V-22 Osprey Climatic Testing

Transcription

1 V-22 Osprey Climatic Testing Kenneth P. Katz Flight Test Engineer, Boeing Defense & Space Group 2013 SFTE 44th International/SETP Southwest Flight Test Symposium October 2013

2 V-22 Osprey Tiltrotor configuration VTOL and hover capability High speed and long range in airplane mode Joint service Multi-role Early program chronology JVX program start 1981 Bell-Boeing FSD contract award 1983 First flight 1989 Climatic testing 1992 EMD program start 1992

3 V-22 Osprey

4 Climatic Testing Objectives Provide input to the Engineering and Manufacturing Development (EMD) program Verify system performance Identify system deficiencies Develop operational and maintenance procedures in climatic extremes Evaluate reliability, maintainability and supportability in climatic extremes

5 Planned Test Conditions Hot temperatures through +125 degrees F Cold temperatures through -65 degrees F Rainfall at 5 inches per hour Wind (45 knots) at different azimuths

6 Test Facility McKinley Climatic Laboratory, Eglin AFB Insulated hangar Extensive heating and cooling capabilities Air mass flow capability Solar simulation Rain simulation Wind simulation

7 Aircraft Installation Requirements Resist thrust forces and moments at all nacelle angles Restrain aircraft Protect facility from rotorwash effects Remove exhaust gases from engines and APU Electrical power integration Communications integration Instrumentation and data integration

8 Aircraft Installation

9 Aircraft Installation

10 Wing Mount

11 Forward Fuselage Restraint

12 Nosewheel Table

13 APU Exhaust Duct

14 Laboratory Floor Plan

15 Instrumentation and Data Acquisition Airborne Data Acquisition System (ADAS) Operational Testing Data Acquisition System Fiber optic link for flight control system monitoring Transducers Test instrumentation (242 measurements) Avionics 1553 databus (145 parameters) Umbilical and interface to McKinley Climatic Laboratory displays

16 Planning and Preparation Planning began nine months in advance of the start of testing Critical scheduling constraint: firm start and end dates for access to facility Close collaboration between all participating organizations Preparatory lay-up for V-22A BuNo Update systems configuration Instrumentation installation Comprehensive on-site logistics

17 Climatic Test Participants Boeing Defense & Space Group Naval Air Warfare Center, Aircraft Division Air Force Development Test Center Supporting organizations Bell Helicopter Textron Incorporated General Motors Corporation, Allison Gas Turbine Division Naval Air Systems Command

18 Aircraft Test Modifications Pilot control of weight-on-wheels state ECS proof-of-concept modifications Extensions for main battery cables

19 Test Conduct February-May 1992 Intensive effort to meet schedule constraints Types of tests Shakedown tests Simulated mission profiles Systems tests Blade fold/wing stow tests

20 Simulated Mission Profile Start up APU start Unfold proprotor blades Engine starts Secure APU Raise ramp Exercise NWS and brakes Vertical takeoff (70% torque with WOW off) Flight control checks Retract landing gear Conversion 20% torque Raise flaps Lower nacelles Exercise systems Inflight shut down and restart one engine Reconversion Lower flaps Raise nacelles 70% torque Extend landing gear Vertical landing (lower torque with WOW on) Shutdown APU start Lower ramp Engine shutdowns Fold proprotor blades Lower nacelles Secure APU

21 Test Safety Formal hazard review Egress demonstration Shakedown with progressive build-up Real-time monitoring of critical parameters Fire Department briefings about the V-22 Safety observers during runs Firetruck outside the hangar during all tests Fall protection for personnel on the aircraft

22 Test Operational Restrictions Proprotor wash effects 70% maximum rotor torque in VTOL mode 20% maximum rotor torque in airplane and conversion modes Stored quantity of chilled refrigerant Limited duration of test at cold temperatures

23 Other Considerations Limited visibility during operations at extremely cold temperatures Human performance at extremely cold temperatures Commercial support equipment and electronics reliability at extremely cold temperatures Temperature stabilization (multi-day soak at test temperature) required prior to test run

24 Test Operations Temperature (degrees F) /1/1992 3/2/1992 4/1/1992 5/1/1992 5/31/1992 Test Date

25 Test Operations Summary Condition Test Events APU time (hours) Rotor time (hours) Temperate Cold Hot Rain Wind 0

26 Successes No effects on graphite/epoxy structure No hydraulic or oil leaks due to temperature Adequate cockpit heating and cooling Consistent APU starts after cold weather procedures were developed Drive system lubrication and engagement satisfactory Blade folding and unfolding demonstrated to -40 degrees F No avionics or flight control failures due to water intrusion or high temperatures

27 Cold Weather Problems Windshield cracking Hydraulics fluid slow to warm 15 A-hr battery is too small; pre-warmed 24 A-hr battery required for starting APU at cold temperatures Cabin floor too cold and automatic temperature was ineffective Engine fuel leaks during starting Erroneous engine temperature sensor fault Excessive ICDS bearing vibration at -65 degrees F Proprotor damage during blade folding Flight control computer failures at -4 degrees F

28 Hot Weather and Rain Problems ECS Controller failure Proprotor mast torque sensor failure in rain

29 Lessons Learned Vectored-thrust VTOL aircraft installation in the McKinley Climatic Laboratory Test operations Maintenance Project scheduling Off-duty

30 Vectored-Thrust VTOL Aircraft Installation in the Climatic Laboratory Exhaust gas collection over the full range of thrust vector angles. React thrust loads over the full range of thrust vector angles. Structural dynamics of the aircraft/installation. Access for maintenance if the aircraft is installed at a considerable height above the ground. Fall protection for maintenance personnel if the aircraft is installed at a considerable height above the ground. Routine and emergency ingress/egress of aircraft crew if the aircraft is installed at a considerable height above the ground.

31 Test Operations Shakedown runs are essential. Plan on doing several of them. Thrust limits at various thrust vector angles to avoid installation structural failure and wash problems. Limits on engine run time (particular at high power and low temperatures) because of finite supply of chilled refrigerant to cool the air in the chamber. Test cards, briefings, debriefings follow standard flight test procedures. Limit exposure of personnel to extreme conditions.

32 Maintenance Must be able to conduct maintenance on the aircraft while it is being temperature-stabilized ( soaked ) at extreme temperatures Commercial-grade equipment such as laptop computers and lifts don t work at extreme temperatures. Options are to provide a suitable microenvironment (example: put equipment in insulated enclosure with a heater) or bring in the equipment into the test chamber for short periods only. Must have portable heaters because some maintenance cannot be done while wear mittens.

33 Project Scheduling Test window start and stop dates (when the aircraft can be installed in the chamber and when it must be removed) are unchangeable. Everything practical should be done to maximize the use of that unslippable window. Thorough planning involving all stakeholders is essential. Accomplish as much preparation as possible before coming to Eglin AFB. Bring aircraft to Eglin AFB early; accomplish as much preparation as possible before test window start.

34 Project Scheduling (cont.) Must include time (~2 days) to thermally stabilize ( soak ) the aircraft at temperature. Humans are less productive at extreme temperatures; maintenance tasks take longer. Having as complete an inventory of spares on-site as possible reduces the risk of wasting precious chamber time waiting to spares to be shipped to Eglin AFB. Two-shift maintenance and flight test/ground operations engineering support to maximize use of window

35 Project Scheduling (cont.) Schedule must include time for fluid changes and postchange leak checks if the hydraulic fluid and lubricating oil must be changed for extreme low temperature operation. Build-up (-down) technique to reach extreme temperatures. High-level planning schedule should include 50% contingency reserve. Plan should minimize the number of aircraft installations and removals. Include time in schedule for aircraft installation, nonairworthy instrumentation installation, instrumentation integration with Climatic Laboratory systems, shakedown runs and aircraft removal.

36 Off-Duty Naval Aviation Museum, NAS Pensacola (minimum of two full days!) Air Force Armament Museum, Eglin AFB USS Alabama, Mobile, Alabama Charter a fishing boat for the day Some of the best beaches in the world But you probably won t have much spare time to enjoy these things!

37 Summary and Conclusions Complex and high risk (technical, schedule, safety) test program Challenges integrating a novel aircraft in a unique facility Extensive planning and preparation were essential Test results provided valuable input to EMD program

38 Dedication Brian J. James, Major, USMC Sean P. Joyce, GySgt, USMC Gary Leader, MGySgt, USMC Gerald W. Mayan Robert L. Rayburn Anthony J. Stecyk, Jr. Patrick J. Sullivan, CW4, US Army (retired) 20 July 1992