at least the following data, unless not applicable, shall be recorded by the test activity and provided to the Government in a test report. Additional data shall be provided as appropriate for any specific test. a. date and time of each test, b. ambient

45、 temperature, c. system configuration (for example, functional span, split distance, system settings, etc), d. test event number, e. hook cable pretension (pounds) prior to engagement, f. test aircraft or deadload vehicle weight (pounds), g. engagement speed (knots), h. energy at arrestment (foot-po

46、unds), i. max hook load (pounds), j. hook load (pounds) vs. runout (feet), k. hook load (pounds) vs. time (centiseconds), l. deceleration (Gs) vs. time (centiseconds), m. tape tension (pounds) at portside energy absorber vs. runout (feet), n. tape tension (pounds) at starboard side energy absorber v

47、s. runout (feet), o. end of arrestment G-loading (Gs), p. walkback distance (feet), q. maximum walkback velocity (knots), r. walkback velocity (knots) vs. walkback distance (feet), s. walkback velocity (knots) vs. time (centiseconds), t. initial hook cable pickup location (if off-center), Provided b

48、y IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MIL-STD-3036 7 u. final test aircraft or deadload vehicle position (with respect to test track or runway centerline and total runout distance) (feet), and v. miscellaneous remarks (for example, residual speeds, hook cable or tape failure, aircraft thrust if applicable, and so forth). 4.5 Reliability. The AAS shall demonstrate, through test aircraft or deadload testing, a reliability of not less than 97 percent at a 0.90 confidence level using the binomina