UNCLASSIFIED

AD NUMBER

LIMITATION CHANGESTO:

FROM:

AUTHORITY

THIS PAGE IS UNCLASSIFIED

AD889893

Approved for public release; distribution isunlimited.

Distribution authorized to U.S. Gov't. agenciesonly; Test and Evaluation; DEC 1971. Otherrequests shall be referred to Air ForceArmament Laboratory, DLGC, Eglin AFB, FL 32542.

AFATL ltr, 24 Jun 1974

AEDC-TR-71-261

AFATL-TR-71-152 DEC 29 m

<"G 15 1985

SEPARATION CHARACTERISTICS OF THE

M-117 RETARDED BOMB, FINNED BLU-1C/B BOMB,

AND SUU-42/A DISPENSER FROM THE A-7D AIRCRAFT AT MACH NUMBERS FROM 0.33 TO 0.95

David W. Hill, Jr.

ARO, Inc.

December 1971 Thi J, is cocur.-.

:. its c! fc:r:b»j:cn buried ufrjA^/l

KstrAdtion Omited to U.S. Govmuneot agencies only; 'report contains informatipiton test and evaluation

military hardware; Decenrt>er 1971; othenrequests for rthis document must-be'referred to Air Force Vrmament Laboratory (DLGC), Eglin AFB, Florida 32542.

-1-fiCHMICAL REPORTS FILE COPY

PROPULSION WIND TUNNEL FACILITY

ARNOLD ENGINEERING DEVELOPMENT CENTER

AIR FORCE SYSTEMS COMMAND

ARNOLD AIR FORCE STATION, TENNESSEE

PROPERTY CT '] " AEX .■ . ■

P4060C-r/£--v<"i»iw,w

/mm When U. S. Government drawings specifications, or other data am 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 I he Government may have formulated, furnished, or in any way supplied the said drawings, specifications, or oilier data, is 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 bo considered in any sense as an endorsement of the product h\ the United Slates Air Force or ihe Government.

AEDC-TR-71-261

SEPARATION CHARACTERISTICS OF THE M-117 RETARDED BOMB, FINNED BLU-1C/B BOMB,

AND SUU-42/A DISPENSER FROM THE A-7D AIRCRAFT AT MACH NUMBERS FROM 0.33 TO 0.95

David W. Hill, Jr. ARO, Inc.

This documenl has bosn approved for public re'8^eor£/'7

- V. its disunion is unlimited. %^//^> 7£

Distribution limiteHNo U.S. Government agencies only; this report cdntains information on^rfstimdstoaiuation of military/hardware; December 1971; other requests for this document must be N&fr&l to Air Force Armament Laboratory (DLGC), Eglin AFB, Florida 32542.

AEDC-TR-71-261

FOREWORD

The work reported herein was sponsored by the Air Force Armament Laboratory (DLGC/Lt S. C. Braud), Armament Development and Test Center, Air Force Systems Command (AFSC), under Program Element 27121F, System 337A.

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 September 11 through 16, 1971, under ARO Project No. PC0165. The manuscript was submitted for publication on November 4, 1971.

This technical report has been reviewed and is approved.

George F. Garey Duncan W. Rabey, Jr. U Colonel, USAF Colonel, USAF AF Representative, PWT Director of Test Directorate of Test

u

AEDC TR-71-261

ABSTRACT

Tests were conducted in the Aerodynamic Wind Tunnel (4T) using 0.05-scale models to investigate the separation characteristics of the M-117 retarded bomb, finned BLU-1C/B bomb, and SUU-42/A dispenser when released from various wing pylon locations on the A-7D aircraft. Captive trajectory data were obtained at Mach numbers from 0.33 to 0.95 at simulated pressure altitudes from 4000 to 7000 ft. The parent-aircraft angle of attack was varied from 1.8 to 12.3 depending on Mach number, climb angle, and simulated altitude. At selected test conditions, parent climb angles of -70 deg were simulated. In general, for the trajectory intervals of the test, most of the stores separated from the parent aircraft without store-to-parent contact.

This document has b een approved for ruiblic release

Distribution limited to U.S. GoverpjacmSaMncies only; this report coTThjins information/^ test andSevaluation of aulitary hardware; December 1971; other requests for

is document mus\berej«red to Air Force Arnwpicnt aboratory (DLGC), EgGn AFB, Florida 32542.

^A z*^ <y

Ul

AEDC-TR-71-261

CONTENTS

Page

ABSTRACT iii NOMENCLATURE vii

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 2 3.2 Data Acquisition 3 3.3 Corrections 3 3.4 Precision of Data 4

IV. RESULTS AND DISCUSSION 4.1 General 4 4.2 Trajectories for Various Store and Wing-Loading

Configurations 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 A-7D Parent-Aircraft Model 11 4. Details and Dimensions of the A-7D Model Pylons 12 5. Details and Dimensions of the TER Model 13 6. Details and Dimensions of the MER Model 14 7. Details and Dimensions of the M-117R Model 15 8. Detailsand Dimensions of the BLU-1C/B Unfinned Model 16 9. Details and Dimensions of the BLU-1C/B Finned Model 17

10. Details and Dimensions of the SUU-42/A Model 18 11. Tunnel Installation Photograph Showing Parent Aircraft.

Store, and CTS 19 12. Schematic of the TER and MER Store Stations and Orientations 20 13. Ejector Force Functions

a. Function Tj for M-117R on MER or TER 21 b. Function T2 for BLU-1C/B on MAU-12 Pylon 21 c. Function T3 for Empty SUU-42/A on MAU-12 Pylon 22

AEDC-TR-71-261

Figure Page

14. Effect of Mach Number and Climb Angle on the Separation Trajectories of the M-117R from Center Pylon Station, Inboard and Outboard Pylon Empty

a. Configuration 1L 23 b. Configuration 2L 24 c. Configuration 3L 25 d. Configuration 4L 26 e. Configuration 5L 27 f. Configuration 6R 28 g. Configuration 7R 29

15. Effect of Mach Number and Climb Angle on the Separation Trajectories of the M-117R from Center Pylon Station, Finned BLU-1C/B on Inboard and Outboard Pylon

a. Configuration 8R 30 b. Configuration 9R 31 c. Configuration 10R 32 d. Configuration 11R 33 e. Configuration 12R 34

16. Effect of Mach Number on the Separation Trajectories of M-117R from Center Pylon Station, Outboard Pylon Empty, and M-l 17R on Inboard Pylon

a. Configuration 13R 35 b. Configuration 14R 36 c. Configuration 15R 37 d. Configuration 16R 38 e. Configuration 17R 39 f. Configuration 18R 40

17. Effect of Mach Number on the Separation Trajectories of the M-117R from Center Pylon Station, Unfinned BLU-1C/B on Outboard and Inboard Pylons

a. Configuration 19L 41 b. Configuration 20L 42

18. Effect of Mach Number on the Separation Trajectories of the M-117R from Center Pylon Station, M-117R on Inboard, and SUU-42/A on Outboard Pylon

a. Configuration 21L 43 b. Configuration 22L 44 c. Configuration 23L 45 d. Configuration 24L 46 e. Configuration 25L 47 f. Configuration 26L 48

19. Effect of Mach Number on the Separation Trajectories of the SUU-42/A from the Outboard Pylon, MER on Center Pylon, and Inboard Pylon Empty, Configuration 27R 49

VI

AEDC-TR-71-261

Figure Page

20. Effect of Mach Number on the Separation Trajectories of the SUU-42/A from the Outboard Pylon, MER with M-l 17R on Center Pylon, and an M-117R on Inboard Pylon, Configuration 28L 50

21. Effect of Mach Number and Climb Angle on the Separation Trajectories of the Finned BLU-1C/B from the Inboard Pylon, MER on Center Pylon, and Finned BLU-1C/B on Outboard Pylon

a. Configuration 29L 51 b. Configuration 30R 52

II. TABLES

I. Full-Scale Store Parameters Used in Trajectory Calculations 53 II. Maximum Full-Scale Position Uncertainties Caused by

Balance Inaccuracies 54 HI. Aircraft Wing-Loading Configuration 55

NOMENCLATURE

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

b Store reference dimension. 1.688 ft, full scale

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

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

Cn Store yawing7moment coefficient, referenced to the store eg, yawing moment/qjjb

Cnr Store yaw-damping. derivative, dCn /d(rb/2Vj)

Fz MER/TER ejector force, lb

Fzj Pylon forward ejector force, lb

Fz2 Pylon aft ejector._force, 4b

H Pressure altitude, ft

Iyy Full-scale moment of inertia about the store YB axis, slug-ft2

Izz Full-scale moment of inertia about the store Zß axis, slug-ft2

Vll

AEDC-TR-71-261

M^ Frce-slream Mach number

m Full-scale store mass, slugs

p«, Free-stream static pressure, psfa

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

q„ Free-stream dynamic pressure, psf

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

S Store reference area, ft2, 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 Xp direction, ft, full scale measured from the prelaunch position

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

XL 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

XL 2 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 Zp direction, ft, full scale measured from the prelaunch position

ZE Ejector stroke length, ft, full scale

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

0 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

vru

AEDC-TR-71-261

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

\jj 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

<j) Angle between the projection of the store lateral axis in the Yp-Zp plane and the Yp axis, positive for clockwise rotation when looking upstream, 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

Zß Perpcndicualr to both the Xß and Yß 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 Xß, YB, 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.

IX

AEDC-TR-71-261

SECTION I INTRODUCTION

A captive trajectory test was conducted in the Aerodynamic Wind Tunnel (4T), Propulsion Wind Tunnel Facility, to determine the separation characteristics of the M-l 17R bomb, finned BLU-1C/B bombs, and a SUU-42/A dispenser. Separation trajectories were initiated from the carriage position with simulated ejector forces acting on the stores.

To determine the separation trajectories, 0.05-scale models of the A-7D aircraft and various stores were employed. The flight conditions simulated were Mach numbers from 0.33 to 0.95 and altitudes from 4000 to 7000 ft. At selected test conditions, parent-aircraft climb angles of 0 and -70 deg were simulated. The separation trajectories were initiated from various wing pylon locations on the parent aircraft. The ejector forces used were time-variant functions provided by the Air Force Armament Laboratory (AFATL).

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 0.1 to 1.3. At all Mach numbers, the stagnation pressure can be varied from 300 to 3700 psfa. The test section is 4 ft square and 12.5 ft long with perforated, variable porosity (0.5- to 10-percent 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 captive trajectory support (CTS) which extends down from the tunnel top wall and provides store movement (six degreees of freedom) independent of the parent-aircraft model. An isometric drawing of a typical store separation installation is shown in Fig. 1, Appendix I.

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

^Test Facilities Handbook (Ninth Edition). "Propulsion Wind Tunnel Facility. Vol. 4." Arnold Engineering Development Center, July 197).

AEDC-TR-71-261

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 A-7D parent aircraft and the various stores. A sketch showing the basic dimensions of the A-7D parent model is shown in Fig. 3. Details and dimensions of the pylons, Multiple Ejection Rack (MER), and Triple Ejection Rack (TER) are shown in Figs. 4, 5, and 6, and the store models are shown in Figs. 7 through 10.

The A-7D parent model was geometrically similar to the full-scale airplane except for some modifications incident to the wind-tunnel installation and CTS operation. Horizontal tail surfaces were removed because of interference with the CTS support. The parent model was inverted in the tunnel and attached by a 23-deg offset sting to the main sting support system (Fig. 2). Figure 11 shows a typical tunnel installation photograph of the parent aircraft and store model.

The A-7D aircraft has three pylon stations on each wing. The mounting surfaces of all three pylons are inclined at a 3.0-deg nose-down angle with respect to the aircraft waterline.

The store models were mounted on an internal balance which was an integral part of a 30-deg offset sting. The sting was in turn connected to the CTS support (Figs. 2 and 11).

2.3 INSTRUMENTATION

A five-component, internal strain-gage balance was used to obtain the force and moment data on the store models. Translational and angular positions of the store models were obtained from the CTS analog outputs. The parent-aircraft angle of attack was set using an absolute angle-of-attack indicator located in the nose of the parent model. The CTS was electrically connected to automatically stop and give a visual indication if the store model or sting contacted the parent-aircraft surface. Spring-loaded plungers were located in the pylons, MER, and TER in order to provide a position indication when the store model was in the launch position. The plunger circuit was independent of the parent-aircraft grounding circuit.

SECTION III TEST DESCRIPTION

3.1 TEST CONDITIONS

Separation trajectory data were obtained at Mach numbers from 0.33 to 0.95. Tunnel dynamic pressure ranged from 250 psf at M_ = 0.33 to 500 psf at M_ = 0.95, and tunnel stagnation temperature was maintained near 110°F.

AEDC-TR-71-261

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 tunnel limit was reached.

3.2 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 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 arc 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 repeated 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.

The initial portion of each trajectory from the carriage position incorporated simulated ejector forces in addition to the measured aerodynamic forces acting on the store. The ejector force functions for the stores 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

AEDC-TR-71-261

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 no greater than ±0.003, and the uncertainty in parent-model angle of attack was estimated to be ±0.1 deg.

SECTION IV RESULTS AND DISCUSSION

4.1 GENERAL

The data presented herein were obtained to show the effects of wing-loading configuration ard Mach number on the separation trajectories of the M-l 17R bomb, finned BLU-1C/B bomb, and the SUf-42/A dispenser. The time variant ejector forces and store parameters shown in Fig. 13 and Table I, respectively, were used in determining the trajectories.

In the trajectory data, the full-scale linear and angular displacements of the store relative to the carriage positions on the rack or pylon are presented versus full-scale trajectory time.

Table III describes the wing-loading configurations used in the data presentation. The L or R notation for each configuration number denotes left or right wing, respectively.

4.2 TRAJECTORIES FOR VARIOUS STORE AND WING-LOADING CONFIGURATIONS

Figures 14 through 18 show the effect of Mach number and climb angle on trajectories for the M-117R store released from the center pylon station. The M-117R was released at various stations on the MER or TER with the inboard and outboard pylons empty (Fig. 14), with dummy finned BLU-1C/B stores on the inboard and outboard pylons (Fig. 17), and with a dummy M-117R on the inboard pylon and a SUU-42/A on the outboard pylon (Fig. 18).

Figures 19 and 20 show the effect of Mach number on the separation trajectories of the SUU-42/A from the outboard pylon. Figure 21 shows the effect of Mach number and climb angle on the separation trajectories of the finned BLU-1C/B from the inboard pylon.

AEDC-TR-71-261

In general, for the trajectory intervals of this test, most of the stores separated from the parent aircraft without store-to-parent contact. A few of the trajectories were terminated as a result of reaching the vertical travel limit of the CTS or contact of the store-model-support sting with the parent-aircraft model.

AEDC-TR-71-261

APPENDIXES I. ILLUSTRATIONS

II. TABLES

AEDC-TR-71-261

MANUAL INPUTS

TZ CONTROLLER

OPERATIONAL AMPLIFIER

FEEDBACK

RAYTHEON 520

COMPUTER

DIGITAL TO ANALOG

CONVERTER

MULTI-DEVICE CONTROLLER

THESE COMPONENTS LOCATED INSIDE TUNNEL

STORE SEPARATION DRIVE SYSTEM

POSITION INDICATOR

I

■ALANCE ;: -FOtCES

. ( MOMENTS

—--3F— *+++++ ANALOG TO

DIGITAL CONVERTERS i COMMUTATOR

SIGNAL CONDITIONING

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

AIRSTREAM SURFACE

TYPICAL PERFORATEO WALL CROSS SECTION

> m O n

ALL DIMENSIONS AND TUNNEL STATIONS IN INCHES

-SOLID AREAS PERFORATED WALLS ( 10% MAXIMUM OPEN AREA)

FLOW ■EXPANSION

REGION STA. STA. 0.0 36.0

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

BL aooo

M S OOOO 13.304 I3.75R 15.468 Za805

> m o o 31

Fig. 3 Sketch of the A-7D Parent-Aircraft Model

WL(Ref.)

FWD 30-in. FWD I 4-in.

SUSPENSION POINT SUSPENSION POINT

o o

M OS

INBOARD CENTER OUTBOARD B 1.0 3 0 1.0 3 0 0.51 5 C 4.580 4.850 4.437 D 1.6 3 0 1.9 0 5 2.008 E 0.5 7 5 0.5 7 5 0.5 13 F 0.9 5 0 0.95 0 0.750 6 1.350 1.350 1 .1 50

ALL DIMENSIONS IN INCHES

Fig. 4 Details and Dimensions of the A-7D Model Pylons

ÜJ

ALL DIMENSIONS IN INCHES

SECTION A-A

Fig. 5 Details and Dimensions of the TER Model

a n

7.791

FWD 30-in. SUSPENSION POINT

FWD 14-In. SUSPENSION POINTS

28.9

^Z Z2

ALL DIMENSIONS IN INCHES

> m O o ■H 3

Fig. 6 Details and Dimensions of the MER Model

I.194

1.055-

FWD. 14-in. SUSPENSION POINT

OOI5

ALL DIMENSIONS IN INCHES

0 I50(TYPJ

Fig. 7 Details and Dimensions of the M-117R Model

o ci

ALL DIMENSIONS IN INCHES

> m D o H 3) il

ro

6.489-

o\

FWD. 14-in. SUSPENSION POINT

0.090 R

Fig. 8 Details and Dimensions of the BLU-1C/B Unfinned Model

7.085

2.875 4.900

1.850 -Q930IV POINT

FWD 14-ln. -SUSPENSION

M.I66—

0.8970^ 0.590

0.020 (TYP) 1.200

ALL DIMENSIONS IN INCHES

Fig. 9 Details and Dimensions of the BLU-1C/B Finned Model

> m o o ■H 3>

to

NOSE SECTION COORDINATES

'X' 'R' 0.0000 0.0000 0.1000 0.0520 0.2000 0.09S6 0.3000 0.1415 0.4000 0 1815 0.5000 02182 0.6000 02521 O.TOOO 0.2832 O.BOOO 03119 1.0000 0 3625 1 2000 0.4055 1.4000 0 4423 1.6500 04812 19000 05141 2.1500 0 5426 2 4000 0 56T9 2.4100 0.5688

-7.032

-3.600

0050

Vl FWO 30-In. SUSPENSION POINT

0.112

0436

> m a n 30

M

Hh 053

I.I38D

FIN DETAIL

ALL DIMENSIONS IN INCHES

Fig. 10 Details and Dimensions of the SUU-42/A Model

AEDC-TR-71-261

. ■- *-•;*-"- >-->.:■> r-;:-:iss*;;* s»

Fig. 11 Tunnel Installation Photograph Showing Parent Aircraft, Store, and CTS

19

AEDC-TR-71-261

UPSTREAM

UPSTREAM

TER

See Note

MER

NOTEt The squore indicotes the orientotion of the suspension lugs.

TYPE ROLL RACK STATION ORIENTATION.deg

MER I 0

2 0

3 45 4 45

5 -45

i 6 -45

TER 1 0 2 45

1 ' 3 -45

Fig. 12 Schematic of the TER and MER Store Stations and Orientations

20

o

u DC O u.

M-II7R >^^^ «E« 0.2550

^0*

- /^

■ MER/TER

/. 1 I 1 1 1 1 1 1 1 1 1 1 1 1 1

I -

0.01 0.04 0.05 TIME, sec

0.06 0.02 0.03

a. Function T^ for M-117R on MER or TER

0.07 O08 0.09

to

9

F*. BLU-IC/B *E « 0.3440

PYLON n

> 2

£ Id U

o I li.

»

0 1 . 1 i i i i i i.i. \l I 1 , 1 . 0.01 0.02 0.03 Q04 0.0 5

TIME, sec 0.06 0.07 0.06 0.09

b. Function T2 for BLU-IC/B on MAU-12 Pylon Fig. 13 Ejector Force Functions

o o ■H 30

N3

o

3 -

to

10 I o

2 - u

s

-

SUU-42/A (EMPTY)

— ^»««^^ PYLON

__ / -F*l

— /

- — / f^

I 1 ^-F22

1 1 1 1 . 1 1 A i . i . i i

3)

to 0>

0.01 0.02 0.03 0.04

TIME, sec

0.0 5 0.06 0.07 0.08

c. Function T3 for Empty SUU-42/A on MAU-12 Pylon Fig. 13 Concluded

AEDC-TR-71-261

SYMBOL CONF M. «

□ 1L 0.33 12.3 O 1L 0.81 3.9 A* 1L 0.95 1.9 * STING CONTACT

H •

4000 0 4000 0 7000 -70

EJECTOR FORCE T I T I T I

6

X 4

2

0

-2

1

1 - !_

10

8

6

4

2

-2

-4

-6

-8

-10

-12

12

10

8

6

4

t 2

■^5

^Si 1

\\ \\

\

i ► e

12

10 7 Q

0

-2

L D

6

4 *"

&

-4

-6

-8 -1 n c

m^ J^°\ — 1U

-12 0 1 2 3 4 5 ( 5x10*«

t

]<&&■*,

0 12 3 4 5 6x10"'

t

a. Configuration 1L Fig. 14 Effect of Mach Number and Climb Angle on the Separation Trajectories

of the M-117R from Center Pylon Station, Inboard and Outboard Pylon Empty

23

AEDC-TR-71-261

SYMBOL CONF K « H 5 EJECTOR FORCE

□ 2L 0.33 12.3 ■4000 0 T\ © 21 0.81 2.1 4000 0 T 1 A 21 0.95 1.9 7000 -70 T I

4

2

0

-2

6

il

2

0

-2

12

10

8

6

14

2

0

©—e-o

IB»*™ I 1

10

8

6

H

2

-2

-H

-6

-8

-10

-12

12

10

8

1BB^,

X 4 i N

! Ä i \

■

1

0 12 3 4 5 6X10-1

t 6X10"1

b. Configuration 2L Fig. 14 Continued

24

AEDC TR-71-261

STM80L

a o

CONF

3L 3L

0.33 0.81

11.7 qOOO 2.9 MOOO

• EJECTOR FORCE

0 Tl 0 T I

6

X M

2

0

-2 "^»»©

6

T 4

2

0

-2

12

10

Z 8

iWlr^r 1— 0 12 3 4 5 6xlO->

-4

-6

-8

-10

-12

12

10

8

6

4

► 2

0

-2

-4

-6

-8

-10

-12

<2 r B0 S*

a

0 12 3 4 5 6X10"1

t

c. Configuration 3L Fig. 14 Continued

AEDC-TR-71-261

SYMBOL O

CONF H. « H i EJECTOR FORCE 4L 0.81 3.1 «000 0 Tl 4L 0.95 2.0 7000 -70 Tl

6

11

2

0

-2

6

4

2

0

-2

12

10

8

6

4

2

0 0 12 3 4 5

t 6x10-»

10

8

6

2

e o -2

-4

-s -8

-10

-12

12

10

8

6 4

* 2

0

-2

-4

-6

-8

-10

-12

k.

£N V \

\ \

* I A

' —

0 12 3 4 5

t 6x10-»

d. Configuration 4L Fig. 14 Continued

26

AEDC-TR-71-261

SYMBOL CONF K. ec

□ 5L 0.33 im O 5L 0.81 2.9 A* 5L 0.95 1.9 »STORE CONTACT

X 4 |

2 o<—b A 9S-

y 4000 ' 4000 " 7000

• EJECTOR FORCE 0 Tl 0 Tl

-70 Tl

6

4

2

0

12

10

8

6

4

2

0 0 12 3 4 5

t 6x10"

10

8

6

4

2

e o -2

"4

-6

-8

-10

-12

.12

10

8

6

4

♦ 2 0

-2

-4

-6

-8

-10

-12

—1— — B-B—& ^

■

%

1 1

^Y—^—pa

Szit Afc

1

0 12 3 4 5 6x10-' t

e. Configuration 5L Fig. 14 Continued

27

AEDCTR-71-261

SYMBOL CONF □ 6R O

M. « H • 0.33 11.4 4000 0 0.81 2.9 UOOO 0 0.95 1.9 7000 -70

• STING CONTACT

6R A* 6R

EJECTOR FORCE Tl Tl Tl

IBS. « ta«

\

12

10

8

6

4

2 > 71 m^ **

*S 3*

0 12 3 4 5 6

t 6x10-»

10 8

6 1 2

e °

-10 -12

12

10 8 6 4

+ 2 0

-2 -4 -6 -8

-10 -12

I A

0 12 3 4 5 t

6xl0->

f. Configuration 6R Fig. 14 Continued

28

AEDC-TR.71-261

SYMBOL CONF M. « H e □ 7R 0.33 11.7 4000 0 O 7R 0.81 2.9 4000 0 A* 7R 0.95 1.9 7000 -70 •STORE CONTACT

EJECTOR FORCE Tl Tl Tl

Oqse

-2

ee

6

4

2

0

-2

12

10

8

6

4

2

0

-BB

m

LMi 0 12 3 4 5

t

6x10"»

10

8

6

4

2

-2

-i|

-6

-8

-10

-12

12

10

8

6

4

* 2

0

-2

-4

-6

-8

-10

-12

B« 'S . 1

i "Sm

5_ | 1

I \ o

1

.

lift H ti

0 12 3 4 5 t

6x10-1

g. Configuration 7R Fig. 14 Concluded

29

AEDC-TR-71-261

SYMBOL <

CONF 8R

A 8R 0.78 0.95

2.1 1.9

» • 7000 -70 7000 -70

EJECTOR FORCE Tl Tl

0

-2

I i

1 —i

6

4

2

0

-2

12

10

8

6

4

2

0 2 3 1 5 6x10-»

10

8

6

H

2

-2

-U

-6

-8

-10

-12

12

10

8

6

ij

F 2

0-

-10

-12 0 12 3 U 5

t 6xl0->

a. Configuration 8R Fig. 15 Effect of Mach Number and Climb Angle on the Separation Trajectories

of the M-117R from Center Pylon Station, Finned BLU-1C/B on Inboard and Outboard Pylon

30

AEDC-TR-71-261

5TMB0L

<

CONF

9R 9R

0.78 0.95

2.2 2.0

H o

7000 -70 7000 -70

EJECTOR FORCE

Tl Tl

6

X 4

2

0

-2

• ft* 4-4I

5

2

-2

12

10

8

6

2

"o ~1 2 3 il 5 6

t

*

6x10-»

10

8

6

4

2

-2

-il

-6

-8

-10

-12

12

10

8

6

4

2

0

-2

-4

-6

-8

-10

-12

i 1

^ft"*A_

\A * 4 \ \

\ \

\ \ \

0 12 3 4 5 t

6X10"1

b. Configuration 9R Fig. 15 Continued

31

AEDC-TR-71-261

SYMBOL CONF 0.78 0.95

»STING CONTACT

I OR I OR

2.2 2.0

7000 -70 7000 -70

EJECTOR FORCE Tl T\

6

4

2

0-

2

12

10

8

6

4

2

0 0 12 3 4 5

t 6xl0"1

10

8

6

2

> 0 -2

-ii

-6

-8

-10

-12

12

10

8

6

il

¥ 2

0

-2

-4

-6

-8

-10

-12

. ,—

[ V1 \/\ ■ ■■ ■ ■ Vti ml t

\

0 12 3 U 5

t 6x10"»

c. Configuration 10R Fig. 15 Continued

32

AEDC-TR-71-261

STMBOL CONF H. <* IIR 0.78 A» MR 0.95

»STORE CONTACT

2.1 1.9

H «

7000 -70 7000 -70

EJECTOR FORCE Tl T\

6

4

2

12

10

Z 8

6

4

2 i4 04«

0 12 3 U 5 t

6x10-'

10

8

6

14

e ° -2

-«4

-6

-8

-10

-12

12

10

8

6

4

* 2

0

-2

-4

-6

-8

-10

-12

! —1—

i

i i

1 1 1 1

1

'■ !

_

—r- -I- i

—: .—i—,—

Zpfltlt //

)

> —— _____ 0 12 3 14 5 6x10-1

t

d. Configuration 11R Fig. 15 Continued

33

AEDC TR-71-261

SYMBOL CONF M. < I2R 0.78 A* I2R 0.95

•STORE CONTACT

2.1 1.9

H • 7000 -70 7000 -70

EJECTOR FORCE T1 Tl

6

X 4

2

0

-2

*m*

6 4

2

0< «H

-2

12 10 8 6 14

2

0 12 3 4 5 6 t

6x10-'

1U --—- — — — —

0

r. U

M 4

t'

i\ .4 ± 1 -u in 1U

12 10 8

6

4

* 2

-2

-4

-6

-8

-10 -12

0.A4

0 12 3 4 5 6xl0-> t

e. Configuration 12R Fig. 15 Concluded

34

AEDC TR-71-261

SYMBOL CONF M» « H i < I3R 0.78 2.2 7000 -70 A I3R 0.95 1.9 7000 -70

EJECTOR FORCE Tl Tl

6

4

2

0

-2

6

14

2

0

-2

■

6x10-1

10

8

6

4

2

e o -2

-4

-6

-8

-10

-12

12

10

8

6

4

* 2

0

-2

-4

-6

-8

-10

-12

!

< i

H ^0 /

^ /

s f

0 12 3 4 5 t

6xl0">

a. Configuration 13R Fig. 16 Effect of Mach Number on the Separation Trajectories of M-117R from

Center Pylon Station, Outboard Pylon Empty, and M-117R on Inboard Pylon

35

AEDC-TR-71-261

STMBOL CONF H. « H i < I4R 0.78 2.1 7000 -70 A* I4R 0.95 1.9 7000 -70

* STORE CONTACT

EJECTOR FORCE T1 Tl

6

2

2

6 il

2 o. h-

-2 __

6x10"

10

8

6 4

2

e o -2

-4

-6

-8

-10 -12

12 10 8 6

4

* 2

0

-2

-il

-6 -8

-10 -12

\ Y^ L N L A

m 0 12 3 il 5

t 6xl0-1

b. Configuration 14R Fig. 16 Continued

36

AEDC-TR-71-261

CONF It, 0.78 0.95

»STING CONTACT

SYMBOL <* I5R A I5R

2.1 1.9

H i 7000 -70 7000 -70

EJECTOR FORCE Tl T I

6

X H

2

0

-2

*4L *__,*.

Y U

2

0

-2

12 10 8

6

2

04*-* 0 12 3

10

8

6

H

2

e o -2 -U -6 -8

-10

-12

12 10

8

6

H

+ 2

H 5 6x10-« t

-6

-8

-10 -12 *

0 12 3 4 5 6x10-» t

c. Configuration 15R Fig. 16 Continued

37

AEDC TR-71-261

SYMBOL CONF M. « H 5

<* I6R 0.78 2.1 7000 -70 A* I6R 0.95 1.9 7000 -70

"STING CONTACT

EJECTOR FORCE

Tl Tl

6

X 14

2

0

-2

6

4

2

0

-2

12

10

Z 8

6

4

2

0 0 12 3 4 5

t 6X10"1

10

8

6

4

2

> ° -4

-6

-8

-10

-12

12

10

8

-2

-4

-6

-8

-10

-12

i

0 12 3 4 5 t

6xlO-J

d. Configuration 16R Fig. 16 Continued

38

AEDC-TR-71-261

SYMBOL CONF H. « H o < I7R 0.78 2.1 7000 -70 A |7R 0.95 1.9 7000 -70

EJECTOR FORCE Tl Tl

6

11

2

0

-2

6

>4

2

0

-2

<*»!

12

10

8

6

il

2

0

I

<*m I—I—I—I— 0 12 3 4 5

t 6x10-

10

8

6

4

2

e o -2

-U

-6

-8

-10

-12

12

10

8

6

♦ 2 0

-2

-il

-6

-8

-10

-12 0 12 3 4 5

t 6x10-»

e. Configuration 17R Fig. 16 Continued

39

AEDC-TR-71-261

SYMBOL CONF M. « H • < fSR 0.78 2.1 7000 -70 A I8R 0.95 1.9 7000 -70

EJECTOR FORCE Tl Tl

6

x 4

2

0

-2

<«fcl

6

Y 4

2

0>

-2

12

10

8

6

4

2

0 0 12 3 4 5 6x10-'

t

10

8

6

4

2

e o -2

-8

-10

-12

12

10

8

6

* 2

0

-2

.-4

-6

-8

-10

-12

\

4 -t jr

■2 '•*>]

i ■

0 12 3 4 5 BxlO-» t

f. Configuration 18R Fig. 16 Concluded

40

AEDC-TR-71-261

STMBOL CONF M.

I9L 0.78 A* |9L 0.95

*STING CONTACT

«HS EJECTOR FORCE 2.1 7000 -70 Tl 1.9 7000 -70 Tl

6

X 4

2

0

-2

«41 1 1

6

4

2

0

-2

U.I i

12

10

8

6

2

0«*- 0 12 3 4 5

t 6x10-»

10

8

6

«4

2

e o, -2

-6

-8

-10

-12

12

10

8

^

-2

-4

-6

-8

-10

-12

2

0 12 3 4 5 t

6X10"1

a. Configuration 19L Fig. 17 Effect of Mach Number on the Separation Trajectories of the M-117R

from Center Pylon Station, Unfinned BLU-1C/B on Outboard and Inboard Pylons

41

AEDC-TR-71-261

SYMBOL CONF M. « < 20L 0.78 2.1 A 20L 0.95 1.9

H « 7000 -70 7000 -70

EJECTOR FORCE T) Tl

6

4

2 n i *4

2

6

U

2

0

-2

12

10

8

6

4

2 uü A H

0 1 2 3 4 5 E

t 6x10"'

10

8

6

4

2

> 0 -2

-4

-6

-8

-10

-12

12

10

8

6

4

Ir 2

0

-2

-4

-6

-8

-10

-12

—i—'—

51

0 12 3 4 5 t

6x10-'

b. Configuration 20L Fig. 17 Concluded

42

AEDC-TR-71-261

SYMBOL CONF H. « H 5 EJECTOR FORCE <* 2IL 0.78 2.2 A 2IL 0.95 1.9

7000 -70 Tl 7000 -70 T1

»STORE

6i—I r

CONTACT

10 1 i X 4

3

■

i

| 8

6

4

i i ^—

0' i i

1 1

-2 ' ■ ' ■ ' » 2

-2 \

6

Y 14

2

0-

-2

-H

-6

-8

-10

-12

12

10

8

6

4

* 2

0'

-2

-il

-6

^^—

y *= \ 12

10

Z 8

6

> k

4

2

0 D 1 2

i

3 1 4

t

5

-8

-10

5x10-» 1 2 3 4

t

1 1

5 SxlO"1

a. Configuration 21L Fig. 18 Effect of Mach Number on the Separation Trajectories of the M-117R

from Center Pylon Station, M-117R on Inboard, and SUU-42/A on Outboard Pylon

43

AEDC-TR-71-261

SYMBOL CONF H. < 22L 0.78 A 22L 0.95

« H • 2.1 7000 -70 1.9 7000 -70

EJECTOR FORCE Tl Tl

6

X >4

2

0

-2

10

-2

12

10

Z 8

6 4

2

0 0 12 3 4 5 SxlO"1

t

-8

-10

-12

12

10

8

6

4

* 2

0

-2

-4

-6

-8

-10

-12

1

i i i

i t

** > <5s / N K ja

0 12 3 4 5 6x10-»

t

b. Configuration 22L Fig. 18 Continued

44

AEDC-TR-71-261

SYMBOL CONF M. « H 5 EJECTOR FORCE < 23L 0.78 2.1 7000 -70 Tl A* 23L 0.95 1.9 7000 -70 Tl » STING CONTACT

e 10

4 8

2

0-

-2

6

4.

2

l* J l^-^^

i

1 ■

i l

1r>4 fe -2

-4

^v, 1 ^fl i

-6 <~ o D

>4 -10

2

0-

-12

12 1

-2 10 1 4 i r

8

6

1/

4

♦ 2 12

10 i

0-

-2

8 -4

6 -6

4 r

-8

2 -10 1L-- Hl

, ~12 5xl0-> ( 0 1 2 3 4 5 ( ] l 2 3 4 ! 5 E 5x10-1

t t

( 5. (

Fig Konfiguration 2. . 18 Continue«

3L i

45

AEDC-TR-71-261

SYMBOL CONF H. <* 24L 0.78 A* 24L 0.95 * STING CONTACT

2.1 1.9

H i 7000 -70 7000 -70

EJECTOR FORCE Tl Tl

6

X U

2

Oft **<

6

2

0

-2

12 10 8

6

2

0 <*«-< ̂ 0 12 3 n 5

t 6x10-«

10 8

6 14

2

-4

-6

-8

-10

-12

j

1 1 i 1

1

■§*X-L |N

*

i n 1U

o —- o

ft

ii 4

O . e: —

SSt— u \y s o -0

in 1U

0 12 3 U 5 t

6x10-»

d. Configuration 24L Fig. 18 Continued

46

AEDC-TR-71-261

SYMBOL CONF M. « < 25L 0.78 2.1 A 25L 0.95 1.9

H •

7000 -70 7000 -70

EJECTOR FORCE Tl Tl

6

4

2

0

-2

6

4

2

0

-2

12

10

8

6

4

2

CM

.«*!

M» J— 0 12 3 4 5 6x10-«

I

10

8

6

il

2

e o -2

-4

-6

-8

-10

-12

12

10

8

6

4

* 2

-4

-6

-8

-10

-12

-I

0 12 3 4 5 6X10"1

t

e. Configuration 25L Fig. 18 Continued

47

AEDC-TR-71-261

SYMBOL CONF M. « < 26L 0.78 2.1 A 26L 0.95 1.9

H • 7000 -70 7000 -70

EJECTOR FORCE Tl Tl

6

X 14

2

0

12

10

8

6

4

2

04»« 0 12 3 14 5

t 6x10"

-4 -:

-10

-12

12

10

8

6

4

► 2

0

-2

-4

-6

-8

-10

-12

-3 u

0 12 3 4 5 6x10-»

t

f. Configuration 26 L Fig. 18 Concluded

48

AEDC-TR-71-261

SYMBOL CONF M. □ 27R 0^33 O 27R 0.81

« H 13.1 4000 3.0 4000

• EJECTOR FORCE 0 T3 0 T3

6

2

-2

OiBB*=e=* «=B

6

T M

2

0

-2

12

10

8

6

4

2

0 0 12 3 M 5

t 6x10"

10

8

6

4

2

e o -2

-il

-6

-8

-10

-12

12

10

8

6

* 2

-4

-6

-8

-10

-12

—Sj, 1

\

F 7 x&r^-^

i"

0 12 3 M 5 6x10-»

t

Fig. 19 Effect of Mach Number on the Separation Trajectories of the SUU-42/A from the Outboard Pylon, MER on Center Pylon, and Inboard Pylon Empty, Configuration 27R

49

AEDC-TR-71-261

SYMBOL CONF M. O 28L 0.33 O 28L 0.81

« H

13.1 4000 3.0 4000

• EJECTOR FORCE 0 T3 0 T3

6

X 4

2

0

-2

6

Y 4

2

Q(BB««gj

12

10

Z 8

6

4

2

o«p9— u 1 2 3 4 5 6X10"1

t

Fig. 20 Effect of Mach Number on the Separation Trajectories of the SUU-42/A from the Outboard Pylon, MER with M-117R on Center Pylon, and an M-117R on Inboard Pylon, Configuration 28L

50

AEDC-TR-71-261

SYMBOL CONF M. « H i □ 29L 0.33 13.1 4000 0 ♦ 29L 0.76 2.8 6000 -50

EJECTOR FORCE T2 T2

6

X 4

2

0 r

6

Y 4

2

0'

-2

12

10

Z 8

6

4

2 0

jj71

,**- 0 12 3 4 5

t 6x10-»

10

8

6

4

2

e o -2

-4

-6

-8

-10

-12

12

10

8

6

4

+ 2 0

-2

-4

-6

-8

-10

-12

■■*

V \ \

0 12 3 4 5 t

6x10-1

a. Configuration 29L Fig. 21 Effect of Mach Number and Climb Angle on the Separation Trajectories

of the Finned BLU-1C/B from the Inboard Pylon, MER on Center Pylon, and Finned BLU-1C/B on Outboard Pylon

51

AEDC-TR-71-261

SYMBOL CONF M. « H • □ 30R 0.33 13.1 4000 0 O 30R 0.76 2.8 6000 -50

EJECTOR FORCE T2 T2

6

X 4

2

QdPStPO a.

6

T 4

2

0

-2

12 10

Z 8 6 4 2 0 itjrf* 1 —

0 12 3 4 5 6x10-» t

10 8 6 11 2

e ° -2

-8

-10 -12

12 10 8

6

4

♦ 2 0

-2

-4

-6

-8

-10 -12

*s.

A \ \ r

0 12 3 4 5 t

6x10-1

b. Configuration 30R Fig. 21 Concluded

52

AEDC-TR-71-261

TABLE I FULL-SCALE STORE PARAMETERS USED IN TRAJECTORY CALCULATIONS

Parameter

Store

BLU-l/B (Finned)

M-117R SUU-42/A

(Empty)

m 23.00 26.90 11. 90

Xcg 5.45 2. 80 7.08

*yy 145.00 66.90 75.50

!zz 145.00 66. 90 75. 50

b 1.550 1. 333 1. 895

S 1. 887 1. 396 2. 820

Cmq -48.0 -42.0 -43.4

"r -48. 0 -42.0 -43.4

Ejector Piston Distance Forward of Store eg, xL, ft

1. XL, MERor TER

2. XT ,, MAU-12

3. XL2> MAU-12

0.916

-0.750

0. 058

0.666

-1. 000

ZE 0. 344 0. 255 0. 344

53

AEDC-TR-71-261

TABLE II MAXIMUM FULL-SCALE POSITION UNCERTAINTIES

CAUSED BY BALANCE INACCURACIES

Store Ma t AX AY AZ AÖ Aip

BLU-1C/B (Finned)

0. 33 0.2 ±0. 05 ±0. 05 ±0. 06 ±0. 5 ±0.6

M-117R 0. 33 0. 2 ±0. 03 ±0.04 ±0.01 ±0. 2 ±0. 1

SUU-42/A 0. 33 0.2 ±0. 05 ±0. 03 ±0.02 ±0. 3 ±0. 3

54

TABLE III AIRCRAFT WING-LOADING CONFIGURATION

Loading Configuration

Launch Store Model Inboard Pylon Center Pylon Outboard Pylon

1L M-117R Empty MER: M-117R (Dummy) Sta: 3,4,6 M-117R (Launch) Sta: 5

Empty

2L M-117R Empty MER: M-117R (Dummy) Sta: 4 M-117R (Launch) Sta: 3 "

Empty

3L H-117R Empty IlERi M-117R (Launch) Sta: 4

Emoty

4L M-117R Empty MER: M-117R (Dummy) Sta: 2-6 M-117R (Launch) Sta: 1

Empty

5L M-117R Empty TER: M-117R (Dummy) Sta: 2 M-117R (Launch) Sta: 3

Empty

6R M-117R Empty TER: M-117R (Launch) Sta: 3

Empty

7R M-117R Empty TER: M-117R (Dummy) Sta: 2,3 M-117R (Launch) Sta: 1

Empty

8R M-117R Finned BLU-1C/3 (Dummy)

MER: M-117R (Dummy) Sta: 4 M-117R (Launch) Sta: 3

Finned BLU-1C/B (Dummy)

o n

O)

TABLE III (Continued) > m O o H 3

Loading Configuration

Launch Store Model

Inboard Pylon Center Pylon Outboard Pylon

9R H-117R Finned BLU-1C/B (Dummy)

MER: M-117R (Dummy) Sta: 2-4 M-117R (Launch) Sta: 1

Finned BLU-1C/B (Dummy)

10R H-117R Finned BLU-1C/B (Dummy)

MER: M-117R (Dummy) Sta: 3,4 M-117R (Launch) Sta: 2

Finned BLU-1C/B (Dummy)

11R H-117R Finned (BLU-1C/B (Dummy)

MER: M-117R (Launch) Sta: 4

Finned BLU-1C/B (Dummy)

12R M-117R Finned BLU-1C/B (Dummy)

TER: M-117R (Launch) Sta: 2

Finned BLU-1C/B (Dummy)

13R M-117R 11-117R (Dummy) MER: M-117R (Dummy) Sta: 2 - 4 M-117R (Launch) Sta: 1

Empty

14R 11-117R M-117R (Dummy) MER: M-117R (Dummy) Sta: 3,4 M-117R (Launch) Sta: 2

Empty

15R M-117R M-117R (Dummy) MER: M-117R (Dummy) Sta: 4 M-117R (Launch) Sta: 3

Empty

16R M-117R M-117R (Dummy) MER: M-117R (Dummy) Sta: 4

Empty

TABLE III (Continued)

Loading Configuration

Launch Store Model Inboard Pylon Center Pylon Outboard Pylon

17R M-117R M-117R (Dummy) TER: M-117R (Dummy) Sta: 2 H-117R (Launch) Sta: 1

Empty

18R M-117R M-117R (Dummy) TER: H-117R (Launch) Sta: 2

Empty

19L M-117R Unfinned BLU-1C/B (Dummy)

Mi:R: M-117R (Dummy) Sta: 6 M-117R (Launch) Sta: 5

Unfinned BLU-1C/B (Dummy)

20L M-117R Unfinned BLU-1C/H (Dummy)

TER: 11-117R (Launch) Sta: 2

Unfinned BLU-1C/B (Dummy)

21L H-117H M-117R (Dummy) MKR: M-117R (Dummy) Sta: 2-4 H-117R (Launch) Sta: 1

SUU-42 (Dummy)

22L H-117R M-117R (Dummy) HER: M-117R (Dummy) Sta: 3,4 M-117R (Launch) Sta: 2

SUU-42 (Dummy)

2.3L M-117W M-117R (Dummy) HER: M-117R (Dummy) Sta: 4 M-117R (Launch) Sta: 3

SUU-42 (Dummy)

24L M-1171« 11-117a (Dummy) IIER: M-117R (Launch) Sta: 4

SUU-42 (Dummy)

ro 01

oo

Loading Configuration

Launch Store Itodel

Inboard Pylon Center Pylon Outboard Pylon

25L M-117R M-117R (Dummy) TER: M-117R (Dummy) Sta: 2 M-117R (Launch) Sta: 1

SUU-42 (Dummy)

26L M-117R M-117R (Dummy) TER: M-117R (Launch) Sta: 2

SUU-42 (Dummy)

27L SUU-42 Empty riER: Empty SUU-42 (Launch)

28L SUO-42 H-117R (Dummy) IIER: M-117R (Dummy) Sta: 1 - 4

SUU-42 (Launch)

29L Finned BLU-1C/B

Finned BLU-1C/B (Launch)

MER: H-117R (Dummy) Sta: 1 - 4

Empty

30 K Finned BLU-1C/B

Finned BLU-1C/B (Launch)

MER: Empty Empty

m ü o

TABLE III (Concluded) Ol

UNCLASSIFIED Security Classification

DOCUMENT CONTROL DATA -R&D (Security elmnslflcmtion of title, body ol abstract and indexing annotation must be entered when the overall report Is ctassllled)

1 ORIGINATING ACTIVITY (Corporate author)

Arnold Engineering Development Center Arnold Air Force Station, Tennessee

2a. REPORT SECURITY CLASSIFICATION

UNCLASSIFIED 2b. GROUP

N/A 3 REPORT TITLE

SEPARATION CHARACTERISTICS OF THE M-117 RETARDED BOMB, FINNED BLU-1C/B BOMB, AND SUU-42/A DISPENSER FROM THE A-7D AIRCRAFT AT MACH NUMBERS FROM 0.33 TO 0.95

4 DESCRIPTIVE NOTES (Typr o( report and Inclusive dates) _ September 11 through 16, 1971 - Final Report

9- AUTHOR(S) (First name, middle Initial, last name)

5d for Dublic release David W. Hill, Jr., ARO, Inc. This document Has been approved j°^^///^.

. .., ■ i!s distribution is unlimiled/^^^^tf^ 6 REPORT DATE

December 1971 la. TOTAL NO OF PAGES

67 7b. NO. OF REFS

8«. CONTRACT OR GRANT NO

b. PROJEC T NO.

c. Program Element 27121F

d. System 337A

9a. ORIGINATOR'S REPORT NUMBER!))

AEDC-TR-71-261 AFATL-TR-71-152

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

ARO-PWT-TR-71-213 istribution_JLimited to U. S. Government agencies only;

this report contains yjJdrnuTtiolT~'o*iv*^ests^ military hard waref December l^Jjj^-^Dxher requests for~This document nm^t be referred to/Air Force Armament Laboratory (DLGC), Eglin AFB, Florifra^325,42

10 OISTRIBU1

II. SUPPLEMENTARY NOTES

Available in DDC

12. SPONSORING MILITARY ACTIVITY

AFATL (DLGC) Eglin AFB, Florida 32542

13 ABSTRACT Tests were conducted in the Aerodynamic Wind Tunnel (4T) using 0.05-scale models to investigate the separation characteristics of the M-117 retarded bomb, finned BLU-1C/B bomb, and SUU-42/A dispenser when released from various wing pylon locations on the A-7D aircraft. Captive trajectory data were obtained at Mach numbers from 0.33 to 0.95 at simulated pressure altitudes from 4000 to 7000 ft. The parent-aircraft angle of attack was varied from 1.8 to 12.3 depending on Mach number, climb angle, and simulated altitude. At selected test conditions, parent climb angles of -70 deg were simulated. In general, for the trajectory intervals of the test, most of the stores separated from the parent aircraft without store-to-parent contact.

Distribution limited to U.S. Goverjartent^agencies only; this repor/c contains ^information on^Cest and evaluation of military hardware; DecembeV 1971; o£her requests for This document must be^referred to Air\ForG>je^Crmament Laboratory tBLGCl^-^figlin

TB, Florida 32542.

DD FORM 1473 UNCLASSIFIED Security Classification

UNCLASSIFIED Security Classification

KKV WORDS LINK A

ROLf WT ROLE ROLE

separation

characteristics

M-117 Retarded Bomb

BLU-1C/B Bomb (Finned)

SUU-42/A Dispenser

A-7D Aircraft

Mach numbers

UNCLASSIFIED Security Classification