1、NASA TECHNICALTRANSLATIONCONASA TT F-734CASE FILECOPYFLIGHT OF AIRCRAFT WITHPARTIAL AND UNBALANCED THRUSTby M. L. Gallay“Mashinostroyeniye“ Press, Moscow, 1970NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON, D. C. APRIL 1973Provided by IHSNot for ResaleNo reproduction or networking permitte
2、d without license from IHS-,-,-FLIGHT OF AIRCRAFT WITH PARTIALAND UNBALANCED THRUSTBy M. L. GallayTranslation of “Polet Samoletas Nepolnoy i Nesimmetrichnoy Tyagoy.“Mashinostroyeniye“ Press, Moscow, 1970NASA TTF-734For sale by the National Technical Information Service, Springfield, Virginia 22151$3
3、.00Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Page Intentionally Left BlankProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-ANNOTATION /2*Flight of Aircraft with Partial and Unbalanced Thrust. Gal
4、-lay, M.L., “Mashinostroyeniye,“ Moscow, 1970, 192 pp. /?9 ,-The book investigate-sVhemotion of multiengined aircraftflying with partial and unbaiTancedthr-ust as a result of failure .of engines. . “ :“V;/.-.?Consideration is given to the probability characteristics ofsuch flight, the manner in whic
5、h external factors and the aero-dynamic parameters of,the aircraft influence it, steady routeflight, landing approach, and landing and takeoff with partialpowerplant failure.A special chapter is devoted to the standards for airworthi-ness, pf aircraft, which codify their-characteristics for cases of
6、engine failure, and methods of determining conformity to them inflight tests.In setting forth the material, a special attempt has beenmade o bring out the,physics of the phenomena governing the di-vergent motion of the aircraft.The book is intended for design-office, test-station, anduser.TT0rganiza
7、tion engineers, as well, as for flight crews. At thesame time, it should be helpful to instructors and students atthe aeronautical higher educational institutions. With 3 tables,85 illustrations, and a bibliography with 23 source citations.Numbers In the margin indicate pagination in the foreign tex
8、tillProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Page Intentionally Left BlankProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-TABLE OF CONTENTS /190Annotation iiiForeword vii-Introduction 1Chapter
9、I. Probability Characteristics of Plight with Par-tial and Unbalanced Thrust on Aircraft of Various Con-figurations 41. Influence of Total (n) and Critical (m) Numbers of .Engines on the Probability of Forced Interruption ofFlight . “.2. Probability of Flight with Partial and UnbalancedThrust . 12Ch
10、apter II. Divergent Motion of the Aircraft after Loss ofThrust Symmetry 161. Moment of Unbalanced Thrust. Pilot Reaction . . . . 162. Slip Caused by Failure of a Lateral Engine and ItsInfluence on the Motion of the Airplane; 213- Equations of the Airplanes Lateral Divergent Motion 244. Coefficients
11、of Transverse and Directional StaticStability and Their Influence on the Motion of an.Airplane with Unbalanced Thrust. Lateral Aerody- |namic Force as a Function of Slip ; 265- Roll and Yaw Damping. Influence of Roll Angular Ve-locity on Yawing Moment and of Yaw Angular Velocity von Rolling Moment (
12、Cross-Rotary Derivatives) 396. Peculiarities in the Behavior of Turboprop-EnginedAircraft on Failure of a Lateral Engine. The PhenoT-.menon of Reverse Thrust . . 437. Peculiarities of the Behavior of a Swept-Wing Air-craft After Failure of a Lateral Engine. Phenomenon *of Reversed Rolling Reaction t
13、o Slip 478. Optimum Piloting Procedures on Unexpected Lateral-Engine Failure 50Chapter III. Steady Flight with Partial and UnbalancedThrust 551. Changes in the Flight Characteristics of the Air-plane in Flight with Partial Thrust. Range of Speeds,Rate of Climb, Ceiling 552. Flight Range with Partial
14、 Thrust 623 Flight Conditions One and Two on Aircraft with Pis-ton, Turbojet, and Turbofan Engines. Flight withPartial and Unbalanced Thrust in Conditions One andTwo 644. Possible Steady-Flight Regimes with UnbalancedThrust. Slipping Flight Without Roll 71-5. Rolling Flight Without Slip. Required Ro
15、ll Angle . . 776. Flight with Slip and Roll Toward the Running Engines.Required Rudder Deflection. Comparison of VariousUnbalanced-Thrust-Flight Procedures 80Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-7. Indication of Slip in Plight with Balance
16、d and Un-balanced Thrust . . . 878. Navigation Elements of Unbalanced-Thrust Plight . 92 9. Maneuvering in Flight with Partial and UnbalancedThrust. Turns in the Direction of the Running andNonrunning Engines. Variation of Forward FlightSpeed. Influence of Thrust Imbalance on LongitudinalStability a
17、nd Balance 93ChapterIV. Landing Approach and Landing with Partial andUnbalanced Thrust 1031. Speed Range and Vertical Velocity in Plight withPartial and Unbalanced Thrust with the Airplane inIts Landing Configuration 1032. Landing Estimate with Partial and Unbalanced Thrust.Lateral Deviations from R
18、unway Plane. Rudder Deflec-tion Angle Margin at Pullup . 1053. Landing Approach with Partial and Unbalanced Thrustin a Cross Wind. Intentional Unbalancing of Thrustto Counter the Effect of a Cross Wind . . 1134. Climbout with Partial and Unbalanced Thrust . 1205. Landing Rollout with Partial and Unb
19、alanced Thrust. . 124Chapter V, Takeoffwith Partial and Unbalanced Thrust . 128. 1. General Characterization of Takeoff with Partial, and.Unbalanced Thrust. Two1 Takeoff-Run Piloting Techni-ques Compared in the Case of Engine Failure 1282. Aborted-Takeoff Distance. Distance of Continued: Take-off wi
20、th Partial and Unbalanced Thrust. CriticalTakeoff-Run Speeds CFirst and Second) . 1343. Rudder Deflection Angle Margin in Takeoff Run andAfter Liftoff with Unbalanced Thrust. Intentional Un-balancing of Thrust to Counter trie Influence of aCross Wind During the Takeoff Run . . 1424. Initial Climb. R
21、etraction of Gear and Flaps afterTakeoff with Partial and Unbalanced Thrust. Engine.Failure after liftoff from the Ground . 1495. The Special Case of Engine Failure on Takeoff in theRange of Flight Condition Two 1536. Climb with Partial and Unbalanced Thrust to theFirst Turn. . . : 154.7. Intentiona
22、l Takeoff with Partial and UnbalancedThrust 155Chapter VI. General Requirements as to Flight Characteristicsof Civil Aircraft with Partial and Unbalanced Thrust . . . 1581. Principal Points of Airworthiness Standards Regulat-ing the Behavior of Aircraft after Partial PowerplantFailures . 1582. Eleme
23、nts of Aircraft Flight Tests with Partial andUnbalanced Thrust . 162References 168/IviProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-FOREWORD /3.The extensive use made of multiengined aircraft in modernaviation has resulted in a substantial improvem
24、ent of flight safe-ty, but at the same time the probability of failure of one or moreengines among those forming the powerplant of the multienginedaircraft has increased accordingly.Thus the problem of flight with partial and unbalanced thrusthas now become a highly urgent one.The present volume dea
25、ls with a range of problems related tothe dynamics of the divergent, motion of the aircraft immediatelyafter failure of an engine (in particular, a lateral engine, i.e.,one located outside the plane of symmetry of the vehicle), to theparameters of the steady flight regime that follows, to executiono
26、f the necessary maneuvers turns, landing approach, landing and to the influence of the airplanes design parameters and pilothandling on the course taken by the above processes.The author has made a special effort to present the physicalessentials of the phenomena that attend flight with partial andu
27、nbalanced thrust. Not all of the cases of such flight that areexamined in this book are equally probable in practice. For cer-tain types of aircraft, e.g., passenger aircraft, many of themwould be correctly regarded as inadmissible. Nevertheless, it isbest not to exclude them from consideration, fir
28、stly because the oc-currence of such cases is possible on aircraft of other types and,secondly, because their analysis is helpful in understanding thenature of the unfolding phenomena. Moreover, many situations thatare inadmissible in normal operations may arise in flight tests.The practical recomme
29、ndations given in the book are of twokinds: some of them are addressed to design-organization workersand concern parameters that ensure acceptable properties of theaircraft in flight with partial and unbalanced thrust, while othersare meant for the flight crew and contain guidelines for optimum /4pi
30、loting in this rather complicated flight situation.Considering the category of readers to whom the book is re-commended, the author has considered it possible to .employ thegenerally known propositions of the standard aircraft aerodynamicscourse without any supplementary explanations. Most of the sy
31、m-bols used in the book are standard in the literature on aerody-namics and flight dynamics. In the occasional cases in which anew or unfamiliar designation is introduced, it is explained im-mediately in the text.Over a number of years, many important aspects of the problemof flying an airplane with
32、 partial and unbalanced thrust have beenviiProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-illuminated by V.P. Bolotnikov, V.S. Vedrov, A.A. Kalachikov, N.V.Lebedev, V.S. Lunyakov, M.I. Mazurskiy, V.N. Matveyev, I.V. Ostos-lavskiy, A.I. Okhonskiy, V.
33、S. Pyshnov, A.L. Raykh, D.A. Sorkin,V.G. Tabachnikov, M.A Tayts, A.V. Chestnov, .LK; Chumachenko, and.other scientists, engineers, arid pilots. . The author/has, made use.of their results in this volume,. -_.-.,. _. :. . , /,Moreover, in preparing the book for publication, the authorhad the opportun
34、ity to supplement his.own,experience in test-fly-ing multiengined aircraft of .various .types ;:_with partialandi unbalanced thrust in extremely valuable consultations with Ya.I.Vernikpv, Honored Test Pilot-.of the USSR, and Candidate-of Tech-nical Sciences NG. Shchitayev, and also, profited by .-.t
35、he remarksof the books reviewers, Doctor of Technical Sciences.and Profes-sor A.Ye. Donov and Candidate of Technical Sciences M.V. Rozenblat.I extend my cordial thanks to.-all of these persons. ,.; The publisher and author.will be pleased to receive readercomments on theicontent, exposition., and de
36、sign -of the book, whichshould be addressed to Moscow,:.B-66 j-.l-y. Basmannyy per., 3i-izd-vo“Mashinostroyeniye. “ - . - . /- . , ; ; -, and the BritishBAC-111. . - ; - - * .Thus, the three- and four-engined powerplants may be recog-nized today as .dominant in the design of heavy aircraft.As a rule
37、, .aircraft of lighter types, designed for medium-haul and local service, have two engines.With this makeup of the aircraft pool, it is natural thatthe problem of flight with partial and unbalanced thrust has ac-quired particular.urgency.In“ considering partial powerplant failure from the standpoint
38、of flight safety, it must, of course, be remembered that enginefailureCis only one.of many possible dangerous phenomena that mayarise -in, flight. It is also necessary to bear in mind the possi-bility o.f encountering powerful.wind gusts, icing/ fire, collisionswith other aircraft or ground obstacle
39、s, and many others. .Statistics, indicate that the failure of engines and enginesystems is still one .of the most frequently bccurring forms ofmechanical failure.5 It is no accident that almost every PlightManual lists engine failure first in its tabulation of the so-called “special “cases“According
40、 to the ICAO, the majority of interrupted trans- /8Atlantic passenger, flights (.forced .returns to the airport of de-parture or landing on islands) known from reports in the periodic-als have also been due to various types of trouble in engines andtheir systems. In recent years, however, world avia
41、tion practicehas experienced relatively fewer air disasters due .to powerplantfailure than,it had in the past. This has been because the modernmultiengined airplane has the ability to continue,flight with par-tial and unbalanced “thrust after failure of some of its engines.Provided by IHSNot for Res
42、aleNo reproduction or networking permitted without license from IHS-,-,-Chapter I 79PROBABILITY CHARACTERISTICS OF FLIGHT WITHPARTIAL AND UNBALANCED THRUST ON AIRCRAFTOF VARIOUS CONFIGURATIONS*1. INFLUENCE OP TOTAL (n) AND CRITICAL (m) NUMBERS OP ENGINES ONTHE PROBABILITY OP FORCED INTERRUPTION OF F
43、LIGHTAs the number of engines in an airplanes powerplant in- . .creases, the probability of failure of one of them also naturallyincreases, other conditions the same.On the other hand, the consequences of such failure becomeless dangerous: while engine failure on a single-engined airplaneinevitably
44、resulted in termination of the flight (i.e., at best aforced landing), the multiengined aircraft is capable of continu- ing in flight after failure of one or even more engines.It is the interaction of the above two factors that determinesthe probability of the possible outcomes of partial powerplant
45、 fail-ure on an airplane: forced termination of the flight or its .con-tinuation with partial and unbalanced thrust.In practice, retention of the ability to continue level flightrequires more than the existence of some single regime in whichthis requirement can be met. To be sure of horizontal-fligh
46、tcapabilities under real conditions, with execution of smooth head-ing changes, encounters with ordinary atmospheric disturbances,etc., it is necessary that there be a definite range of flightspeeds without loss of altitude. The notion of the airplanescapability to continue level flight should be un
47、derstood in thissense here and below.The probability of failure of an isolated engine, designated /1_0p, is the initial parameter in an analysis of the probability char-acteristics of aircraft flight with partial and unbalanced thrust.Needless to say, in speaking of the ability or inability ofan air
48、plane to continue flight after failure of one or more en-gines, we are being somewhat arbitrary. Both “ability“ and “in-ability“ may manifest in different ways in similar situations.*In this case, we mean by the configuration of an airplane thetotal aggregate of the characteristics that determine its abilityto perform level flight in the event of failure of one or more ofthe engines in its powerplant, namely: the number of engines, theirplacement, the airplanes power-to-weight ratio, its aerodynamicand weight characteristics, and even elements of e
