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V-22 Osprey First Flight on Unpaved Surfaces. PURPOSE OF TEST V-22 Landing Gear: Previous EMD testing only done between 5-20 knots on “benign” surface.

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Presentation on theme: "V-22 Osprey First Flight on Unpaved Surfaces. PURPOSE OF TEST V-22 Landing Gear: Previous EMD testing only done between 5-20 knots on “benign” surface."— Presentation transcript:

1 V-22 Osprey First Flight on Unpaved Surfaces

2 PURPOSE OF TEST V-22 Landing Gear: Previous EMD testing only done between 5-20 knots on “benign” surface No Testing outside of paved surfaces. Small nose gear capabilities unknown. User (USMC / AFSOC) desire as much capability as possible. Tiltrotor has unique capabilities that result in a large scope of tests.

3 Definitions Semi prepared runway operations Landing zones/areas where fixed wing aviation operations are intended Grass strips Unpaved/gravel/dirt runways

4 Definitions Un-prepared field operations Landing zones not intended for fixed wing ops but may be suitable for a smaller envelope Athletic fields Agricultural areas Cleared LZs/DZs

5 Definitions STOL Short Take Off and Landing 60˚ or 75˚ Nacelle 90˚ Helicopter Mode 60˚ for Heavy GW 75˚ for Tactical Mid GW Can increase take off capability by up to 5000 lbs

6 Test Methodology Fixed Step Obstacle Test Grass Field Testing Taxi/STO/ROL 46K, 49.5K, 52.6K Semi-prepared Field Testing (CBR 20+) Taxi/STO/ROL 46K, 52.6K, 57K “Un-prepared” Field Testing (CBR ) Taxi/STO/ROL 46K, 49.5K, 52.6K

7 Identify Risks Structural Failure Excessive Loads Airfield not to specified values Loss of Situational Awareness Brown out / DUCE Loss of Directional Control Hard Landing FOD Blown Tires

8 Risk Mitigation Build up Gross Weight Ground Speed Brown out considerations Build down CBR Higher CBR = “harder field” (CBR 20+) Lower CBR = “softer field” (CBR 7.5 – 20)

9 Test Preparation Pre-test Training Engineer training with MAWTS-1 AGS DCP training Airfield assessment US Army Engineering Research and Development Center Test plan review Site survey DCP data review Computer analysis/predictions/model correlation

10 Test Preparation C-17 SPRO Testing Engine FOD damage due to reverse thrust LG damage due to short landing Runway deterioration due to max braking Avionic fans dust ingestion Testing on going at multiple off-sites to evaluate multiple surface types/conditions

11 Test Preparation C-130J Testing Similar to C-17 LL Erosion of underside of AC and antennas FOD APU/Engines Brown out on deceleration Runway deterioration

12 Test Preparation MV-22 Austere Ops Testing VTOL landings in DUCE Maintenance Issues FOD AVIONICS FILTERS GEAR BOX TEMPS POST FLIGHT REQUIREMENTS

13 Fixed Step Bump Testing AM-2 Matting Shimmed to 2” and 4” Anchored to runway GW 46K, 52.6K & 57K GS (+/- 5 KGS) ft remaining after bump

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15 Fixed Step Bump Testing

16 NLG DSRA LOAD 22 Knots Alert -Compression Exceedance

17 25 to 35 knots required to touchdown with no brown out Semi Prepared Austere Eval

18 Semi-Prepared LZ High CBR Very low loads on all structural components

19 C-17 STO Video

20 C-17 ROL Video

21 Unprepared DZ

22 10 Knot 49K LB GW

23 What Happened?

24 Airfield Post Collapse Survey

25 Lessons Learned Unprepared surfaces have features that are not identifiable by standard surveys Flight test requires very specific conditions Onsite subject matter experts can be valuable Full scale structures tests (load cart with landing gear) in controlled environments can reduce problems down the road Despite all the planning in world, Flight Test is Unpredictable and Risky!!


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