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UNCLASSIFIED
AD NUMBER
LIMITATION CHANGESTO:
FROM:
AUTHORITY
THIS PAGE IS UNCLASSIFIED
ADB014857
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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APPROVED PON PMLIC RELEASE j
DISTRIiUTION UNLIMITED.
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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
jäte»
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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)
r
y d h // . LF-IH MUNITIONS COMPATIBILITY FLIGHT
1 TEST .FROGRAM-^ftsusä. (SEEK EAGLE),
m
\
REPORT DOCUMENTATION PAGE
ADTC-TR-76-89 2. OOVT ACCESSION NO
•%k Tlfl 1 ""■' SHMUM
i&S£ "fP
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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UNCLASSIFIED SECURITY CL*SSiriCATICN OF THIS PAGEfWinn Dml»
Enlttmd)
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. .
f
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
t;
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
i
S:
(The reverse of this page is blank)
iii
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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
:•;■ .
(The reverse of this pag. is blank)
«■•^
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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
dm-
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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
'a'*''^^*™^wwil,aw»wate^^
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.
■ ■: I \
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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.
a I I I t
1 i
i i
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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A
-
: :
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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Figure 9. CBU-30A (CBU-38B/A) dunnage consisting of (1) plastic
c Insure cap, (2) metal doubler ring, and (3) rubber O-rings
21
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-
Figure 10. Left speed bump camera wind smashed by metal doubier
ring
ow
Z2
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Figure 11. Metal ballast installed on the rear of a 600-gallon
tank
(The reverse of this page is blank)
23
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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
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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