1、Lri, Fz? for example, a discrepancy between a selected configuration and an actual con- figuration. Those malfunctions that result in center-of-gravity positions outside the center-of-gravity envelope defined in 3.1.2 shall be included. Each mode of failure shall be considered. Failures occurring in
2、 any Flight Phase shall be considered in all subsequent Flight Phases. 3.1.6.2.1 Aircraft Special Failure States. Certain components, systems, or combinations thereof may have extremely remote probability of failure during a given flight. These failure probabilities may, in turn, be very difficult t
3、o predict with any degree of accuracy. Special Failure States of this type need not be considered in complying with the requirements of sectSon 3 if justification for considering the Failure States as Special is sujtted by the contractor and approved by the procuring activity. 3.1.7 Operational Flig
4、ht Envelopes. The Operational Flight Envelopes define the boundaries in terms of speed, altitude, and load factor within which the aircraft must be capable of operating in order to accomplish the 6 . ! Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-
5、MIL-F-83300 missions of 3.1.1. Additional envelopes in terms of parameters such as rate of descent, flight-path angle, and side velocity may also be specified. Envelopes for each applicable Flight Phase shall be established with the guidance and approval of the procuring activity. In the absence of
6、specific guidance, the contractor shall use the representative conditions of table I for the applicable Flight Phases. 3.1.8 Service Flight Envelopes. thrust varying as required) , the contractor shall establish, subject to the approval or the procuring activity, Service Flight Envelopes showing com
7、bi- nations of speed, altitude, and load factor derived from aircraft limits as distinguished from mission requirements. parameters such as rate of descent, flight-path angle, and side velocity may also be specified, A certain set or range of Aircraft Normal States generally will be employed in the
8、conduct of a Flight Phase, The Service Flight Enve- lopes for these States, taken together, shall at least cover the Operational Flight Envelope for the pertinent Flight Phase. The speed, altitude, and load factor boundaries of the Service Flight Envelopes shall be based on considera- tions discusse
9、d in 3.1.8.1, 3.1.8.2, 3.1.8.3, 3.1.8.4, and 3.1.8.5. For each Aircraft Normal State (but with Additional envelopes in terms of 3.1.8.1 Maximum service speed, altitude below the service ceiling for the configuration under consideration is the lowest of: The maximum service speed, Vmm, for each a. Th
10、e maximum permissible speed b. The speed which is a safe margin below the value at which intolerable buffet or structural vibration is encountered C. The speed limited by an extreme nose-down pitch attitude d. The maximum airspeed, in descents, from which recovery can be made without penetrating a s
11、afe margin from loss of control, intolerable buffet , or other dangerous behavior, and without exceeding structural limits. 3.1.8.2 Minimum service speed, altitude below the service ceiling for the configuration under considera- tion, in fore and aft flight, is the highest algebraically of: The mini
12、mum service speed, Vmin, for each a. 35 knots rearward (-35 knots) b. The speed which is a safe margin above the speed at which intolerable buffet or structural vibration is encountered c. A speed limited by reduced forward field of view or extreme nose-up pitch attitude 7 Provided by IHSNot for Res
13、aleNo reproduction or networking permitted without license from IHS-,-,-. _9 - MIL-F-83300 15 I 9999906 0205859 T COHBAT CEILING COMBAT CEILING COMBAT CEILING COMBAT CEILING COMBAT CE! LIHG 0,000 FT MEDIUM COMBAT CE1 LING CRU IS I NG CEILING CRUISING CEILING CRUISING CEILIUG CRUISING CEILIHG CRU I S
14、ING CE ILI HG CRUISING CEILING SERVICE CE I LING CRU I SI NG CEILING CRUISIHG CEILING 10.000 FI 10,000 FI 10,000 FI 10,000 FI 10,000 FI I0,DM) FT 10.000 II - - SERVICL CE I LIN MIL-F-83300 TABU I Representative Limits for Operational Flight Envelopes 8 - . -. _- :LIGHT PHASE - A - B C _- Fi IGHT PHA
15、SE AIR-TO-AIR COMBAT (CO) GROUND ATTACK (GA) WEAPON DELIVERY LAUHCH (UD) (AR) (RC) AERIAL RECOVERY RECONNAISSANCE IR- FL I GHT REFUELING (RECEIVER) (RR) PRECISION HOVERING (PH) TERRAIN FOLLOWING (IF) ANIISUBMARINE SEARCH (AS) CLOSE FORMATION FLYING (FF) CLIMB (CL) CRUISE (CR) HOVER (H) LOIIER (LO) I
16、N-FLIGHT REFUELIN( (TANKER) (ar) DESCENT (D) NONTERMINAL TRANSITION (NI) EMERGENCY DESCENT (ED) EMERGENCY DECELERATI MI (DE) AERIAL DELIVERY (Al VERTI CAL TAKEOFF SHORT TAkEOFF (SI) APPROACH (PA) WAVE -OF FI GO-AROUND (WO) VERI ICAL UNDING (L) (SL) SHOAT LANDING It RMI il AL IRANSIlI(IW (11) _ AIRSP
17、EED omin - X O , shall be established as a function of speed for several signi- ficant altitudes. The maximum minimum service load factor, when trimmed for 1-g flight at a particular speed and altitude, is the lowest highest algebraically of: a. The positive negative structural limit load factor b.
18、The steady load factor at which the pitch control is in full aircraft-nose-up nose-down position with the thrust magnitude control in a position to maximize minimize the load factor c. A safe margin below above the load factor at which intolerable buffet or structural vibration is encountered. 3.1.9
19、 Permissible Flight Envelopes. The Permissible Flight Envelopes encompass all regions in which operation of the aircraft is both allowable and possible. These are the boundaries of flight conditions outside the Service Flight Envelope which the aircraft is capable of safely encountering. Transient l
20、oad factors, power settings, and emergency thrust settings may be representative of such conditions. The Permissible Flight Envelopes define the boundaries of these areas in terms of velocity, altitude, and load factor. Additional envelopes, in terms of parameters such as rate of descent, flight-pat
21、h angle, and side velocity may also be specified. 3.1.9.1 Maximum permissible speed. The maximum permissible speed for each permissible altitude for the configuration under consideration shall be the lowest of: a. The limit speed based on structural considerations b. The limit speed based on engine
22、considerations c. The speed at which intolerable buffet or structural vibration is encountered 9 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MIL-F-3300 15 M 9979906 0205b1 M t Within Operational Flight Envelope Level 1 MI IFF- 8 3 30 O Within Ser
23、vice Flight Envelope Level 2 d. . The maximum airspeed, in descents, from which recovery can be made without encountering loss of control, intolerable buffet or structural vibration, and without exceeding structural limits. 3.1.9.2 Minimum permissible speed, The minimum permissible speed for each pe
24、rmissible altitude for the configuration under consideration, in fore and aft flight, shall be the highest algebraically of: a. 35 knots rearward (-35 knots) b. The speed, at MAT, below which pitch, roll, or yaw control available is insufficient to maintain 1-g level flight c, The speed below which
25、intolerable buffet or structural vibration is encountered. 3.1.10 Applications of Levels. Levels cf flying qualities as indicated in 1.5 are employed in this specification in realization of the possibility that the aircraft may be required to operate under abnormal conditions. Such abnormalities tha
26、t may occur as a result of flight outside the Opera- tional Flight Envelope, the failure of aircraft components, or both, are permitted to comply with a degraded Level of flying qualities as specified in 3.1.10.1 through 3.1.10.3.3. 3.1.10.1 Requirements for Aircraft Normal States. The minimum requi
27、red flying qualities for Aircraft Normal States (3.1.6.1) are as shown in table II. TABU II. Levels for Aircraft Normal States I I 1 3.1.10.2 Requirements for Aircraft Failure States. When Aircraft Failure States exist (3.1.6.2), a degradation in flying qualities is per- mitted only if the probabili
28、ty of encountering a lower Level than speci- fied in 3.1.10.1 is sufficiently small. The contractor shall determine, based on the most accurate available data, the probability of occurrence of each Aircraft Failure State per flight and the effect of that Failure State on the flying qualities within
29、the Operational and Service Flight Envelopes. procuring activity. These determinations shall be based on MILSTD-756 These analyses shall be updated at intervals specified by the 10 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MIL-F-83300 15 m 7977
30、70b 02058b2 T m MI L-F- 83 30 O except that (a) all aircraft components and systems are assumed to be operating for a time period, per flight, equal to the longest operational mission time to be considered by the contractor in designing the aircraft, and (b) each specific failure is assumed to be pr
31、esent at whichever point in the Flight Envelope being considered is most critical (in the flying qualities sense), contractor shall determine the overall probability, per flight, that one or more flying qualities are degraded to Level 2 because of one or more failures. The contractor shall also dete
32、rmine the probability that one or more flying qualities are degraded to Level 3. These probabilities shall be less than the values shown in table III. From these Failure State probabilities and effects , the TABU III. Levels for Aircraft Failure States Probability of Within Operation al Within Servi
33、 ce Encountering Flight Envelope Flight Enve lope _ Level 2 after failure Level 3 after failure 0.25 RADISEC IllllllllilllllllllIIIII11IIIIIIIIIIII111111111l11 I -1 O Figure 2. LATERAL-DIRECTIONAL OSCILLATORY REQUIREMENTS 22 1 Provided by IHSNot for ResaleNo reproduction or networking permitted with
34、out license from IHS-,-,-VIL-F-3300 15 = 9797706 0205874 b MIL-F-83 300 ., I LEVE VEL 2 i i 0.6 . _L . _. . I,. InII h . U 0.4 - Et- 6 . _ . III,., .,. *, ., , . .I,#, ., .IIIII . /I/ /y/; . -160 -200 -240 -280 -320 ., MIL-F-9490 for Air Force procurements or MILC-i8244 for Navy pro- curements, Meet
35、ing the following requirements separately will not neces- sarily ensure that the overall system will be satisfactory; the mechanical characteristics must be compatible with the nonmechanical portions of the control system and with the aircraft dynamic characteristics. ments apply at ali spees up to
36、Vcona The require- 3.5.1 Mechanical characteristics. Some of the important mechanical .charact XI, Table X applies for all speeds less than 35 knots. At Vcon, the values shown in table XI apply for Levels 1 and 2; for Level 3 the maximum values may be doubled. Between 35 knots and Vcon, the breakout
37、 force may increase to but not exceed the Vcon value provided the change in breakout force with speed is not objectionable. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MIL-F-83300 15 777770b O205881 3 W I Cockpit Control Level 1 Level 2 min/max m
38、in/max Pit ch 0.5/1.5 0.5/3.0 . . Roll 0.5/1.5 O. 5/2. O Yaw 2 .O/% O 2,0/7.0 Thrust throttle type 1.0/3.0 1.0/3 .O Magnitude collective type 1.0/3.0 1.0/3.0 L MIGF-83300 Level 3 mag 6.0 4.0 14.0 3.0 6.0 I Classes I, II, IV TABLE XI, Allowable Breakout Forces at Vcon, Pounds Class III Control . Pitc
39、h , min max min max 0.5 3.0 0.5 5.0 Roll Yaw The minim thrust-magnitude-control breakout force may be measured with adjustable friction set. Measurement of breakout forces on the ground will ordinarily suffice in lieu of actual flight measurement, provided qualitative agreement between ground measur
40、ement and flight observation can be established, 0.5 2.0 0.5 4 .O 2.0 7.0 2.0 14.0 3.5.1.2 Cockpit control force gradients. At speeds up to 35 knots, the pitch, roll and yaw control force gradients shall be within the range specified in table XII throughout the range of control deflec- tions. From 3
41、5 knots to Vcon, transition of the gradients to the values required to comply with MIL-F-8785 at Vcon is allowed in any manner which is not objectionable to the pilot. duced by a l-inch travel from trim by the ersdient chosen shall not be less than the breakout force. For the remaining control travel, the local gradients shall not change by more than 50 percent in one inch of travel. The thrust magnitude control should preferably have zero force gradient. In addition, the force pro- i Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-
