UNCLASSIFIED AD NUMBER LIMITATION CHANGES - dtic.mil · ARNOLD AIR FORCE /STATION, TENNESSEE TT4060Q-72-G-00QS . ... Captive-trajectory store separation data were obtained at

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AD NUMBER

LIMITATION CHANGESTO:

FROM:

AUTHORITY

THIS PAGE IS UNCLASSIFIED

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Approved for public release; distribution isunlimited.

Distribution authorized to U.S. Gov't. agenciesonly; Test and Evaluation; AUG 1971. Otherrequests shall be referred to ArmamentDevelopment and Test Center, Attn: DLDG, EglinAFB, FL 32542.

AFATL ltr, 24 Jun 1974

AEDC-TR-7M67 AFATL-TR-71-96

ÄUG 311971

SEPARATION CHARACTERISTICS OF THE

MK-20 (ROCKEYE) LASER-GUIDED

DISPENSER MUNITION FROM THE F-4C

AIRCRAFT AT MACH NUMBERS

FROM 0.65 TO 0.90

J. R. Myers

ARO, Inc.

August 1971

llüg äeor-ienttaabaen approved t its distribution is unlimited.)

-ase.

Distribution limited to U. S. Government/agendas only; this rejrort contaiis information on test/and evaluation of miUrary hardware! August 1971; otfrer requests for this

icument must beVreferred to Afmament Development ''and Test Center (DLG6Ê^«fAFB, FL 32542.

PROPULSION WIND TUNNEL FACILITY

ARNOLD ENGINEERING DEVELOPMENT CENTER

AIR FORCE SYSTEMS COMMAND

ARNOLD AIR FORCE /STATION, TENNESSEE

TT4060Q-72-G-00QS

mim When ü. S. Government drawings specifications, or other data are used for any purpose other than a definitely related Government procurement operation, the Government thereby incurs no responsibility nor any obligation whatsoever; and the fact that the Government may have formulated, furnished, or in any way supplied the said drawings, specifications, or other data, in not to be regarded by implication or otherwise, or in any manner licensing the holder or any other person or corporation, or conveying any rights or permission to manufacture, use, or sell any patented invention that may in any way be related thereto.

Qualified users may obtain copies of this report from the Defense Documentation Center.

References to named commercial products in this report are not to be considered in any sense as an endorsement of the product by the United States Air Force or the Government.

AEDCTR-71-167

SEPARATION CHARACTERISTICS OF THE MK-20 (ROCKEYE) LASER-GUIDED

DISPENSER MUNITION FROM THE F-4C AIRCRAFT AT MACH NUMBERS

FROM 0.66 TO 0.90

J. R. Myers ARO. Inc.

nt.S üC-i

«JforByWicrô.^,, i,< *s,ribul-on is unlived. ^ J-fC^^'

M

DistributioB-îmited to U. S. Government-agencies only; this report contams information on tp<f and evaUiation of mili^ry hardware! August I97l><nher requests>for this dercument must bK referred,» Armament Development (nA Test Center (DU?67rEgiiri AFB, FL 32542.

AEDC-TR-71-167

FOREWORD

The work reported herein was sponsored by the Air Force Armament Laboratory (DLGC), Armament Development and Test Center (ADTC), Air Force Systems Command (AFSC), under Program Element 64724F, Project 1120, Task 09.

The test results presented were obtained by ARO, Inc. (a subsidiary of Sverdrup & Parcel and Associates, Inc.), contract operator of the Arnold Engineering Development Center (AEDC), AFSC, Arnold Air Force Station, Tennessee, under Contract F40600-72-C-0003. The test was conducted from May 10 to 13, 1971, under ARO Project No. PC0149. The manuscript was submitted for publication on June 9, 1971.

This technical report has been reviewed and is approved.

George F. Garey Joseph R. Henry Lt Colonel, USAF Colonel, USAF AF Representative, PWT Director of Test Directorate of Test

AEDC-TR-71-167

ABSTRACT

Wind-tunnel tests were conducted using 0.05-scale models to investigate the separation characteristics of the MK-20 Laser-Guided Rockeye Munition (GRM) from the F-4C aircraft. The separation trajectories were initiated from the right-wing inboard pylon utilizing the Triple Ejection Rack and from single carriage positions on the right-wing inboard and outboard pylons. Captive-trajectory store separation data were obtained at Mach numbers from 0.66 to 0.90 for parent-aircraft level flight and 45-deg dive angle at a simulated altitude of 5000 ft. Free-stream force and moment data were also obtained for the GRM with fins folded and deployed at Mach numbers from 0.66 to 0.90 at store angles of attack from -6 to 24 dcg. For the time period of the trajectories obtained, the store separated from the parent aircraft without store-to-parent contact. Trajectory termination was usually a result of limitations imposed by the travel limits of the store support system or a balance load limit.

! Hü Cv ._'-! !v?.: boon approved forpubhcjêleaso

\r d c'.ribdion is unlimited, ß^ j %tjfu*{ W

DistributionJifnTted to\JJ. S. Government agcnciesênly; this repotj^contains information on test and evaki^tiompf military hardware; AugusX 1971; other requpfis for this document must be referred to Armamcor Development

[ Test Center (DLGC), Egh»LAFBi>K'32542.

in

AEDC-TR-71-167

CONTENTS

Page

ABSTRACT iii NOMENCLATURE vi

I. INTRODUCTION 1 II. APPARATUS

2.1 Test Facility 1 2.2 Test Articles 2 2.3 Instrumentation 2

III. TEST DESCRIPTION 3.1 Test Conditions 3 3.2 Trajectory Data Acquisition 3 3.3 Corrections 4 3.4 Precision of Data 4

IV. RESULTS AND DISCUSSION 4

APPENDIXES

I. ILLUSTRATIONS

Figure

1. Isometric Drawing of a Typical Store Separation Installation and a Block Diagram of the Computer Control Loop 9

2. Schematic of the Tunnel Test Section Showing Model Location 10 3. Sketch of the F-4C Parent-Aircraft Model 11 4. Details and Dimensions of the F-4C Pylon Models 12 5. Details and Dimensions of the TER Model 13 6. Details and Dimensions of the MFR Model 14 7. Details and Dimensions of the GRM Model 15 8. Details and Dimensions of the 370-gal Dummy Fuel Tank 16 9. Details and Dimensions of the 600-gal Dummy Fuel Tank 17

10. Tunnel Installation Photograph Showing Parent Aircraft with Stores (Configuration 1) and CTS 18

11. Aircraft/Weapons Loading Nomenclature 19 12. Schematic of Aircraft/Weapons Loading Configurations 20 13. Ejector Force Functions 21 14. Separation Trajectories from Right-Wing TER. Station 3,

(Simulated Left-Wing TER, Station 2) Fins Folded 23 15. Separation Trajectories from Right-Wing TER. Station 2, Fins Folded 26 16. Separation Trajectories from Right-Wing TER. Station 2 (Simulated

Left-Wing TER, Station 3) Fins Folded 29 17. Separation Trajectories from Right-Wing TER. Station 3, Fins Folded 32 18. Effect of Open Fins on the Separation Trajectories from the Right-Wing

TER, Station 3 (Simulated Left-Wing TER, Station 2) 35

AEDC-TR-71-167

Figure Page

19. Effect of Open Fins on the Separation Trajectories from the Right-Wing TER, Station 2 38

20. Effect of Open Fins on the Separation Trajectories from the Right-Wing TER, Station 2 (Simulated Left-Wing TER, Station 3) 40

21. Effect of Open Fins on the Separation Trajectories from the Right-Wing TER, Station 3 42

22. Separation Trajectories from Right-Wing Outboard Pylon, Fins Deployed .... 44 23. Separation Trajectories from Right-Wing Inboard Pylon, Fins Deployed 46 24. Free-Stream Static Stability Data for the GRM 48

II. TABLES

I. Full-Scale Store Parameters Used in the Trajectory Calculations 50

II. Maximum Full-Scale Position Uncertainties Resulting from Balance Precision Limitations 51

NOMENCLATURE

BL Aircraft buttock line from plane of symmetry, in., model scale

b Store reference dimension, ft. full scale

Cm Store pitching-moment coefficient, referenced to the store eg, pitching moment/qJSb

Cm Store pitch-damping derivative, dCm /d(qb/2V„)

Cn Store yawing-moment coefficient, referenced to the store eg, yawing moment/q.Sb

C„r Store yaw-damping derivative, dCn/d(rb/2VJ

FS Aircraft fuselage station, in., model scale

Fz MER/TER ejector force, lb

Fz i Pylon forward ejector force, lb

Fz2 Pylon aft ejector force, lb

H Pressure altitude, ft

lxz Full-scale product of inertia, Xß - Zß axis, slug-sq ft

VI

AEDC-TR-71-167

Iyy Full-scale moment of inertia about the store YB axis, slug-sq ft

Izz Full-scale moment of inertia about the store ZR axis, slug-sq ft

M» Free-stream Mach number

rn Full-scale store mass, slugs

p„ Free-stream static pressure, psfa

q Store angular velocity about the YB axis, radians/sec

q„, Free-stream dynamic pressure, 0.7 p„Ml, psf

r Store angular velocity about the Zß axis, radians/sec

S Store reference area, sq ft. full scale

t Real trajectory time from initiation of trajectory, sec

V„ Free-stream velocity, ft/sec

WL Aircraft waterline from reference horizontal plane, in., model scale

X Separation distance of the store eg parallel to the flight axis system XF

direction, ft, full scale measured from the prelaunch position

Xcg Full-scale eg location, ft, from nose of store

XI Ejector piston location relative to the store eg, positive forward of store eg, ft, full scale

XLJ Forward ejector piston location relative to the store eg, positive forward of store eg, ft, full scale

XL2 Aft ejector piston location relative to the store eg, positive forward of store eg, ft, full scale

Y Separation distance of the store eg parallel to the flight-axis system Yp direction, ft, full scale measured from the prelaunch position

Z Separation distance of the store eg parallel to the flight-axis system Zj- direction, ft, full scale measured from the prelaunch position

ZE Ejector stroke length, ft, full scale

a Parent-aircraft or store model angle of attack relative to the free-stream velocity vector, deg

vu

AEDC-TR-71-167

6 Angle between the store longitudinal axis and its projection in the Xp - Yp plane, positive when store nose is raised as seen by pilot, deg

0 Simulated parent-aircraft climb angle. Angle between the flight direction and the earth horizontal, deg, positive for increasing altitude

^ Angle between the projection of the store longitudinal axis in the Xp - Yp plane and the Xp axis, positive when the store nose is to the right as seen by the pilot, deg

FLIGHT-AXIS SYSTEM COORDINATES

Directions

Xp Parallel to the free-stream wind vector, positive direction is forward as seen by the pilot

Yp Perpendicular to the Xp and Zp directions, positive direction is to the right as seen by the pilot

Zp In the aircraft plane of symmetry, perpendicular to the free-stream wind vector, positive direction is downward

The flight-axis system origin is coincident with the aircraft eg and remains fixed with respect to the parent aircraft during store separation. The Xp, Yp, and Zp coordinate axes do not rotate with respect to the initial flight direction and attitude.

STORE BODY-AXIS SYSTEM COORDINATES

Directions

XB Parallel to the store longitudinal axis, positive direction is upstream in the prelaunch position

YB Perpendicular to the store longitudinal axis, and parallel to the flight-axis system Xp - Yp plane when the store is at zero roll angle, positive direction is to the right looking upstream when the store is at zero yaw and roll angles

ZB Perpendicular to both the XB and YB axes, positive direction is downward as seen by the pilot when the store is at zero pitch and roll angles.

The store body-axis system origin is coincident with the store eg and moves with the store during separation from the parent airplane. The XB, Yß, and Zß coordinate axes rotate with the store in pitch, yaw, and roll so that mass moments of inertia about the three axes are not time-varying quantities.

vin

AEDCTR-71 167

SECTION I INTRODUCTION

This investigation was conducted in the Aerodynamic Wind Tunnel (4T) of the Propulsion Wind Tunnel Facility to obtain captive-trajectory store-separation data for the Guided Rockeye Munition (GRM) when released from various F-4C multiple- and single-carriage configurations. Separation trajectories for the multiple-carriage configurations utilized the folded-fin model and were initiated from the launch position with a simulated ejector force. If the trajectory was of sufficient length to reach the position where the fins could be deployed, the open-fin configuration was used to obtain additional data starting from the chosen store location along the original trajectory. The criterion for fin deployment was a clearance of approximately 1 ft, full scale, between the rack and the aft end of the store. Some trajectories were terminated a very short time after fin deployment because of store support system travel limits resulting from high pitch or yaw angles. These short open-fin-configuration trajectory continuations are not presented. Separation trajectories from the single-carriage inboard and outboard pylon stations were initiated from their launch position with simulated forward and aft ejector forces. The open-fin store configuration was used throughout the single-carriage phase of testing.

The test was conducted using 0.05-scale models of the F-4C parent aircraft mounted to the main tunnel support system and of the GRM store mounted on a strain-gage balance-and-sting combination attached to the Captive Trajectory Support (CTS) system. Flight conditions simulated were Mach numbers from 0.66 to 0.90, an altitude of 5000 ft. and parent-aircraft climb angles of 0 and -45 deg.

Free-stream static stability data for the fins-folded and fins-deployed models were obtained at Mach numbers from 0.66 to 0.90 at store angles of attack from -6 to 24 deg.

SECTION II APPARATUS

2.1 TEST FACILITY

The Aerodynamic Wind Tunnel (4T) is a closed-loop, continuous flow, variable density tunnel in which the Mach number can be varied from 0.2 to 1.3. At all Mach numbers, the stagnation pressure can be varied from 200 to 3400 psfa. The test section is 4 ft square and 12.5 ft long with perforated, variable porosity (0.5- to 10-perccnt open) walls. It is completely enclosed in a plenum chamber from which the air can be evacuated, allowing part of the tunnel airflow to be removed through the perforated walls of the test section.

For store-separation testing, two separate and independent support systems are used to support the models. The parent-aircraft model is inverted in the test section and supported by an offset sting attached to the main pitch sector. The store model is supported by the CTS which extends down from the tunnel top wall and provides store movement (six degrees of freedom) independent of the parent-aircraft model. An isometric drawing of a typical store separation installation is shown in Fig. 1, Appendix I..

AEDC-TR-71-167

Also shown in Fig. 1 is a block diagram of the computer control loop used during captive trajectory testing. The analog system and the digital computer work as an integrated unit and, utilizing required input information, control the store movement during a trajectory. Store positioning is accomplished by use of six individual d-c electric motors. Maximum translational travel of the CTS is ±15 in. from the tunnel centerline in the lateral and vertical directions and 36 in. in the axial direction. Maximum angular displacements are ±45 deg in pitch and yaw and ±360 deg in roll. A more complete description of the test facility can be found in the Test Facilities Handbook.1 A schematic showing the test section details and the location of the models in the tunnel is shown in Fig. 2.

2.2 TEST ARTICLES

The test articles were 0.05-scale models of the F-4C parent aircraft and the MK-20 Laser-Guided Dispenser GRM store. A sketch showing the basic dimensions of the F-4C parent model is shown in Fig. 3. For this test, the right wing and fuselage centerline of the F-4C model were equipped for store separation. The tail of the F-4C model was removed to provide clearance for the CTS. Details and dimensions of the pylons are shown in Fig. 4. The surfaces of the pylons are inclined nose-down with respect to the aircraft waterline as indicated in Fig. 4.

The Triple Ejection Rack (TER) and Multiple Ejection Rack (MER) were mounted on the inboard and centerline pylons, respectively, and matched, to the 30-in. suspension lugs of the pylons. The MER was mounted in the forward-shifted position on the fuselage centerline pylon. Details and dimensions of the TER and MER are shown in Figs. 5 and 6, respectively.

Details and dimensions of the GRM store model are shown in Fig. 7. Dimensional sketches of the 370- and 600-gal dummy fuel tanks used to simulate the desired aircraft configurations are shown in Figs. 8 and 9, respectively. Figure 10 is a tunnel installation photograph showing the parent aircraft with stores and the CTS. Aircraft/weapons loading nomenclature is given in Fig. 11, and the loading configurations for which trajectory data were obtained are shown in Fig. 12.

2.3 INSTRUMENTATION

A five-component, internal strain-gage balance was used to obtain the force and moment data on the GRM model. Translational and angular positions of the store model were obtained from the CTS analog outputs. An angular position indicator on the main pitch sector was used to determine the parent-model angle of-attack. Touch wires were located in the racks and pylons in order to provide a position indication when the store model was in the launch position. The CTS was electrically connected to automatically stop and give a visual indication if the store model or sting contacted the parent-aircraft surface.

*Tcst Facilities Handbook (Ninth Edition). "Propulsion Wind Tunnel Facility, Vol. 5." Arnold Engineering De- velopment Center, July 1971.

AEDC-TR-71-167

SECTION III TEST DESCRIPTION

3.1 TEST CONDITIONS

Separation trajectory data were obtained at Mach numbers from 0.66 to 0.90. Tunnel dynamic pressure was 500 psf at all Mach numbers, and tunnel stagnation temperature was maintained near 110°F.

Tunnel conditions were held constant at the desired Mach number and stagnation pressure while data for each trajectory were obtained. The trajectories were terminated when the store or sting contacted the parent-aircraft model or when a CTS limit was reached.

3.2 TRAJECTORY DATA ACQUISITION

To obtain a trajectory, test conditions were established in the tunnel and the parent model was positioned at the desired angle of attack. The store model was then oriented to a position corresponding to the store carriage location. After the store was set at the desired initial position, operational control of the CTS was switched to the digital computer which controlled the store movement during the trajectory through commands to the CTS analog system (see block diagram, Fig. 1). Data from the wind tunnel, consisting of measured model forces and moments, wind-tunnel operating conditions, and CTS rig positions were input to the digital computer for use in the full-scale trajectory calculations.

The digital computer was programmed to solve the six-degree-of-freedom equations to calculate the angular and linear displacements of the store relative to the parent-aircraft pylon. In general, the program involves using the last two successive measured values of each static aerodynamic coefficient to predict the magnitude of the coefficients over the next time interval of the trajectory. These predicted values are used to calculate the new position and attitude of the store at the end of the time interval. The CTS is then commanded to move the store model to this new position and the aerodynamic loads are measured. If these new measurements agree with the predicted values, the process is continued over another time. interval of the same magnitude. If the measured and predicted values do not agree within the desired precision, the calculation is redone over a time interval one-half the previous value. This process is repeated until a complete trajectory has been obtained.

In applying the wind-tunnel data to the calculations of the full-scale store trajectories, the measured forces and moments are reduced to coefficient form and then applied with proper full-scale store dimensions and flight dynamic pressure. Dynamic pressure was calculated using a flight velocity equal to the free-stream velocity component plus the components of store velocity relative to the aircraft, and a density corresponding to the simulated altitude.

AEDC-TR-71-167

The initial portion of each launch trajectory incorporated simulated ejector forces in addition to the measured aerodynamic forces acting on the store. The ejector force functions for the GRM on the TER and pylons are presented in Fig: 13. The ejector force was considered to act perpendicular to the rack or pylon mounting surface. The locations of the applied ejector forces and other full-scale store parameters used in the trajectory calculations are listed in Table I, Appendix II.

3.3 CORRECTIONS

Balance, sting, and support deflections caused by the aerodynamic loads on the store models were accounted for in the data reduction program to calculate the true store-model angles. Corrections were also made for model weight tares to calculate the net aerodynamic forces on the store model.

3.4 PRECISION OF DATA

The trajectory data are subject to error from several sources including tunnel conditions, balance measurements, extrapolation tolerances allowed in the predicted coefficients, computer inputs, and CTS positioning control. Maximum error in the CTS position control was ±0.05 in. for the translational settings and ±0.15 deg for angular displacement settings in pitch and yaw. Extrapolation tolerances were ±0.10 for each of the aerodynamic coefficients. The maximum uncertainties in the full-scale position data caused by the balance precision limitations are given in Table II.

The estimated uncertainty in setting Mach number was ±0.003, and the uncertainty in parent-model angle of attack was estimated to be ±0.1 deg.

SECTION IV RESULTS AND DISCUSSION

Data obtained during this test consisted of ejector-separated trajectories of the Guided Rockeye Muntion (GRM) from inboard multiple-carriage and inboard/outboard single-carriage stations on the right wing of the F-4C aircraft. Data showing the linear displacements of the stores relative to the carriage position, and the angular displacements relative to the flight-axis system, are presented as functions of full-scale trajectory time in Figs. 14 through 23. Positive X, Y, and Z displacements (as seen by the pilot) are forward, to the right (outboard), and down, respectively. Positive changes in 0 and \p (as seen by the pilot) are nose up and nose right (outboard), respectively. Multiple-carriage separation trajectories for a parent-aircraft dive angle of 45 deg included trajectories that referenced the aerodynamic moments to a point forward of the GRM center-of-gravity. The forward shift of 1 cal (1.100-ft full scale) in moment center (denoted as F on the data plots) from the normal position (denoted as N on the data plots) was a stabilizing maneuver which simulated an increased fin area of the store. Termination of the trajectories was usually a result of limitations imposed by the CTS system, such as sting-to-parent-aircraft contact, a CTS travel limit, or a balance load limit. Table I lists the full-scale store parameters used in the trajectory calculations and Fig. 12 describes the F-4C load configurations.

AEDC-TR-71-167

The ejector force functions used with the TER and pylons were supplied by the sponsor (ADTC) and are shown in Fig. 13. The TER ejector force was terminated when the store had moved away a distance equal to the ejector piston stroke length (see Table I). For the pylon ejector forces, the force functions were terminated at a trajectory time of 0.043 sec, at which time the forces had diminished essentially to zero.

Figures 14 through 21 present data for launches from TER stations on the wing inboard pylon, and are presented for the various Mach numbers at which the test was conducted at dive angles of 0 and 45 deg. and 45 deg with a forward-shifted moment reference. Configurations 1 and 3 represent mirror images of launches from the left-wing inboard pylon and configurations 2 and 4 represent right-wing launches. Figures 14 through 17 present data for configurations with folded fins. All separation trajectories exhibited an initial nose-down pitch motion which was more rapid at the higher Mach numbers. For Configurations 1 and 2, where the store was in the presence of an opposite dummy store, the yaw motion was away from the dummy store. For Configurations 3 and 4, with no opposite dummy store, the store exhibited a lower rate of yaw with the direction depending on Mach number. Figures 18 through 21 show the influence of deploying the fins when the store aft end was approximately 1 ft from the rack. Testing with the fins open, forward-shifted moment center, was limited to Configurations 1 and 2. Other trajectories for the regular test conditions are not shown because the CTS travel limits had been reached after a very short time interval. The fins were only partially effective in stabilizing the store for the trajectories with the normal-moment center.

Single-carriage, open-fin separation trajectory data from the outboard and inboard pylons are presented in Figs. 22 and 23, respectively. Store separations from the outboard pylon exhibited unstable motion in both pitch and yaw.

Free-stream static stability data are presented in Fig. 24 for the GRM folded-fin and open-fin models. The stabilizing effectiveness of the open fins was irregular, and was reduced at angles of attack greater than 8 deg. The model became unstable at angles of attack near 20 deg at the lower Mach numbers.

AEDC-TR-71-167

APPENDIXES I. ILLUSTRATIONS II. TABLES

MANUAL INPUTS

T^

THESE COMPONENTS LOCATED INSIDE TUNNEL

CONTROLLER

STORE SEPARATION DRIVE SYSTEM

OPERATIONAL AMPLIFIER

FEEDBACK POSITION INDICATOR

RAYTHEON S20

COMPUTER

DIGITAL TO ANALOG

CONVERTER

I

I I

At t-

MULTI-DEVICE CONTROLLER

BALANCE

I I I AAA

ANALOG TO DIGITAL

CONVERTERS t COMMUTATOR

r—FORCES pTZs MOMENTS

VD

> m O O ■H 31

Fig. 1 Isometric Drawing of a Typical Store Separation Installation and a Block Diagram of the Computer Control Loop

> m o o

0.500 DIAM ■AIRSTREAM SURFACE

^^#Mk TYPICAL PERFORATED WALL CROSS SECTION TUNNEL STATIONS AND DIMENSIONS

IN INCHES

SOLID AREAS

CTS STING SUPPORT

PERFORATED WALLS (10 % MAXIMUM OPEN AREA)

STA. 0.0

STA. 36.0

Fig. 2 Schematic of the Tunnel Test Section Showing Model Location

AEDC-TR-71-167

-WLOOOO

BL 11.560-

FS-I 355 FSOOOO

BL-II 560 *"

STATIONS IN INCHES

Fig. 3 Sketch of the F-4C Parent-Aircraft Model

11

AEDC TR-71-167

FS 16.03

BL 6.73 WING l.O*

CHORD—1 WLr

OUTBOARD PYLON

FS 11.55

WING CHORD "I

T"

BL 408

"FO.917 Prop] 0.250-^lj—

Ll.279—J FWD 14-IN. SUSPENSION POINT

INBOARD PYLON

FS 15.67 LOWER FUSELAGE

CONTOUR BLO.00

T 0473 -FWD 30-IN. 2.

SUSPENSION POINT

CENTER PYLON

3.250-H—-

ALL DIMENSIONS «N INCHES

Fig. 4 Details and Dimensions of the F-4C Pylon Models

12

FWD 14-IN. SUSPENSION POINTS

1.320

ALL DIMENSIONS IN INCHES

Fig. 5 Details and Dimensions of the TER Model

> m D O

I H 3

0>

.7.750

6.615

5.735

5.405

•3.4 53

1.915

— 1.035 1 'B

5fe:

-$J*

L f d>

■FWD 30-IN. SUSPENSION POINT

FWD 14-IN.- SUSPENSION POINTS

0.062 R


SECTION B-B

Fig. 6 Details and Dimensions of the MER Model

m a o

3D

OS

-7.035- 3 742

2 809- -2 055

-1.677-

0275 0560

"TDIAM

-0854 R f FWD 14-IN SUSPENSION POINT

-4—0300

0 215-

0663 DIAM

0040-||—

•—45* £ UKS

FINS FOLDED

0 010- .010,

—t- r 0163 0314

"T L SEEKER DETAILS

O520R

0 095

0020

FINS DEPLOYED

Fig. 7 Details and Dimensions of the GRM Model


> m o o H 31

0>

BL 6.730

> m O O ■H 3D

FS 10.652

ON

FS 16.050

[

7.5'

INBOARD

Fh vjy

BODY CONTOUR, TYPICAL BOTH ENDS

STATION BODY DIAM STATION BODY »AM 0.000 0.000 2.5CO I.I 16 0025 0.100 2.750 1.156 0.050 0.144 3.0CO 1.190 0.150 0.258 3.250 1.216 0250 0.340 3.50O 1.242 0.500 0.498 3.750 1260 0.7S0 0622 4.000 1.274 1.000 0 724 4.2 5 0 1.286 1.250 0 812 4.500 1.294 1.500 0.690 4.750 1298 1750 0.9 SS 3.000 1300 2000 1.016 6.000 1.300 2.250 1.070

-1.300-

ALL DIMENSIONS AND MODEL STATIONS IN INCHES

Fig. 8 Details and Dimensions of the 370-gal Dummy Fuel Tank

BODY CONTOUR

Y R Y R OOOO 0 000 4.250 0 827 0050 0 049 4 500 0-838 0.100 0077 4.750 0 847 0.150 0.10 1 5O00 0.854 0.200 0 122 5.2 50 0.859 0 250 0.143 5 500 0 860 0.500 0.232 6.250 0.860 0.750 0.308 6 500 0859 1.000 0.376 6 750 0 856 1.250 0438 7 000 0852 1.500 0.494 7 250 0846 1.750 0546 7 500 0.839 2.000 0.593. 7.750 0 830 2.250 0.637 8 000 0820 2.500 0.679 8 250 0.809 2.750 0713 8-500 0.796 3.000 0.740 8-750 0781 3.250 0.762 9.000 0.765 3.500 0.782 9.250 0 745 3.750 0.799 13 000 0-40O 4.000 0814

FUSELAGE STATIONS AND DIMENSIONS IN INCHES

FS 15.67

Fig. 9 Details and Dimensions of the 600-gal Dummy Fuel Tank

> m O r> H 31

0> ■si

00

> m O o ■H 31

Fig. 10 Tunnel Installation Photograph Showing Parent Aircraft with Stores (Configuration 1) and CTS

AEDC-TR-71-167

AIRCRAFT/WEAPONS LOADING NOMENCLATURE

MER RACK TER RACK

LOOKING UPSTREAM F- 4C

LAUNCH GRM (LGDM)

OUMMY GRM (LGDM)

RIGHT WING

OUTBOARD PYLON

DUMMY FUEL TANK

MER OR TER RACK

Fig. 11 Aircraft/Weapons Loading Nomenclature

19

8 PYLON MER STA.I: EMPTY MER STA.2: DUMMY MER STA.3: EMPTY MER STA.4: EMPTY MER STA.5: EMPTY MER STA. 6: EMPTY

CONFIGURATION

RIGHT WING (TYP.)

"yö?s ö INBOARD PYLON TER STA.I: EMPTY TER STA. 2: DUMMY TER STA.3: LAUNCH

OUTBOARD PYLON 370-GAL. FUEL TANK

q. PYLON MER STA.I . EMPTY MER STA. 2. DUMMY MER STA.3: EMPTY MER STA.4; EMPTY MER STA.5: EMPTY MER STA.«: EMPTY

CONFIGURATION 2

xw

> m O o H 3

INBOARD PYLON TER STA.I: EMPTY TER STA. 2: LAUNCH TER STA.3: DUMMY

"5 OUTBOARD PYLON

370-GAL. FUEL TANK

CONFIGURATION 3 CONFIGURATION 4

to o l PYLON

MER STA.I: EMPTY MER STA.2: DUMMY MER STA.3: EMPTY MER STA.4: EMPTY MER STA.3: DUMMY MER STA.6' EMPTY

INBOARD" PYLON

TER STA. I: EMPTY TER STA. 2 : LAUNCH TER STA.3: EMPTY

CONFIGURATION 0

OUTBOARD PYLON 370-GAL. FUEL TANK

J@®\_ =^

£ PYLON

600-GAL. FUEL TANK

ö ° INBOARD PYLON

DUMMY (FIN DEPLOYED]

®

OUTBOARD PYLON

LAUNCH (FINS DEPLOYED)

t PYLON INBOARD °PYLON OUTBOARD PYLON

MER MER

STA. |i EMPTY STA.2: DUMMY

TER STA.I: EMPTY TER STA.2: EMPTY

370-GAL. FUEL TANK

MER STA.3: EMPTY TER STA.3: LAUNCH MER STA.4: EMPTY MER STA. 3= DUMMY MER STA.6: EMPTY

CONFIGURATION 6

■^B-j_ J@@\ - .***"

ö * INBOARD PYLON

IT

t PYLON OUTBOARD PYLON

)-GAL . FUEL TANK LAUNCH (FINS DEPLOYED)

EMPTY

Fig. 12 Schematic of Aircraft/Weapons Loading Configurations

to

1700

1500 h

1300 \-

I 100 \-

0.03 0.04 t

0.05 0.06 0 07 0.08 o o ■H

a. TER Ejector Forces Fig. 13 Ejector Force Functions

to to

6000

5000 -

4000 -

and

2 3000 -

2000 -

1000 -

> m a o

0.005 0.010 0015 0.020 0025 t

0030 0.035 0.040 0045

b. Pylon Ejector Forces Fig. 13 Concluded

AEDC-TR-71-167

SYM CONF n. « H e MOMENT CENTER

0 □

1 1 1 1

0.66 0.74 0.82 0.90

1.7 1.0 0.5 0.2

5000 5000 5000 5000

0 0 0 0

N N N N

c

1 1

01 Mb 9m s *3 ba i

^ * s h i i &*

*

-0

-1

-2

6

5

4

3

2

1

0

30

20

0

-10

-20

-30

MO

30

20

10 r

0

-10

-20

-30

(te ̂ i E&*L_ <*, V ̂ s,

H J

\ ̂ J5! i V V V

Ai(r a"

0 0.1 0.2 0.3 0.4 0.5

t

D 0.1 0.2 0.3 C.H 0.5 t

a. Normal Moment Reference, 0 = 0 deg Fig. 14 Separation Trajectories from Right-Wing TER, Station 3 (Simulated

Left-Wing TER, Station 2), Fins Folded

23

AEDC-TR-71-167

STM

O □

CONF

1 1 1 I

0.66 0.8 0.74 0.4 0.82 0.0 0.90 -0.2

H S 5000 -US 5000 -45 5000 -45 5000 -45

MOMENT CENTER

N N N N

2

1

0

-1

-2

1 1

Tl 3"

I A,J ? I ¥

0« m t*4 9* M

1

*>

-30

HO

30

-10

-20

-30

20 J- All

0 0.1 0.2 0.3 0.4 0.5

0 0.1 0.2 0.3 0.4 0.5

b. Normal Moment Reference, 0 = -45 deg Fig. 14 Continued

24

AEDC-TR-71-167

STM CONF n. ■ H e MOMENT CENTER

O O

1 1 1 1

0.66 0.7M 0.82 0.90

0.8 0.4 0.0

-0.2

5000 5000 5000 5000

-45 -M5 -45 -MS

F F F F

2

1

0

-1

-2

IH4 w m riPr- tf*f &■* u

% 3 ?•

£

l J r J r

01

-1

1

30

20

0

-10

-20

-30

40

30

20

10 i

0

-10

-20

-30

«p ■»s 8* ̂ 1 ra b> <L ftp ̂ \ ?»

/MJJ ffl

0 0.1 0.2 0.3 0.4 0.5 t

0 0.1 0.2 0.3 0.4 0.5

i c. Forward Moment Reference, 6 = -45 deg

Fig. 14 Concluded

25

AEDC-TR-71-167

2

1

0

-1

-2

2

1

0

-1

-2

6

5

4

3

2

1

0

SYM O o

CONF

2 2 2 2

0.66 0.7«J 0.82 0.90

1.7 1.0 0.5 0.2

H

5000 5000 5000 5000

?H

_i 1

m/ & zw -Jt- J\ n-^n -

30

20

0

-10

-20

-30

40

30

20

10 r

0

-10

-20

-30

8

0 0 0 0

MOMENT CENTER

N N N N

■*ÜJ

' ^

!►* *l HI =*«

h

0 0.1 0.2 0.3 0.4 0.5 t

0 0.1 0.2 0.3 0.4 0.5 t

a. Normal Moment Reference, 0 = 0 deg Fig. 15 Separation Trajectories from Right-Wing TER, Station 2, Fins Folded

26

2

1

0

-1

-2

5

4

3

2

1

0

AEDC-TR-71-167

STM C3NF H. et H 6 MOMENT CENTER

0 □

2 2 2 2

0.66 0.711 0.82 0.90

0.8 0.4 0.0

-0.2

5000 5000 5000 5000

-US -«5 -45 -45

N N N N

• 1

01

-1

_•>

40

30

20

10 r

-10

-20

-30 0 0.1 0.2 0.3 0.4 0.5

i

0 0.1 0.2 0.3 0.4 0.5 t


27

AEDC-TR-71-167

MOMENT SYM CONF H- a H 8 CENTER

0 2 0.66 0.8 5000 -45 F □ 2 0.74 0.4 5000 -45 F A 2 0.82 0.0 5000 -45 F ♦ 2 0.90 -0.2 5000 -45 F

2

1

0

-1

-2

c

1 1

01 mt "* * * 1 -1 *

_*3

30

20

0

-10

-20

-30

40

30

20

10 r

0

-10

-20

-30

' '^'(Sfi ISbÄ

«L ^2. £ ^L-

"IS Vr- V ^

0 0.1 0.2 0.3 0.4 0.5 i

0 0.1 0.2 0.3 0.4 0.5 t

c. Forward Moment Reference, 0 = -45 deg Fig. 15 Concluded

28

AEDC TR-71-167

STM O □ A

CONF 3 3 3 3

0.66 0.711 0.82 0.90

1.7 1.0 0.5 0.2

H

5000 5000 5000 5000

0 0 0 0 0

MOMENT CENTER

N N N N

e.

1

01 m *M *5 N -1

& *- B

_9

■

30

20

0

-10

-20

-30

40

30

20

10

0

-10

-20

-30

0 0.1 0.2 0.3 0.14 0.5

53 ^D

y 12)

IM m 0 & X*

0 0.1 0.2 0.3 0.4 0.5 t

a. Normal Moment Reference, 0 = 0 deg Fig. 16 Separation Trajectories from Right-Wing TER, Station 2 (Simulated

Left-Wing TER, Station 3), Fins Folded

29

AEDC-TR-71-167

2

1

0

-1

-2

MOMENT SYM CONF H. a H 8 CENTER

O 3 0.66 0.8 5000 -45 N □ 3 0.74 0.4 5000 -45 N A 3 0.82 0.0 5000 -45 N ♦ 3 0.90 -0.2 5000 -45 N

c

I 1

01

-I

_■>

■ uo

30

20

10 r

0

-10

-20

-30

jpiV-- I 1AM ^m tS *P __ __

0 0.1 0.2 0.3 0.U 0.5 t

0 0.1 0.2 0.3 0.M 0.5 t


30

AEDC-TR-71-167

SYM

□

o

CONF

3 3 3 3

0.66 0.8 0.74 0.4 0.82 0.0 0.90 -0.2

H

5000 5000 5000 5000

e ■45 -45 -45 -45

MOMENT CENTER

F F F F

2

1

0

-1

-2

5

4

3

2

1

0

c

1

01

-1

j">

*

30

20

0

-10

-20

-30

40

30

20

10

0

-10

-20

-30

— ^?"®""

.mmmmf"

0 0.1 0.2 0.3 0.H 0.5 t

0 0.1 0.2 0.3 0.4 0.5 t


31

AEDC-TR-71-167

2

1

0

-2

2

0

-1

-2

6

5

>4

3

2

1

0

STM

O □ A

CONF 4 «4 g «4

K 0.66 0.714 0.82 0.90

1.7 1.0 0.5 0.2

H

5000 5000 5000 5000

S

30

20

0

-10

-20

-30

40

30

20

10 r

0

-10

-20

-30

0 0 0 0

MOMENT CENTER

N N N N

m m %

sc w ^ \*m

i

%4> 7]

^^+ 9* «r <

0 0.1 0.2 0.3 0.4 0.5 t

0 0.1 0.2 0.3 0.4 0.5 t

a. Normal Moment Reference, 0 = 0 deg Fig. 17 Separation Trajectories from Right-Wing TER, Station 3, Fins Folded

32

2

I

0

-1

-2

STM CONF

O 4 •1

4

AEDC-TR-71-167

n. « H 6 MOMENT CENTER

0.66 0.74 0.82 0.90

0.8 O.M 0.0

-0.2

5000 5000 5000 5000

-MS -MS -MS -15

N N N N

£

1

01

I

"5

7 ' !

,^^r\

1

30

20

>w 0( m <*l %

-10 s 4; C*» ^

y

-20 Vi

-30

40

30

20

10

01 m m Ifts St ̂ f

^- ■*

-10

-20

-30 C ) 0 1 0. 2 0.

t

3 0. 4 0. 5

0 0.1 0.2 0.3 O.U 0.5 i


33

AEDC-TR-71-167

STM _ MOMENT

1 CONF n. a H 61 CENTER

o 4 0.66 0.8 5000 -45 F □ 4 0.74 0.4 5000 -45 F A 4 0.82 0.0 5000 -45 F o 14 0.90 -0.2 5000 -45 F

2 30

I 20

01 h© ■ei * J£ IM L B10

•^ -A

-1 0

-10 -2

2 -20

-30 1

* K* t

01 1« tf* ** 4U

-1 30

-2

6 20

10 5

,

0 4

-10 3

-20 2

-30 ■ 1

0 0 ,1 0. 2 0. 1

3 0. M 0. 5

0 0.1 0.2 0.3 0.4 0.5 1


34

10

5

0

-5

-10

-10

AEDC-TR-71-167

MOMENT 1 CONF *. « H Ö CENTER FINS

o 0.66 1.7 5000 0 N FOLDED A 0.66 1.7 5000 0 N OPEN D 0.74 1.0 5000 0 N FOLDED ♦ O.Tq 1.0 5000 0 N OPEN 4 D.82 0.5 5000 0 N FOLDED > 0.82 O.S 5000 0 N OPEN

J 1 I — —— —

5

3U

25

20

15

10 /

5 il $ f

J $ K

01 H< H9LJ—

30

20

0

-10

-20

-30

40

30

20

10

0

-10

-20

-30

i ^g Ag| ^^ ^— ^— ^—

I

0 0.2 0.4 0.6 0.8 1.0 t

0 0.2 O.H 0.6 0.8 1.0

t a. Normal Moment Reference, 0 = 0 deg

Fig. 18 Effect of Open Fins on the Separation Trajectories from the Right-Wing TER, Station 3 (Simulated Left-Wing TER, Station 2)

35

AEDC-TR-71-167

STH

o □

CONF

I 1

0.66 0.66

0.8 0.8

H

5000 5000

a -MS -145

MOMENT CENTER

N N

FINS

FOLDED OPEN

10

5

0

-5

-10

10

5

0

-5

-10

30

a, b

25

20

15

10

5

0Ä-

2

30

20

10

_«D_

^

0*

-10

-20

-30

yo

30

20

10

0<fr

-10

-20

-30

0 0.2 O.y 0.6 0.8 1.0

-Jlfflli

0 0.2 0.4 0.6 0.8 1.0

t


36

10

5

0

-5

-10

30

25

20

15

10

5

0

AEDC-TR-71-167

MOMENT STM CONF H. m H 9 CENTER HNS

0 0.66 0.8 5000 -MS FOLDED A 0.66 0.8 SOOO -MS OPEN □ o.n 0.4 5000 -45 FOLDED ♦ 0.7« 0.<4 5000 -45 OPEN < 0.82 0.0 5000 -is FOLDED > 0.82 0.0 5000 -45 OPEN

H< »- * 1 %! ft s "i ?

-5

30

20

0

-10

-20

-30

-- — — — —— — —— — — —

0.2 0.4 0.6 0.8 1.0 t

0.2 0.4 0.6 0.8 1.0

t


37

AEDC-TR-71-167

SYH

O A a

CONF

2 2 2 2

0.66 0.66 0.7i| o.n

1.7 1.7 1.0 1.0

H

5000 5000 5000 5000

0 0 0 0

MOMENT CENTER

N N N N

FINS

FOLDED OPEN

FOLDED OPEN

0

-5

on cU

in IU >

.10 ™^^r -,£~ ?n ^ tU 4 >

_qn

0 0.2 0.U 0.6 0.8 1.0 t

0.2 0.4 0.6 0.6 1.0

a. Normal Moment Reference, 0=0 deg Fig. 19 Effect of Open Fins on the Separation Trajectories from the

Right-Wing TER, Station 2

38

AEDC-TR-71-167

SYM CONF Hi «t H 8 MOMENT CENTER FINS

O

□ 2 2 2 2

0.66 0.66 0.74 0.74

0.8 0.8 0.4 0.4

5000 5000 5000 5000

-45 -45 -45 -45

F F F F

FOLDED OPEN

FOLDED OPEN

1U |——

*T 3

r -3

in

5

OIWBSBDJC

30

25

20

15

10

5

0

*> *

r

t r <u B«

t J r tf 1

no

30

20

10 r

0

-10

-20

-30

* p ** p £ ^

^ p > ^ t

0 0.2 0.4 0.6 0.8 1.0 i

0 0.2 0.4 0.6 0.8 1.0 t

b. Forward Moment Reference, 0 = -45 deg Fig. 19 Concluded

39

AEDC-TR-71-167

SYM CONF n. «c H 9 MOMENT CENTER FINS

0 3 0.66 1.7 5000 0 N FOLDED A 3 0.66 1.7 5000 0 N OPEN ID 3 0.7«! 1.0 5000 0 N FOLDED O 3 0.74 1.0 5000 0 N OPEN < 3 0.82 0.5 5000 0 N FOLDED > 3 0.82 0.5 5000 0 N OPEN V 3 0.90 0.2 5000 0 N FOLDED z 3 0.90 0.2 5000 0 N OPEN

10

5

0

-5

-10

"■*a?s!^ it ÎbS^ ^S Nf^S ^s x*

5

0

-5

30

25

20

15

10

5

0

► _

~% 1—J- "M"7'_4,

-J'L- 77 / t\\[~/

ILX ~J^Z- 22

Jtr {m4f-..

30

20

0

-10

-20

-30

U«

30

20

10 F

0

-10

-20

-30

'5^-^z^l*

\\m « u -* ft» -» 4fc % !? **! *£ ** ca P

0 0.2 0.4 0.6 0.8 1.0 t

0 0.2 0.4 0.6 0.8 1.0 t

a. Normal Moment Reference, 0 ■ 0 deg Fig. 20 Effect of Open Fins on the Separation Trajectories from the Right-Wing

TER, Station 2 (Simulated Left-Wing TER, Station 3)

40

AEDC-TR-71-167

STM CONF ^ « H 0 O 3 0.66 0.8 5000 -45 O 3 0.65 0.8 5000 -45

MOMENT CENTER FINS

N N

FOLDED OPEN

1U

5

-fl 0<

-5

10

10

5

0( ►« "1 bay -ty

-5

10

30

25 f

20 /

15

10

5

0( ►•

30

20

0

-10

-20

-30

MO

30

20

10 r

0

-10

-20

-30

1 1 1

,

C>%br- ^ *»o -a^

«ffl-e a^.

0 0.2 0.4 0.6 0.8 1.0 t

0 0.2 0.4 0.6 0.8 1.0

i

b. Normal Moment Reference, 8 = -45 deg Fig. 20 Concluded

41

AEDC-TR-71-167

SYM

10

5

0

-10

o A

> V

CONF

4 4 4 4 4 4 4 4

0.66 0.66 0.74 0.74 0.82 0.82 0.90 0.90

0« **• = £-

5

1.7 1.7 1.0 t.O 0.5 0.5 0.2 0.2 30

20

0

-10

-20

-30

40

30

20

10

0

-10

-20

-30

H

5000 5000 5000 5000 5000 5000 5000 5000

0 0 0 0 0 0 0 0

MOMENT CENTER

N N N N N N N N

FINS FOLDED OPEN

FOLDED OPEN

FOLDED OPEN

FOLDED OPEN

=^^ .

-V

!—^t__L_

0 0.2 0.4 0.6 0.8 1.0

t

0 0.2 0.4 0.6 0.8 1.0

t

a. Normal Moment Reference, 0 = 0 deg Fig. 21 Effect of Open Fins on the Separation Trajectories from the

Right-Wing TER, Station 3

42

AEDC-TR-71-167

SYM CONF n. a H 6 MOMENT CENTER FINS

0 □

14 4

0.66 0.66

0.8 0.8

5000 5000

-45 -US

N FOLDED N OPEN

1U

c 0

™P — ■et

-5

-10

10

5 irf 1

a" Ja

f ■r« w

0<

-5

-10

30

25

20 t

15 E 1

10 J

4 5 $

*

0 >© ^ »"

30

20

10

0*

-10

-20

-30

S

40

30

20

10 r

0

-10

-20

-30

f* m n. A V* ^ 1

•>

0 0.2 G.4 0.6 0.8 1.0

t

0 0.2 O.U O.S 0.8 1.0

b. Normal Moment Reference, 0 = -45 deg Fig. 21 Concluded

43

AEDC-TR-71-167

SYM CONF Hi « H 8 0 5 0.66 1.7 5000 0 □ 5 0.74 1.0 5000 0 A 5 0.82 0.5 5000 0 O 5 0.90 0.3 5000 0

8

4

0

-4

-8

24

20

16

12

8

4

U

£ a 7

J' -,£ d-

y/\ 0 0.2 0.4 0.6 0.8 1.0

t

a. 0 = 0 deg Fig. 22 Separation Trajectories from Right-Wing Outboard Pylon;

Fins Deployed

44

AEDC-TR-71-167

STM CONF n. « H § O 5 0.66 0.8 5000 -45 D 5 0.711 0.4 5000 -45 A 5 0.82 0.0 5000 -45 ♦ 5 0.90 -0.2 5000 -45

p"

4

0

-4

30

20

0

-10

-20

-30

30

20

10

0

-10

-20

-30

i I I I ] I I I f

3§BBB

ft ft ̂ cAr

^

,Jr

0 0.2 0.4 0.6 0.8 1.0 t

0.2 0.4 0.6 0.8 1.0

b. 0 = -45 deg Fig. 22 Concluded

45

AEDC-TR-71-167

SYH □

CONF 6 6 6

0.7H 0.82 0.90

« H 1.0 5000 0.5 5000 0.2 5000

8 0 0 0

0

-u

-8

£4

on / >

ell /

1 c i 1

lb /

1 o / le A (

Q J Q J V

? 4

01 K^ r

-30

30

20

10

0

-10

-20

-30

•sc^nssz ^gtaS*

0 0.2 0.4 0.6 0.8 1.0 t

0 0.2 0.(4 0.6 0.8 1.0

t

a. 6 = 0 deg Fig. 23 Separation Trajectories from Right-Wing Inboard Pylon;

Fins Deployed

46

AEDC-TR-71-167

8

0

-4

-8

STM CONF H, Hg □ 6 0.714 0.11 5000 -45 A 6 0.82 0.0 5000 -45 ♦ 6 0.90 -0.2 5000 -45

30

20

10 w H ^1 M ^

4 3^

-4

tiH

20

16

12

8

4

m

0

-10 K

-20

-30

30

20

10

0

-10

-20

-30

^kiSäfe^zf!

e

0 0.2 0.4 0.6 0.8 1.0 t

0 0.2 0.4 0.6 0.8 1.0 t

b. 0 = -45 deg Fig. 23 Concluded

47

AEDC-TR-71-167

M49

0 0.66 a 0.74 A 0.82 O 0.90

cN

a ^<^-

Cm

4

2

:1s 8 12 16 20 24

a

a. Fins Folded Fig. 24 Free-Stream Static Stability Data for the GRM

48

AEDC-TR-71-167

o a

o

Mg

0.66 0.74 0.82 0.90

CN

4

2

0

Cm

0 sF=*«V«=3t ,i>* *J ¥

8 8 12 16 20 24

b. Fins Deployed Fig. 24 Concluded

49

TABLE I FULL-SCALE STORE PARAMETERS USED IN THE TRAJECTORY CALCULATIONS

> m O o ■H 30 ■

05

O

Parameter

Mass, m, slugs Ccntcr-of-gravity location, Xcg, ft Center-of-gravity location above the

store axial ccntcrline, ft Location of ejector force, ft .

XL

XLI XL2

Ejector stroke length, ZE, ft Store reference area, S, sq ft Store reference diameter, b, ft Pitch moment of inertia, Iyy, slugs-sq ft Yaw moment of inertia, IZ7, slugs-sq ft Product of inertia, lxz, slugs-sq ft Pitch-damping derivative, Cm , per radian Yaw-damping derivative, C„r, per radian

Multiple Single Carriage Carriage

Folded-Fin Open-Fin Open-Fin Configuration Configuration Configuration

18.090 18.090 18.090 7.033 7.033 7.033

0.0108 0.0108 0.0108

0.041

— — 1.046 — — 0.621

0.2552 — — 0.9503 0.9503 0.9503 1.100 1.100 1.100

113.841 113.841 113.841 113.841 113.841 113.841

0 0 0 -160 -320 -320 -160 -320 -320

TABLE II MAXIMUM FULL-SCALE POSITION UNCERTAINTIES

RESULTING FROM BALANCE PRECISION LIMITATIONS

M, t, sec AX, ft AY, ft AZ, ft A0, deg A<//, deg

0.66

~ 0.74

0.82

0.90

0.2 ±0.02 ±0.01 ±0.01 ±0.1 ±0.2 0.4 ±0.06 ±0.05 ±0.03 ±0.5 ±0.9 0.6 ±0.14 ±0.12 ±0.07 ±1.2 ±2.0

0.2 ±0.02 ±0.02 ±0.01 ±0.2 ±0.3 0.4 ±0.08 ±0.07 ±0.04 ±0.7 ±1.1 0.6. ±0.18 ±0.15 ±0.09 ±1.5 ±2.5

0.2 ±0.02 ±0.02 ±0.01 ±0.2 ±0.3 0.4 ±0.10 ±0.08 ±0.05 ±0.8 ±1.3 0.6 ±0.22 ±0.19 ±0.11 ±1.8 ±3.0

0.2 ±0.03 ±0.03 ±0.01 ±0.2 ±0.4 0.4 ±0.12 ±0.10 ±0.06 ±1.0 ±1.6 0.6 ±0.26 ±0.22 ±0.13 ±2.2 ±3.6

> m o o

01

UNCLASSIFIED Security Classification

DOCUMENT CONTROL DATA -R&D (Security classification of title, body of abstract and indexing annotation must be entered whan the overatt report la classified)

I ORIGINATING AC Tl VITY (Corporate author)

Arnold Engineering Development Center ARO, Inc., Operating Contractor Arnold Air Force Station, Tennessee

2a. REPORT SECURI TY CLASSIFICATION

UNCLASSIFIED 2*. GROUP

N/A 3 REPORT TITLE

SEPARATION CHARACTERISTICS OF THE MK-20 (ROCKEYE) LASER-GUIDED DISPENSER MUNITION FROM THE F-4C AIRCRAFT AT MACH NUMBERS FROM 0.66 TO 0.90

4 DESCRIPTIVE NOTES (Type of report and Inclusive dates)

Final Report - May 10 to 13, 1971 3 AUTHORISI (First name, middle Initial, last name)

J. R. Myers, ARO, Inc

6 REPORT DATE

August 1971 7a. TOTAL NO. OF PAGES

59 7b. NO OF REFS

8a. CONTRACT OR GRANT NO

b. PROJECT NO. H20

F40600-72-C-0003 9a. ORIGINATOR'S REPORT NUMBERISI

AEDC-TR-71-167 AFATL-TR-71-96

c-Program Element 64724F

rf.Task 09

9b. OTHER REPORT NO(5J (Any other number» that may be aamlgned this report)

AR0-PWT-TR-71-116 io DISTRIBUTION^*«*^- Distribution l^jirir1ûr*"feQU.S. Government agencies only; this report corrtains information on test a^d evaluation-p#^mTlitars

hardware; August\l971; ofctfer requests for fkjs docjnaelft:must be referred to Aannament DevelopBi&flrfand Test Center (DLGCTT~Eglin AFB, Florida32542.

II. SUPPLEMENTARY NOTES

Available in DDC

12. SPONSORING MILITARY ACTIVITY

ADTC (DLGC) Eglin AFB, Florida 32542

13 ABSTRACT Wind-tunnel tests were conducted using 0.05-scale models to

investigate the separation characteristics of the MK-20 Laser-Guided Rockeye Munition (GRM) from the F-4C aircraft. The separation trajectories were initiated from the right-wing inboard pylon utilizing the Triple Ejection Rack and from single carriage positions on the right-wing inboard and outboard pylons. Captive-trajectory store separation data were obtained at Mach numbers from 0.66 to 0.90 for parent-aircraft level flight and 45-deg dive angle at a simulated altitude of 5000 ft. Free- stream force and moment data were also obtained for the GRM with fins folded and deployed at Mach numbers from 0.66 to 0.90 at store angles of attack from -6 to 24 deg. For the time period of the trajectories obtained, the store separated from the parent aircraft without store-to- parent contact. Trajectory termination was usually a result of limitations imposed by the travel limits of the store support system or a balance load limit.

Distribution limited to U.S. Gpvör'nmeTTKagencies only; this report^xfontaras informational test and evaluation of military hardware; Augus* 1971; otja^r requests for t^s document^müst be deferred to AVmamen^XDevelopment and Test Cei*t©J?—fETLGC), Eglin AFB, Florida_32^42. , i i ,,

ôcurnsnt has been £p" r '-■-. .or

DD FORM i NOV es 1473

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KEY WORDS ROLE

separation

trajectories

scale models

MK-20 (Rockeye)

F-4C aircraft

Mach numbers

altitude simulation


Documents

UNCLASSIFIED AD NUMBER LIMITATION CHANGES - dtic.mil · ARNOLD AIR FORCE /STATION, TENNESSEE TT4060Q-72-G-00QS . ... Captive-trajectory store separation data were obtained at