CARRIER SUITABILITY TEST ON LAND

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP74B00836R000300200001-5
• Release Decision: RIPPUB
• Original Classification: K
• Document Page Count: 33
• Document Creation Date: December 12, 2016
• Document Release Date: October 25, 2001
• Sequence Number: 1
• Publication Date: October 1, 1969
• Content Type: REPORT

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_
CARRIER SUITABILITY
TEST ON LAND
SP 1528
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9oJ4I J_WOOfrratiOn
ADVANCED DEVELOPMENT PROJECTS
BURBANK, CALIFORNIA
REPORT NO. ? SP-1528
DATE 10-1-69
MODEL U2-.R
TITLE
CARRIER SUITA73ILITY TESTS ON LAND
PREPARED BY
REVIEWED B
APPROVED BY
C. L. Johnson
Vice President
Advanced Developn_ent Projects
REVISIONS
DATE
PAGES AFFECTED
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25X1A
25X1A
25X1A
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TAilLE OF CONTENTS
Paze_No.
Summary
Introduction 2
Description of Tests 3
Mark 21 Tests 3
Airplane Trim and Stall 4
Approach Technique 5
Main Landing Gear Modification 7
Arresting Tests 8
Taxi Arrestments 9
Landing Arrestments 11
Conclusions and Recommendations 14
Figure fldex 15
Photographs and Curves 16 thru 3C
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Page 1
SUMMARY
Carrier suitability tests on land were conducted on the U2-R in August
and September 1969. An attempt to accomplish the test using a Mark
21 arresting gear at Edwards North Base was unsuccessful. The Mark
21 was not compatible with the U2-R performance because runouts were
excessive.
The program was moved to Lakehurst Naval Air Station and the tests
completed using a Mark 7 Mod 2 arresting gear, which is the same equip-
ment used on the "Kitty Hawk" class carriers. Ten taxi arrestments
and two landing engagements were made at Lakehurst.
Airplane landing and engaging performance were classified satisfactory.
The airplane is considered ready to continue with a qualification program
aboard a carrier.
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INTRODUCTION
The U2-R model specification SP-1125 stipulates that the airplane shall
be designed for operation from Kitty Hawk class carriers (CVA 63, 64
&T. 65). A test program on land was conducted utilizing airplane serial
number 055 to demonstrate the carrier suitability of the airplane. The
tests were programmed to include an evaluation of taxi engagements,
approach and touchdown technique and fly in arrestments.
Approach technique development tests were conducted at Edwards North
Base on August 20 and 21, 1969. Satisfactory arrestment gear was not
available on the West Coast and the taxi and fly in engagements were
conducted at Lakehurst, New Jersey, on September 4 and 5, 1969.
The tests included evaluation of go around characteristics, airplane nose
and runway clearance during runout, and potential damage to the aft
section from the arresting cable.
Piloting duties for the test were shared by an LAC pilot and a Customer
pilot. Taxi tests and technique development tests were flown by the
Company pilot. At the time of these tests there were no carrier qualified
Company pilots available so the actual flight arrestments were accom-
plished by a Customer pilot with prior U2-G carrier experience.
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'DESCRIPTION OF TESTS
MARK 21 TESTS
Arresting hook kit RX-107 was installed on U2-.R serial number 055
in preparation for arrestment qualification tests. This kit consists of
a hook assembly, hook cover assembly, tail gear door and tail wheel
deflectors. The airplane test weight was maintained below 22,00# for
the actual cable arrestments.
A Mark 21 arrestment gear was installed at Edwards North Base for
the initial taxi tests into the arresting cable. This gear has a range
of operating settings of zero to 15, with retardation increasing as num-
bers increase The airplane configuration simulated the carrier touch-
down configuration of spoilers out, speed brakes out and flaps set at
50 degrees. The arresting gear was initially set at five. Only a very
light drag was noted by the pilot when the wire was contacted at 30 knots
with a resultant runout of 400 feet. The Mark 21 setting was increased
to ten and the contact speed was increased to 40 knots. Cable runout
was 329 feet. In an effort to further reduce the cable runout the maximum
setting of 15 was tested. Cable runout at 52 knots was 350 feet.
These runouts were excessive and it was evident that the Mark 21 gear
was not compatible with the low speeds and weights of the U2-R. Since
no acceptable arresting, gear was immediately available locally, the
taxi arrestment program was discontinued and the test emphasis was
shifted to the development of approach and touchdown techniques.
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AIRPLANE TRIM AND STALL
The stall and trim characteristics were evaluated as a preliminary to
the low speed flight
table.
Trim:
activity. The results are shown in the accompanying
IAS
CONFIGURATION
WHEEL POSITION
REMARKS
150K
Faired
1 degree right
Zero force
150K
Gust
2 degrees right
Zero force
180K
Faired
1 degree left
Light force
200K
Gust
Zero
230K
Gust
5 degrees left
245K
Gust
7 degrees left
260K
Gust
15 degrees left
20# force
The stall speed with 50 degree flaps and a 23,000# airplane weight was
64 knots. At approach to the stall the airplane had a tendency to yaw left
and at the stall to drop the left wing. When the lift spoilers were raised,
the stall speed increased two knots. At 85% RPM and 76 knots, the air-
plane maintained level flight and when the RPM was reduced to 81%, the
rate of descent was 300 feet per minute.
It was agreed at this time by both pilots that the airplane was satisfactory
for conducting runway arrestment qualification tests since the trim char-
acteristics were acceptable in the low speed and approach configuration.
The high speed trim characteristics although within acceptable limits,
were not considered representative of the normal U2-R.
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APPROACH TECHNIQUE
Both pilots and a landing signal officer worked together on the runway
passes to evaluate approach and engagement technique. A landing assist
mirror set at 2 degrees slope was used during all the runway tests. At
this glide slope the extended hook to ramp clearance at the approach end
of the carrier is at least seven feet. The airplane configuration was 50
degree flaps, speed brakes out, and gear down.
Computer simulation studies of the arrestment operation indicated that
less airplane nose oscillation would be encountered if the lift spoilers
were already in the up position prior to engine cut. This procedure was
ruled out after considerable evaluation because of moderate buffet and
the lack of a speed controlling device during approach and landing. Best
results were achieved from the lift spoilers by actuating the throttle push
button switch as soon after the throttle was cut to idle as the pilot deemed
advisable to enable him to round out and arrive in a two point attitude
just prior to runway contact. If the airplane is fast,the pilot actuates the
spoiler earlier. The RPM may be held approximately one percent high
and throttle joggling avoided on the approach by actuating the spoilers
momentarily to keep the speed down. There is a 0.5 to 1.0 second delay
in spoiler activation after the switch is actuated, which must be anticipated
by the pilot.
The desirable air speed at throttle cut was found to be 69 knots plus one
knot per 100 gallons of fuel remaining.
The airplane fuel must be balanced to accommodate this technique and the
low approach speeds. Lateral and directional control are adequate, but
constant attention is required. Up drafts and down drafts affect the airplane
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APPROACH TECHNIQUE (Cont.)
and turbulence such as ship's wake at ship speeds above 25 knots will
make exact speed control difficult. If the airplane is allowed to wander
off center line excessively during the last stages of the approach, the
engagements must be discontinued since an "S" turn would be required
to return to the center line.
Four full stop landings were made with the hook extended (no arrestment
gear) to check hook bounce and none was noted. The hook snugged to the
runway during the entire rollout.
The waveoff characteristics of the U2-R were evaluated and were con-
sidered acceptable for carrier operation. The higher approach RPM and
slower approach speed made the U2-R superior to the U2-G in this respect.
The tests indicate that the following procedure should be used as a guide
for Mirror Landing Practice:
CONFIGURATION:
Mirror glide slope 2 degrees
Wind zero (adjust LAS if wind is not zero)
Gear down
Speed brakes out
Wing flaps 50 degrees
Spoilers arm and landing
The RPM g.t IAS listed is intended as a guide and will require
adjustment to varied conditions.
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APPROACH TECHNIQUE (Cont.)
DOWNWIND:
Altitude: 400 feet
RPM: 84 - 86%
1AS: 82 - 85 knots
BASE:
350 feet descending
RPM: 81 - 83%
IAS: 78 - 80 knots
Meatball pickup 1/2 way through. IAS 76 - 78 knots.
FINAL:
iAS: 74 - 75 knots
Maintain 2 degree glide path
Cut one; 69 knots plus 1 knot per 100 gallons
MAIN LANDING GEAR MODIFICATION
The metering pin in the main landing gear strut was modified to increase
the energy absorption characteristics of the gear at initial ground contact.
The new pin also reduced the gear load and stroke, and additional margin
was provided to avoid possibility of ground contact of the nose section during
arrestment.
A series of ten touch and go landings including a landing which the pilot
purposely made harder than any of his previous U2-R landings, were made
to evaluate the main landing gear. The pilot noted significant improvement
in the gear although the original gear was considered satisfactory.
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MAIN LANDING GEAR MODIFICATION (Cont.)
When observed from the runway the gear appeared to be very forgiving
of a hard landing and seemed to have a tendency to snug the wheels to the
deck. A comparison of the before and after MLG characteristics are
shown in figure 7.
The taxi arrestments and landing arrestrnents were made with the
modified metering pin installed.
ARRESTING TESTS
The Naval Air Test Center at Lakehurst was chosen as the test site for
continuation of the arrestment tests. Personnel and support equipment
were loaded on a C-130 airplane and flown to the test site. U2-R, serial
no. 055, was ferried to the site on the next day. The arrestment gear
selected for the tests was a Mark VII Mod 2 hydraulic plunger type, with
1-3/8 diameter arresting cable. This installation was a duplication of
that installed aboard carriers. The U2-R hook detent is for a 1-1/8 di-
ameter cable, however, the 1-3/8 diameter cable was left on the arresting
gear for the test since it was shown the low engagement speeds and weight
of the U2-R would accommodate the larger diameter cable without disen-
gagement or failure. The Mark 7, Mod 2 equipment provides a range of
operating settings starting at 10X for aircraft weights of 1C,000 pounds or
less, and increasing in retardation capability with settings according to
the actual weight of the airplane.
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age 9
TAXI ARRESTMENTS
The arresting gear aircraft weight selector was set at the lowest possible
machine setting of 10X for the initial taxi arrestment because the U2-G
arrestments were best at this setting. Also, the U2-R computer studies
had been conducted with the 10X machine setting.
Ten taxi arrestments were made by the Company pilot. The winds were
approximately three knots on the tail and there was a light rain.
The results are shown in the accompanying table.
CONFIGURATION:
Wing flaps 50 degrees, spoilers out, hook down, RPM as
required for ground speed. Speed brakes out. ZFW: 18,843#,
e.g. 26.9%.
FUEL:
Sump 100 gallons, outb'd 200 each, inb'd empty.
CAMERAS:
Takeoff and land camera, 16 MM, 32 frames per second. 100
foot magazine with black and white film.
High speed photosonic, 16 MM, 240 frames per second, 200
foot magazine with black and white film (two cameras; one
viewing the hook and one viewing the main landing gear strut).
High speed photosonic, 16 MM, 24 frames per second, 200
foot magazine with black and white film, camera viewing forward
to monitor nose section oscillation.
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TAXI ARRESTMENTS (Cont.)
CAMERAS: (Cont.)
Aeroflex 16 MM documentary hand held runway operated camera
with color film, at 24 frames per second.
Two Aeroflex 16 MM documentary hand held runway operated
camera (NATF supported) with color film at 64 frames per
second.
Hulcher 70MM runway operated camera with black and white
at 10 frames per second.
RESULTS:
Run
Airplane
Weight
Lbs.
Ground
Speed
Knots
Airplane
Runout
Ft.
Arresting
Gear Setting
A/C Wt.
Lbs.
4
1
22,000
39.6
177
10X
2
21,848
42.6
202
10X
3
21,802
61.9
296
lox
4
21,724
48.4
218
10X
5
21,482
57
280
10X
6
21,404
50.4
223
12,500
7
21,313
53.1
252
15,000
8
21,235
57
235
17,500
9
21,157
55.1
232
20,000
10
21,066
77.5
280
2C,L00
Remarks
Wheel held slight aft
Wheel slight aft. R.H.
tail gear door contacted by
wire. No Hulcher camera.
R.H. tail gear door con-
tacted by wire.
Wheel full fwd.
Wheel full fwd.
Neutral wheel
No hook OK. Hulcher camera.
Wheel neutral.
Neutral wheel. Slight nose
down pitch.
Wheel neutral, slight
nose down pitch.
Flaps up, full nose clown
trim, slight nose pitch
(R,II, dive flap slight contact
with wire) (Speed high due to
zround radar inaccuracy)
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TAXI ARRESTMENTS (Cont.)
Page 11
The airplane was very stable on all 10X arrestment settings, but the run-
outs were excessive. Arresting gear settings were increased in 2500
pound increments until it was determined that an acceptable setting would
be at approximately the gross weight of the airplane. At the higher
machine settings and engagement speeds, a mild pitch down of the airplane
nose occurred during runout. A GSN5 radar was used to measure airplane
approach speeds. These speeds were called to the pilot to assist him in
attaining his target speeds. Moderate arresting cable contact of tail
gear doors, fiberglass and polyurethane fairings and lower edges of speed
brake doors was noted during the high speed runs. The arresting hook was
worn in the taxi runs till the attaching bolt was partially ground off. Both
bolt and hook were replaced after thirteen runs on concrete runways.
The hook action and runout characteristics of the airplane were satisfactory
and it was determined that the airplane was ready for wire engagements
from flight.
LANDING ARRESTMENTS
The customer pilot made five fly-bys with the hook retracted and arresting
gear unstrung for pilot and landing signal officer transition. There was
a six-knot tailwind. The cable was then strung and two fly-in arrestments
were made.
The stability of the airplane during runout was good and nose to runway
clearance was only moderately compromised.
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LANDING ARRESTMENTS (Cont.)
After initial runway contact the arresting hook snugged to the runway
and was only momentarily and slightly deflected by runway projections.
Damage inflicted by the arresting cable required replacement of the left
tail gear door and actuating rod, fiberglass fairing RL 101-4 andpolyurethane
hook fairing RL 101-5. See figures 4 through 6.
The airplane and camera configurations were the same as for the taxi
arrestments. The arresting gear setting was for an airplane weight of
2000 pounds.
Results of the runs are shown in the accompanying table.
Airplane Airplane
Weight Runout
Run Lbs. IAS (Knot_si Ft.
Remarks
1 22,400 82 (approx) Pass was long - 79% ingroove holding
right rudder.
2 22,120 74 (approx) 72 knots in close - no touch down.
3 21,770 72 (approx) Touch &go - (Rough over steam plant,
1 mile out - smooth after)
4 21,570 74 (approx) Touch & go - A little fast.
5 21,180 Touch & go - OK.
6 20,950 76 270 Good arrest - 2-1/2 ft. right of center-
line - Tail wheel 10 inches high at
engage. Main squatted, pilot felt slight
pitch down-70K at cut one. The spoilers
were delayed slightly and the nose eased
down a shade to avoid flaring too high.
Six knot tail wind.
7 20,860 78.7 274 72 knots at engine cut. (Six knot tail
wind) Spoilers were popped almost
immediately after engine cut. A slight
float was experienced and the wire was
engaged while main and tail gear were
six inches above the runway. Arrest-
ment was smooth with maybe a shade
more nose down pitch, but "eminently
satisfactory" per pilot.
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LANDING ARRESTMENTS (Cont.)
The airplane runouts and handling characteristics observed on these
arrestments indicate that the 1J2-R is ready for qualification tests aboard
a carrier.
Maximum airplane runout is not expected to exceed 230 feet. This air-
plane runout will require the fourth wire to be removed from carriers
CVA 63, 64 and 65 to avoid the left wing tip from extending over the port
deck edge. Runout of cable number three to 230 feet on these carriers
will result in six foot clearance of the wing tip and deck edge if the arrest-
ment is on the center line. On carrier CVA 65 a center line engagement
on the number three cable will result in twelve foot clearance of the deck
edge. See figures 14 & 15.
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CONCLUSIONS AND RECOMMENDATIONS
1. The runway arrestment tests indicate that the airplane is ready for
qualification tests aboard a carrier. Maximum airplane runout
should not exceed 230 feet. Three wires can be used on carriers
CVA 63, 64 and 66. With this runout, using the third cable, six
feet of clearance from the left wing tip to the deck edge exists if
the engagement is on the center line. CVA 65 will allow twelve feet
of clearance on a center-line engagement and 230 feet runout. The
arresting gear should be set at 20,000 lbs airplane weight for the
initial landing, with further adjustments only if required.
2. The U2-R arresting hook can accommodate safely the 1-3/8 diameter
arresting cable which is standard on the Mark 7, Mod 2 arresting
gear.
3. The landing signal officer and pilot must work together during the
approach to maintain optimum speed and altitude. The LSO will
call for the first cut (throttle to idle) and the pilot will continue the
descent raising the spoilers as necessary to round out in a two-point
attitude just prior to touchdown.
4. Moderate damage to tail gear door assemblies and hook fairings can
be expected during arrestment. Spares should be provided for these
components.
5. Airplane nose structure ground clearance during runout is satisfactory.
The wave-off capability of the 1J2-R is satisfactory for carrier operation.
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FIGURE INDEX
Fig. No.
Title
_
Taxi Arrestment
Page No.
1
16
Z
Fly-in Arrestment No. 1
17
3
Fly-in Arrestment No. 2
18
4
Damaged Parts
19
5
Damaged Parts
20
Damaged Part
21
7
U2-R Main Gear Load-Stroke Diagrams
22
8
Distance History of Landing
23
9
Distance History of Landing
24
10
Distance History of Landing
25
11
Distance History of Landing & Arrestment
26
12
Distance History of Landing & Arrestment
27
13
NATF Arresting Gear Data
28
14
Airplane Landing, Run Out, On Carriers
29
15
Glide Slope - Carrier Landings
30
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FIGURE 1 TAXI ARRESTMENT
ARRESTING GEAR SETTING 20,000
ENGAGEMENT SPEED 77.5 KNOTS
RUNOUT DISTANCE 280 FEET
AIRPLANE WEIGHT 21066 LBS
TI ME I NgiNegti 11(51- AlikL5 iEbil ME :16ASithea6834Rigt0OtON1-ORAME
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13.7
Max Run Out
7273-5
FIGURE 2 FLY IN ARRESTMENT NUMBER ONE
ARRESTING GEAR SETTING 20,000
ENGAGEMENT SPEED 76 KNOTS
RUNOUT DISTANCE 270 FEET
AIRPLANE WEIGHT 20950 LBS
TI ME I NTERVAtd 'MAPS :19ASFM3N15180ffrffell F5RA ME
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3.0
Min. Ground
Clear anc e
7. 0
Max Run Out
7273 -t.)
FIGURE 3 FLY IN ARRESTMENT NUMBER TWO
ARRESTING GEAR SETTING 20,000
ENGAGEMENT SPEED 78.6 KNOTS
RUNOUT DISTANCE 274 FEET
AIRPLANE WEIGHT 20860 POUNDS
TI ME I f*T3EAVAcLF+6RIM-f4Pgr1ir1iftiVE: cin-F514041996RPRIPITIPS1-5FRAME
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SP-152
Pa (2,e 1(,
FIGURE 4 DAMAGED PARTS
RL 101-4 FIBERGLASS FAIRING
LH TAIL GE:AR DOOR ACTUATING ROD BENT
BY ARRESTING WIRE ON SECOND ARRESTMENT
HOOK AFTER THIRTEEN TAXI ENGAGEMENTS -
DRAGGING ON CONCRETE RUNWAYS.
POLYURETHANE HOOK FAIRING RL101-5.
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Pac_c, 20
1273-1
FIGURE 5 DA VIAGED PARTS
RL101-5 POLYURETHANE FAIRING AND SHEET METAL MOUNTS
DAMAGED AS RESULT OF ARRETING HOOK ARM STRIKING
AGAINST BUMPER ON BOTTOM OF FUSELAGE DURING EN-
GAGEMENT.
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SP- I 52P
Pa e 2,1
FIGURE 6 DAMAGED PART
LEFT HAND TAIL WHEEL DOOR DAMAGE FROM ARRESTING WIRE
AS RESULT OF SECOND FLY IN ARRESTMENT
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