Professional Documents
Culture Documents
I
I I’+IL-F-6785C
S November 1980
SUPEHSEDING
hlL-F-8785P
7 August 1969
tiILITARYSPECIFICATION
I
-“ 1.1 -. This apeciriaatfoncontains the raquirementaror the flyini?
and
handlinqqualities,in flight and on the ground, of U.S. Hilltary,manned,.
pilotedairplanesexcept for flight at airspeedabelow Vcon (HIL-F-S3300). It
is intended to assura rlylng qualitleethat provide adaqueteIM1sS.1O?!
performanceand flight safety regardlessor dealgn implementationor rlluht
control syatetumechanization, The structureor the.apecirtcationallows ite
uee to guide theee aapactg in desi~n tradeorra,analyseaand tests. ,.
Primary trainer
Light obaervatlon
Beneficialcomments(recommendation,additions,deletions)and any
pertinentdata which may ba of use in improvingthis documentshould
be addreaaed.to: ASO/ENESS,tiright-Patterson AFf!,0!!45433 by using
(- the eelr-addresaedStandardizationOocumentImprovementProposal
(DD Form 1426) appearinsat the end or this documentor by letter.
Fsc 15GP
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MIL-F-87e5c
MMmlnauuKhLP1-laAes :
CaLegoryA - Those nonterminalFllght Phasee that require rapid maneuvering,
precisiontracking,or preoiae flight-path ..control.Includedin
this Categoryare:
a. Air-to-aircombat (CO)
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HIL-F-8785c
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b. Ground attack (CA)
c. Weapon delivery/launch(MD)
I d. Aerial recovery (AR)
1
e. Reconnaissance(RC)
r. In-flightrefueling(receiver)(RR)
K. Terrairifollowing(TF)
1
h. Antisubmarinesearch (AS)
a. Climb (CL)
I
b. Cruise (CR)
c, Loiter (LO)
d. In-flightrefueling(tanker) (RI)
e. Descent (D)
f. Emergencydescent (ED)
g. Emergencydeceleration(DE).
h. Aerial.dellvery (AD).
~i
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! CategoryC - Terminal Flight Phasesare normellYaoeompliebedueing gradual
I maneuveraand ueuallyrequire accurateflight-pathcontrol.
Included in this Categoryare:
I
a. Takeoff (TO)
I c. Approach (PA)
d, Uave-off/go-arqund(liO)
I
e. Lending (L)
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MIL-F-8785C
I
I 2“ APPLICABLEDOCUMENTS
I 2.1 ~. The followinqdocuments,of the issue in effect on
the date of invitationfor bids or request for proposal,form a pert of this
I
I specificationto the extent apacifiedherein:
I SPECIFICATIONS
,.
MILITARY
[
MIL-D-8708 DemonstrationRequirementsfor Airplanea
! ‘./’
MIL-A-6861 Airplane Strengthand RigidityFlight Loads
I MIL-F-9090 Flight Centrol Systems- Design, Installationand Test nf,
Piloted Aircraft,General Specificationfor
t41L-S-B3691 Stall/Peat-Stall/Spin
Flight Test OamonstrationRequirementsfor
Airplanes
STkNDAROS
nIL-sTo-756 ReliabilityPrediction
I.-
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HIL-F-8’785C
3. REQUIREMENTS
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MIL.F-8785c
3.1.6,2.1 ~. .
Certaincomponents,systems,or
Combinationsthereofmay have extremelyremote probabilityof failureduring a
given flight. These failureprobabilitiesmay, in turn, be very difficultto
predictwith any degree of accuracy. Special FailureStates of this type need
not be consideredin complyingwith the requirementsof Sectioo 3 if
I justificationfor consideringthe Failure States as Special 19 submittedby the
contractorand approv’edby the promuringactivity.
i. 3.1.6 &)-v
~Qv~.
FllghL Envelopesshowing”
For each AlrpleneNormal State the contractor
shall establish,subject to the approval of the procuringactivity,‘Service
combinationsof spaed, altitudeand nO~l
accelerationderlVed from airplane limits as distlnguiahedfrom mission
requirement. For each applicableFlight Phaee and AirplaneNomnal State, the
boundariesof the Service Flight Envelopescan be coincidentwith or lie
! outside the correspondingOperationalFlight Envelopaa,but in no case shall
they fall inside thoee Operationalboundaries. The boundariesof the Service
Fli%ht Envelopasshall be baaed on conaiderationadiscussedin 3.1.8.1,
3.1.8.2,3.1.8.3and 3.1.8.4.
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uIL-F-8785C
(+, TABLE I. ~
&lR-lD.
AIR-T (W1 1.4v’ ‘CUT I(SI. cd. z -1.0 ‘t.
C8ilinl
- Amlft(u) I.s~’~ %1 KSL SMlm -1.0 n,,
9’SAPQN
OELIVtRY/Ull vrasp KSL {:*4I .s .
mm) “w C*IIi”*
A W.UIAL
ULQVk@V
(~n) 1.2V* % r K+L u-., .5 “1.
Ce,linc
RC~WISSNIC1(w) 1.sv~ !4SL tial . .
‘MT C*S11.:
lN.
FLICICl
EEl=lE1. IVER) 1.1Vs
l@Ecc !SL .s t.0
(en
] %W war
@lliog
I ~=.klnWLLMIW (Tf] v,.”,, % SSSL 10.
mft . .0 J.s
(, -
.
-?’”
I
.I.. i0n,
WPmri.t.toih.epcr.tlm.l
I
Lan4iw 5A’
I
9
-’
‘“’“o”
I
USL lo.000tt.
.s 1.0
1
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MIL-F-8785C
1
h. A speed whioh ie a safe marqin below the apeed at which intolerablebuffet
or structuralvibrationis encountered
I
c. The.maximum airspeedat MAT, for each altitude,for dives [at all angles)
~ from VI.IAT
et all altitudes,from which recoverycan be made at 2,000 feet above
MSL or higher without penetratinga safe margin frOM 109s Of COntIWl,Other
dangerouebehavioror intolerablebuffet, and without exceedingstructural
limits.
I 3.I.8.2 ~. The minimum service speed, Vmin or t4min,for
each altitude is the highe9tof’:
a. 1.1 v~ ..
b. VS + 10 knots equivalentairspsed
I
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c. The speed below which fUIL airplane-nose-uppitch control power and trim
are insufficientto maintain straight,steady flight
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a. The positive [neqative]structurallimit load faotor
1 i --.–
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MIL-F-B785C
TABLE H. ~.
“ 3.1.IO.2 ~.
P5EEssl’ When AirplaneFailure
States exist (3.1.6.2), a degradationin flying qualltiee1s permittedonly if
the probabilityof encounteringa lower Level than specifiedin 3.1.10.1is
sufficiently9mall. At intervalaestablishedby the preaurincactivity,the
contractorshall determine,besed on the most acourateavailabledate, the
probabilityof occurrenceof each Airplane Failure State per flight and the
effect of that Failure State on tpe flying quelitieawithin the operationaland
((- Service Flight Envelopes. These determination shall be based on HIL-STD-T56
except that:
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MIL-F.8785C
~ l.~velj after failure < 10-4 per flight < 10-2 per flight
I 3.1.10.3 ~
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MIL-P-8785C
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3.2.1 ~
a. Trimmer and throttlecontrols not moved from the”trim aettlnusby the crew,
and
over a range shout the trim epeed of :15 ee.rcentor %0 knots equivalent
airspeed,whichever is lees (exceptwhere limited by the boundariesof the
Service Flight Envelopes). Alternativey, this requirementwil1 be considered
satisfiedif stabilitywith respeot to apeed is provided through the fliuht
control system,even though tha re.vultln% pitch control ropoe and deflection
gradientsmay be zero. For Level 3 the requirementsmay be relaxed, nub-lectto
i aPPrOVd by tha procuringactivityof the ❑aximum instabilityto be allowed for
the particularoaae. In no event shall it9 time to double amP1it~e be less
than 6 seconds. In the presenceof one or more other Level 3 flyinq qualitles,
no static longitudinalinstabilitywill be permittadunless the flight sefety
of that cembinatlonof characteristicshas been demonstratedto the
satisfactionof the procurinqactivlty. Stable gradientsmean that the pitch
controllerdeflectionand force incrementsreauired to maintain straight,
steady flight at a diffarentepeed are in the game sensa as those requiredto
i initiatethe speed chanRe; that is, airplane-nose-downcontrol to fly at a
faster speed, airplane-nose-up”control to fly at a slower speed. The term
gradientdoee not include that portionof the.control force or control poaltlOn
versus airspeed curve within the breskout foroe ranqe.
11
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MIL-F-8785C
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/
I [“h
lamOF
Olmnmc[ In / KOAIIVE
;LOPIS SLOPES
$LO?f$
ROTTO
EXCEED ~
.0SLIfG/tl
i
12
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HIL-F-8785C
3.2.2 ~c teristm
I TABLE IV. ~ .
3 0.15’ -“ .0.15. -
3.2,2.2.Q@rol f~tv ti ~ .
In steady turning flightand in pullupsat constant speed, there shall be no
tendencyfor the airplanepitch attitudaor aogle of attack to diverge
aperiodlcally with controls fixed or with COntrOIS fr’be. For the above
conditions,the incrementalcontrol force and control deflectionrequiredto
maintain a change in normal load factor and pitch rate shall be in tha same
eense (aft-morepositive,forward-morenegative)aa those requiredtO initiate
the change. These requircmentgapply for all local sradlente threuqhoutthe
ranse of service load factorsdefined in 3.1.8.4.
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UIL-F-8785C
,-
—llolE: THE&
OUTSI“E
4J2*
p
~r S166
(-)
%
10.0
S.6
10
0.28
O.lb
Uq N
8P
J?A@.wc
1.0~ - w
-LEVEL2 G
o.I
l.”
\
.—
— .“
FIGURE 1. ti~mencv re~ Ca~. )
14
—.
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nIL-F-6785c
1..................!......
L......_ ........
...*......
L........
L....
9K
I ....... ...............
,: i.. :.. ...i.
0.085
O.osa
1.0 10 , 100
I P
FIGURE 2.
15
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HIL-F-8785C
la J
I
‘-k-iITE: THE
~G!@)
80UHDAR
IESFOR VALUESOF n k 63UATER
I THAII100AR[OEFIIIEDIY STiA18RT-LIME
EXT~SIOMS.
THE LEVEL3 OOUNOARTFOR nk LESSTHM 1.01$
I ALSOOEIIIIEOBY A STRAISHT-LlfiE
EXTEHS
1011.
I
I
H10,0
10
I I I 1 Ill 0.16
I flnx
I
L
I
I I
I
I
1’
I I &n
I
I
UOTE: FoECiASSI. “D-C,
” MO 11 41RPLAIIES,
‘n SHILLALWAYSBE 6REATERTHAN0.6
SP 31&o
IANsPERsEcoKoFoRL[vELx
I O.IL I 1 I I I I II
1.0 10”’ 100
+z”9~yf14D
,
FIGURE 3. Shore.-neriod
fre~ - ca~.
I 16
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)41
L-F-8785C
3.2.2.2.1 ~. At cOnatantspaed in
I
(-.. steady tUrnlng flight,pullupaand pushovers,the variationin pitch controller
fOFCe with eteady-statenormal accelerationshall have no objectionablenon-
linearitieswithin the followingload factor ranges:
One-handedControllers *’* -L
‘L-1 ‘L-1
I JCL -22 L
(- Two-handedControllers nL-1 q-1 nL-1
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MIL-F-8785C
1 ~ The hiqher of
“/ a 23-
but not more than 28,0 nL-1
nor less than J& ● and 3.0
nL-~
2 36.Q The hiaher of
n/ a L
but not more than 42.5 nL-1
‘1
,. 3 56.o The hiuher of
L
nL-1
and 2.0
maximumGradient, MinimumGradient,
Level (F~/n)=x, pounde per g (F~/n)tin,pounds oer g
w The higher of
n/a x
1 but not more than 120.0 nL-1
I
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MIL-F-S785C
$-%,
3.2.2.3.2 ~rol fe~, The deflectionof the pilot!econtrol must not lead
the control force throughoutthe frequencyrange of pilot control inputs. In
addition,the peak pitch control forces developedduring abrupt maneuversshall
not be objectionablylight, and the buildupof ContrOl force during the
maneuver entry nhall lead the buildup of normal acceleration.
3s2.3 ~
3.2.3.1 ~. In erect unaccelerated
flight at all service altitudes,the attainmentof all speeds between Vs and
V~, shall not be 1imited by the effectivenessof the longitudinalCOntrOl or
c=trols.
a) no(+)
I
r
19
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,:
HIL-F-87B5C
MQskHfwaJ311d.M c vcle-eeard.u&ulu
m~
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Classea1, II-C, IV --- 20 pounds push to 10 pound9 PU1l
This requirementehall be met with the airplane tri~ed for tbe approachFlight
Pha$e at the recommendedapproach apeed. The .requlrementa of 3.2.3.4and
3.2.3.U.1 define Levels 1 and 2, and the requirementsof 3.U.1O define Level 3.
20
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HIL-F-B785C
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(r 3.2.3.4.1 ~. The pitch-controlforces
required to meet the requirementsof 3.2.3.4shall be pull forcesand shall not
“1 exceed:
1 Classes 1, II-C; IV ----- 35 pounds
3.2.3,5 . VIth
the airplane trimmed for level flight at speeds throughoutthe Service Flight
Fmvelopc,the control foroe9 10 dives to all attainablespeeds within the
ServiceFliqht Envelope ehall not exceed 50 pounds push or 10 pounds pul1 for
cent.er-stiokcontrollers,nor 75 pounds pueh or 15 pounds PU1l for wheel
I controllers. In similardives, but with trim optional followingthe dive
entry, it ehall be possiblewith normal pilotingtechniquesto maintein the
forcee within the limits of 10 pounds push or Pull for center-stick
controllers,and 20 pounds push or pull for wheel eontroller9. In event that
operationof the trim gystem requiresremoval of one hand from a wheel control
the force limits shall be aa for a center-stiok, The forces required for
recovery from theee dives shall be in aooordancewith the gradientsspecified
in 3.2.2.2.1although apaed may vary during the pullout.
I 3.2,3.6 .
With the airplane trimmed for level flight at VMAT but with trim optionalin
the dive, it 9hall be possibleto maintain the pitch control force within the
limits of 50 peunda pueh or 35 pounds Dull in dives to all attainableepeede .
within the PermissibleFlight Envelope. The f’oroerequired for reoovary from
(, -. the.vedivee shall not exceed 120 pounde. Trim and decelerationdevioes,etc.,
may be used to”aoaist in reoovery if no unusual pilot techniquela required.
I
I 3.2.3.7 ~. Uith the airplanetri~ed ‘or
straight,level flight with zero aideslip,the pitoh-oontrolforce requiredto
maintainconetant aoeed in steady‘eideslioswith UP to 50 Pounds of pedal fo~e
in either direction shall not exceed the pitch-controlforoe that wmuld result
in a lg change in normal acceleration. In no caee, hOWevertehall the
pitch-controlforce exceed:
3.3
3.3.1 ~
MIL-F-9785C
controls fixed and with them free, in oscillationsof any ❑agnitudethat miQht
be experiencedin operationaluse. If the oscillationis nonlinearwith
amplitude,the requirementshall aPPIY tO each cYcle Of the Oscillation. ‘n -)
. . oalm air residualoscillation may be toleratedonly if the amplitudeis
9ufflcl.XILIYsmall that the motions are nOt objectionableand do not impeir
mission performance. For Category A Fli~ht Phase9,angulardeviationsshall be
lees than ?3 mile.
TABLE VI. ~.
c I, II-C,
IV 0.08 0.15 1.0
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FIIL-F-8785C
TABLE VII.
Flight
Phase Claes Level
Category 1 2 3
A I, IV 1.0 1.4
II, III 1.8 3.0
)
B All I.& 3.0 10
I TABLE VIII.
I
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3.3.1,.4 For Flight Phaeea which involvemore
than gentle ❑aneuvering,such aa CO and &, the airplanecharacteristicsshall
not @Xhibit a coupled rell-spiral❑mde in ras@nse to tha pilot roll control
ccamamda. A ooupled roll-spiral❑mde will be permitted for categoryB and C
Plight Phases providedthe produot of frequencyand damping ratio exoeeds the
followingrequirememti:
3.3.2 ~. Leteral-
directionaldynamio respmnseOharaoteristiosare etated in terme of responeeto
atmosphericdisturbancesand in terms of ellowableroll rate and bank
oscillations,aidealipexcursions,roll control$forceeand yaw oontrol forces
that ooour during specifiedrelling‘andturningmaneuveraboth to the right and
to the left. The requlremantsof’3.3,2.2,3.3.2.3and .3.3.2.4apply for roll
cmmmeads of all magnitude up to the magnituderequired to meet the roll
performancerequirementsof 3.3,4 and 3.3.4.1.
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MIL.F-8785C
3.3..?.
1 hakr3,L-.dlfwUmal.r.
combined erfec,t of %,j. ‘:d,lRYm,:-J:;RtY:e%’%%%:d ‘h’
I.
Cliqht-control-sy stem nonlinearltie9on responseand controllability
characteristicsin atmosphericdisturbancesshall be considered(eee 3.8.3).
.--)
In partl.cular, the roll acceleration,rate and displacementresponsesto side
gusts shall be investigatedfor airplaneswith large rollingmoment due to
Slllenlip.
1 A&c 60
B 25
2 A6C 25
e o
for a“llLevels, the change in”bank anqle shall always be in the directionof
the roll control Command.
” The roll cmumand shall be held fixed until the bank
angle has changed at leaat 90 degrees.
AdverseSide91ip ProverseSideslip
F1tqhL Phase (Rtqht roll cmmmand (Riqht roll oommand
Level Cateqory cauecs riqht sideslip cauaee left aideslip
1 A 6 degrees 2 degreee
24
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MIL-F-8785C
1.1
1.0
.9
.8
.?
6
~“
% .5
g .b
1
.3
.2
I I I I I I
I I I I -2JO”
II 1 i I -280° -320° -3 0
o 40” -00”* -120” -160° -200” b5°lC 225”
0 (DXG)UWPPS=
, -3@ -*O” -20” -@* -lW” -lkoO -lmO
-180” -=0 -*o”
*p,(oEs)wm P-~~=5°-n *“ti”5°
.
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,
I
I
I
FIGURE 5. ~“
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UIL-F-8785C
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I 3.3.2.5 D in rob. In the rollingmaneuversdescribedin
3.3.4, but with coordinationallowed for all Classes,directional-control
effectivenessehall be adeouateto maintainzerO sideslipwith pedal fO~e not ~
greater than 50 pounds for Class IV eirplaneain Flight Phase CategoryA, Level
1, and 100 pounds for all other coiabinationsof Claas, Fli!?htPhase Categor.V
and Level.
26
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(
,;
:.
l’lIL-F-e785c
.!
i (p airplanesin CategoryC Flight Phases for Levels 1 and 2; but otherwise,yaw
control pedals may be used to reduce sideslipthat retards roll rate (not to
produce sideslipwhich augments rOll rate) if such control inputs are simple,
easily coordinatedwith roll control inputs and consistentwith piloting
techniquesfor the airplane cla9s and ❑ission. For Flight Phase TO, the time
requiredto bank may be increaaedproportionalto the ratio of the rolling
moment of inertia at takeoff to the largeat rollingmoment of inertiaat
landing,for weights up to the maximum authorizedlanding weight.
lims tO A~
, .. CategoryA CateqoryB CetegorvC
Claas Level 600 lJ50 600 q50 Joel 25°
I 1 ! 1.3 1.3
I 2 1,7 H 1.8
I 3 2.6 3.4 2.6
(-’
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MIL-F-8785C
lhu.?Ad!.c!&ve
The Fol10H@Q3DIs Angle Wmd&swM -)
Soeed Cateyxy A CateqoryB CategoryC
Level Ran4e 300 .jOo 9130 900 30°
VL 1.1 2.0 1.1
1 L 1.1 1.1 1.1
M 1.? 1.7 1.1
H 1.1 1.7 1.1
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HIL-F-87fJ5c
I . I I 1
I I
VL 1.6 1
2 L 1.3
1.3 2.0 3.4
M
1.7 2.6 11.
u
H
VL 2.5
3 L 2.0
n 1.7 3.0
H 2.1
TABLE IXd. ~“
~v~ The w mwlnn Bank w Chanilc~.
Speed
300 Ij(Jo 900 1000
Level Ranse
VL 1.0
1 i 1.1
1.1 2.2
n
H 1.0
VL 1.6
2 L 1.3
H 1.Q 2.8
i -“ H 1.4
.. VL 2.5
3 2.0
1.7 3.&
i
H 1.7
I (-
29
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t
MIL-F-8785C
w
Ilmlme The f~.
L I I
T
Speed
Level Ran&e 300
.—
VL 1.5
1 L
n
H
VL 2.8
2 L,. 2.2
M 2.4 4.2
H 2.4
--L
VL 4.4
~ 3.8
L
H 3.4 6.0
H i---t-3.4
L.V
-)
Omin L v < 1.8 Vmin Vmin ~ V < 1.8 Vmin
n 1.8 Vmin (1) ~v < .7 Vmax (2) 1,8 vmin~v < .’/Vmax
H .7 Vmx (z) ~ v iv%,, .7 v~~* i v i V*X
Speed
Lavel Ranqe CategoryA CateqoryB. CategoryC
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nIL-F-87e5c
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(.-. 3.3.4.3 ~. The stick or wheel force required to obtain the
rolling performancespecifiedin 3.3.4, 3.3,U,1 and 3.3.4.2shall be neither
.P greater than the maximum in table X nor less than the breakoutforce Plue:
TARLP.x. ~.
Flight Phase Maximum Maximma
Level Clees Cetaqory Stick Force Wheel Force
(Pound) (Pound)
1 I, II-C, IV A, P 20 L’o
c 20 20
II-L, 111 A, B 25 50
I c 25 25
2 I, II-C, IV A, B 30 60
c 20 20
H-L, 111 A, B 60
c : 30
(, -,
3 All All 35 70
31
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I UIL-F-8785C
100 pounds for Levels 1 and 2 and not greater than 180 pounds for Level 3,
withoutretrlmmins. For other airplanes,yaw-control-pedalforcesshall not
exaeea 40 pounds at the 9peoifledcondition9for Level 1 and 2 or 180 pounds
for Level 3. -~
I 3,3.5.1.1 .. When initiallytrimmed
directionallywith eaOh asymmatrloloadingspecifiedin the contractat any
epeed in the OperationalFlight Envelope,it shall be possibleto maintaina
~ straightflight path throughoutthe OperationalFlight Envalopewith
yaw-oontrol-pedalforces not ereater than 100 pounds for Level.?1 and 2 and not
greaterthan 180 pounda for Level 3, without retrimming.
3.3.6 ~ . The
~ requirementsof 3.3.6.1through 3.3.6.3.1and 3.3.7.1are expressedin terms of
characteristicsin yaw-control-induoedgteady,zero-yaw-ratesidealipgwith the
airplane trimmed for wingg-leveletraightflight. Requirementsof 3.3.6.1
I 1“ ~~ through3.3.6.3apply at sideslip’ angles up to those produoedor limited by:
a. Full yaw-control-pedaldeflection,or ‘ L
32
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UIL-F-8785C
.1 I 20 knots
and
Water-baaed 20 knots
airplenee
- I
3 All
I one-halfthe valuee
for Lavele 1 and 2
MIL-FJ3785C
3.3.9,,~ . Asymmetricloss or
thrust maY be caused OY many factorsincludingengine failure, inlet unstart,
propeller-failureor piopalier-drivefailure.- Foilowingsudden a.aymmatric 10s3
of thrust from any factor,the airplaneshall be aafaly oontkollablein the
cmaewinde of table XI from the unfavorabledireation. The’requirementsof
3.309.1 throush 3.3.9.4.apply for the apDropriataFlight Phasea when any single
failureor ❑alpcrformanceof the prmpulaivesystem,lnclUdinq inlet or eXhWSt,
causee lose of thruston one or ❑ore enginesor pmpellera, coneiderinqalso
the efract of the failureor ❑alperformanoaon all aubeyatemapowered or driven
by tha failed pmpulaiva system.
I
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MIL-F-8785C
35
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I
I
1
MIL.F-8785c
36
L
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IUL-F-8785C
..
‘i- ElM&was
Apprmach
‘~
Higher of 1.05Vsor
~
Higher of 1.1OVSor
Vs + 5 knots Vs + 10 knots
~.~
c. At no pdnt during the stall, etall appreaahor reeovery doea any portion
of the airplane exceed structural1imit loada.
flIL-F-8785C
TO Takeoff
CL Normal climb
PA Normal approach
I Uo Waveoff
LIBss
I CategoryA, B 1-1/2
I PA 1
Other Claaess PA 1
Other Claeses A&B 2 ..
38
a
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I
MIL-F-8785C
50 pounde 25 pounds
Side-stickor
Center-stick 40 pc.und.v
Wheel 75 pound$ 175 vounda
Pedal
.. 3.U.5 IlufC2k. Within the boundariesof the Operatioml F1ight P.nvelooe, there
I Shall be no objectionablebuffet which might detract from the effectivenea~of
the airplsna in executingits intendedmiaaiOna.
\
..
3:11.6_ Of ater= . The intentionalreleaaeof any atoms shall nOt
However,
result in objectionablefliqnt characteristic for Levala 1 and 2.
the intentionalreleaSe of atorea shall ‘ever ‘suit ‘n ‘ameroua ‘r
intolerableflight cmracteristica. ~is requirementapP1iee ‘or all ‘i‘qht
condition and store loadingsat which normal.or emerKencYstore raleaae is
permissible.
. OperationOf
3.4.7 ment
moveabla parts such as bomb 5ay doors, oargo doors, a-merit Podsv refuelin~
devicesand re.vcueequipment,or firingof weaWna, release of b~b~ ? or
deliveryor pickup of cargo shall not cause buffet,trim chan%ee,Or other
effectivenessof the airplme under
(, - characteristic which impair the These
tactical
requirementsshall be met fOr Levels 1
any pertinentflight condition.
and 2.
39
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MIL-F-8785C
I
1 MIL-F-8765C
1
3.5.2.1 ~- LO@tudlnal I Iater’1““d
directionalcontrols should exhibit positivecenteringin flight at any normal
trim Setting. AlthouShabsoluteC!enterinb? la nOt required,the combined
effectsof centering,breakout force, stabilityand force gradientshall not
produceobjectionableflight characteristics,Such es poor precision-trackinq
ability,or permit large departuresfrom trim conditionswith controls free.
Breakoutforces, includingfriction,preload,etc., ehell be within the limits
of table XII. The values in table XII refer to the cockpit control force
requiredto start movementof the control surface in flight for Levels 1 and 2;
the upper limits are doubled for Level 3.
MIL-F-8785C
1 30
2 ;: ti5 roll h the larqeat of ‘nd,
3 60 60 yaw l/TR and 2.0
u
Further,the velues of the equivalenttime delay derived from equivalent
syetem match of the aircraft reeponse to oookpit controls”
values of table XIV.
shall not exceed the
.-
I
3.5.3.1 ~. All controi system oscillationsshall be well damcad, unless
they are of euch an amplitude, frequencyand phasingthat they do nOt reaUlt in
objectionableoscillationsof the cockpit controleor the airframedurina
abrupt maneuvers and during flight in atmosphericdisturbance.
I
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I
)
PIIL-F-8785C
I
3.5.5-3 ~~. With controlsfree, the airplanemotions due to
I {
P failuresdescribedin 3.5.5 shall.not exceed the followinulimite for at least
2 seconds followingthe failure,as a functionof the Level of fWn6 Qualities
after the failure trcnsienthas subsided:
Pitch -------------------------
20 pohds
Rol1 --------------------------
10 Peunds
Yaw ---------------------------
50 Pounde
I
3.5.6 . The transientmotions and trim
changes resultingfrom the intentionaleni?aqement or diwk’,?c:nentOf anY
pertionof the primary flight control system by the pilot shall be such that
danqerouaflying qualitiesnever result.
1-
3.5.6.1 ~. With controls free, the transientsresulting
I
r
43
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HIL-F.8785C
FUL-F-8785C
3.7 ~
‘ {-
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MIL-F-8785C
m:*
1- w;
I I 1 f I
.--
4-.__.l_l.__l%%’c”
,,
1
“.{.
-r
-ILLEEL
..-.
,t, ● tud.
J.- k
“lhrotrl. ..t Ti.. “y * ctism..d du. i., *b. .s..-. s
Ilm,.. . ...1,.., 4.., J....*. . .. . ,.,”,,. ,,. rrt,.,,
d. .d .81 d.,. ,1. .0
,“”(,, ”..! ,.- ..@ .F..!(, <.ll, -., I,H.J . .. . ..-1 (., fh.-. I It’h! rh. s..
. Iffc-e,
..~.~
,- a.r.rw,tl.d
I.->i.,thedm.l.r.,,
m r..auiVc-c.1*
..t+lt.r.cd
1.rlh..,s.1-.
.Ctu,lm of,* *C*I.,*,1-
*.)..In
,11.tit14*.11h-.C.
-i.d e,,& .,, m..b,.
-r -. 1-.
46
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I
I
HIL-F-8785C
~2 .2~ 1
.$U(fl)-uu
g ~ [ 1 + ( 1.339LUQ)Z]”Z6
7 1 + ;( 1.339 l.vfl!~
*V (n) = “v &
~ -’n [ 1 + ( 1.339 Lvl!)’l’fi
I 02 2LU 1
$U (n) = u
g ~ 1 + (LUQ)Z
(, -
02 Lv 1 + 3(L 11)2
@v (I-i)
- v
E -7 !1 + (1.jw
. .
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141
L-F-E1785C
3.7.1.3 Discrete Kust ❑odel. The discretequst model tnay be used for any of
the three gust-velocitycomrmnent$and, by derivation, any of the three angular
components.
.
The discrete qust has the “1 - COSh?e” sh9Pe KiVefl by:
v=.) .;:,::
dm
V-vm ,x>dm
4--”--7 (lm
distance,x, ft
The dlscreLe cust above.may be used simzly or in multiples in order to assess
airplane renponse to, or pilot control of, larqe diaturt.antes.
“‘Step function
or linear ramg pusts may also be used.
I
3.’/.
2 Jic.4Lm/JLi@-al.LLLudS-
.WONKL1..
:l!I:l!Jmpl.
ior,I.hatI.llr:nll
r.tint.
abov,:>,00(1fr’(.
L i?.ir.o
LrfIplc.Then
,, . ... = ,. .-
uvw
illld
1. = I.v= 1.
w
t,
3.7.?.1 S@LU1-c-n-IP--s.ale
lew.. The .9Calea to be ueed are
. Ih,’1.1
1-7-;’. JJ LW.L .R.lw U J l~j:>-$ qlll.
:IndModeratequst macnitudegu
shall IN:dCL6W’min Os.t
l’rovf’l?ttf.p IJx,dv, d= dete~ f’
R USISM:values.ol. ‘q’ ‘g
ned
accordins La 3.7.2.‘.,and t.h?appropriateRHS turbulencelntengitiesfrom
fi~ure 7. Severe ..,jst magnitudesshall be:
-,
a. 66 rt/scc llASat VG, gust penetrat.ton
gpeed
Uh
I
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!41L-F-8785C
:.,.
“i
, .,
I ,,
.
4
I >
,,
,.
.,
1:
0
.
I ;- .
FIGURE ‘7. ~“
49
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MI L-F-8785c
1 I 0
,+
!1
,., l-. .1 0-
n., !
,, .:,.’
.J]
y ,..
.. XA “?.
!ILI,; ~:s 3,1.?}!X!C C4ZIT.fISi(III
!:!vi: .,....0!
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MIL-F-8785C
d. 50ft/sec EAS at mceds UP to Vm~x (PA) with the landinggear and other
devices which are open or extended in their maximum open or maximum extended
p03iti0n9
(1) 66 ft/sec EAS at 20,000 feet to 38 ft/secSAS at 50,000 feet for the
VG condition
i.
(2) 50 ft/sec EAS at 20,000 feet to 25 ft/sec EAS at 50,000 feet for the
condition
‘%ax
(3) 25 ft/sec EAS at 20,000 feet to.12.5 ft/seo EAS at 50,000 feet for the
Vmax condition
For altitudeaabove 50,000 feet the equivalentgust velocity specifiedat
~~,000 feet shall be multipliedby the factor - , the Sauare r~t Of the
ratio of air density at altitude to standardatmosphericdensity at 50,000
feet.
,
where Z. . 0.15 feet for CategoryC Flight Phase
51
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. .
El
I
1
:.
I
I
o 10 20 30 Lo 50
FIGURE 9. at 20 f@.
52
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HIL-F-8785C
LIGHT o ----
14DDERATE 90 600
SEVEIIE 90 300
3.’7.4~. Tt’Iis
9ection specifies the model of
atmosphericdieturbancegto be used for carrier landing operations. This model
1 shall be used in analysisand piloted simulationto determineaircraftcontrol
responseand path controlaocuracy during carrier landing. -Thismode1
supplementsbut does not replaoe the low-altitude❑edel Of 3.7.3.
Ug = u, +u~+u3+ll&.
53
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I
1. !
I
HIL-F-8785C
I
I J)
“Chcinput to all of the random disturbancefiltersshall be generated
I by f1ltcrinR the wide-band,Gaussianoutput of zero-mean,unit-variance
rmdmrrnunber generators.
I
3.7.4.1 Free-air turbulenceconvmnents. The free-airturbulencecomponents
vhlch are independentof aircraft relativeposition ara repraeentedby
I filteringthe output of white-noisegeneratorsdescribedin.3.7.4 to produca
1“ the follawingspectra:
!1
,’ 200
o (11)- per radicnlfoot
I ‘1
I + (100 n)?
71.6
per radianlfoot
@wI(*) - I + (loo $-2)2
I
* ~,d(z.zz + n. Iloo9x)c
‘3 =fiv
I .+:,
=eva “,d(4.98 + 0.0018X)C
v - vw,d~,
c - cosine u
p
{1(
tl+—+
O.85VWfd
)
x
O.85Vw,d
+P
1}
where: ‘9 s Ship pitch frequency,radians/second.
I
I
[ .’
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I
I FIIL-F-8185C
I 1000
I
800
60C
L, Scale LengthS,m.
(,-”
55
.-. ,.
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flIL-F-8785c
,-
-’)
1200
1000
800
600
L00
20(1
I
o
$’
I 0 1.0 1.? 1.L 1.6 1.8 2.0
56
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..-
____ ._---—
(.
t41L-F-8785c
Q
,.
n
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-. .
MIL.F-8785C
Invut
58
..-
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MIL-F-8?8SC
1’
i (
ip
!
I
I
(, -
I
..
I ..
..
+ 1 I , .0. (>
<.,..- .- ““. -.. m.
.!.1
,Cputlma
‘1
59
t
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I I
I FIIL-F-8785c
I where b = wing span. The turbulencecomponentsUg, v , W8 and pg shall be
consideredmutually independent(uncorrelated ) in a sfatistical,venge.
However, qg iscorrelated with Wg, and rg is correlatedwith Vg. For the
I.
discreteguste Lhe Iinear gradtenL gives angular velocityperturbationsof the +
form:
I
For the low-altitude❑odel, the turbulencevelocitycomponentsUg, v and w
are to be taken along axee with Ug aligned along the relative ❑ean wff.
nd vec or
I and wa vertical.
I
3.8 ~rement.c for use of the di6turbancemedels
I Explicit considerate
ion of the effects of disturbanceson flying qualities,if
required by the procuringactivity, shall be in accordancewith requirementsin
3.8.2 through 3.8.3.2. In particular,3.8.3.1will replace 3.1.10.1and
I 3.8.3.2 uill replace 3.1.10.2.
11=”
For the purpose 01 this specificationthe atmosphereshall”be consideredto
consist of three regions: low altitude (groundlevel to approximately2,000
I L’eetML) . medium/highaltitude (aboveapproximately2,000 feet) and, for
carrier landingOnly, terminalapproach (0-300 feat,eltitudeand 1/2 mile to
,, touchdown). The low altitude model shall apply to CategoryC’and any other
Flight Phase (e.g. ground attack, terrain following)designatedby the
I Procuringactivity. The mediu!cdhigh-alt itude model ie intendedto apply to
those Flight Phases where pmximlty to the ground is not a factor,generally
Il. CategoriesA and 6. in applicationit will be permissibleto use conditionsat
an average altitude for the medium/high-aititude ❑odel only. The carrier
landing disturbancemodel will apply to carrier-basedaircraftonly.
60
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\
I
I
UIL-F-8785C
I
The qualitativedegrees of auitabllityof flYingqualitiesare cate60rfzedaa
r0110w9:
I
indicatedin 1.5 are employed in this apecificatlonin realizationof the
possibilitythat the airplanemay be requiredto operata under abnormal
conditlona. Such abnormalities❑ay occur alao as a result of extreme
atmapherlc disturbances,or some comblnetlonof conditions. For thege factors
a degradationof flying quelitiasis permittedas specified in 3.8.3.1and .
3.8.3.2 (see also 4.1.1).
‘fA~LEXVI. ~.
I
Atmospheric Uithin OperationalFlight Mltbin Service Flight
Diaturbsncea Snvelope Envelope
61
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I
MIL-F-8785C
I 62
I .s
?.,-.
I ——__—
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MIL-F-8785C
~.~.~ ~
.
63
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t41L-F-8785c
a. n.. componentsand systems are ... operatingfor a time period per flight
equal to Lhe longest operationalmission time ...● . Since wat ommponent
failuredata are in terms of failuresper flight hour, even though continuous
operationmay not be typical (e.g. yaw damper ON during 8UparSOniCflight
only), failureprobabilitiesMU9t ba predictadon a per flight basis using a
‘typicalntotal flighttime. The ‘longestoperationalmission time” aa
‘typicalm is a natural result. If acceptancecycles-te.failurereliability
data are available”(HIL.-STO-756)
, these data may be.used for prediction
purpnses based on meximum cycles per operationalmig?,io”, gubjact to pmouri~
activity approval. In any event, compliancewith the requireaenteof 3.1.10.2,
aa determinedin accordancewith Section U, is baaed on the probabilityof 4
encounter per flight.
b. ..... failure la aasumcd to be presentat whicheverpoint ... ia uayst
critical ...m. This assumptionla in keepingwith the requiremantaof 3.1.6.2
regardingFlight Phages subsequentto the actual failure in question. In casea
that are unrealisticfrom the operationalstandpoint,the apeOlflC Airplane
Failure States might fall in the AirplaneSpecial Failure State classification
(3.1.6.2.1).”
64
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\
MIL-F-8785C
I
I (
,P
4.1-3 ~- The required flight tests will be definedby
operational,technicaland safetv considerationsa9 decided @intl Y bv th~
PrOCWlng aCtivity,the test agency and the contractorusing results from 4.1.1
and U.I.2. It is IIOL expected that fliqhL test demonstrationof the
( requirementsin Moderateand Severe disturbanceswill be done unless reouired
by the airplane ❑ission. Some flightscan be expacted to encounteractual
disturbance; then the qualitativerequirement would apply if the disturbance
intensitycould be cate~orized.
U.2.2 &em&r --of Eravitv DO~- Terms specifiedin table XVIII such as
n mean the moat forwardor aft C!onsl
“most forwarde.g.” and most aft c.c,. .s.
tent
with 3.1.?. When a critical weight‘nrmomrnt or incrtla is identtflrd, Lb,*
center-of-gravityposition shall correspondto the mo9t adverse eervice 10adinZ
in which that criticalweiqht or ❑oment o.finertia is obtained.
65
—
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-,
,,.
,.,,! .,,,.,, .,, ,,,, - !~w.,ltl,,.
I
I
M.-,!
mm.n
,,,
!,, ,,.
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..-!
..
..>! !.,..
!,-..-!. I!.*!
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J ,s Ir,”i”i ,‘“‘.”,Ol,rA,m
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AH!., !.,.,4 .I.d d-u..
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I ‘.1. ‘“‘i.,y’.’’.’’.t.
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,.,
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_,,,#w, r.-.i.
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,.,.1.: ,.., I,I..>! ..,, tit (.”.,* t:, ? . r.dl.d “.-.‘““.~ Co.u.
~,,, u.rr.
..-,,.,fl.
!,
p!
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t
,.,.1. I ,~,,,,1,.., ,e,,d B. ,.*..lr w, ‘kw=d
..,. 1.8 ,- u W#f.d m
1.. Wm.-l
.,.?,.”.. -t
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!.,,.*!
.,7,=
,,, ,., . ...,,44”, .-, ,., .. n., ,.....+ . .,. . . “+d .,.. ..1. c1
I
r..., ,. .4..., !
.——
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!$.., ,.... ... .. IA-< -., t.-... ., l.. V-,,1” L
t ~ .,. ,
,,, ,., ,, ;%; :;L!..-! !.., 1..!.. ,. D.., ,.”..4 c,,. 1.0
,,, .. ,,-,,.4,
=,,.-,,..,
l..
-.,.. 0-. -t {.-.,. . .,.$
● ’ -i -’ 2,!’.: %. ‘“‘- “.m
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.-, .,.. I,!*! l..- bl- d .-,.’,, .,?
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66
I
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MIL-F-87B5C
A
crow >. ~L.oIu,
_— rim., IL7W wwrit.~
,.,.., ,-, .0 “d ““I., d!.., “ ,..
,.4, , ...,,,..!
,.,.,., ,’,,,,.,, ,W, ,.., I ..(, ,1.,;.”. ”,
“., .! ,“?”,.
m., -Ill
, ,., .“. ,!..,.. !
,.,,,1 -I I!., ,.” “J .“, .1
1,,, ,., ,1, -
.,., ., .. . . .. ‘,”.
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1.,.,.1
.4, .,.,,
*,,, ..,,..,,,. t .(-.. . ,.. ..4 . ..(. !
— —
L.,.,. < ..<,l!
— —
,.,.l. , ,,.,.,.4, ”.,, -.1 “.P-.. 1.
-..
,XK,,C ,,, !”M-U..
1 ,,.,,..,
,.,.,., ,,, “,. .“. !,, #l!-.
3.,.,. * ,*.,
,,,...
”!-l. ..,.. I ,-,.,
d ,.,,,.,
-, .( .“. !!!
I
1.,.,.s -.”, “Il. ,., .,,
-, of ,“r!l
=. -, ,,m
,..“m .
m3-- ,,,., .,4., . .. 011...-. “.
I -. “at..! -Il..,
i“. r!i
L.,
m.-’- V,!..
,.,..!.
”,rl
( L3.4 -, of
‘.-.
1,>. a,l
1.s.4 .!. ‘..,
” co
,.
I 1.!.4 .1.
M,,..,”
I —.
!.3.4 .1.
-.,
ImIl(nl
.( I-”i
‘..,
m.-’-
..-, IKl,l’’. ”,o
1. J.4. Z mu— * c-” :,1 -..!
..,,..*
-4
..11-4
,. .,..,.
,FN””
-, .f !“rll
i ,,,.,.. ”.,1
3.3. #.1 al ‘nu.d h-r” .mti,$! IoIllw ,..,,.,
- ., ,-,, ,
3.$.4. a ,-1”. tit a.-
3.3.4. s
I I
?.wt :.-
. .{, .. . ..
1.1. s
.(.
I .. ... ‘..,..
-’-
,“..’.,..0
1.0 ‘.”m
1=
1.3. s.1 ,,.,
-.
,I-
1.1. *. I mf..t i-., c..*.. I .i*h ,.0 ‘..’.”
““..
“-!rm l.dtw
‘.,. (N1. -,
,.
r.! i. . . . ..fl ,.. P r“. .9d
3.,.,, / 011-;,~; *t ,-,” w.
c
67
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I
nIL-F-a785c
I
TABLE WIII. ~. (~”ti””’d)
I
,. warn
T1lU
I 1.,,7 L.,.,.l.,, ”.tl-..l -1”1 1.
,m., .’,ii
,.,. -., ,,”, -w ,. cm. .1*8
I
I 1
1.I.7.
Z
,,.,.,.1.1
%.3.7.2,21
I
rd..<l
““””’”’
m
.id
“d I-4,* Idlm i.
a==-
8,1.1,1 1-;1.4 .-4 Iti.11.
I
I
lmmt M-t,
I ,,,.,.2 M. .n.t
I
I ~4 WSCCL- ?L119C @MLlll U
-1
I.b.J.l mall. Ull$b-r 1. W1..r.l. r.. nt&8t
mn ..- UaaLlml
I ,J.b. z.,.l
,. L.,.,.,. I
-,m,tnn.
.WnllJ
Md@.
.iub8 In.o.tlmtld W
d ti.1 %“.hc.
I ,.,.2., 11..-.N I
I
I
I
I
I
I
I
I
I I
68
I
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,.. . . .. .
,,..
i::,
[.j
. .{.,
..,.,
MIL-F-L778SC
(Centinued)
TABLE “XVI1. Design and test condition guidelines.
r%E!E!=l
,,nl ,,.1.1. d.I.21
7
-
— h - ●, “m.““‘-
1.s., *.I. -.
k
S
(1, s.1.1.
1.LJ. B.
,. l,s.l .1}
,.. —
,.,.,
11.
s.1.1.
l.s.s
.11
.11 —
1.,.s k,,-
O.s.s .1.
I ,,i.,. n
—
,.,.. -1., ,. .,,-. -“l -. -. ,.. ●.W,$ 40-. *
“-s
13..,6.1,
1.s...11
w~
L-1=-&’
t,t ,,* f.. --,1. “-=!
I... -, fa.md ..,.
A -, .1, ..,.
d
m.n .
,...2 - ti ,,,*,+.U -s”1 —. m.- .CA
ti,-
,.,.1 ,-4”,. d *.1. m —
* -y M .--i
- ,...4-4 m.m. m.ro.m
,...,.1 ,,,6 *i. a-c”
~ *OL9
1..., -Ill.” *I”—v -.1-, -c, .n .,,. . -,nd - I*k ‘.a.
1“‘-
<at-d .,lh
l.-!”, -,*!
-.
~ —*,C
——
e4--
.—— --
—
?Ez!!u — -
—
69
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I
I
t41L-F-8785c
I
I
..
I
-.
I
I
:,
I ,,
I
I
I
I
I
I
I }.
1’
~.
I !.
I I
70
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141
L-F-R785C
5. PREPARATIONFOR DELIVERY
6. NOTES
6.2.1 ~.
s“ - wing araa
9 - Laplace oparator
Q - dynamic prassure
(-
71
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MIL-F-8785C
6.2.2 =
I
L’
length
H Mach number
72
I
L —
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MIL-F-8785C
I
~.
,
1 WwLwMSa’
Climb (CL) Normal climb For straightfliqht
I?sergency
deecent (ED) Idle Fcr straightflight
‘i Vs(x), v~n(x) ,
V*(X)
short-handnotation fcr the apeade ‘Js,Vminu Vmax
for a given Oonfiquration,weight, cenLer-
of-gravitypoaiticn,and external stcre Comblnaticn
associate~with Fliiht Phssa X. For @XamPIC. the
designationVmx(TO) is tiaedin 3.2-3.3.2tO
emphasizethst tbe speed intendad(for the wei~ht,
center cf gravity);and externalstOre c~binaticn
under oonslderation)S9 Vmax for the configuration
associatedwith the ~kecff FIWht phase. This is
necessarytc ‘avoidccnfusicn,“since tha ccnfiquraLicn
and Flight Phase change frcm Lskecffto climb during
the msneuver.
73
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I
t41L-F-8785r
v~ gust penetrationspeed
6.2.3 ~
Thrust and power for propeller-drivenairplanes,the word ‘thrust” \
shall be replacedby the word ‘pmwern throughoutthe
specification
HAT
I ““
maxlmum augmentedthruet: maximum thrust,auqmented
by all means availablefor the Flight Phase
I Takeoff thrust maximum thrust availablefor takeoff
74
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IUL-F-8785C
Roll control force - for a stick control, the componentof control force
exerted by Che pilot in a plane perpendicularto the
plane of syametry,aoting at the center of the stick
grip in a directionperpendicularto a line between
the ‘centerof the stick grip and the stick pivot.
For a wheel control,the total moment applied by the
pilot about the wheel axis in the plane of the wheel,
divided by the average radius from the wheel pivot to
the pilot*9 grip
6.2.5 ~
{
SP damping ratio of the short-periodoscillation
P41L-F.FJ785C
%x .—— — ————
\
nom, ———— ——
\’
——— ——— —— — )-
>j.,>&-
75% --
=Z= I.
J j
+
\
. ~ # JAIRsPEED
n“mi8
——. ———
——— ——— —-\.—.d
- IIa(+)
Anoq-) (OPUIATIOPLaL
FLIOHTEIIVELOfE]
—-— m(+)AIIO
a(.) (SERVltE
FL16NTEwELOPE)
d“
76
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I MIL-F-8785C
I b. Angle of attack, for a given speed or Mach
number, at which uncommandedpitching,rolling or
I
yawing occurs (3.U.2.1.2)
Y = sin -1 (verticalspeed/trueairspeed)
8 pitch attitude,the angle between the x-axle and the
horizontal
% (-1/T5)
IIIL-F-8785C
% > 0.2:
78
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I
1
.....
I
1: t41L-F-E7f15c
-----
,,-
oi-
4+’
- . ..---—. . ..
!~
4--- ......... .
6. -..
----.-.-: i ~ ....
g E
;“ * . 9.!, .
.
,—..—- -—— .-
“L_. :
$a2S3””’
u.!
J. 4 .,. . : %..4,,, 3 J ‘ ,- ,, -,
t.9.
im ,,, (:1,,,
I
c
..:. ..1 .1;
:“ @.w#Ljs.Lw ,., :
d,; (-,)(*-*.W+J% ‘“%”,.,:
O.*
*..
L
.*.4.9., -1.1*J -o.- a‘
$’
~,MA, ,1ss
FIJNCT
10N
e IS,c?TRANSFER fZZ&=–..-
“-
342..’
(EaE J I
$#.d+- J.
J:i
mm, *L-
.J—
,, ,.
,-. =
[c) [Ii)
FIGURE 14.
79
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MIL-F-8785C
I
0=’=”<
.-
;;
...
.,!
~. . .._ -.—- .—
*~. )
j’;
::,
.:./
.. L+
..!.
:.~,,
:;
; g ,.. . .
I E
:
I J/ *. . .. .... .:
1’ ,’:,
J=--’ * r.
...-.
............‘;“:’”;”
:“:””;”
,,,..
1.,, I
+’-- !;.
!
:0,
,,.”..:.
..&--
.“ ““- “,-
l--
. ...
.. . -.__-—
,,.
>
I 131
u Jo”’
-L* .!., .1.1-0.0 +~, 0
. . cutil!l
Jf I,,[,TRANsFER FuNCT”I ON
<
“.!
I ..
... .- .-. .. .-. .. -. --- .
I . .. . .
: .“
I .-
““’\
.>.- .-
I . .... . .
““J ..... .1
L ,,,,,~:-\.- RI +
,,!!
j,: : .’-:”:,:
I ,,,.
[8 I
FIGURE 15. J
I
I
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,5
flIL-F-8785c
( ‘Applicableroll Performancerequirement”,
,.
r ( $t) retirement;
3.3.4.1
ia determined from 3.3. Q and
for the Class, Flight Phase Categoryand
Level under conalderatlon
I
‘n time for the Cutch roll oscillationin the eideelip
! B reaponee to reach the nth local maximum for a rieht
step or pulse roll-controlcommand, or the nth local
minimum for a left command. In the event a step
control input cannot be accomoliehed,the control
shall be ❑oved ae abruptlyae praCtiCSland, for
purposesof thie definition,time shall be measured
from the inetantthe cockpit control Qeflectlon
passe9 throu!?hhalf the amplitude of the cemmanded
I value. For
-. nulr,einouta. time ehall be meaaured from
a Point halfway through the duration of the pulee
phaee an~ie expressedas e W fnr e CO~ine
(- representationof the Dutch roll oscillationin
t
I sideslip,where
I *B = -~.t
d ‘6
+ (n - 1)360 (degreee)
,
with n aa in tn above
\p/B phase angle between roll rate and sideslipin the
Free Outch roll osoillatlon. Angle is pnsitivewhen
p leads B by an angle between O and 1800
..
at eny instant,the ratio of amplitudesof the
I bank-angleand aidaalip-engleenvelopasin the Outch
I roll mode
81
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!41L-F-8785C
I 1lr6117
I 2. ;:
:; -.
I .............+.
........... .
I 0
L2FT
. . . . . . . . . .. . . . .. .. . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . .. . . . .. . .. . . . . . ..
Blwl;:::: :1::::
:! :: :. ::
z
I
* ? ~;
$
1
t
:! ~~
d 1 2 8 4 6 6
I TIME- SEC
I
Since the firsL local maximum of the Outch roll ~.of the aideslip
response occurs at c = 2.95 geconds,
I
I ~ -t -360
*R Td nB + ‘n - 1)360 =7(2”95) = ’303 ‘egrees
I Level 1 flying qualitiesof a Class IV airplamein the approach are under
examination; so the roll performance requirement frc.wtable IX upnn which the
parameter“km in the sideslipexcursionrequirement(figure 6) la baaed, la
I $t = 30 degrees in 1 second with rudder pedals frea (as 10 the rolls of
3.3.2.u). From the definitions,●km for this conditionla.
I
I
~ - ($l)c_d
I ($.llrequirement
I
Thereforei’romfigures 14 and 15: .
82
~
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t41L-F-8785c
( 6.2.7 ~
P
~ Ci
n spatial (reduced)frequency(radiansper foot)
t - time (e.eoonda)
disturbanceve16clty.
alonq”theZ-aXiS, 009itive
- (feet per sacond)
u - root-mean-square intensity of ug
9 mot-mean-aware inten~W of Vg
v
a romt-mean-squareintensityof wg
w
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t41L-F-8785C
I
I
1.01 :::, ::::: :::: :,:;
I.0 10 ma
I
Tfi- duo
FIGURE 16.. :
I
Center-stickcontroller,nL
—— -—---- = 7.0
I
84i
I
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MIL-F-8785C
b. Level 2 ia worse than Level 1, but no woree than the Level 2 boundary,or
number
c. Level 3 la worse than Level 2, but no worse than the Level 3 boundary,Or
number.
P
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IIIL-F-8785C
6.8 &lated dot-. The dccumentslisted below. while thev do not form a
part of this specification,are ao closelyrelated io it thet ;heir contents
should be taken inta aCCOtCIt
In any applicationof this specification.
SPECIFIC&TIONS
MILITARY
STANDARD
HILITAflY
PUBLICATIONS
DH 1-0 General
DH 2-O AeronauticalSy9tema”
AFFDL TechnicalRepcrt
CuatodIan:?: PraparingActivity:
Army - Av Air Force - 11
NnvY - AS
Alr furce - 11 Project 15GP-0030
U6
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!KL-F-8?85C
NuMERICALINDEX
Pa.e
1. SCOPE . . . . .. . . . . . . . . . . . . ...-.1
1.1 Scope . . . . . . . . . . . . . . . . . . . . . . .
1.2 Application. . . . . . . . . . . . . . . . . . .
1.3 Classlficar,ionOr airplanes . . . . . . . . . . . 1
1.3.1 Land- or carrier-baseddesignation . . . . . . . ~
1’ 1.4
1.5
FllRht Phase Categories . . . . . .
Lev& of flying i!ualities. . . .
.
.
.
.
.
.
,
.
.
.
.
.
- 2 - 3
. 4
2. APPLICABLEDOCUH!MTS . . . . . . . . . . . . . . h
2.1 ksuesofdeoteaents . . . . . . . . . . . . . . . h
3. RETIREMENTS . . . . . . . . . . . . . . . . . - 5
3.1 General.requirements . . . . . . . . . . . - . . 5
3.1.1 Operationalmissions . . . . . . . . . . . - . . 5
3.1.2 Loadings. . . . . . . . . . . . . . . . . . . .
3.1.3 14amentsand productsof inertia . . . . . . . . - ;
3.1.4 External stores.... . . . . . . . . . . . . - 5
3.1.5 Configurations . . . . . . . . . . . . . . . . . 5
I 5
3.1.6 State of the airplane.. . . . . . . . . . . . .
3.1.6.1 Airplane Nomal Statea . . . . . . . . . . . . .
3.1.6.2 Airplane Failure States . . . . . . . . . . - . . :
3.1.6.2.1 AirplaneSpeoial Failure Statea . . . . . . . . .
3.1.7 OperationalFlight Envelopes . . . . . . - . - - :
3.1.8 Service Flight Envelopes . . . . . . . . . - - -
3.1.8.1 Pfaximumservice apeed . . . . . . . . . . . . . . ;
;.1.8.2 Uinimum service speed.. . . . . . . . . . . . . 8
3.1.8.3 Maximum servioa altitude . . . . . . . --- . . . 8
1’ 3.1.8.4 Service load factors . . . . . . . . . . . ..- 8
8
3.1.9 Pemiasible Flight EIIVelOWS . . . . . . . . - .
3.1.10 Applicationof Levels . . . . . . . . . . - . . .
3.1.10.1 .Requirements for AirplaneHormal Stetea . . . . . :
3.1.10.2 Requirementsfor AirplaneFailure States . . . . 9
I 3.1.10.2.1 Requirementsfor apeoifio failurea . . . . . . - 10
. 3.1.10.3 Exceptions . . . . . . . . . . . ..”...... 10
3.1.10.3.1 Orouod operation and terminalFlight Phaaes . . . 10
3.1.10.3.2 ifhenLevels are not specified. . . . . . - . . . 10
3.1.10.3.3 Flight outside the Servioe Flight Bnvelope . . . 10
3.1.11 Interpretationof aubjeotiverequirement . . . 10
3.1.12 Interpretationof quantl tetive requirements. . . 10
3.2 .Longitudinal flying qualities. . . . . . . . . . 11
3.2.1 Longitudinalstabilitywith
respect to speed . . . .. . . . . . . . . . . . 11
3.2.1.1 Longitudinalstatic stability . . . . . . . . . . 11
3.2.1.1.1 Ftelaxation,in”tranaonicflight . . . . . . . . . 11
3.2.1.1.2 Pitch control force variations ..
durin% rapid Soeed changes . . . . . . . . . . . 12
3.2.1.2 PhugOld stability . . . . . . . . . . . . . . . . 12
‘ r“ 3.2.1.3 Flight-pathstability . . . . . . . . . . . . . - 12
3.2.2 Longitudinalmaneuveringcharaoterlatics . . . . 13
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I
,
MIL-F-8785C
I NUMERICALINDEX (Continued
)
‘.
3.2.2.1 Short-periodresponee . . . . . . . . . . . . . . 13
3.2.2.1.1 Short-periodfrequency and
acceleration 9&sitiiity . . . . . .:. . . . . . 13
3.2.2.1.2 Short-nerioddamping . .. . . : . . .. . . . . . . . 13
3.2.2.1.3 Residualoscillations. ~ . . . . . . . . . . . . 13
3.2.2.2 Cmntrol feeland Stabilityin
❑aneuveringflightat .oWstamt speed .“. . . . . 13
3.2.2.2.1 Control forcesin memeuveringflight “. . . . . . 17
3.2.2.2.2 Control ❑otions in maneuveringflisht . . . . . . 17
3.2.2.3 Longitudinalpilot-inducedOscllla’tibhs . . . . . 17
I 3.2.2.3.1 Dynamic control forces tn memeuverine
I flight . . . . . . . . . . . . . . . . . . . ..”17
,,. 3.2.2.3.2 Control feel . . . . . . . . .. . . . . . . ...19
3.2.3 Longitudinalcontrol . . . - . . .... : . . . . . 19
3.2.3.1 Longitudinalcontrol in unaccelerated
flight . . . . . . . . . . . . . . . . . ...19
3.2.3.2 Longitudinalcontrol in !naneuverlnq :
flight . . . . . . . . . . . . . ..: . . ...19
3.2.3.3 Longitudinalcontrnl in takeoff . . .... . . . . . 19 - 20
I 3.2.3.3.1
3.2.3.3.2
Longitudinalcontrol in oatepult~keoff . . . . 20
Longitudinalcontrol foroe and travel
int..akeoff. . . . . . . . . . . . ..’ . . ...20
3.2.3.4 Longitudinalcontrol in landing . .. : . . . . . . 20
3.2.3.4.1 Longitudinalcontrol forces in lantiing . . . . . 21 ‘-
Longitudinalcontrol foroea in dives
I i. 3.2.3.5
- Service Flight Envelope . . . : . : . . . . . 21
3.2.3.6 Lonqitudinal control fomea in divea
I 3.2.3.7
- PermissibleFlight Envelope . . : : . . . . . 21
Longitudinalcontrol in sideslips. . . . . . . . 21
3.3 Laterel-directional flying”qualities : . . . . . 21
I 3.3.1 Lateral-directional mode characteriatioe . . . . 21
3.3.1.1 Lateral-directional oscillations(Outch
roll) . . . . . . . . . . . . . . . . . . ...21-22
3.3.1.2 Roll mode . . . . . . . . . . . . . . . .... . . .23
3.3.1.3 Spiral stability . . . . . . . . . . . . . ...23
3.3.1.U Couplod roll-spiraloscillation. . . .. . . . . . 23
3.3.? i,ateral-directicmaldyna~ic respnnee
characteristioe. . . . . . . . . . . . . ...23
3.3.2.1 Lateral-directional responseto
atmosphericdisturbances. . . . . . . . . . . . 24
3.3.2.2 Roll rate oacillationa . . . . . . . . . . . . . 24
3.3.2.2.1 Additionelrmll rate requirement
for small inputa . . ... . . . . . . . . . . . 24
3.3.2.3 Bank angle oscillation . . . . . . . . . . . . . 24
I 3.3.2.U Sideelip excursions. . . . . . . . . . . . . . . 24
d
I
I
88
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HIL-F-8785C
NUMERICALINDEX (Continued)
eam
3.3.2.4.1 AddltlOna’1sldesllprequirement
forrxna~~inputs . . . . . . . . . . . . ...26
3.3.2.5 Control of aideslip in rolls . . . . . . . . . . ~~
3.3.2.6 Turn coordination. . . . . . . . . . . . . . . .
I 3.3.3 Pilot-inducedoscillations . . . . . - - - - - . 26
3.3.4 RO1l control effectiveness . . . . . . . . . . . 26 - 27
I 3.3.4.1 Roll performancefor Class IV airplanes . - . . . 27
3.3.4.1.1 Roll performancein Fliqht Phase CO . . . . . . . 28
3.3.4.1.2 Roll performancein Flisht Phase GA . . . . - . - ~~
3.3.4.1.3 Roll response . . . . . . . . . . . . . . . . .
3.3.4.2 Roll performancefor Class III airplenes . . . . 30
3.3.4.3 Roll control forcea . . . . . . . . . . . . . . . ~1
3.3.4.4 Linearityof roll response . . . . . . . . . . . 31
3.3.4.5 Uheel control throw.. . . . . . . . . . . . . -31
3.3.5 Direotional centrol characteristics. . . . . - . 31
3.3.5.1 Directionalcontrol with speed change . . . . . . 31 - 32
3.3.5.1.1 Directionalcontrol with asymmetricloadins . . . 32
3.3.5.2 Directionalcontrol in wave-off (go-around)- . . 32
3.3.6. Leteral-direct ional characteristics
int!teadyslde?liPs . . . . . . . . . . . . . . 32
3.3.6.1 Yawing momente in etaady aiaealips . . . . . , - 32
3.3.6.2 side forces in steady eideslips . . . . . . . . . 32
3.3.6.3 Rollingmoments in steady eideslips. . . . . . . 33
3.3.6.3.1 Exceptionfor wave-off (go--~d) . . . . . . . 33
3.3.6.3.2 Positiveeffectivedihedral ltiit . . . . . . . . 33
3.3.7 Lateral-directional control in ormaswinds . . . . 33
1’ 3.3.7.1
3.3.7.2
Final approach in cro~swinda . . . . . - . . . - 33
Takeoff run and landing. rollout in
crosswinds. . . . ...”.. . . . .-.....34
3.3.7.2.1 Cold- and wet-weatheroperation . . . . . . . - . 34
3.3.7.2.2 Cerrier4aaed airplanes . . . . . . . . . - - - . 34
1 i.
“.
3.3.7.3
3.3.8
3.3.9
Taxiing wind awed limits . . . . . . . . . . . - 3&
Lateral-directional oontrol in dives. . . . . . . 34
Lateral-directionalcontrolwith
asymmetriotcrust.... . . . . . . . . . ..3$
.. 3.3.9.1 Thrust lees during tekeoffrm . . . . . - . . . 34 - 35
3.3.9.2 Thruatloss after tikeoff . . . . . . .“. . - . - 35
3.3.9.3 Transienteffeota . . . . . . - . . . . . . ...35
3.3.9.4 Asymmetricthrust - yaw oontrols frae . . . . . . 35
;.:.9.5 Two engines inoperative. . . . . . . . . . . . . 35
Hiacellaneouaflying qualitiee . . . . . . . . . 35
3:4.1 Dangerousfliuht conditions. . . . . . . . . . . 35
3.4.1.1 !darninqand indication .’. . . . . . . . . . . . 35 - 36
3.4.1.2 Devices for indication,warnins,
prevention,recovery . 1 . . . i . . . . . . . . 36
3.4.2 flight at high an%le Of attack . . . . . . . . . 36
3.0.2.1 Stalls . . . . . . . . . . . . . . . . . . . . . 36
3.4.2.1.1 Stall approach . . . . . . . . . . . . . . ...36
3.4.2.1.1.1 ~arnin.q speed for Stalls at 1S no~al
tothe flight path..-.. . . - . - . . ...36-37
89
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IIIL-F-8785C
..
EAsa
L
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HIL-F-8785C
( NUMERICALINDEX (tintinued)
p
had
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MIL-F-8785C
I
NUK2RICAL INDEX (Continued)
I
..
Rn2A
5. PNSPARATIONFOR DELtiERY . . . . . . . . . . . . 71
5.1 Hotapplioable . . . . . . . . . . . . . . ...71
6. NOTES . . . . . . . . . . . . . . . . . . . ...71
Intendeduse . . . . . . . . ; . . . . . . ...71
::: Definitions. ...’..... .: . . . . . ...71
6.2.1 General . . . . . . . . . . . . . . . . . . ...71-72
6.2.2 Speed s . . . . . . . . . . . . . . . . . . . ...72-74
I 6.2.3
6.2. t!
Tbrust and power . . . . . . . . . . . . . ...74
Control parameters . . . . . . . . . . . . . . . 74-75
6.2.5 Longitudinal parametera . . . . . . . . . . ...75-77
6.2.6 ~teral-directional perametere. ~, . . . . .7~, 78, 81. 82
Atmospheric disturbance Pkmaeteqt . . . . . . . 83 - 84
Term used in high angle of hktaok
requireuenta. . . . . . . ..: . . . . . ...84
Interpretationof Pa/n limftk 0? table V . . . 84
Cain eoheduling ...,... . . . . . . . ...85
Snslne’eonsideratione . . . . . . . . . . . . . . 85
6.b Effeota ef aereelaaticlty, control
equipmentand structural dynamioi . . . . . . . 85
I I
6.7
6.7.1
Applicationof Levele . . . . . . .
L%vel definitiona . . . . . . . . .
.
.
.
.
.
.
.
.
. . .
...85
85
II TABLES
I 1
,;
I I 92
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MIL.F-8785C
1 (p INDEX (Continued)
NU#9ZRICAL
FIGURES
FIGURE 1 Short-periodfrequencyrequiremante
- CategoryA Flight PhasctI. . . . . . . . . . . 14
2 Short-periodfrequencyrequi.remnta
CategoryB Flight Pbasea . . . . . . . . . . . 15
3 Short-periodfrequencyrequlremanta
CategoryC Flight Phases . . . . . . . . . . . 16
ions . . . .
Roll rate osclllation 11.mltat . . . . 25
Sank angle oaoillation liuitat10IIS . . . . . . . 25
SideSlipexcursion Iimitatiow . . . . . . . . . 26
turbulenceexceedanceprobability. . . . . . . . 49
nagnitudeof discreteguate . . . . . . . . . . . 50
Probabilityof exceediogmean wind
speelat 20 feet . . . . . . . . . . . . . . . . 52
10 Lew-altitudeturbulenceintegralaCalee . . . . . 55
11 NoriznntalturbulenceRUS intensities. . . - . . 56
12 CVA chip burble steady wind ratioa . . . . . . . 57
13 U-ecmWnent burble time oonetant
“end variance . . . . . . . . . . . . . . . . . . 59
14 Roll-8ideallP OWPliCIS pr=e~ro-
right rills . . . . . . . . . . . . . . . . . . . 79
,
15 Nell-sideslipCOU211iMSPa=eter-
left rolle.. . . . . . . . . . . . . . . . . . . 80
..
16 Srample of pltoh maneuveringform
gradient limits: oenter-stickcontroller
nL = 7.0 . . . . . . . . . . . . . . . . . . . 84
93
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