Preliminary Results From a Limited Investigation of the Use of Controls During Service Operational Training With Fighter Airplanes Page: 4 of 16
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NACA RM L35)D22
airplane; however, they were informed that the data obtained would not
be associated with them in any way. Although only a relatively few hours
were obtained on each airplane (about 20 hours), the data are believed
* to be representative of many more hours of normal flying since data were
not recorded in cross-country flying or other operational uses where few
maneuvers were made. At this time, it must be emphasized that the data
to be presented are not an indication of what the airplane or pilot can
do but what they did do in the performance of their normal operational
missions. In addition, with the exception of the F-86A, the airplanes
of this investigation were not the type to experience pitch-up. Pitch-
up was experienced on the F-86A airplane in several maneuvers but, in
general, the pilots avoided the pitch-up region.
RESULTS AND DISCUSSION
The operational V-n diagram for the F-86A airplane is shown in
figure 2. The solid symbols are those for the test airplane of this
program. The open symbols are from 1,150 hours of operational training
in many F-86A airplanes in this country (ref. 6). With the exception
of the 4 square symbols, the points shown define the envelope of all
the points obtained in the tests. The square symbols represent all the
points obtained above the structural limit load factor. The service
limit load factor for the F-86A airplane is 6. The structural limit load
factor is 7.33 and the ultimate load factor is 11. It may be seen that
the pilots reach the positive service limit load factor over almost the
entire speed range; however, the negative load-factor range was rarely
entered. In the Air Force data the service limit load factor was
exceeded 28 times and the structural limit load factor was exceeded
5 times. The ultimate load factor was exceeded twice, once at a speed
of 438 knots and once at an unknown airspeed. For the test airplane,
the service limit load factor was reached but not exceeded by any appre-
ciable amount (shown by the solid symbols). In the negative load-factor
region, there are very few points in both sets of data. In the Air Force
data a load factor of -1.0 was reached once; whereas in the present test
program with the F-86A the maximum negative load factor was about -0.3.
It is interesting to note that, below the service limit load factor, the
two sets of data are very similar.
The V-n diagrams for the other test airplanes were quite similar to
that for the F-86A. In general, the positive maximum load factor was
reached throughout most of the speed range; however, none of the air-
planes approached the negative maximum load factor at any speed. The
highest negative load factor measured was -1.1 for the F-84G airplane.
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Mayer, John P.; Huss, Carl R. & Hamer, Harold A. Preliminary Results From a Limited Investigation of the Use of Controls During Service Operational Training With Fighter Airplanes, report, June 16, 1953; (digital.library.unt.edu/ark:/67531/metadc59551/m1/4/: accessed February 17, 2019), University of North Texas Libraries, Digital Library, digital.library.unt.edu; crediting UNT Libraries Government Documents Department.