AD-A265 055 February 1993 Final Report This document is available to the public "through the National Technical Information Service, Springfield, Virginia 22161 O T IO ELECTE MAY 181 99 U.S. Department of Transportation Federal Aviation Administration DOT/FAA/CT91./20 General Aviation Aircraft- FAA Technical Center N.J.,,c,,084 Atlantic City Internationat r05,o,, Airport N Normal r a Acceleration c eeaind Data t Analysis and Collection Project -fl- 93-10955 OW.5 17 09
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Technical Report Documentation Page 1. Report No 2. Government Accession No. I 3 Rec~pen s Coialog No DOT/FAA/CT-91/201 4. Title and Subtitle 5, Repor, Do,e February 1993 GENERAL AVIATION AIRCRAFT-NORMAL ACCELERATION 6. Pe A...g gon'.on... Code DATA ANALYSIS AND COLLECTION PROJECT 22'1 ------- 8. Pefo,m-ng Organzaoton Repai' No 7, Ahos' James E. Locke and Howard W. Smith, FRL Edward A. Gabriel ACE-ill, and Thomas DeFlore, ACD-220 KU-FRL-926-1 9. Performina Oroni zation Name and Address 10 Waok Un.t No 'TRA!S Flight Research Laboratory (FRL) The University of Kansas Flight Research Laboratory I Contrac on, Goo, No 2291 Irving Hill Drive Lawrence, KS 66045-2969 13 Typ of Repoaond P-... Co~e'c 12 nnnsnrino Ane... N trie and Adjn*.s U.S. Department of Transportation Final Report Federal Aviation Administration Technical Center 14. Sponsorng Agency Code Atlantic City International Airport, NJ 08405 ACD-220 15. Supplementary Notes This work was performed as a subcontract to the National Institute for Aviation Research, Wichita State University, Wichita, Kansas 67208. Mr. Dave Ellis was Sub-Task Director. 16. Abstract This report contains the analysis and condensation of repeated flight loads obtained from 77 airplanes that participated in the NASA VGH General Aviation Program. In addition, the load spectra for 98 airplanes in the NASA VGH data base are presented as plotted and tabulated data. Curve fit equations are listed for the original data and for extrapolation, which was used in the statistical analysis. Airspeed, normal load factor, and altitude were recorded continuously during flight. The load factor data were separated into gust and maneuver normal accelerations. The reduced data are presented as cumulative number of occurrences per nautical mile versus acceleration fraction (incremental normal acceleration divided by incremental limit load factor). For statistical analysis, the airplanes were grouped into seven single and twin-engine operational usage groups. The mean (weighted by flight time); weighted mean plus one, two, and three standard deviation spectra; and the 90% probability/95% confidence spectra were Oetermined for each operational usage group and for several of the groups combined. An estimate of the scatter associated with groups having small sample size was determined by computing a pooled variance and pooled standard deviation. The resulting load spectra are to be used for wing fatigue test or safe-life estimation. The Federal Aviation Administration's plans for further study using the results of this report are discussed. The final obje-tive of this effort is to produce a revised fatigue evaluation report for small and commuter airplane certification under Part 23 of the Federal Aviation Regulations. 17. Key Words 18. Otstribution Statement Flight Load Spectra General Aviation Document is available to the public Fatigue Load Spectra Small Airplane through the National Technical Gust Load Spectra Load Factors Information Service, Springfield, Maneuver Load Spectra Virginia, 22161 19. Security Clossif. (of this, poar,) 20. Security Claissif. (of ths page) 21. Na. of Pages 22. Prie. Unclassified Unclassified 348 Form DOT F 1700.7 (8-72) Reproduction of completed page authorized
PREFACE A work of the kind presented herein cannot be done without the labor of many people. In addition to those cited in the References, Henry Nauert, Aerospace Engineer (Retired), from the FAA Small Airplane Certification Directorate, should be recognized for his important contribution in guiding the work reported in References 3, 10, 11, and 12. In addition, three University of Kansas students participated: Greg Miller Steve Maley Clinton Povich DTIC TAn Iq s T1 - ~~n~i~ / Dtrt-
TABLE OF CONTENTS Page No. 1. INTRODUCTION 1-1 1.1 Initiation of NASA Data Collection Program... 1-1 1.2 Recorder Types... 1-1 1.3 Airplane Certification Categories and Types of Operations... 1-1 1.4 FAA Program... 1-2 1.5 FAA/Industry Working Group... 1-2 1.6 Future Work and Application of Results of This Report... 1-4 2. DISCUSSION 2-1 2.1 Identification of Airplanes in Operational Usage Groups... 2-1 2.2 Rationale for Selection of Airplanes in Operational Usage Groups... 2-1 2.3 Data Presentation... 2-5 2.4 Extrapolation of Exceedance Spectra... 2-7 2.5 Statistically Derived Exceedance Curves... 2-10 3. CONCLUSIONS 3-1 3.1 Statistical Analysis... 3-1 3.2 G eneral... 3-1 3.3 Comparison of Normal Acceleration Exceedance Spectra... 3-1 3.4 Analytical Studies and Future Work... 3-3 4. REFERENCES... 4-1 V
TABLE OF CONTENTS, Concluded Page No. APPENDICES: A. Airplane Descriptive Data... A-1 B. Airplane Identification--NASA and University of Kansas, Operating Altitudes, Operating Locations, Primary Use and Operator Category... B-1 C. Normal Acceleration Exceedance Curves and Data Tables for Individual Airplanes... C-1 D. Statistical Analysis... D-1 E. Analysis of the Distribution of the Data... E-i F. Instrumentation, Data Precision, Reading VGH Oscillograms, D ata Processing... F-1 vi
LIST OF FIGURES Number Title Page No. 1-1 FAA-NASA VGH General Aviation Program... 1-3 1-2 FAA Part 23 Fatigue Program (Continued from Figure 1-1)... 1-6 2-1 Maneuver Spectrum, Basic Flight Instruction... 2-9 2-2 Gust Load Spectra: Single-Engine General Usage, Basic Flight Instruction... 2-12 2-3 Maneuver Load Spectra: Single-Engine General Usage, Basic Flight Instruction... 2-14 2-4 Gust Load Spectra: Single-Engine General Usage, Busi,,ess/Personal... 2-16 2-5 Maneuver Load Spectra: Single-Engine General Usage, Business/Personal... 2-18 2-6 Gust Load Spectra: Single Engine General Usage... 2-20 2-7 Maneuver Load Spectra: Single-Engine General Usage... 2-22 2-8 Gust Load Spectra: Single-Engine Special Usage... 2-24 2-9 Maneuver Load Spectra: Single-Engine Special Usage... 2-26 2-10 Gust Load Spectra: Single-Engine Aerial Application... 2-28 2-11 Maneuver Load Spectra: Single-Engine Aerial Application... 2-30 2-12 Gust Load Spectra: Twin-Engine General Usage... 2-32 2-13 Maneuver Load spectra: Twin-Engine General Usage... 2-34 2-14 Gust Load Spectra: Tvin-Engine Special Usage... 2-36 2-15 Maneuver Load Spectra: Twin-Engine Special Usage... 2-38 2-16 Gust Load Spectra: Single and Twin-Engine Special Usage... 2-40 2-17 Maneuver Load Spectra: Single and Twin-Engine Special Usage.. 2-42 2-18 Gust Load Spectra: Single and Twin-Engine Pressurized General Usage... 2-44 2-19 Maneuver Load Spectra: Single and Twin-Engine Pressurized General Usage... 2-46 vii
LIST OF TABLES Number Title Page No. 1-1 Operational Usage Groups... 1-5 2-1 Identification of Airplanes in Operational Usage Groups... 2-2 2-2 Gust Load Spectra: Single-Engine General Usage, Basic Flight Instruction... 2-11 2-3 Maneuver Load Spectra: Single-Engine General Usage, Basic Flight Instruction... 2-13 2-4 Gust Load Spectra: Single-Engine General Usage, Business/Personal... 2-15 2-5 Maneuver Load Spectra: Single-Engine General Usage, Business/Personal... 2-17 2-6 Gust Load Spectra: Single-Engine General Usage... 2-19 2-7 Maneuver Load Spectra: Single-Engine General Usage... 2-21 2-8 Gust Load Spectra: Single-Engine Special Usage... 2-23 2-9 Maneuver Load Spectra: Single-Engine Special Usage... 2-25 2-10 Gust Load Spectra: Single-Engine Aerial Application... 2-27 2-11 Maneuver Load Spectra: Single-Engine Aerial Application... 2-29 2-12 Gust Load Spectra: Twin-Engine General Usage... 2-31 2-13 Maneuver Load Spectra: Twin-Engine General Usage... 2-33 2-14 Gust Load Spectra: Twin-Engine Special Usage... 2-35 2-15 Maneuver Load Spectra: Twin-Engine Special Usage... 2-37 2-16 Gust Load Spectra: Single and Twin-Engine Special Usage... 2-39 2-17 Maneuver Load Spectra: Single and Twin-Engine Special Usage.. 2-41 2-18 Gust Load Spectra: Single and Twin-Engine Pressurized General Usage... 2-43 2-19 Maneuver Load Spectra: Single and Twin-Engine Pressurized General Usage... 2-45 viii
LIST OF SYMBOLS Latin a a normal acceleration slope of the airplane normal force coefficient curve CNA (per radian) a. incremental normal acceleration (normal acceleration -1.0), g units anllf incremental limit load factor (limit load factor - 1.0) a/anlllf normal acceleration fraction a 0, a 1, a 2, a 3, a 4 coefficients of the terms in the curve fit equations g acceleration due to gravity, 32.2 ft/sec 2 IAS In log m n n ng indicated airspeed, knots Naperian logarithm common logarithm slope of lift curve, per radian number of airplanes in a group limit load factor gust limit load factor nm maneuver limit load factor S wing area, ft 2 S SW SL t ti T sample standard deviation weighted sample standard deviation sea level "t" statistic total flight hours for an individual airplane total flight hours for a group (hrs) ix
LIST OF SYMBOLS, Concluded U V VC VD VNE V 8 gust velocity, ft/sec airplane equivalent airspeed, knots design cruising speed design dive speed, knots never-exceed speed, knots stalling speed, knots W airplane weight, lb W/S wing loading, lb/ft 2 x y y Yw Z acceleration fraction (abscissa) cumulative frequency of exceedance per nautical mile (ordinate) sample mean weighted sample mean "z" statistic Greek A population mean n 3.1416 p air density, slugs/ft 3 P 0 air density at sea level, buigs/ft 3 population standard deviation X 2 chi-squared statistic Arabic 11, 12, 13,... superscripts indicate additional airplanes of same type involved in different operations X
DEFINITIONS AND ACRONYMS A Basis: P Basis: FAA: FAR: At icast 99 percent of the population of values is expected to equal or,..,ceed the A basis mechanical property allowable, with a confidence of 95 percent. (Reference 8) At least 90 percent of the population of values is expected to equal or exceed the B basis mechanical property allowable, with a confidence of 95 percent. (Reference 8) Federal Aviation Administration Federal Aviation Regulations General Aviation: All civil aviation except scheduled air transport. However, the NASA VGH General Aviation Program included two small airplanes used in commuter airline operations. General aviation airplanes may be of any certification category (e.g., normal, utility, acrobatic, commuter, transport, etc.) or weight class (i.e., small or large airplane). Part 23: Refers to Part 23 of the Federal Aviation Regulations (FAR) [Reference 91. This Part contains airworthiness certification standards for normal, utility, acrobatic, and commuter category airplanes. * Normal, utility, and acrobatic category airplanes have a seating configuration, excluding pilot seats, of nine or less, and have a maximum certificated take-off weight of 12,500 lbs. or less. Normal category airplanes are intended for nonacrobatic operation (refer to 23.3 of Reference 9 for permitted maneuvers). 0 Utility category airplanes are designed for limited acrobatic operations (refer to 23.3 of Reference 9). a Acrobatic category airplanes are designed for maneuvers without restrictions, other than those shown to be necessary as a result of required flight tests. 0 The commuter category is limited to propeller-driven multiengine airplanes having a seating configuration, excluding pilot seats, of 19 or less, and a maximum certificated take-off weight of 19,000 lbs. or less. Large airplane: An airplane of more than 12,500 lbs. maximum certificated takeoff weight. Small airplane: An airplane of 12,500 lbs. or less, maximum certificated takeoff weight. xi
DEFINITIONS AND ACRONYMS, continued Maximum weight: The highest weight at which compliance with the applicable certification requirements (other than design landing weight requirements) has been shown. KU-FRL: KU-CRINC: NASA: V-G: VGH: The University of Kansas Flight Research Laboratory The University of Kansas Center for Research, Inc. National Aeronautics and Space Administration Velocity, normal acceleration (determined by a recorder installed in an airplane). Velocity, normal acceleration, pressure altitude (determined by a recorder installed in an airplane). Note: Part 1 of the FAR contains additional definitions and abbreviations. xii
1. INTRODUCTION 1.1 Initiation of NASA Data Collection Program In 1962, at the request of the Federal Aviation Administration (FAA), and upon recommendation of the National Aeronautics and Space Administration (NASA) Committee on Aircraft Operating Problems, the NASA V-G/VGH General Aviation Program was established. The purpose of the program was to define the gust and mameuver loads, airspeed practices, and altitude usages of general aviation airplanes and to provide a data bank of information for use by airplane designers. 1.2 Recorder Types The VGH recorder provides a time-history record of the indicated airspeed, pressure altitude, and normal acceleration near the center of gravity of the instrumented airplanes. The V-G recorder provides envelope-type information of the maximum in-flight accelerations and their corresponding airspeeds. Only the VGH data is presented in this report since the V-G data is not applicable to airplane fatigue substantiation. A brief description of the NASA VGH recorder is included in Appendix F. 1.3 Airplane Certification Categories and Types of Operations FAA's definitions of airplane categories (e.g., normal, utility, acrobatic, commuter) and maximum weight ranges (i.e., small airplane, large airplane) are listed on the page titled Definitions and Acronyms. From October 17, 1979, to September 13, 1983, commuter category airplanes were type certificated to Special Federal Aviation Regulation (SFAR) No. 41, and production was permitted until October 17, 1991. These airplanes were generally derived from small airplane designs that were certificated under Part 23. Amendment 23-34 (effective February 17, 1987) expanded Part 23 to include additional requirements applicable to certification of commuter category airplanes. Some commuter category airplanes have been delivered as normal category small airplanes with executive seating for nine or fewer passengers. A further clarification of commuter operations may be in order. Small multiengine airplanes, commuter category, and transport category airplanes are being used in commuter airplane operations. FAA's Aging Commuter Airplane Program addresses multiengine airplanes having maximum weights greater than 6,000 lbs., with any seating capacity up to 60 passengers. To obtain a representative sample of general aviation operations, eight types of operations, as follows, were covered in the NASA data collection program: twin-engine executive, single-engine executive, personal, instructional, commercial survey, aerobatic, aerial application, and commuter airline. These operations are described further in Appendix B. Care was taken in selecting airplanes in a particular operation to insure that the home bases were located throughout the continental United States. By selectively taking the data from different geogi aphical locations, biasing of the data 1-1
because of similar topography was eliminated. Generally, for each recorder installation, an attempt was made to collect data over at least four seasons. 1A FAA Program In 1973, FAA published Report No. AFS-120-73-2, "Fatigue Evaluation of Wing and Associated Structure on Small Airplanes" (Reference 1). The flight load spectra in that report was based on the VGH recorder data available at that time from the NASA VGH General Aviation Program. The data was collected on 36 airplanes flying approximately 12,400 hours. Data collection continued until 1981, at which time 42,155 hours of VGH data were accumulated on 105 airplanes. NASA evaluated the data for 95 airplanes flying 35,286 hours and presented it in tabular form in Reference 2. In 1984, the FAA Small Airplane Directorate contracted with the University of Kansas Center for Research (KU-CRINC) to process approximately 7,000 hours ;f data that had not been reduced by NASA, and to combine it with the data base published by NASA in Reference 2. The work done by KU-CRINC was completed in July 1986, and the results published in Reference 3. The history of this program is diagrammed in Figure 1-1. NASA involvement ended with the publication of Reference 4. This report contains histograms which show the distribution of (and average) airspeed, altitude, and flight duration of the individual airplanes in the NASA VGH General Aviation Program. These aspects of this program will not be analyzed further by FAA, and the reader is directed to Reference 4 for detailed information on airspeed, altitude, and flight duration practices. 1.5 FAA/Industry Working Group The Part 23 Airplane Fatigue Working Group was established in 1987, with members from FAA and the small/commuter airplane industry. The initial task of this Working Group is to assisl the Small Airplane Directorate in developing updated fatigue substantiation guidance material with load spectra based on the complete VGH General Aviation Data Base. The Working Group first met in August 1987, to develop a plan to complete this task and to review Reference 5 which presented load spectra plots for the complete VGH General Aviation data base (105 airplanes, 42,155 flight hours). The load spectra in Reference 5 were grouped according to airplane operational usage (e.g., single-engine general usage) and compared with the original load spectra in Reference 1. One of the Working Group's recommendations was that the Small Airplane Directorate proceed to investigate the application of statistical analysis for determining and presenting load spectra in probabalistic terms for each airplane operational usage group. In accordance with the Working Group's recommendation, the Small Airplane Directorate performed an example statistical analysis of the positive maneuver load spectra for the single-engine basic flight instruction group, consisting of ten airplanes. This study was reported in Reference 6. The Working Group met on February 15, 1990, to discuss the results of this study and to decide the course for proceeding further. The discussion of the meeting and agreements 1-2
FIGURE 1-1 FAA-NASA VGH GENERAL AVIATION PROGRAM Start Program - Mid 1962 NASA SP-270 May 1971 79,000 Hrs FAA AFS-1 20-73-2 VG/VGH Data May 1973 NASA CR-132531 12,500 Hrs. VGH Data Statistical Analysis (Reference 1) VG/VGH Data May 1974 NASA TM 84660 Sept. 1983 35,000 Hrs VGH Refer Data1 Dt e FAA Contract with KU-CRINC (Reference 2) F To Reduce 7000 Hrs Additonal VGH Data (Reference 3) FAA ACE-111 Report May 1987 Analysis of Load Spectra NASA TM 89074(Rerne5 For All VGH Data Flight Duration, (Reference 5) Airspeed, Altitude Practices August 1987 _ (Reference 4) FAA ACE-111 Report Dec. 1988 Example Statistical Analysis of Load Spectra (Reference 6) Continued on Figure 1-2 t-3
reached are reported in Reference 7. Regarding the NASA VGH General Aviation Data Base, the Working Group agreed that the determination of the fatigue load spectra, which will be included in a report that will supersede Reference 1, will be done by statistical analysis. Specifically, it was agreed that for the next phase of this program, the load spectra for the operational usage groups shown in Table 1-1 will be determined for the mean plus 1 and the mean plus 2 standard deviations, and for the 90% probability/95% confidence level. The latter corresponds to the statistical definition of the "B basis" mechanical property strength allowable in Reference 8. Considering that fatigue life prediction is not an exact science, the Working Group selected the "B basis" rather than the more stringent "A basis" (99% probability/95% confidence level). Refer to the List of Definitions for definition of "A basis" and "B basis". This agreement led to a contract with the University of Kansas Center for Research, Inc., to complete the final phase of this research effort; i.e., probabalistic load spectra development. The results of this effort are presented in this report. 1.6 Future Work and Application of Results of This Report The plan for continuing this work to produce a revised fatigue evaluation report for Part 23 airplane certification is diagrammed in Figure 1-2. The effect on airplane fatigue life using the load spectra determined in this report, by statistical analysis, needs to be studied using the method of analysis in Reference 1. A scatter factor is applied to the life determined by analysis or test to assure that an extremely low probability of failure will be realized during the operational life of the airplanes produced to the type design. The scatter factor is intended to account for service load variability, environmental effects, and fatigue test result variability, which in turn is influenced by such factors as material variability, detail design, quality of construction, loading sequence, etc. The service load variability will be better accounted for by using the load spectra determined by statistical analysis and possible reduction of the scatter factor will be studied. 1-4
TABLE 1-1 OPERATIONAL USAGE GROUPS Airplanes (Spectra) Flight Hours SINGLE ENGINE 1. General Usage, a. Basic Flight Instruction (Severe Maneuver Spectra) 10 5,470 b. Business/Personal: Includes executive transport, charter, cargo, pleasure, instruction, fish spotting 23 5,956 *2. Special Usage: Pipeline patrol, forest fire patrol, forest fire fighting 4 3,631 3. Aerial Application 28 7,904 4. Acrobatic 1 117 TWIN-ENGINE 5. General Usage: Business, charter, cargo, commuter airlines, flight instruction, check flights, ambulance, sales demonstration 10 10,522 *6. Special Usage: Pipeline patrol, forest fire fighting lead plane 3 1,281 7. Business Jet, General Usage 2 1,986 SINGLE AND TWIN-ENGINE 8. Pressurized, General Usage 4 2,662 *Note: 1) Groups la and lb will be combined for gust spectra. 2) Load spectra will be determined for groups 2 and 6 both singly and combined. 1-5
FIGURE 1-2 FAA PART 23 FATIGUE PROGRAM (CONTINUED FROM FIGURE 1-1) REVISION OF REPORT FOR FATIGUE EVALUATION OF WING AND ASSOCIATED STRUCTURE, AFS-120-73-2 REPORT WORKING GROUP MEETING, Feb. 15, 1990 ACE-1 11 Report Jan.7, 1991 (Reference 7) FAA CONTRACT WITH KU-CRINC Statistical Analysis of Load Spectra March 1991 - Dec 1992 FATIGUE LIFE STUDY Comparison of Original and New Load Spectra and Scatter Factor Variation WORKING GROUP MEETING DRAFT OF REVISED WING FATIGUE EVAULATION REPORT Final Coordination of Report with Working Group PUBLICATION OF REVISED WING FATIGUE EVALUATION REPORT
2. DISCUSSION 2.1 Identification of Airplanes in Operational Usage Groups For purposes of performing statistical analysis, the operational usage groups are as shown in Table 2-1. This grouping is essentially the same as shown in Table 1-1 with minor changes and deletions as discussed in the next section. The data was read from Reference 3. The physical characteristics of the individual airplanes in each group are listed in the Tables in Appendix A. A description of the airplane use, operator category, average operating altitude, and geographical location of the airplanes' home bases is contained in Appendix B. The instrumented airplane's home bases were located in various parts of the United States, thus providing for operations over varied terrain and meteorological conditions. 2.2 Rationale for Selection of Airplanes in Operational Usaige Groups a. Airplanes not included Only airplanes covered by Part 23 of the FAR (Reference 9) were included. The following large airplanes which have maximum weights ranging from 26,300 to 126,000 pounds, were not included: Twin-Engine Executive, No. 1; Commercial Survey airplanes used in forest fire fighting, Nos. 19, 20, 21, 22, 23, and 24. There are only two business jet airplanes, Nos. 2 and 2A; and only one aerobatic airplane, No. 38. Statistical analysis was not performed on these airplanes. The characteristics of these airplanes are listed in Tables A-9, A-10, and A-11. b. Single-Eneine Business/Personal Sub-group (1) An overlay of the gust load spectra for airplanes in the Executive class and the Personal class showed that the spectra cover approximately the same data range. The same comparison was shown for the maneuver load spectra; therefore, these classes were grouped together in the Business/Personal sub-group of the Single-Engine General Usage Group. (2) Inclusion of Fish Spotting Airplane (No. 28) in the Business/Personal subgroup. This airplane is included in the Commercial Survey Group in References 2, 3 and 4. It is very similar (identical in maximum weight, horsepower, and wingspan) to airplane No. 18 in the Instructional Group (Table A-1, Appendix A). These airplanes are low-powered light airplanes in the personal/training class. The gust and maneuver load spectra is the least severe of all the data. Except for negative maneuver, the No. 28 spectra plots well below the spectra for the four airplanes in the Single-Engine Commercial Survey Group. If the No. 28 spectra were included in this group, it would greatly increase the dispersion of the data. For determining final load spectra by statistical analysis, it would be best to 2-1
TABLE 2-1 IDENTIFICATION OF AIRPLANES IN OPERATIONAL USAGE GROUPS 1. General Usage SINGLE ENGINE a. Basic Flight Instruction - 10 airplanes: Appendix D*: All airplanes except No. 4A (twin-engine). b. Business/Personal - 24 airplanes: Appendix B*: All airplanes (11) (Executive class). Appendix C*: All airplanes (11) (Personal class). Appendix E*: Airplane No. 28 only (personal/training type airplane used in fish spotting). Appendix I*: One float plane, No. 41. 2. Special Usage - 4 airplanes: Appendix E*: Airplane 6A, 9B, 171 and 27 only. 3. Aerial Application - 25 airplanes: Appendix F*: All those listed except No. 321; also for No. 33A 2, do not use negative maneuver data less than 3.7 x 10-3 frequency of exceedance. TWIN-ENGINE 4. General Usage - 8 airplanes: Appendix A*: Airplanes Nos. 4, 5, and 51 only Appendix D*: Airplane No. 4A only Appendix H*: Airplane Nos. 39 and 40 Ref. 11: Airplane 310-110 (Instruction operations) Ref. 12 (pages D.23 to D.29): Airplane No. 255-203 5. Special Usage - 3 airplanes: Appendix E*: Airplane Nos. 41, 25, and 26 only SINGLE AND TWIN-ENGINE 6. Pressurized General Usage - 3 airplanes: Appendix A*: Airplane Nos. 3 and 31 only Appendix B*: Airplane No. 6 only * Appendices in Reference 3 2-2
minimize the dispersion of the data. Therefore, the No. 28 spectra is included in the Single-Engine General Usage, Business/Personal sub-group. (3) Inclusion of floatplane (No. 41) in the Business/Personal sub-group. This airplane was operated by a fixed-base operator in personnel and cargo charter (bush-type operations). The Single-Engine Executive sub-group includes personnel and cargo charter operations by a fixed-base operator. An overlay of the No. 41 spectra on the Business/Personal sub-group spectra shows that No. 41 fits in well in this sub-group. c. Single-Engine Special Usage Group There are only four single-engine airplanes in the Special Usage Group. Their characteristics are listed in Table A-4, Appendix A. Airplane Nos. 6A and 171 were used in pipeline patrol over level and mountainous terrain; 9B was used in scouting for forest fires and transporting cargo and personnel in forest fire fighting operations; No. 27 was used in forest fire fighting as lead plane for retardant bombers. The lead planes check for excessive turbulence and mark the drop site. d. Aerial Application Group The characteristics of these airplanes are listed in Table A-5, Appendix A. The airplanes in this group were used to disperse chemicals for control of herbs, pests, and insects on farmlands. One was used to disperse chemicals for control of herbs and insects on lakes and streams. Th- data from several of the airplanes in References 3 and 10 were not used for ue following reasons: (1) Airplane 321 was an unusually severe operation treating very short fields. This operation is considered to be unlike typical aerial application operations and, therefore, is not used. The severity of this data is seen in Figures 8A and 9 in Reference 5. (2) The nengative maneuver load spectrum for airplane 33A 2 diverges sharply below 3.7 x 10- frequency of exceedance and, therefore, data below this value was not used (page F.71 in Reference 3 and Figure 9 in Reference 5). (3) Airplane 555-306 was an unusual and very severe operation in Australia. Phosphate loads were salvoed on very short flights having a duration as little as 2.5 minutes. This was done in windy, gusty weather with no concern for drifting dust. The load spectra for this airplane is plotted in Figures 8A and 9 in Reference 5, and also in Reference 10. Data was collected for only 51 flight hours. This operation is considered to be unlike typical aerial application operations and, therefore, was not used. (4) The gust data for airplane 190-396 is suspect and was not used. It is plotted in Figure 8A of Reference 5. It is believed that the acceleration trace was underdamped, or the accelerometer was mounted on a non-rigid surface. 2-3
e. Twin-Engine General Usage Group The chualcteristics of these airplanes are listed in Table A-6 of Appendix A. (1) Piston engine powered airplanes 4, 5, and 51 are from the Twin-Engine Executive Group in References 2 and 4. Airplanes 5 and 51 are the same type and model. The superscript denotes different operators, operations, or geographical areas. (2) Airplanes 3 and 31 were included in the Twin-Engine General Usage Group in Table 1-1 and in Reference 5. These airplanes have been deleted from this group because their average pressure altitudes flown were 11,143 feet and 9,914 feet, respectively (as reported in Reference 2). These airplanes are included in the Pressurized General Usage Group. The airplanes in the Twin-Engine General Usage Group had an average pressure altitude flown below 5,000 feet, except airplane No. 5, which was 7,400 feet. (3) Airplanes 39 and 40 were used in commuter airline operations. Average pressure altitudes were below 5,000 feet. Average flight durations were 17 minutes and 31 minutes, respectively. Ninety-five percent of the flights were less than one hour in duration (Reference 4). (4) Airplane No. 310-110 (data in Reference 11) does not have a NASA published designation and is the same model as No. 4A. These airplanes were used in flight instruction, including instrument flying instruction. (5) The data for airplane No. 255-203, which was used in executive operations, was obtained from Reference 12. This airplane is the same type as airplane No. 3. f. Twin-Ennine Special Usage Group The characteristics of these airplanes are listed in Table A-7, Appendix A. There are only three twin-engine small airplanes in the Commercial Survey category in References 2 and 4. Airplanes 41 and 25 were used in forest fire fighting as lead planes for retardant bombers. The lead planes check for excessive turbulence and mark the drop site. Airplane 26 was used for pipeline patrol over level and mountainous terrain. g. Pressurized General Usage Group The characteristics of these airplanes are listed in Table A-8, Appendix A. There are only three airplanes in this group. Airplanes 3 and 31 are twin-engine executive turboprops. Airplane No. 6 is a single (reciprocating) engine airplane. Airplane 255-203 was included in this group in Table 1-1 and in Reference 5. This airplane was deleted from this group because the average altitude flown is estimated at 6,000 feet. This airplane is included in the Twin-Engine General Usage Group. Average pressure altitudes flown are as follows: 2-4
Airplane No. 3 Airplane No. 31 Airplane No. 6 11,143 feet 9,914 feet 11,400 feet 2.3 Data Presentation The data is plotted (and tabulated) as cumulative number of occurrences of normal accelerations per nautical mile versus acceleration fraction for gusts and for maneuvers. The acceleration fraction (an/anlli ) is the recorded incremental normal limit load factor (airplane limit load factor minus 1.0 g). The airplane limit load factor was determined from the airplane manufacturer, or in some cases was calculated from the appropriate certification regulation. Only accelerations equal to or greater than + 0.4 g (measured from a 1.0 g base) were counted in the data read by KU-CRINC. This was also generally the case for data read by NASA. An exception to this rule was that normal accelerations for airplanes, with maximum weight greater than 13,000 pounds (read by NASA and reported in Reference 2) were read to a threshold of + 0.3 g. Further exceptions to the NASA read data are as follows: large airplanes Nos. 1, 11, 12, 13, 21, and small airplane No. 28 (used in fish spotting), normal accelerations were read to a threshold of ± 0.2 g. It has been common to present flight fatigue loads data as cumulative frequency of exceedance curves with normal acceleration (nz), incremental normal acceleration (nz - 1.0), or derived gust velocity (Ude) on the abscissa and cumulative frequency per hour, or per thousand hours, etc., on the ordinate. In the safe-life fatigue analysis method in Reference 1, the fatigue load spectra are presented as cumulative frequency of exceedance per nautical mile versus acceleration fraction. This method of presentation is used in this report to maintain consistency with the method of analysis in Referenre 1 that has been in use for many years, and because this method helps reduce the data spread inherent in general aviation airplanes of various designs (see Appendix A) being flown in varied operations by a variety of operators (see Appendix B). Reducing the data collected on a particular airplane to occurrences per nautical mile flown, rather than occurrences per hour, reduces the data spread due to the wide range of operating speeds in a particular usage group. To illustrate, this spread is approximately a factor of two for the airplanes in the Single-Engine General Usage Group which have design cruise speeds (Vc) ranging from 87 to 165 knots. The acceleration fraction, an/anfl, relates the recorded gust accelerations to the airplane's limit gust load factor and relates the recorded maneuver accelerations to the airplane's limit maneuver load factor. When the acceleration fraction is zero, the airplane is in 1.0 g flight. An acceleration fraction of 1.0 on a gust exceedance plot indicates that limit gust load factor has been reached, and on a maneuver exceedance plot indicates that limit maneuver load factor has been reached. Expressing the recorded normal acceleration as an acceleration fraction helps reduce the data spread for airplanes of differing design load factors. 2-5
If the limit load factors were not available from the airplane manufacturer, they were calculated by the equations in Section 23.341 of the FAR prior to Amendment 23-7 (effective September 14, 1969). Those that were calculated are noted in the tables in Appendix A. The pre-amendment 23-7 equation for the incremental gust limit load factor is as follows: 30 K V m (2.1) 498 W/S where K = 1/2(W/S)" 4 for W/S> 16 psf K = 1.33-2.67 for W/S>16 psf (W/S)3/4 W/S = wing loading at maximum weight, lb/ft 2 V = airplane design cruise speed (V), knots EAS m = wing lift curve slope, CL per radian, corrected for aspect ratio A wing aspect ratio Notes: 1. 30: Nominal gust velocity in feet per second. 2. 498-1 P (1.689) 2 3. m may be determined approximately as 6A per radian. 2+A A gust acceleration fraction spectrum for a particular airplane in Appendix C may be converted to a derived gust velocity spectrum by the following procedure: 1. Obtain the gust limit load factor (+ ng) from the airplane characteristics tables in Appendix A. 2. Determine the incremental gust limit load factor (W) from: anlly =n - 1. 3. Develop an incremental gust acceleration (an) spectrum by multiplying each gust acceleration fraction (an/afmll) value by an.,,. 4. Determine derived gust velocity values from the above equation rearranged: 2-6
498 an (W/S) Ude = 498-an- ft/sec, equivalent velocity (2.2) KVm It should be noted that the statistically derived gust acceleration fraction spectra in Section 2.5 may not be accurately converted to derived gust velocity spectra using the above procedure since they are determined from data collected on airplanes of various wing loadings, wing aspect ratios, and design cruise speeds. If it is desired to make such a conversion, the derived gust acceleration for each airplane in a group of airplanes of interest would have to be determined by the procedure described above, and then the representative spectra could be determined using the statistical methods employed in this report. It should be mentioned here that from Amendment 23-7 to the present time, Part 23 of the FAR uses a revised gust load formula (see Section 23.341 of Reference 9). The revised formula is considered to provide a more appropriate basis for gust load calculation. The formula is essentially as stated above except as follows: The gust alleviation factor (K) is calculated on the basis of a one-minuscosine gust shape and is a function of the airplane mass divided by the mass of a cylinder of air about the wing, whereas K in equations 2.1 and 2.2 is based on a ramp gust shape and is only a function of wing loading. Also, the wing lift curve slope is replaced by the slope of the airplane normal force coefficient curve. The work on the development of these gust load formulas is reported in Reference 13. Gust load fundamentals and the history of the FAR gust load requirements are also discussed in Reference 14. 2.4 Extrapolation of Exceedance Spectra When normal acceleration data is recorded over many flights there will be a large number of occurrences at low acceleration levels and very few occurrences at high acceleration levels. This is illustrated in Figure 2-1. The number of accelerometer counts (not cumulative) is indicated by each data point. It is evident, from the number of counts, that there is great confidence in the upper part of the spectra and the least confidence in the lowest part. Note that the ordinate values are cumulative occurrences per nautical mile. There are no accelerometer counts associated with the shaded data points; these points are the result of cumulative data processing. In this case, the data for the positive maneuver spectrum low frequency end of the curve is as follows: 2-7
Incremental Number of Cumulative Accel. Cumulative accel. range occurrences number of fraction occurrences occurrences per nau.mi. 3.0 to 3.1 1 1 1.089 2.468 x10" 5 2.9-3.0 0 1 1.054 2.468 2.8-2.9 0 1 1.018 2.468 2.7-2.8 0 1 0.982 2.468 2.6-2.7 0 1 0.946 2.468 2.5-2.6 1 2 0.911 4.935 2.4-2.5 0 2 0.875 4.935 It is seen that when there are no occurrences, cumulative data points are plotted at constant cumulative frequency until there is another occurrence. The next data point when there is a non-zero count is plotted at a higher cumulative frequency. The zero counts result in there being a number of cumulative data points that do not fit the trend line of the majority of the data. Also it is expected that if recording of flight data were continued, these high g data points would be plotted at a lower cumulative frequency (because of the greater total distance flown) and fall closer to the data trend line. In order that these cumulative repeat points with zero counts would not unduly affect extrapolation of the data trend line, the curve fit program was instructed to neglect any repeat points at high acceleration fractions having the same value of cumulative frequency as the previous point. This same problem was discussed in Reference 15 for gust exceedance curves and a similar solution was employed. 2-8
Figure 2-1: 0o Maneuver Spectrum Basic Flight Instruction Single Engine Airplane No. 12B' 10 448 Hours z S101 cnir 1 -ft_ e, - 1 z5s 5573 _1 Slyi 10-1 0-1.2-0.8-0.4 0.0 0.4 0.8 1.2 ACCELERATION FRACTION, a /a 2-9 nnllf
2.5 Statistically Derived Exceedance Curves The development of acceleration cumulative exceedance curves are the principal goal of this work. For each of the operational usage groups shown in Table 2-1, the following load spectra are presented: the weighted mean (based on flight hours), the weighted mean plus one, two, and three standard deviations, and the 90% probability/95% confidence level. Results are also presented for groups la and lb combined and groups 2 and 5 combined, for a total of nine statistical groups. All results (plotted and tabular) are presented as cumulative number of occurrences (cumulative frequency of exceedance) of normal accelerations per nautical mile versus acceleration fraction. Plotted results are also presented with the original airplane data in Appendix D. The following is an overview of the statistical analysis process (a more detailed explanation is given in Appendices D and E): 1. Curve fit the original data for each of the airplanes identified in Table 2-1. This produces a best fit equation for the cumulative frequency of exceedance as a function of acceleration fraction. Plotted and tabulated results obtained from the curve fit equations are pesented with the original airplane data in Appendix C. Results are also presented for airplanes not included in the statistical analysis. These are denoted as non-statistical airplanes. 2. For each operational usage group, compute the weighted mean and weighted standard deviation as a function of acceleration fraction. These statistics are calculated by passing a vertical cut through each of the curve fits at a given acceleration fraction. To improve the estimate for the standard deviation, a pooled standard deviation is used for all spectra except the group 3 (Aerial Application) maneuver spectra. 3. Compute the 90% probability/95% confidence level (referred to as the 90/95% spectra). With the exception of group 3, a pooled standard deviation is also used for this spectra. The use of a pooled standard deviation minimizes potential uncertainties when dealing with small sample sizes (e.g., groups 5 and 6, three airplanes; group 2, four airplanes) and results in more consistent estimates for the 90/95% spectra within each operational usage group. 4. Analyze the distribution of the original data. All of the above-mentioned spectra are based on the assumption that the data is from a normal population. To examine whether this assumption is reasonable, all of the airplanes used for the statistical analysis are included in one group, and histograms for the cumulative frequency of exceedance are generated by passing a vertical cut through all of the airplane curve fits at a given acceleration fraction. The validity of pooling the group variances is also examined (Appendix E) using Bartlett's Test of Variance Homogeneity (Reference 16). 2-10
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3.1 Statistical Analysis 3. CONCLUSIONS A general procedure has been presented for the development of representative gust and maneuver normal acceleration cumulative exceedance spectra for a group of airplanes having varying data collection times. The process consists of curve fitting the individual airplane repeated loads data; computing the mean weighted by flight time, weighted standard deviation, pooled standard deviation, and 90% probability/95% confidence spectra; and analyzing the distribution of the data. Curve fitting the individual airplane data was the most difficult aspect of the process. A general least squares curve fit equation was applied by trial and error to obtain the best fit for each airplane. This process required a considerable amount of iteration for most airplanes. An improvwment would be a curve fit method that required no iteration. The methods used to compute the 90% probability/95% confidence spectra also merit further study. It was assumed that all of the data was from a normal population. The cumulative frequency of exceedance histograms in Appendix E demonstrate that this is not the case: the data does not follow a normal distribution. 3.2 General Since the information and data presented are based on flight measurements, it is prudent to continue to improve their statistical significance. Such improvements can be obtained by using current technology instrumentation, more airplanes added to the sample in a continuing program, and further analysis of all available data. The original NASA VGH program f-cused on normal (z-direction) accelerations. A similar program is needed for fatigue of vertical aerodynamic surfaces such as fins, rudders, winglets, and their supporting structures. A lateral gust (y-direction), and corresponding maneuver loads program would be a valuable supplement to the work presently completed. 3.3 Comparison of Normal Acceleration Execedance Spectra The following observations are made for the 90% probability/ 95% confidence spectra, by visual comparison of overlays of the following figures: a. Gust Spectra (1) Single-Engine General Usage, Fig. 2-6 (34 airplanes): There is negligible difference when comparing this spectrum with the Basic Flight Instruction, Fig.2-2 (10 airplanes), and Business/Personal, Fig. 2-4 (24 airplanes), spectra. Fig. 2-6 contains all the data in Figs. 2-2 and 2-4. 3-1
(2) The Single-Engine General Usage, Fig. 2-6 (34 airplanes), and the Twin-Engine General Usage, Fig. 2-12 (8 airplanes), curves are very close, except the Single-Engine curves are slightly less severe at acceleration fractions greater than 0.4 and less than -0.2. (3) Special Usage: The spectrum, Fig. 2-16 (7 airplanes) combining both Single-Engine, Fig. 2-8 (4 airplanes), and Twin-Engine, Fig. 2-14 (3 airplanes) is very close to the individual spectra. It is recommended to use the combined spectrum, Fig. 2-16, which includes all of the available small airplane Special Usage data and, therefore should be more statistically significant. (4) The combined Special Usage spectrum (Fig. 2-16) is more severe than either the Single-Engine (Fig. 2-6) or the Twin-Engine General Usage spectrum (Fig. 2-12). This is as expected since Special Usage operations are generally flown at low altitudes where turbulence is greater. (5) The Pressurized General Usage spectrum (Single and Twin-Engine combined), Fig. 2-18, is very close to the Single Engine (Fig. 2-6) and Twin-Engine General Usage spectra (Fig. 2-12). However, the mean curve is lower, reflecting the higher altitude operations for prossurized airplanes. The pressurized operations are only for 3 airplanes. It is expected that if more data were available, the 90% probability/95% confidence curves would decrease in severity with a larger sample size. (6) The Aerial Application spectrum, Fig. 2-10 (25 single-engine airplanes), is nearly identical to the Single-Engine General Usage spectrum (Fig. 2-6). Although these airplanes are operated at very low altitude, they are usually flown early in the day when wind (and turbulence) is very low. The Aerial Application spectrum also compares very closely with the Twin-Engine General Usage spectrum (Fig. 2-12). b. Maneuver Spectra (1) The Single-Engine Basic Flight Instruction, Fig. 2-3 (10 airplanes), spectrum is more severe than the Single-Engine Business/Personal, Fig. 2-5 (24 airplanes) spectrum. The positive mean spectrum is very much less severe for the latter group -id this indicates the wide variability in usage of Business/Personal type airplanes. (2) The Single-Engine General Usage spectrum, Fig. 2-7, (34 airplanes) combines the data in the Basic Flight Instruction and Business/Personal subgroups (discussed in b(1) above) and lies between those two spectra. It appears to be a close representation of the two sub-groups. 3-2
(3) The Single-Engine General Usage, Fig. 2-7 (34 airplanes), and the Twin-Engine General Usage, Fig. 2-13 (8 airplanes), curves are very close (although the means differ considerably). (4) Special Usage: The spectrum, Fig. 2-17 (7 airplanes) combining both Single-Engine, Fig. 2-9 (4 airplanes), and Twin-Engine, Fig. 2-15 (3 airplanes) is very close to the individual spectra. It is recommended to use the combined spectrum, Fig. 2-17, which includes all of the available small airplane Special Usage data and, therefore should be more statistically significant. The Special Usage (combined) spectrum, Fig. 2-17, is very close to the Single-Engine General Usage spectrum, Fig. 2-7, except it is more severe for the acceleration fraction range 0.1 to 0.6. (5) The Pressurized General Usage spectrum (Single and Twin-Engine combined), Fig. 2-19, is very close to the Single Engine (Fig. 2-7) and Twin-Engine General Usage spectra (Fig. 2-13). However, the mean spectrum is lower, reflecting the expectation of less maneuvering with higher altitude operations for pressurized airplanes. The pressurized operations are only for 3 airplanes. It is expected that if more data were available, the 90% probability/95% confidence spectrum would decrease in severity with a larger sample size. (6) The Aerial Application spectrum, Fig. 2-11 (25 single-engine airplanes) is very much more severe than all of the other maneuver spectra. To illustrate, it is about 200 times more severe than the Single-Engine General Usage spectrum, Fig. 2-7, at an acceleration fraction of 0.4. 3.4 Analytical Studies and Future Work This is discussed in Section 1.6 (page 1-4). The effect (or confirmation of negligible effect) on airplane fatigue life of the load spectra comparisons made above should also be studied analytically. 3-3
4. REFERENCES 1. Anon., "Fatigue Evaluation of Wing and Associated Structure on Small Airplanes," Report No. AFS-120-73-2, Federal Aviation Administration, Washington, D.C., 1973. 2. Jewel, Joseph W., Jr., "Tabulation of Recorded Gust and Maneuver Accelerations and Derived Gust Velocities for Airplanes in the NASA VGH General Aviation Program," NASA Technical Memorandum 84660, Langley Research Center, Hampton, Virginia, September 1983. 3. Reyer, W. M., and Ogg, J.C., "Tabulated Data Report (NASA VGH General Aviation Program)," KU-FRL-689-5, Flight Research Laboratory, The University of Kansas Center for Research, Inc., Lawrence, Kansas, July 1986. 4. Jewel, Joseph W., Jr., "Flit ht Duration, Airspeed Practices, and Altitude Management of Airplanes involved in the NASA VGH General Aviation Program," NASA TM 89074, Langley Research Center, Hampton, Virginia, August 1987. 5. Gabriel, Edward A., "A Study of the Expanded NASA VGH Data Base and Revision of Fatigue Spectra in FAA Report AFS-120-73-2," FAA ACE-111 Report, Kansas City, Missouri, Revision A, December 1, 1988. 6. Gabriel, Edward A., "An Investigation of Statistical Analysis of Fatigue Load (VGH) Data to Establish Representative Spectra with Selected Confidence Levels," FAA ACE-111 Report, Kansas City, Missouri, December 9, 1988 (Revised September 9, 1989). 7. Gabriel, Edward A. (Chairman), "Part 23 Airplane Fatigue Working Group Meeting, February 15, 1990: Wing Fatigue," FAA ACE-111 Report, Kansas City, Missouri, January 7, 1991. 8. Anon., "Metallic Materials and Elements for Aerospace Vehicle Structures," Military Handbook 5E, Volume 1, June 1, 1987. 9. Federal Aviation Regulations; Part 23, "Airworthiness Standards: Normal, Utility, Acrobatic, and Commuter Category Airplanes," Department of Transportation, Federal Aviation Administration. (The original Part 23 was effective February 1, 1965. The current Part 23 includes amendments through 23-42; the latter was effective February 4, 1991.) 10. Egner, J.W., and Ogg, J.C., "Phase I: Agricultural Aircraft Operations," KU- FRL-689-1 (Volume 1), Flight Research Laboratory University of Kansas Center for Research, Inc., Lawrence, Kansas, June 1985. 4-1
11. Reyer, W.M., and Ogg, J.C., "Phase III: Twin-Engine Instruction Operations," KU-FRL-689-3, University of Kansas Center for Research, Inc., Lawrence, Kansas, August 1985. 12. Reyer, W.M., and Ogg, J.C., "Phase IV: Assorted Operations," KU-FRL-689-4, University of Kansas Center for Research, Inc., Lawrence, Kansas, August 1985. 13. Pratt, Kermit G., and Walker, Walter G., "A Revised Gust-Load Formula and a Re-Evaluation of V-G Data Taken on Civil Transport Airplanes from 1933 to 1950," NACA Technical Report 1206, dated 1954. (Supersedes NACA TN's 2964 by Kermit G. Pratt and 3041 by Walter G. Walker.) 14. Hoblit, Frederic M., "Gust Loads on Aircraft: Concepts and Applications," American Institute of Aeronautics and Astronautics, Inc., Washington, D.C., 1988. 15. Rustenburg, John W., "Development of Generalized Gust Exceedance Curves for Low Altitude Contour Flight," USAF Technical Report ASD-TR-88-5001, Wright-Patterson AFB, Ohio, May 1988. 16. Snedecor, G. W., and Cochran, W. G., "Statistical Methods," Iowa State University Press, Ames, Iowa, 1989. 17. Richardson, Norman R., "NACA VGH Recorder," NACA TN 2265, 1951. 18. Staff of Langley Airworthiness Branch, "Operational Experiences of Turbine- Powered Commercial Transport Airplanes," NASA TN D-1392, 1962. 19. "Instructions for Processing Photographic-Type VGH Oscillograms," KU-FRL report under document DTFA09-84-C-20292, DOT/FAAIACE-100 Contract Specifications, KU Center for Research, Inc., Project 6890, July 11, 1984. 4-2
APPENDIX A. AIRPLANE DESCRIPTIVE DATA This appendix contains data describing the airplanes in the NASA VGH General Aviation Program (Refs. 2 and 4). Airplane manufacturers' model designations have been purposely omitted. Each specific airplane type was assigned a number, and different models of that type were assigned a letter designation after the number. Types of airplane operations selected to represent general aviation usage are as follows: twin-engine executive, single-engine executive, personal, instructional, commercial survey, aerial application, aerobatic, commuter, and floatplane. When there were two or more airplanes of the same type or model, a numerical superscript was used to distinguish one from the other, thereby noting the s 3e of the same airplane type and model in different operations and different geographical locations. A-1
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APPENDIX B: AIRPLANE IDEN'iIFICATION-- NASA AND UNIVERSITY OF KANSAS OPERATING ALTITUDES OPERATING LOCATIONS PRIMARY USE AND OPERATOR CATEGORY 13-i
AIRPLANE IDENTIFICATION EQUIVALENTS (Cross Index) NASA I.D. KU I.D. 2 251-777 3 255-203 4 310-110 41 310-117 6 210-140 6A 210-606 14 223-110 19 437-318 30 945-193 30A 945-634 31 190-410 321 782-722 33 781-395 33A 2 781-792 341 281-600 343 625-993 35 170-200 351 170-217 352 170-864 38 753-049 41 252-772 B-2
AIRPLANE IDENTIFICATION NUMBERS 1A. Single-Engine, Basic Flight Instructions (10 Airplanes) Home Base Altitude*, NASA KU State Feet Comments 12B NB 2,500 12B 1 IN 2,385 12B 2 IL 2,170 14 223-110 IL 1,705 14A OH 2,380 15 TX 2,720 16 SC 1,505 17 CO 6,905 18 CA 2,000 181 CA 2,030 lb. Sinale-Engrine, Business/Personal (24 Airplanes) 6 210-140 NY 13,085 Executive class 7 MT 7,520 Executive class 7A VA 4,765 Executive class 7B NM 8,045 Executive class 7C DC 4,555 Executive class 7C 1 NY 3,720 Executive class 8 ID 7,345 Executive class *From Table II, Ref 4. Average Pressure Altitude. B-3
Home State Altitude, NASA KU Base Feet Comments 8A WY 8,350 Executive class 8A 1 TX 5,000 Executive class 9 IN 4,540 Executive class 9A ID 7,395 Executive class 10 437-318 TX 6,120 Personal class 101 VA 3,515 Personal class 10A CA 5,735 Personal class 11 CA 4,115 Personal class 12 FL 2,215 Personal class 121 FL 1,175 Personal class 122 FL 2,415 Personal class 123 SC 2,790 Personal class 12A FL 1,440 Personal class 13 SC 3,005 Personal class 131 UT 6,755 Personal class 28 VA 1,705 Fish spotting 41 252-772 WA 2,505 Floatplane 2. Single-Enidne. Special Usage (4 Airplanes) 6A 210-606 WY 6,080 Pipeline patrol 9B OR 6,895 Forest fire patrol and transport *From Table II, Ref. 4. Average Pressure Altitude. B-4
Home Base Altitude % NASA KU State Feet Comments 171 OK 1,150 Pipeline patrol 27 OR 5,060 Forest fire lead plane 3. Aerial Application (25 Airplanes; all are single-engine.) 29 AL 165 291 TX 195 30 945-193 OR 840 30' NE 2,370 302 OR 665 30A 945-634 AZ 1,150 31 190-410 AZ 2,995 32 TX 85 322 TX 535 33 781-395 VA 490 33' TX 10 33A CA 150 33A' TX 85 33A 2 781-792 CA 145 34 AZ 2,380 341 281-600 TX 1,295 342 FL 660 *From Table II, Ref. 4. Average Pressure Altitude. B-5
Home Base Altitude*, NASA KU State Feet Comments 343 625-993 FL 195 35 170-200 MT 4,980 351 170-217 TX 1,350 352 170-864 TX 3,770 36 TX 95 36A AZ 930 37 FL 170 371 TX 2,690 4. Twin-Engine, General Usage, (8 Airplanes) 4 WI 4,445 Charter, Check flights 5 VA 4,695 Charter, Check flights 51 CA 7,410 Business/Pleasure 4A FL 2,010 Flight instruction 255-203 310-110 Flight instruction 39 CA 2,325 Commuter 40 PA 4,280 Commuter 5. Twin-Engine. Special Usage (3 Airplanes) 41 310-117 ID 6,910 Forest fire lead plane 25 NM 7,478 Forest fire lead plane 26 NE 2,870 Pipeline patrol From Table 11, Ref. 4. Average Pressure Altitude. 13-6
Home Base Altitude, NASA KU State Feet Comments 6. Pressurized, General-Usage.(3 Airplanes) 3 KS 11,145 Twin, Turboprop 31 VA 9,915 Twin, Turboprop 6 210-140 NY 13,085 (11,400) Single, Recip. (Estimated, including data reduced by KU.) 7. Twin-Engine, Executive Jet (3 Airplanes) 1 FL 24,535 2 251-777 IA 29,905 2A OH 23,215 8. Large Airplanes, Special Usage (6 Airplanes) 19 437-318 OR 4,950 Forest fire fighting 191 AZ 5,165 Forest fire fighting 20 OR 5,015 Forest fire fighting 201 OR 5,368 Forest fire fighting 21 OR 5,260 Forest fire fighting 22 CA 2,960 Forest fire fighting 23 ID 8,162 Forest fire fighting 24 CA 2,905 Forest fire fighting 241 CA 2,920 Forest fire fighting 242 CA 2,835 Forest fire fighting 243 CA 3,355 Forest fire fighting 244 CA 2,855 Forest fire fighting 24' CA 1,955 Forest fire fighting *From Table II, Ref 4. Average Pressure Altitude. B-7
Home Base Altitude% NASA KU State Feet Comments 9. Acrobatic Airplane 38 753-049 VA 1,660 Aerobatic flying *From Table II, Ref. 4. Average Pressure Altitude. B-8
Cl. C ~ " ) L. Cc B-9
PRIMARY USE AND OPERATOR CATEGORY OF INSTRUMENTED AIRPLANES (References 2 and 4) Twin-engine executive: Airplane type Operated by Primary use 1,2,2A,3 1 Companies Business flights S1,1 2,13,3 Airplane manufacturers Flight demonstration; executive transport; cargo carrier 4 and 5 Fixed-base operator Charter flights; transition to heavier aircraft; instrument flights; and check flights 51 Individual Ambulance; business; pleasure Single-engine executive: Airplane type Operated by Primary u=2 I 6,7C,7C,9 Individuals Business and pleasure flights.,7a,7b,8a Companies Business and cargo flights 8,8A I9A Fixed-base operator Charter flights for personnel an.d cargo; instrument check flights; transition to heavier aircraft B-10
Personal: Airplane type Operated by Primary use 101,10A,12,12 1, Flying club Pleasure, business, and 122,123, 12A,13,131 instructional flights 10 Individual Pleasure and business flights 11 Fixed-base operator Pleasure, business, and instructional flights Instructional: Airplane type Operated by Primary use 12B,15,16,17, Fixed-base operators Basic flight instruction 18,1 81 12B1,12B 2,14,14A University Basic flight instruction 4A University Twin-engine basic and advanced flight instruction; instrument instruction Commercial survey: Airplane type Operated by Primary use 41,25,27 Contracted for by U.S. Lead planes for retardant Forest Service tankers; check for excessive turbulence; mark drop site 9b Contracted for by U.S. Scout for forest fires; Forest Service transport cargo and personi..l 23 U.S. Forest Service Smoke jumper for fire fighters; personnel and cargo carrier 19,191,20,201,21, Contracted for by U.S. Drop retardant on forest 22,24,241,242,243 Forest Service fires 244, 245 6A,171,26 Gas and oil pipeline Pipeline patrol over level companies and mountainous terrain 28 Individual Fish spotting for commercial trawlers B-i1
Aerial application: Airplane type Operated by Primary use 29,291,30,301 Individuals and Disperse chemicals for 30 2,30A,31,32,32 1, companies control of herbs, pests, 3223,33, 331,33A, and insects on farmlands 33A1, 33A2, 34,34, 342, 35,351,352,36, 36A,37, 371 343 State Disperse chemicals for control of herbs and insects on lakes and streams Aerobatic: Airplane type Operated by Primary use 38 Fixed-base operator Aerobatic instruction and practice Commuter: Airplane type Operated by Primary use 39,40 Commuter airlines Passenger flights; test and check flights Float: Airplane type Operated by Primary use 41 Fixed-base operator Personnel and cargo charter; bush-type operations B-12
APPENDIX C: NORMAL ACCELERATION EXCEEDANCE CURVES AND DATA TABLES FOR INDIVIDUAL AIRPLANES C-1
A TabulatedDataL Plots 331 C-105 C-106 33A C-107 C-108 33A 1 C-109 C-110 33A 2 C-111 C-112 34 C-113 C-114 341 C-115 C-116 342 C-117 C-118 343 C-119 C-120 35 C-121 C-122 351 C-123 C-124 352 C-125 C-126 36 C-127 C-128 36A C-129 C-130 37 C-131 C-132 371 C-133 C-134 4. Twin-Engine. General Usage 4 C-135 C-136 5 C-137 C-138 51 C-139 C-140 4A C-141 C-142 39 C-143 C-144 40 C-145 C-146 255-203 C-147 C-148 310-110 C-149 C-150 5. Twin-Engine. Soecial Usage 41 C-151 C-152 25 C-153 C-154 26 C-155 C-156 C-4
Aktlan Tabulate.Da. a Load Spectra Plots 6. Pressurized. General Usage 3 C-157 C-158 31 C-159 C-160 6 C-27 C-28 7. Twin-Engine. Executive let *1 C-161 C-162 *11 C-163 C-164 "*12 C-165 C-166 "13 C-167 C-168 *2 C-169 C-170 *2A C-171 C-172 8. Large Airplanes. Snecial Usage "*19 C-173 C-174 "*19, C-175 C-176 *20 C-177 C- 178 *201 C-179 C-180 "*21 C-181 C-182 *22 C-183 C- 184 *23 C-185 C-186 *24 C- 187 C-188 *241 C-189 C- 190 *242 C-191 G-192 *243 C- 193 C-194 *244 C-195 G 196 *245 C-197 C-198 * - Non-Statistical Airplane C-5
Aizualz Tabula.ed.lata Load Spectra Plots 9. Aerobatic Airglane *38 C- 199 C-200 * - Non-Statistical Airplane C-6
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