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Approved for public release; distribution isunlimited.

Distribution authorized to U.S. Gov't. agenciesonly; Test and Evaluation; OCT 1976. Otherrequests shall be referred to ArmamentDevelopment and Test Center, Eglin AFB, FL.

ASD ltr 22 Mar 1977

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ADTC-TR-76-89 /

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Mil Munitions Compatibility Flight Test Program (Phase II)

(SEEK EAGLE)

TECHNICAL REPORT ADTC-TR-76-89

OCTOBER 1976

Distribution limited to US Government agencies only, because document covers test and evaluation of military hardware (OCT 1976), Other requests for this document must be referred to ASD (ASLT), Wright-Patter son AFB OH 45433.

3246TH TEST WING (/

ARMAMENT DEVELOPMENT AND TEST CENTER Ali rORCI SVSTiMS COMMAND • UNITID STATIS AIR FORCE

EGLIN AIR FORCE BASE, FLORIDA

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This technical report is approved

Technical Director

4&U nuj^t. yJÄCK W. GfLLETTE, Col, USAF

p Commander

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UNCLASSIFIED SECURITY CLASSIFICATION OF THIS PAGE rMTiun D»(« Enlered)

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y d h // . LF-IH MUNITIONS COMPATIBILITY FLIGHT

1 TEST .FROGRAM-^ftsusä. (SEEK EAGLE),

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REPORT DOCUMENTATION PAGE

ADTC-TR-76-89 2. OOVT ACCESSION NO

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R. M.-Senko, IQpaMX / |

Armament Development and Test Center(TET) Eglin Air Force Base, Florida 32542

II. CONTROLLING OFFICE NAME AND ADDRESS

Aeronautical Systems Division (ASLT) Wright-Patterson AFB, Ohio 45433

K. MONITORING AGENCY NAME » ADORESSf/^ d/Mersnl Irom Controlling Ollice)

READ INSTRUCTIONS BEFORE COMPLETING FORM

3. RECIPIENT'S CATALOG NUMBER

(Interim Y&4ft» „„.^ '1 Jury? 3-30 Jun Ä 6« B. ygg^gfWgig Mi-uowr-

B. CONTRACT OR GRANT NUMBER^aJ

10. PROGRAM ELEMENT, PROJECT, TASK AREA « WORK UNIT NUMBERS

324ATA00

IS. SECURITY CLASSPlWnWi

UNCLASSIFIED 15«, DECLASSIFIC ATI ON/DOWNGRADING

SCHEDULE

16 DISTRIBUTION STATEMENT (ol Ihli Report)

Distribution limited to US Government agencies only, because document covers test and evaluation of military hardware (OCT 1976). Other requests for this document must be referred to ASD (ASLT), Wright- Patterson AFB OH 45433.

7. DISTRIBUTION STATEMENT (ol the mbilrmcl tnltrtd In Block 20, II dllltrmi from Rmporl)

18. SUPPLEMENTARY NOTES

Available in DDC

19. KEY WORDS (Continue on tevorme eld» II necettmry and Idenllly by block number)

Compatibility Wing sweep BRU-3A/A multiple ejection AIM-9J missile rack BDU-33 practice bomb CBU-24 cluster bomb BLU-1C/B firebomb . i. (Continued) i

F-Ill aircraft Pivot pylon SEEK EAGLE

ABSTRACT (Continue on reveree tide II neeeeemry end Identity by block number)

Testing was conducted to verify satisfactory fit, carriage, and re'ease of munitions from the F-lll aircraft. The munitions were fit checked in various configurations to verify physical fit and electrical compatibility. They were then flown on extended captive flights to insure that aircraft handling qualities were not degraded and/or to verify the integrity of the munition/aircraft configuration. Finally, as appropriate, the munitions^.^ «ext

EDITION OF I NOV 6» IS OMOLCTe

SECURIT UNC LASSIFIED ^/p ^ &M$

V CLASSIFICATION OP THIS PAGE (*h»nD«fi Ert««.«"*"^

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Block 19 (Continued)

M117 GP bomb MK 82 GP bomb MK 84 GP bomb MK 84 laser guided bomb (LGB) MK 106 practice bomb 2.75-inch folding-fin aircraft rocket (FFAR) SUU-20 aircraft dispenser SUU-21 aircraft dispenser CBU-30/A weapon CBU-38B/A weapon 600-gallon fuel tank Fixed pylon B-43 vibrational fly around unit

B-57 vibrational fly around unit

B-61 Vibrational fly around unit

B-43 tail can loads unit BDU-8 MK 82 SE bomb CBU 5 8 cluster bomb BLU-49 dunnage QRC-335 T-lug MK 20 (Rockeye)

Cent. Block 20 (Continued)

were released at predetermined airspeed, dive angle, altitude, and wing sweep angles to verify safe separation throughout the aircraft/munitions envelope. The data from the completed tests were then analyzed and recommendations for certification forwarded to the F-lll system pro- gram office (SPO) for use in publication of the applicable handbooks. This report does not repeat all certification information, but provides con- figuration and mission summaries and elaborates on the various test problem areas encountered. .

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UNCLASSIFIED SECURITY CLASSIFICATION OP THIS PAOEfOTimi Dim Eni*r*tfi

PREFACE

F-lll SEEK EAGLE testing, Test Directive 324AWB00 (324AZ005), is being conducted in response to ASD (ASLT) letter, "SEEK EAGLE, " 18 July 1968; and Project Management Directive (PMD) R-Q2-11 6-(2), 20 July 1972. This interim report covers testing from 1 July 1973 to 30 June 1976.

ADTC personnel responsible for testing and report preparation were:

F-lll Flight Test Program Manager Compatibility Engineer Munitions Test Engineer

A. J. Bianco, Maj, USAF D. A. Vore, Capt, USAF R. M. Senko, Maj, USAF

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Data from the completed tests were published in six separate data packages and have been incorporated in the applicable technical orders (TO). (See the appropriate data packages for the personnel responsible for each test.) Four of the tests are ongoing, and separate data packages will be published at test conclusion.

V

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CONTENTS

Section Page

I. II.

III.

IV.

INTRODUCTION 1 DESCRIPTION 4 F-lll Aircraft 4 Munitions 4 Suspension Equipment i 5

TEST PROCEDURES AND RESULTS 6 Fit Checks 6 Captive Compatibility Flights 7 Captive Flights - Vibrational Environment 15 Munition Separation Tests 15 Ballistic Tests 17

SUMMARY OF FINDINGS 50 Fit 50 Carriage 50 Separation 51 Ballistics . . . 51

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«■•^

SECTION I

INTRODUCTION

The purpose of this interim test report is to provide a summary of the test results of Test 324AWB00 (324AZ005), F-11I (SEEK EAGLE), from 1 July 1973 to 30 June 1976. The results of the continuing program will be reported periodically.

For effective test management and reporting, Test 324AWB00 was separated into smaller test segments. As each test segment was com- pleted, a detailed data package was prepared and submitted.

ADTC-TR-73-72, F-lll Munitions Compatibility Flight Test Program Phase I (SEEK EAGLE)^ Unclassified, October 1973, AD 914280, covers F-lll SEEK EAGLE testing from the beginning on 27 May 1969 to 30 June 1973, including the following test/data package numbers:

1. 324AZ05A/No. 2, Compatibility Test of the BRU-3A/A Rack with the Ml 17 with MAU-103A/B Tail Fin, Mil 7R, MK 82, MK 82 SE, and the CBU-24/B on the F-UI

2. 324AZ05B/NO. 1, Compatibility Test of the SUU-20A/A Dispenser with BDU-33A/B, MK 106, and 2.75-Inch Rockets on the F-1I1A

3. 324AZ05C/No. 7 (73-3), Compatibility Test of MK 82, MK 84, M117, and CBU-24/B on the F-111A and F-111E

5. 324AZ05E/No. 4, Compatibility Test of the SUU-20B/B with the Speed Brake Out on the F-1I1E

6. 324AZ05G/No. 8 (73-13), Compatibility Test of the BLU- 1C/B (Finned and Unfinned) on the F-11 IE

7. 324AZ05J/NO, 6, Compatibility Test of the MK 84 LGB (GBU-IOA/B) onthe F-111E

This report will summarize the following work directives/SEEK EAGLE data packages:

4. 324AZ05D/NO. 3, Compatibility Test of the SUU-21/A on the F-111E

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1. 324AZ05K/NO. 9, Compatibility Test of the CBU-3a/A and CBU-38B/A Weapon

2. 324AWG02 {324AZ05M)/No. 10, Compatibility Test of Empty 600-Gallon Fuel Tank and Fixed Pylons on the F-lll Aircraft

3. 324AWG04 (324AZ05P)/No. 11, F-lll Weapons Delivery Accuracy

4. 324AWG01 {324AZ05L)/No. 12, BRtJ-3/MK 82 Arming Wire Investigation (Phase I)

5. 324AWG01 {324AZ05L)/No. 13, BRU-3/MK 82 Wire Investiga- tion (Phase II)

6. 324AWG07/NO. 14, BRU-3A/A 100 Percent Strength Test.

This report will also summarize the status of the following ongoing work directives as of 1 June 1975:

1. 324AWG01 (324AZ05L), Compatibility Test of the MK 82 SE/BRU-3/A Arming and Fin Release Wire Configuration on the F-UIE Aircraft (Final Phase)

2. 324AWG03 (324AZ05N), F-lll Nuclear SEEK EAGLE

3. 324AWG05 (324AZ05Q), Compatibility Test of AIM-9J Missile on F-lll Aircraft

4. 324AWG06, Compatibility Test of the MK 20 (Rockeye) on the F-lll Aircraft.

The mission summary In this report includes all missions flown on Test 324AWB00 (324AZ005) from the start of testing until 30 June 1976. It also includes missions flown on several other tests which involved munitions compatibility with the F-lll. The test numbers and their associated reports (if available) are as follows:

1, 670AY098; ADTC-TR-71-55, Test of High Density Bombs (BLU-58/B) on the F-lll Aircraft, Unclassified, April 1971, AD 883 649

2. 324AY019, Compatibility Test of 600-Gallon Tanks on the F-lll Aircraft

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3. 5064W001; ADTC-TR-74-19. Supersonic Weapons Separation from F-lll Aircraft (Ml 17 Bluff Bomb), Unclassified, April 1974, AD 918 844 L

4. AFATWG01; ADTC-TR-74-99, Aerodynamic Heating Test of Aircraft Racks and Pylons, Unclassified, October 1974, ADB000049L; and AFATL-TR-76-31, Aerodynamic Heating of Aircraft Racks and Pylons, Unclassified, July 1976, ADB012831L " """ ~

5. 5313V/001; ADTC-TR-74-1 06, Supersonic Delivery of Con- ventional Munitions by F-4 and F-lll Aircraft (U), CONFIDENTIAL, November 1974, ADC000405L

6. 3169WC02; ADTC-TR-76-42, Test of the Production Engineer- ing Program GBU-IOC/B and GBU-12B/B Laser Guided Bombs (U), "~ SECRET, July 1976

7. ADTCWC13, FMU-110 Production Evaluation Test

8. 5974WC02, Evaluation of Pilot Production of GBU-2/B Cluster Bombs.

The specific objectives of the F-lll flight test program are to demon- strate compatibility of the selected munitions with the F-lll aircraft in the following areas:

1. Physical and electrical compatibility

I I

2. Captive carriage

3. Safe separation

4. Ballistic data acquisition (as appropriate).

This report provides a general overview of the test items, test method, and test results. More detailed information about the tests is contained in the individual data packages which are maintained at ADTC (DLJ), Eglin AFB, Florida. Results of these certifications are included in Section V of the applicable Dash 1 for each Model Design Series aircraft

Unless otherwise indicated in this report, the munition/configurations listed above were found acceptable for fit, carriage, aud release from the aircraft.

I :

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SECTION II

DESCRIPTION

F-lll AIRCRAFT

The F-lll is a swing-wing, twin-jet, ground attack fighter-bomber / utilized specifically for precision weapon delivery. The armament con-/ sists of external stores carried on eight wing-station pylons utilizing cartridge ejection bomb racks and an internal weapons bay which is capable of carrying a variety of weapons. The aircraft has the capability of varying the wing sweep angle from 16 to 72.5 degrees. The two inboard pylons on each side of the aircraft pivot with the wing and allow carriage of weapons throughout the aircraft envelope. The outer two pylons on each wing will not pivot and are limited to wing sweeps of 26 degrees or less.

A detailed description of the aircraft used in this test is contained in TO 1F-111A-1. The test aircraft have been modified for a capability of onboard photographic coverage using seven cameras mounted permanently on the aircraft. These cameras provide views of the wing stations from the nose, wingtip, and aft fuselage areas of both sides of the aircraft. In addition, an under-the-nose camera gives a view of munitions falling away from the underside of the aircraft. This camera system also inchides a coding system whereby elapsed time may be encoded onto the film.

MUNITIONS

Munitions used in these tests were inert versions of DOD weapons. In all cases, the mass properties of the munitions were measured to insure they were near perfect facsimilies of standard live items.

Detailed descriptions of items used for the F-lll SEEK EAGLE tests are contained in TO 1F-111A-34-1-1. Nomenclature of the components of the specific test items is contained in the appropriate data package. For non-F-111 SEEK EAGLE tests refer to the appropriate report for details on specific test items.

For the captive fly around flights, actual nuclear shapes (B-43, B-57, B-61) were modified by Sandia Laboratories with an array of sensors to sample the inflight vibration environment at various weapon stations on

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the F-lll aircraft. A B-43 unit was modified to ascertain the loads encountered by the B-43 tail can in the weapons bay with the bay doors open. The modifications included the capability to telemeter all data to the ground, and no onboard recording capability was required. All modi- fications to the shapes were internal. Further detailed information on these items can be provided by Sandia Laboratories/4312, Albuquerque, New Mexico.

SUSPENSION EQUIPMENT

The MAU-12C/A bomb ejector rack is designed as an internal instal- lation within the pivot or fixed pylons of the F-lll . The rack will carry and forcibly eject rack mounted stores, multiple or triple ejector racks, or rocket launchers, at both high and low airspeeds.

The triple ejector rack (TER) provides carriage and individual launch (or jettison) capabilities for a variety of conventional stores and mates to the MAU-12 bomb rack at all pylon stations.

The BRU-3A/A bomb rack is a multiple-type rack which provides for carriage and individual release and ejection of as many as six stores. Loading on the BRU-3A/A requires T-lugs in place of the more common bale lugs.

The AERO-3B guided missile launcher is a streamlined launcher assembly which incorporates the necessary power supply, wiring, and rail assembly to fire the AIM-9 Sidewinder missile. The AERO-3B launcher can be attached to the bottom of the pivot pylons and to the out- board side of the outboard pivot pylons.

A detailed description of the suspension equipment is contained in the appropriate Dash 34 handbook.

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SECTION III

TEST PROCEDURES AND lESULTS

FIT CHECKS

Fit checks were conducted in accordance with procedures outlined in MIL-STD-1289, 31 October 1972. Critical fit areas were predetermined, and selective configuration loading was utilized to check the store-to- store and store-to-aircraft clearances. This method reduced the number of munitions that were required to be loaded for each fit check; however, sufficient munitions were loaded in each configuration to verify standard Air Force or ADTC munitions test loading checklists.

Fit for all configurations was satisfactory except for discrepancies discussed in the following paragraphs.

CBU-30/A (CBU-38B/A). The fit check revealed that the 8-inch retention cable supplied for the CBU electrical harness was too short and prevented an aircraft electrical hookup prior to weapon lockup (Figure 1). The only means of utilizing the 8-inch retention cable was to first lock in the weapon, then remove an access panel (16 screws) on the pylon, com- plete the electrical hookup, and finally replace the access panel (16 screws). The objections to this were: (1) a minimum of 30 minutes would be added to the load time, (2) there was an excellent chance of stripping access panel screws and thereby adding even more to the load time, and (3) standard load procedures are to make the electrical hookup prior to weapon lockup. Longer retention cables (12 inches) were manufactured by the Field Maintenance shops for test purposes, A retention cable of at least 12 inches in length is required to complete the aircraft-to-weapon electrical hookup (Figure 2).

'

MK 20 ROCKEYE. The fit check revealed that the bombs could not be loaded on the shoulder stations of the BRU-3A/A rack. The tail fin contacted the rack before the weapon locked in. To obtain the proper clearance (Figure 3), the rear T-lug was backed off one turn after it was installed in accordance with TO 11A-1-37.

The fit check,also revealed that there was no provision for securing the tail fin release wire in order to insure positive fin opening. Positive tail fin opening is required because the weapon is unstable in flight with the fins retracted. Normally, the fin release wire is securely attached

to the sway brace on other racks; however, the BRU-3A/A has no sway braces or any other protrusion that could provide a secure attaching point. ADTC Air Force Armament Laboratory engineers designed, analyzed, and procured a positive tail fin opening device. This device was installed on the outside skin of the BRU-3A/A rack over the tail arming solenoid using the solenoid screws (Figure 4 ). The Rockeye tail fin arming loop was installed in the device on a subsequent fit check to verify mechanical compatibility (Figure 5 ).

CAPTIVE COMPATIBILITY FLIGHTS

Captive compatibility flights were conducted in accordance with local test procedures.1 In general, captive compatibility flights consisted of two sorties flown back-to-back without downloading or adjusting the muni- tion between sorties.

The first sortie of a captive compatibility flight typically included the following maneuvers:

1. A full control deflection sideslip to check directional stability

2. A pitch doublet: Push-pull ±1 G to check longitudinal stability

3. A rudder doublet: Equal amounts of each rudder with hands off the stick to check lateral and directional stability

r 4. A roll at maximum allowable rate of roll to check roll per-

formance

5. Pullups, pushovers, inverted turns, and rolling pullups to maximum specified G loads.

The preceding evaluations were conducted at various selected speeds and at selected wing sweep angles. In addition to these maneuvers, the pilot evaluated the stability during acceleration to the next speed, trim changes required when the speed brakes were extended, and slow speed and landing handling characteristics. For all maneuvers, the pilot made a qualitative evaluation of the aircraft/munition combination handling characteristics.

1 3246th Test Wing Regulation 55-1, 13 January 1976.

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Figure 1 . CBU-30/A (CBU-38B/A) electrical harness in pivot pylon, showing (A) supplied harness with 8-inch retention cable and (B) modified harness with 12-inch retention cable

Figure 2. Comparison view of CBU-30/A (CBU-3 8B/A) harness, showing (1) supplied 8-inch retention cable and (2) modified 12-inch retention cable

Figure 3. MK 20 (Rockeye) on forward station of the BRU-3A/A rack showing tail fin clearance, with aft T-lug (A) installed in accordance with TO HAl-l-H and (B) backed out one turn

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The second sortie was accomplished to subject the aircraft/store loading to sustained flight (25 to 30 minutes) at the maximum allowable airspeed for the configuration and to insure that the duration of the captive compatibility flight was representative of the operational environment of the configuration.

Table 1 shows the various munition configurations tested. Not all configurations shown were flown on captive flights; however, a represen- tative loading (or loadings) of each munition was subjected to the complete two-part mission. The mission summary (Table 2) indicates which munition/aircraft configurations were flown on captive flights. Anomalies that were discovered during captive flights or during postflight inspection following captive flights are discussed in the following paragraphs,

CBU-30/A (CBU-38B/A, Captive carriage of this weapon revealed negative dihedral (C ) characteristics for airspeeds above 0.8 mach for

B 26-degree wing sweep, and 0.85 mach for 35-degree wing sweep (mission 72-13). Based on the negative dihedral characteristics, the F-lll test pilot recommended a 0.80-mach limit for 26-degree wing sweep, and a 0.85 mach limit for 35-degree wing sweep.

AIM-9J, Postflight inspection after the third captive compatibility flight (mission 74-39) revealed the following failures:

1. Five of 16 rollerons were uncaged (Figure 6)

c. All rolleron uncaging forces were above the maximum limits

3. All four guidance and control units had sealant leaking and subsequently failed postflight checkout (Figure 7).

CBU-58. Captive carriage of this weapon above 0.90 mach revealed a 3-Hz yaw oscillation of the BRU/store combination at speeds from 0.92 mach to 0.94 mach (missions 74-46 and 74-50). The oscillations were not noted above 0.94 mach. On postflight inspection, several tail fins had loose bolts and corner cracks, and several nose fuzes had worked loose. Further details on this problem are discussed in ADTC-TR-74-106.

13

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The missile failures were not peculiar to the F-lll flight environment, but had been discovered also during flight testing on other fighter aircraft. This testing was suspended awaiting availability of improved components.

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MK 82 SE. The current MK 82 SE arming wire configuration requires the use of 0. 063-inch stainless steel arming wire to arm the tail fin. Because the fin must be armed at a safe distance from the aircraft, an excessive length of the wire trails out behind the bomb in flight. This length of wire is sufficient to flail about and damage the racks and pylon prior to release. After release, it remains with the rack, and since it is not restrained, it fails more severely. This causes damage to the underside of the wing, and the rack and pylon, A second problem comes from the angle induced in the wire as it pulls out of the tail fin band. As the bomb travels down away from the rack, the induced angle becomes larger, and the load on the wire causes the wire to fail prior to tail fin arming.

1

To eliminate these problems, stranded stainless steel cable was employed. This stranded cable was stowed on the side of the fin during flight and was designed to be as inexpensive as possible through the use of existing hardware. Several configurations were flown on captive flights, but the environment of the aircraft was so severe that all failed (Figure 8). Since the lanyard could not survive flight simply tacked to the side of the bomb, a method of containing the wire in a rectangular tube was tested |* for static ejection and is now in flight testing.

BRU-3A/A 100-PERCENT STRENGTH. During the demonstration of the maximum roll rates of 100 degrees per second for configurations 1 \ and 29, respectively, a store oscillation was encountered. While attempt- ing 100-degree per second roll rates, very severe oscillations were | encountered on mission 75-t6 during a 360-degree roll. Flight conditions i* were 440 KCAS, mach 0.78, 9, 000 feet MSL, wing sweep 26 degrees, I 80 degrees per second roll rate. ADTC (DLJC) recommended and the \ F-Ill System Manager placed a flight restriction for carriage of 16 or more heavy stores between airspeeds of 400 and 460 KCAS and wing I sweeps of 26 to 45 degrees. This restriction limited the bank angle to s' ±60 degrees and abrupt lateral control stick inputs were prohibited. The test was continued with aircraft configuration 29 in which store oscilla- * tions were again encountered (mission 76-08). The store oscillations were reported by the aircrew to decrease in intensity during lateral stick pulses at wing sweeps of 16, 26, and 35degrees; they were absent at a wing sweep of 48 degrees, and recurred at a wing sweep of 35 degrees. The store oscillations encountered in aircraft configuration 29 were objectionable from an operational poi^t of view.

14

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CAPTIVE FLIGHTS - VIBRATIONAL ENVIRONMENT

Captive flights of the B-43, B-57, and B-61 vibrational fly around (VFA) test units were conducted under Test 3Z4AWG03 to obtain data on the vibrational environment of the F-1I1. Similar flights were also con- ducted using the B-43 tail cans load unit (TCLU) to obtain data on structural loads. All data obtained were forwarded to Sandia Laboratories for reduction and analysis.

Typically these flights consisted of the following maneuvers;

1. Stabilize aircraft and then push over to 0.0 Gs immediately followed by a pullup to maximum allowance Gs.

2. Stabilize aircraft and then execute a level turn

3. Stabilize aircraft and then sweep wings

4. Stabilize aircraft and then extend and retract speed brakes.

When test item was in the weapons bay, all maneuvers were performed with the bay doors opened.

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MUNITION SEPARATION TESTS

The objective of the separation tests was to verify that the munitions could be satisfactorily released from the F-lll within given flight enve- lopes. Safe separation was verified by review of the film exposed by the seven onboard cameras and by the photographer in the chase aircraft. The comments of the pilot of the primary/chase aircraft were also con- sidered. The onboard cameras gave excellent coverage of the separation of the stores and subsequent fallaway. Possible bomb-to-bomb collisions during ripple releases could also be observed. Table 2 gives a complete list of the separation flights indicating the type of munition and the test configuration for each flight.

Each predicted envelope limit (i.e., airspeed and altitude) was incrementally approached during separation testing. Between sorties, the aircraft and chase photographic data were carefully analyzed prior to proceeding to the next drop. Ballistic data were simultaneously obtained as necessary.

15

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Generally, all stores released with acceptable clearances from the F-lll; however, the problems discussed in the following paragraphs were encountered.

CBU-38B/A. Safe dispensing and submunition separation occurred at all test points; however, the dunnage associated with the BLU-49 sub- munition of the CBU-38B/A impacted the aircraft when dispensing at 0.90 mach from stations 4 and 5. This dunnage consisted of a metal doubler ring, a plastic closure cap, and rubber O-rings (Figure 9), These items impacted the aft sides of the fuselage and the undersides of the horizontal stabilizers leaving marks. One rubber O-ring cracked the left speed bump camera window. One metal doubler smashed the left speed bump camera window (Figure 10) and other doublers left scratch marks on the underside of the left horizontal stabilizer. The plastic closure caps ejected well clear of the aircraft. All of this damage was very minor and did not represent a safety of flight hazard. However, film analysis showed possible doubler ring impact with the leading edge of the horizontal stabi- lizer at airspeeds above 0.87 mach. The doublers would probably only nick the leading edge, but this could represent an expensive long range main- tenance problem. The metal doubler rings were observed to be passing within 6 inches of the surfaces of the horizontal stabilizer at 0.90 mach.

600-GALLON TANKS. During an initial check of the center of gravity (CG) of the fuel tanks used on this test, a majority were found to be aft of the manufacturer's aft CG limit of 28.5 inches. An informal survey was then conducted by General Dynamics of the 600-gallon tanks presently in the Air Force inventory. This survey showed the aft CG range of 26.5 to 31.0 inches aft of the forward lug. Instead of conducting an expensive ballasting program on the tanks, it was decided to test the tanks with a new CG range of 26. 5 to 31. 0 inches aft of the forward tank lug. Since the possibility of an aircraft/store collision is increased as the CG is moved aft, three tanks were dropped with the CG incrementally moved to the 31.0-inch aft limit. General Dynamics drawing 12FTB873 was used in moving the CG of the first tank forward to 26. 5 inches aft of the forward,! lug. The second tank was tested with the CG 28.5 inches aft of the forward lug. The same drawing was used in installing external ballast on the rear of the remaining five tanks (Figure 11). The last five tanks were dropped with a CG at 31.0 inches aft of the forward lug. All separations were satisfactory.

BDU-8. On the release at 550 KCAS/l, 000 feet MSL from the weapons bay with a forward QRC-335 pod, the BDU-8 exhibited a definite nose pitch- up. In order to reduce the pitchup, the bomb rack orifice settings were

16

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changed from -7 forward and -4 aft to -7 forward and was repeated with satisfactory separation.

6 aft. The mission

BALLISTIC TESTS

The F-lll Weapons Delivery Accuracy Test (324AWG04) was pri- marily conducted to obtain ballistic data for the MK 84 low drag general purpose (LDGP) bomb and the BDU-33B/B practice bomb when released at airspeeds from 0. 8 mach to 1.3 mach. Complete time-space-position (TSPI) was obtained for all releases except for BDU-33B/B bombs above 5, 000 feet. Only partial TSPI was obtained for the BDU-33B/B releases above 5, 000 feet due to the small test item size.

17

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(The reverse of this page is blank)

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SECTION IV

SUMMARY OF FINDINGS

FIT

The following anomalies were discovered during fit checks on the F-Ul:

1. A 12-inch retention cable was required for the CBU-30/A (CBU-38B/A) electrical harness.

2. The aft lug required backing off up to one turn in order to load the MK 20 on the forward shoulder stations of the BRU-3 rack.

3. A tail fin arming device was required on each station of the BRU-3 rack to insure positive fin opening of the MK 20 during release.

CARRIAGE

Flight carriage of all munitions configurations was acceptable except for the following:

1. Based on negative dihedral characteristics, CBU-30/A (CBU- 38B/A) configurations were restricted to a 0.80-mach limit for a 26- degree wing sweep and a 0,85-mach limit for a 35-degree wing sweep.

2. Pending certification flights using airworthy AIM-9J guidance units and rollerons, the AIM-9J was restricted from flight on the F-lll.

3. The flight envelope of the CBU-58 in configuration 5 of Table 1 remained restricted to 0.9 mach.

4. Between airspeeds of 400 to 460 KCAS and wing sweeps of 26 to 45 degrees, the BRU-3A/A racks with 16 or more heavy stores were restricted from carriage at bank angles of more than 60 degrees. In this flight regime, abrupt lateral control inputs were prohibited.

50

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SEPARATION

Very minor aircraft damage was experienced from the dunnage associated with the BLU-49 submunition (CBU-38B/A) when dispensed at 0. 90 mach from aircraft stations 4 and 5.

BDU-8 separations from the left side of the weapons bay in the pres- ence of the forward QRC pod required orifice settings of -7 forward and -6 aft in order to avoid store pitchup.

BALLISTICS

Due to small test item size, only partial ballistics data were obtained for BDU-33B/B practice bombs released above 5,000 feet.

(The reverse of this page is blank.)

51

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DISTRIBUTION LIST

r

f

Hq USAF Wash DC 20330

LGYW RDQRM XOOSLB SAMI XOOFA

AFIS/INTA Wash DC 20330

AFSC (SDWM) Andrews AFB MD 20331

1 2 1 1 I

AFLC Wright-Patterson AFB OH 45433

MMWM MMEA

ASD/SD27E111 1 Wright-Patterson AFB OH 45433

FTD(PDXA) 1 Wright-Patterson AFB OH 45433

Def Intel Agcy Attn: DIR-4C3 Wash DC 20301

Directorate Aerospace Safety 1 Hq USAF/IGD (SEV) Norton AFB CA 92409

TAC Langley AFB VA 23665

LGW DOR

1 1

SAC Offutt AFB NE 68113

DOOV INTW LGW

1 1 1

San Antonio ALC (MMEAF) Kelly AFB TX 78241

AUL {LSE-69-234) Maxwell AFB AL 36112

Nellis AFB NV 89191

USAFTFWC (TE) 57 Ftr Wpns Wg

DOSV Ftr Wpns Sch 474 TFW/Wpns/Tac Div

Ogden ALC (MMNT) Hill AFB UT 84406

Sacramento ALC (MMEM) McClellan AFB CA 95652

Hq AFEWC/SURP SaA Antonio TX 78243

Oklahoma City ALC (MMS) Tinker AFB OK 73145

USAFSAAS/TTOR Lowry AFB CO 80230

4 TFW (DOW) Seymour Johnson AFB NC

27530

23 TFW (DOW) England AFB LA 71301

1

?

53

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DISTRIBUTION LIST (Concluded)

9AF (DOOF) Shaw AFB SC 29152

DDC Cameron Station Alexandria VA 22314

CINCAD (DOV) Ent AFB CO 80912

AFWL (SUL) Tech Library Kirtland AFB NM 87117

475 Test Sq/TEJ Tyndall AFB FL 32401

Eglin AF Aux Fld 9 FL 32544

1st Special Oper Wg/DOW AGOS/DO

USAFTAWC TEFA DOW

5AF/LGWQ APO SF 96328

1

i

CINCPACAF/XOOQ APO SF 96563

4 ■V"1

13 AF/LGW APO SF 96274

1

Eglin AFB FL 32542 , .,.-..

■' ADTC i DLOSL

3201 ABG/HO 3246 TESTW/TE 3246 TESTW/TEO 3246 TESTW/TETT DLJC

4 1 I 1

10 5

54