NASA-TN-D-8058-1975 A review of the NASA V-G VGH general aviation program《NASA V-G VGH通用航空程序的检查》.pdf

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1、NASA TECHNICAL NOTE NASA TN D-8058CASE F,lA REVIEW OF THE NASA V-G/VGHGENERAL AVIATION PROGRAMJoseph W. Jewel, Jr., and Garland J. MorrisLangley Research CenterHampton, Va. 23665NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON, D. C. DECEMBER 1975Provided by IHSNot for ResaleNo reproduction

2、or networking permitted without license from IHS-,-,-1 Report NoNASA TN D-80582 Government Accession No 3 Recipients Catalog No4 Title and SubtitleA REVIEW OF THE NASA V-G/VGH GENERALAVIATION PROGRAM5 Report DateDecember 19756 Performing Organization Code7 Author(s)Joseph W. Jewel, Jr., and Garland

3、J. Morris8 Performing Organization Report NoL-103559 Performing Organization Name and AddressNASA Langley Research CenterHampton, Va. 2366510 Work Unit No505-08-20-0111 Contract or Grant No12 Sponsoring Agency Name and AddressNational Aeronautics and Space AdministrationWashington, D.C. 2054613 Type

4、 of Report and Period CoveredTechnical Note14 Sponsoring Agency Code15 Supplementary Notes16 AbstractV-G and VGH data have been collected from a wide variety of general aviation air-planes since the inception of the NASA V-G/VGH General Aviation Program in 1962. Thesedata have been analyzed to obtai

5、n information on the gust and maneuver loads, on the operat-ing practices, and on the effects of different types of operations on these parameters. Thispaper summarizes some of the more significant findings.17 Key Words (Suggested by Author(s)Operating practicesGust acceleration fractionsManeuver ac

6、celeration fractionsDerived gust velocities18 Distribution StatementUnclassified - UnlimitedSubject Category 0219 Security Qassif (of this report)Unclassified20 Security Classif (of this page)Unclassified21 No of Pages8222 Price*$4.75For sale by the National Technical Information Service, Springfiel

7、d, Virginia 22161Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-A REVIEW OF THE NASA V-G/VGH GENERAL AVIATION PROGRAMJoseph W. Jewel, Jr., and Garland J. MorrisLangley Research CenterSUMMARYThe purpose of the NASA V-G/VGH General Aviation Program, e

8、stablished in 1962,was to define the gust and maneuver loads, airspeed practices, and altitude usages of gen-eral aviation airplanes and to provide a data bank of information for use by the airplanedesigner.Data were collected from 134 general aviation airplanes involved in 8 types ofoperations. Som

9、e of the more significant results obtained from an analysis of these V-Gand VGH data are presented.INTRODUCTIONAlthough m-flight data were collected from commercial transport airplanes formany years, a relatively small amount of these data have been obtained from airplanesflown in general aviation o

10、perations. Accordingly, in 1962, at the request of the FederalAviation Administration, and upon recommendation of the NASA Committee on AircraftOperating Problems, the NASA V-G/VGH General Aviation Program was established.The purpose of the program was to define the gust and maneuver loads, airspeed

11、 prac-tices, and altitude usages of general aviation airplanes and to provide a data bank ofinformation for use by the airplane designer.Since the start of the NASA V-G/VGH General Aviation Program in 1962, about25 000 hours of VGH data and 134 000 hours of V-G data have been collected from 176 air-

12、planes. Approximately 84 000 hours of these data from 134 airplanes have been analyzedand reported in references 1 to 6. This paper presents some of the more significantfindings as related to airspeed and altitude operating practices, the relationship of gustand maneuver loads to design loads, and l

13、anding impact accelerations.SYMBOLSValues are given in both SI and U.S. Customary Units. The measurements andcalculations were made in U.S. Customary Units.Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-an normal acceleration measured from l.Og-leve

14、l flight position of accelerom-eter trace, g unitsan LLF normal acceleration corresponding to the gust or maneuver limit load accel-eration measured from 1.0, g unitsc wing chord, meters (feet)g acceleration due to gravity, 9.81 m/sec2 (32.2 ft/sec2)K gust factor, - S_ used for pleasure, instruction

15、,or business flyingIndividually owned - used for pleasure and business flyingCompany owned - airplane rented to individual for business or pleasure flying; alsoairplane used as check-out for heavier airplaneInstructional:Training flights - airplanes owned by flying schools; used as basic trainers to

16、 obtainprivate licenseCommercial survey:Pipeline patrol flight - patrols flown 76 to 91 m (250 to 300 ft) above terrain to checkfor leaks or breaks in the pipelineProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Forest-patrol flights - patrols flown 4

17、57 m (1500 ft) above terrain for fire detection.When fire is spotted, descents are made to 61 to 91 m (200 to 300 ft) to check condi-tions of terrain around the fire.Pathfinder flights - flown to fire perimeter to mark drop area. Descents are madeto 15 to 46 m (50 to 150 ft) above terrain to insure

18、that turbulence is not too severefor chemical bombers during dropping run. Retardant drops are observed andeffects on the fire are noted.Aerobatic:Noncompetitive flights - airplane flown by amateurs. Occasional aerobatics are per-formed, usually as individual maneuvers.Competitive flights - airplane

19、 flown in airshows, in national and international aero-batic competition, and in practice sessions. Obligatory maneuvers, one immediatelyafter another, are performed within a specified cube of airspace.Aerial application:Crop-dusting and/or spraying flights airplane flown at heights ranging from 0.9

20、 to5.5 m (3 to 18 ft) above crops. Spreading runs are characterized by sharp push-over at start and hard pull-up at end of spreading runs.Commuter:Operational flights - normally scheduled passenger-carrying operationsCrew flights - crew training, or flights, during which structural or mechanical tes

21、tsare made on the airplaneCare was taken in selecting airplanes in a particular operation to insure that thehome bases were located throughout the continental United States. By selectively takingthe data from different geographical locations, biasing of the data because of similartopography was elim

22、inated.Pertinent physical characteristics of the instrumented airplanes, identified by num-ber, are given in table I. In addition, design and placard speeds and the incremental gustand maneuver limit load factors are also noted. All airplanes in the program wereowned by individuals or companies who

23、were personally contacted, briefed on the pro-gram, and asked to participate on a voluntary basis. Generally, for any VGH or V-Ginstallation, an attempt was made to collect the data over at least the four seasons andfor a period of 1000 hours.RESULTS AND DISCUSSIONProgram StatusThe current status of

24、 the NASA V-G/VGH General Aviation Program and a listingof the data that have been reported are given in table n. The largest data samples wereProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-obtained from commercial survey, twin-engine executive, ins

25、tructional, and commuteroperations. Airplanes involved in these operations generally have a higher utilizationrate and, therefore, are able to provide a larger sample than airplanes flown in othertypes of operations. The smallest data samples were taken from aerobatic, aerial appli-cation, personal,

26、 and single-engine executive operations. Airplane size, electrical poweravailable, and, in the case of personal operations, agreement among members of the clubowning the airplane as to whether the recorder installation should be allowed, werefactors contributing to the smaller data-sample size for t

27、hese operations.Airspeed PracticesHow airplanes are flown in their utilization is of interest not only to the designerbut also to the Federal Aviation Administration, since this organization is responsible tothe public for the safe design and operation of aircraft. The average airspeed for differ-en

28、t types of airplanes flown in seven types of operations is shown in figure 5. This fig-ure was taken from reference 4 and was modified to include maximum airspeeds recordedby each type of airplane. Maximum airspeed is shown as the base value of the highest10-knot interval in which the airplane was f

29、lown. The highest average and maximum air-speeds were recorded by the turbojet-powered airplanes 1 and 2 and by the turboprop-powered airplanes 3 and 28. It is interesting to note that turboprop-powered airplane 26had both average and maximum speeds lower than piston-powered airplane 5. The lowestov

30、erall average speeds within a given operation were recorded by airplanes involved ininstructional operations; however, the lowest average speed for an individual airplane(60 knots) was recorded by airplane 18 flown in commercial fish-spotting operations.The largest deviation of maximum airspeed from

31、 average airspeed by an airplane in agiven type of operation from other airplanes in that operation was by airplane 19 in com-mercial survey operations. This airplane was flown as a lead plane in forest-firefightingservice. As such, the airplane preceded retardant bomber runs to mark specific dropar

32、eas and to check turbulence levels to assure safe bomber penetrations. Because of themountainous terrain in which the operations were conducted, steep approaches, withresulting high speeds, were sometimes required to reach fire areas along canyon orridge walls. In general, it appears that the excess

33、 of maximum speeds above averagespeeds for all the instrumented airplanes varied from one-quarter to one-third of therecorded speed range for the airplanes.A more detailed description of airspeed practices is given in figure 6 which showsthe percent of time flown in 10-knot speed intervals for each

34、type of airplane in a desig-nated type of operation. The airplane type, the size of the data sample from which thedata were obtained, the design cruising speed, and the design dive speeds for sea-levelconditions are also shown in each figure. The distribution of time flown in various speedProvided b

35、y IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-intervals for airplanes within a given operation is generally similar. Time flown inlower speed intervals increases with speed up to the most frequently used speed -usually 10 to 30 knots below the design cruisin

36、g speed for piston-powered airplanes -and then decreases as the design cruising speed is approached. Turbojet-powered air-planes 1 and 2 follow a similar trend except that the most frequented speeds are from100 to 150 knots below the design cruising speed. This large difference was a result ofthe tu

37、rbojets flight at high altitudes, and therefore low indicated airspeeds, whereas thenoted design cruising speeds are for sea-level conditions. It is interesting to note thesimilarity of the speed histories of airplanes 16 and 18 in commercial survey operations.Airplane 16 was flown on pipeline patro

38、ls, and airplane 18 was used for commercial fishspotting. Both flew about 85 percent of the time within a 20-knot speed band: the fishspotter on the low side, 50 to 70 knots, for endurance; and the pipeline patrol on the highside, 80 to 100 knots, to cover more distance. With the exception of one ai

39、rplane in twin-engine executive operations and one airplane in personal operations, all airplanes reachedor exceeded the design cruising speed. Airplanes 3, 9, 11, and 13 (twin-engine executive,single-engine executive, personal, and instructional, respectively) were flown above thedesign cruising sp

40、eed from 6 to 19 percent of their flight time. Although the VGH datashow no design dive speed VQ exceedances, the much larger data sample obtained fromV-G recorders did. An analysis of these data in references 4 and 5 indicates that air-planes involved in instructional operations were the most susce

41、ptible to Vrj overspeeds.Altitude PracticesThe variation of average and maximum altitude recorded by individual airplanetypes flown in the various operations is given in figure 7. Maximum altitude was notedas the base value of the highest 31-m (100-ft) intervals within which the airplane wasflown. T

42、he highest flights, 12.5 km (41 000 ft), were recorded by turbojet airplanes 1and 2. The next highest flights, 7 km (23 000 ft), were recorded by turboprop airplane 3.Four airplane types - airplane 11 in personal operations, airplane 16 in instructionaloperations, and airplanes 9 and 19 in commercia

43、l survey operations - were flown atsignificantly higher altitudes than the other airplanes in their particular operation. Air-plane 16 was based in Denver, Colorado, and occasionally flew over the mountainousregions west of Denver, thereby requiring higher flights to clear the terrain. Airplanes 9an

44、d 19 were based in Washington and Oregon and were involved in forest-firefightingservices over the mountainous areas in the western portion of the states. The maximumaltitude shown for airplane 11 was recorded during one flight in which a flying club mem-ber attempted to see how high he could fly th

45、at particular airplane. In general, the aver-age flight altitude for all the piston-powered airplanes was below 2.14 km (7000 ft), andthe maximum altitudes, except for airplane 11, did not exceed 4.58 km (15 000 ft).Provided by IHSNot for ResaleNo reproduction or networking permitted without license

46、 from IHS-,-,-The percent of time the piston- and turboprop-powered airplanes were flown in0.61-km (2000-ft) altitude intervals is shown in figure 8. Similar data for the turbojet-powered airplanes are also shown; however, these data are given in 1.53-km (5000-ft)altitude intervals. The distribution

47、 of time flown in the various altitude intervals wassimilar for turbojet-powered airplanes 1 and 2. Both airplanes recorded larger per-centages of time in the extreme altitude intervals and smaller percentages in the transi-tion between the two. Turboprop airplane 3 was flown to approximately half t

48、he altitudeof airplanes 1 and 2; however, about equal time was spent at all altitude intervals. Acomparison was made of the percent of time flown above 3.05 km (10 000 ft) by piston-powered airplanes 4 and 5 in twin-engine executive operations and the corresponding per-cent of time for the airplanes

49、 in single-engine executive and personal operations. Thiscomparison indicates that all the single-engine executive airplanes and two of the personalairplanes were flown above 3.05 km a substantially larger percentage of the flight timethan the twin-engine executive airplanes (8 percent as compared to 1 percent). The rea-sons for this are unknown.Airplanes involved in instructional op