Wind-Up Turn
Background
Most airplanes are designed to have some amount of longitudinal stability.
That is, when a stable airplane is disturbed from a trimmed flight condition it
will show a tendency to return toward that same flight condition. An airplane
with a high level of longitudinal stability will be more difficult to move away
from the trim condition than one with low stability. Larger control deflections,
and thus more pilot effort, will be required to move the flight condition away
from the trim point. It will be more difficult for the pilot to maneuver. An airplane
with a low level of longitudinal stability can be moved away from the trim point
with small control deflections and relatively low pilot effort.
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Stability |
Maneuverability |
From a designers standpoint, maneuverability and stability are in direct conflict
with each other. The desired level of stability will depend on the mission of
the airplane. Stability may be quite high for a cargo airplane where long periods
of sustained, trimmed flight through moderate turbulence are expected, and there
are few requirements for rapid maneuvering. A fighter must have high maneuverability
and may therefore be designed with very low longitudinal stability.
This tradeoff of stability vs maneuverability can be measured by determining
the stick, or wheel, force required by the pilot to change the load factor, or
g, on the airplane. The gradient of "stick force per g" is usually used as a design
specification for each category of airplane. Maximum and minimum values of "stick
force per g" are established for fighters, bombers, cargo carriers, or trainers.
The "windup turn" is used to establish the value of "stick force per g" at a particular
Mach number and airspeed.
- Specific Objective of the Test
Determine the longitudinal stability and longitudinal maneuvering characteristics
at a particular flight condition. A secondary objective is to determine the stall
buffet boundaries or other stall warning features of the airplane.
- Critical Flight Conditions
There are several conditions that will influence the value of "stick force
per g", as well as the buffet and stall warning characteristics of an airplane.
The important ones are:
- Airspeed
- Mach number
- Weight
- Center of gravity
- Configuration (flaps and landing gear position)
The ideal test maneuver would measure control forces and change only the load
factor while holding each of these other variables at some fixed value. In this
way the maneuver could be repeated for different selected values of airspeed,
Mach number, etc., and the independent effects of each could be determined. The
windup turn, if flown properly, will obtain the desired data for one such flight
condition.
There are two limits on the maneuverability of an airplane:
- The maximum structural capability of the wing.
This limit is associated with high airspeeds. It is usually a "placard" which
the pilot must observe ("Do not exceed 5 g", for example). In some cases there
is insufficient control power to reach the structural limit.
- The maximum lift capability of the wing.
This is an aerodynamic limit referred to as "stall", and is associated with
low airspeeds.
The airspeed where the structural limit is reached simultaneously with the
stall is referred to as the "maneuvering speed" or "corner speed" of the airplane.
It is a critical flight condition for performing windup turns since it covers
the entire angle of attack range of the airplane and also the entire load or structural
capability.
For supersonic airplanes, the transonic region can produce abrupt trim changes
and severe stall buffet. This flight region is also critical for performing windup
turns.
- Required Instrumentation
The parameters usually measured and recorded during a windup turn shown in
Table (1-1):
A continuous time history of these parameters is needed for the trim point,
and throughout the actual windup turn maneuver. A sampling rate of at least 10
data samples every second is necessary to accurately record the maneuver, and
each data sample must be accurately time correlated with the data samples of the
other parameters. That is, we must be able to relate a particular measurement
of stick force with a measurement of "g" at the same instant in time.
- Starting Trim Point
The flight test engineer will establish a table of flight conditions where
Windup Turns are desired. This table usually calls for particular speeds, altitudes
and aircraft configurations covering the entire flight envelope of the airplane.
Each maneuver is usually repeated at the same flight condition, but at different
values of center of gravity position to identify the "maneuver point" of the airplane.
A typical sample table of flight conditions for Windup Turns is shown in Table
(1-2)
A test begins with the initial trim point. The pilot establishes the airplane
in level flight at one of the desired flight conditions of speed, altitude and
power setting. The pilot then uses the trim devices in the airplane's control
system to allow the airplane to continue in stable, level flight, but with the
pilot's hands and feet off of the controls. A short data recording is taken of
this condition, usually referred to as a "trim shot".
- Description of a Windup Turn
Starting Point - A Level Turn.
An airplane in level turning flight will experience higher values of angle
of attack (and thus g), than in level flight for the same flight condition. This
is because the steepness of the bank transfers some of the lift toward the direction
of the turn.
The weight of the airplane remains the same and is acting toward the center
of the earth. To keep the airplane from beginning to fall while in the turn the
pilot will make up for this loss of vertical lift by increasing the angle of attack
and thus the g.
The magnitude of the increase is related to the bank angle of the turn; the
steeper the bank angle, the higher the g required to maintain the same altitude.
When the angle of attack increases in the turn, the drag also increases. In
a level turn at moderate bank angles the pilot will compensate by adding power
to balance the drag increase and thus maintain speed through the turn.
We want our test maneuver to be performed at constant speed, and we want to
cover the entire angle of attack range of the airplane in a single maneuver. This
implies increasing the bank angle throughout the maneuver until some very steep
values are reached near the stall or g limit. To further complicate matters we
also want to maintain a fixed power setting. Since we can't add power, the only
way we can compensate for the increase in drag and maintain the speed is to allow
the airplane to descend, or dive, during the test. The descent will be small at
the beginning of the turn maneuver but will increase rather dramatically near
the end.
Test Maneuver - A Windup Turn
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Recorded data from Windup Turn |
The windup turn starts from a flight condition slightly higher in altitude
than the trim point. (This allows the average altitude of the maneuver to be close
to the trim altitude.) The pilot begins a level turn, but allows the bank angle
to continue to increase beyond that needed for a level turn. As the nose begins
to drop due to the increasing bank angle, the pilot begins to slowly increase
the angle of attack in a manner which will keep the speed from increasing. In
a tricky balancing act, the pilot continues to increase the bank angle while simultaneously
increasing the pitch stick force and angle of attack in a manner which will hold
the speed constant until the airplane achieves a stall or reaches a g limit. If
speed begins to slow, the pilot will increase the bank angle and slow the rate
of stick force increase. If speed begins to build the pilot will shallow the bank
angle and increase the rate of force increase. The ideal windup turn is a descending
spiral that becomes increasingly tighter and steeper as the g is increased.
The values of bank angle required to achieve the test point are not critical
to the stick force per g results of the test, but are critical to the establishment
of constant speed during the test. At the end of the maneuver the airplane is
usually in a very steep nose down attitude with quite high bank angles. A fighter
will usually end up inverted and in a near vertical dive.
First an initial "hands-off trim shot", followed by a climb to slightly higher
altitude. A smooth increase in g and angle of attack results from the smooth application
of increasing stick force. Bank angle is also increased to maintain constant speed
as closely as possible. As the angle of attack approaches the stall, buffet can
be observed in the accelerometer (g measurement). Following the stall a recovery
to level flight is accomplished.
The windup turn is a challenging task for the test pilot. It must be practiced
until a smooth increase in g and stick force are achieved with little change in
airspeed. It is a relatively gentle maneuver in a cargo class airplane (1 to 3
g) but more severe for a fighter (1 to 7 g).
- Measures of Success
A successful windup turn will meet the following test criteria:
- All instrumented parameters recorded properly.
- Speed did not change more than 5 knots during the smooth portion of the maneuver,
or more than 10 knots after the start of stall buffet.
- A smooth application of stick force which stays on one side of the friction
band throughout the maneuver.
- A smooth increase in g throughout the maneuver with easily identified times
for start of buffet.
The complete Windup Turn is shown (Diagram 9) as seen from the outside and
from the inside as the data is recorded.
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(Diagram 9) |
(Diagram 10) |
A repeat windup turn, or possibly several maneuvers above and below the identified
flight condition, may be requested if the maneuver does not appear to follow the
trends observed in other windup turns at different flight conditions.
For many aircraft the stick force does not increase linearly with load factor.
This "non-linearity" is usually designed into the more sophisticated flight control
systems to allow fairly high force gradients near the initial trim condition (higher
apparent stability) but lower force gradients as the airplane achieves higher
g levels (lower apparent stability, but improved maneuverability). An example
of a non-linear gradient is shown (Diagram 10).
Values of the force gradient must be calculated at several different locations
on the curve and the resulting gradients compared to both the upper and lower
boundaries of acceptability called out in the Specification.
Listing of Instrumentation Parameter
Parameter |
Used For |
Airspeed |
compute mach and dyn. pres. |
Pressure Altitude |
Outside Air Temperature |
Normal Acceleration |
"g" and buffet levels |
Elevator Stick Force |
pilot effort req'd to maneuver |
Elevator Position |
longitudinal stability |
Angle of Attack |
longitudinal stability and stall characteristics |
Table of Manuevering Flight Test Conditions
Config |
Alt |
Airspeed |
(Mach) |
cg |
limit |
Clean |
10,000 |
140 |
.26 |
FWD AND AFT |
STALL |
200 |
.36 |
FWD AND AFT |
STALL |
250 |
.45 |
FWD AND AFT |
STALL & 5 g |
300 |
.54 |
FWD AND AFT |
5 g |
Clean |
20,000 |
200 |
.44 |
FWD AND AFT |
STALL |
250 |
.55 |
FWD AND AFT |
STALL & 5 g |
300 |
.65 |
FWD AND AFT |
5 g |
350 |
.75 |
FWD AND AFT |
5 g |
Clean |
30,000 |
200 |
.54 |
FWD AND AFT |
STALL |
250 |
.67 |
FWD AND AFT |
STALL & 5 g |
300 |
.79 |
FWD AND AFT |
5 g |
350 |
.90 |
FWD AND AFT |
5 g |
Gear,Flaps |
5,000 |
120 |
.20 |
FWD AND AFT |
STALL |
140 |
.23 |
FWD AND AFT |
STALL |
180 |
.30 |
FWD AND AFT |
STALL |
Author: Robert G. Hoey
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