a configuration is capablei. radlue mission cruising at* altitudes0 feet0 feet. Tbe mission Is sumraarised onlstaace-velght profile is shown
on Figure 2. Airplane perforssnca is Butsaarised on Figure 3.
The missionull paver take-off, climb and cruise. Fuel allowance for take-off and acceleration to climb speed is one minute at full power.
The climb performance is shown on Figure k. The sea level rate of climb0 feet per minute and decreases vltb altitude toeet per minute-0 feet, This part of the climb is made at aEAS of koo Knots and an increasing true speed. arge part of the excess thrust is required for acceleration. 0 feet the climb is madeonstantnd all of the excess thrust is available for climb. O0 feet tbe rate of climb increases0 feet per minute end thereafter decreases rapidly to aero0 feet,art of cruise. The climbounds of fuel,ndinutes.
The climbing cruise is made at maximum power at. The crulee time8 houraegree turn at the targeti. from take-off at mn altitude0 feet. The end of cruise is0 feet over tbe base at. An actual mission would include an idle
JocMm/ AIRCRAfT CORPORATION
power descentfrom th* base and would use less fuel than continuing tle crulac to th* base at altitude. eservela includedinglenlnute loiter at subsonic speeds0 feet altitude.
tbe take-off and tne landing ground rolleet respectively* speeds required for take-off and landing are based on an anglt of attack ofegrees. Which ia the clearance angle with the main gear struts compressed. this provides an adequate ground clearance margin overegrees provided with the gear struts extended. single engine safety during take-off is excellent since tbe total airplane drag ia less0 pounds including dead engine and trim drag and the operating engine provides0 pounds of thrust. single engine performance during landing ia, of course, better due to the reduced weight.
1 Pageigure 1
A-HA jQSSIOB SlteMAIQngines)
bs. BXT used ln0sed in prisjery)
Arffflfflf AIRCRAFl CORPORATION
A-UA PgRFORMAHCB SIMHARY
Take-off Ground Roll
Rate of CUnb att kOO
JorMtmf aircraft on
STRICT URAL BESCBIPTIOH_
This section covers tbe significant velgbt and structural changes betweenl configuration end. Sactlon IV of the main reportetailed coverage of tbe weight aad structure, ofl.A baa smaller wing and tail,ngines replacengines; those are tbe essential differences in the two configurations.
A weightb, each is used forngine, this includes HBP provisions and pelf contained oil end starter systems. The weight eumaary is given on the following page and the center of gravity envelope Ss shown on Figure 1.
The wing structure bas been investigated for the external loads given in Figure 2. The internal loads are not substantially different from those inl wing, the sane type of wing structure will be used. l wing skin gauge is unchanged, this produces slightly higher aileron reversalorA. ives design speeds and aileron reversal speeds. All other loads and speeds are contained in Section IV of the main reiort.
, M A-
I'.: . .
tm( aircraft corporation
The Oeneral3 turbojet engine was used ae the powerplant
forA airplane. This engine van oonoldered aa the alternate powerplant since It Is the only other poverplant In the speed andrange oferies airplanes which will be available shouldd engine program fall to materialise. The thrust to weight ratio of3 engine ia inferior8 engine at0 feet design condition.
Two versions of3 were used in the analysis, thengine which usesuel in the primary and HEF ln tbe afterburner, and thengine which is an allngine.
The engine used in this section is an3 engine. The
turbine inlet temperature has beenn the flight speed range fron M0. At higher Mach numbers, the turbine inlet temperature is cut back to the original value.
Thendngine performance are baaed on data presented. espectively, modified for. Increase.eapect-ively.
Jod'/liwl aircraft corporation
An engine weight0 lbs* vas used for tnengine0 Ibe. for thengine.
Tbe following are tbe manufacturer's quoted availability dates for3 enginej
It ahould be noted that tbeBET) engine availability is approximately two years later than the proposed airplane flight date.
Thengine thrust and fuel flows at maximudi power are presented inespectively. Tbe performance ie based on tbe inlet recoveries shown inf the Thermodynamics Section of Report Tbe data are for climb speed. up0 feet and0 feet.
Also shown are the uprated turbine inlet temperature datao
eetnd at normal turbine Inlet temperature0 feet. how the variation of 8PC with afterburner power for thendngines rsspectively.
A. POWER PLAKT SYSTEM (cont.)
III. Induction, SystemiPerforasnce
Baste type of Induction eyeteai ie propoeod forAas that used lnirplane (Report
fi' AKROirtnAMIC HKAT EuUgSF-B
The entire snalysls presented inP-Hj* forl airplane is applicable toA airplane,Original document.