A.Dr-A .. 7 AIRCRAFT RESEARCH AND DEVELOPMENT UNIT EDINBURGH (AUS--ETC FIG 1/4FITMENT OF ITAMAM' STANDBY ATTITUDE INDICATORS TO MACCHI AIRCRA--ETC(U)AUG 80 D K KING

UNCLASSIFIED TI-683 N

"I IEEE7

Reort N TI-683

AR Copy No 15

ROYAL AUSTRALIAN AIR FORCE

0

~URI~C~AND DEVEMLOPIM UNIT

ENGINEERING REPIST(

[IC'.4. T SERVICE

. . .. , -- 7i:.)U.,L ATO SHLL ThIS REPORT

FITMENT OF 'TAMAM' STANDBY=ATTITUDE INDICATORS

L .-iTO MACCHI AIRCRAFT

j APPROVED

FOR PUBLIC RELEASE

EDINBURGH AU 80

Q Commonwealth of Australia

i'' OIS" 6o0

. Disci ure of this rep t is limited to theDefence ommunity of Aus alia, UK, USA,Canada an NZ.

2. This document *s the property the AustralianGovernment. The information it c tains isreleased for defe ce purposes only nd must notbe disseminated be nd stated distri tionwithout prior approva

3. Th document and the info mation it confa smust e handled in accordan e with appropri esecuri regulations applyin in the country oflodgemen

4. This informa 'on may be subject to rivately

owned rights.

5. When no longer req 'red this document sho ld be(destroyed) (returne to.............

ACTION AUTHORITY

The report is for the communicationof information and is not Bnautnority. Any action racjirec

within the AAAF will ze athoriscx-by Headquarters Support Command.

L _ _ _ _ _ _

Security clasificti of this page LJNCLAS

DOCUMENT CONTROL DATA SHEET

1 DOCUMENT NUMERS 2 SECURITY CLASSUICATOU

AR a. CompleteNumber: AR-002-433 Document: UNCLAS

Report T-3b. Title inNume r: TI-683 Isolation: UNCLAS

Other c. Summary inNumbers: Isolation: UNCLAS

3 TITLE ]

FITMENT OF 'TAMAN' STANDBY ATTITUDE INDICATORS TO MACCHI AIRCRAFT

4 PERSOAL AUTHOR(S): 5 RECLaSSIFICATION ANM CONTROL REVIEW AUTHORITY

FLIGHT LIEUTENANT D.K. KING

6 ==MTDATE:

[ AUGUST 1980

7 CORPOATE AUTHOR(S): N WSE XM IRS:

b. SponsoringAgcy:__ _ HQSC (AIRENG3)

9 COMPUTn PROGRAM(S):(Title(s) and lan,.&ease())

10. RELEASE LIMITATIONS:

APPROVED FOR PUBLIC RELEASE

Security clmifiation of this p [UcLs

Security classificatian of this pMe UNCLAS

2. .AWIWSWKZIWI M LXITATIONS (of the information on tbW* pags):

UNLIMITED

12.1_DzscRi|Prm: 13 .[CSTPWT

MACCHI FLIGHT INSTRUMENTS 0104

14. F UARY OR ABSTRACT:

(if this is security classified, the announcement of this report will be similarly classified)

Aircraft Research and Development Unit 'ARDU), reworked

Macchi MB 326H Draft Modification Order No 365 to install the 'TAMAM'

Standby Attitude Indicator (SAI) in the front and rear instrument

panels of Macchi aircraft. Modifications were also developed to

provide independent switching and circuit protection for each SAI on

the existing FIRE/OVERHEAT panel in the Right hand console of the

fcont cockpit. RPM Indicator lighting control was transferred from its

individual rheostat to the panel lighting control and protectioncircuit.

The modification was successfully test flown with particular

emphasis on instrument readability, lack of conflict with the flightcontrols and ease of operation.

Residual errors noted in the SAIs after manoeuvres were large

but were immediately cancelled by operation of the caging knob.

Trial flying of the installation showed the modification to

be operationally acceptable. and fleet wide installation was recom-mended.

/

( Security clasaificatim of this page [UNCLAS

AIRCRAFT RESEARCH AND DEVELOPMENT UNIT

FITMENT OF 'TAMAM' STANDBY ATTITUDE INDICATORS

TO MACCHI AIRCRAFT

Project Officer: Approved By:

(D.K. KING) (R.V. RICHARDSON)

Flight Lieutenant Wing Commander

OIC Aircraft Equipment OIC Flight Test Squadron

Maintenance Flight

(P.N. TIPPETT)

Wing Commander

01C pesearch and DevelopmentSquadron

(R.G. GREEN)Group CaptainCommanding Officer

ARDU File Reference: 2535/2/683/Tech

HQSC File Reference: 3000/7/1-683

' -l.b

.' .. I~i:

AIRCRAFT RESEARCH AND DEVELOPMENT UNIT

TECHNICAL INVESTIGATION NO 683

FITMENT OF 'TAMAM' STANDBY ATTITUDE INDICATORS TO MACCHI AIRCRAFT

SUMMARY

Aircraft Research and Development Unit (ARDU), reworked MacchiMB 326H Draft Modification Order No 365 to install the "TAMAM' Standby AttitudeIndicator iSAIj in the front and rear instrument pancls of Macchi aircraft.Modifications were also developed to provide independent switching and circuit

protection for each SAI on the existing FIRE/OVERHEAT panel in the Righthand console of the front cockpit. RPM Indicator lighting control was trans-ferrpd from its individual rheostat to the panel lighting control and protectioncircuit.

The modification was successfully test flown with particular emphasison instrument readability, lack of conflict with the flight controls andease of operation.

Residual errors noted in the SAIs after manoeuvres were large butwere immediately cancelled by operation of the caging knob.

Trial flying of the installation showed the modification to beoperationally acceptable and fleet wide installation was recommended.

LIST OF CONTENTS

Page No

1. Introduction

2. Ccnditions Relevant to the Modification Development

Aircraft

3. Development of the Prototype Installation

Instrument Panels 4

Fire/Overheat Panel 4

Support for SAIs 4

4. Draft Modification Order Engineering Changes 4

5. Ground Evaluation

Clearance Between Caging Knob and Control 5

Columns

Instrument Readability 6

Ease of Instrument Installation and Removal 6

Comparison Between Tamam SAI and Main Attitude 6indiat~r

Rur.-up Time 6

6. Flight Trials and Pilot Evaluation

Start 'Caged' - Front Cockpit 6

Start 'Uncaged' - Rear Cockpit 6

Flight Trials 7

7. Conclusions 9

8. Recommendations 9

9. Project Staff 10

LOA

-3-

REPORT NO TI 683

FITMENT OF 'TAMAM' STANDBY ATTITUDE INDICATORS IN MACCHIMB-326H AIRCRAFT FRONT AND REAR COCKPITS

References: A. Technical Investigation (TI) No 683

B. Ma-:fni Modification No 365 ,Draft)

C. Report No TI 567

D. ARDU i535/2/683/TECH,!3) of 1i August 1980

INTRODI"CTION

Aircraft Research and Development Unit .ARFu) was tasked underRaference A to develop a Draft Modification Order (DMOj to install TAMAMstandby attitude indi-ators in both the front and rear. cockpits of MacchiMB-326H aircraft To ac;..nplisn tnis task, a trial fitment and static andfii ,-t eval.ation of the installation in both cockpits was to be carriedout. This assessment was to be based on the following critical areas alreadyhighlighted by RAAF Base East Sale after trial incorporation of CommonwealthAircraft Corporation's ,CAC, draft Macchi Modification NO 365:

a. clearance between the caging Knob and control column;

b. instrjment readability; and

ease :i instrument installation and removal.

2. This report details the development of the modification and discussesthe engineering decisions taken to overcome the installation problems encount-ered. It also Zeoords the results of the flight trials conducted and makessuggestions for further improvement to the installation to make it completelyoperationally acceptable,

CONDITIONS RELEVANT TO THE MODIFICATION DEVELOPMENT

Aircraft

3, Macchi aircraft A7-080 was selected for the prototype installation.That aircraft had both Macchi modifications Nos 349 and 54 incorporated,so related cockpit configuration changes were minimised for the developmentof the TAMAM installation requirements.

4. An initial measurement of the upper instrument panel mounting anglein both cockpits of the aircraft revealed the front panel to be slung at100 to the vertical and the rear at four degrees reverse tilt. Comparisonwith other aircraft at ARDU showed varying mounting angles on all Macchipanels. As a result, it was decided to shim the panels to a designated tiltas a prerequisite to installing the standby attitude indicators (SAI). Angleschosen were seven degrees and three degrees for the front and rear upper

/panel s

-4-

panels respectively, in order to standardise the panel mounting procedure,the aircraft was jacKed and levelled laterally and longitudinally, and aclinometer utilized during the installation of appropriate shims to producethe reqiisite tilt. Setting the front panel to seven degrees facilitateddirect installation of the TAMAM SAl in that panel, and a machined fourdegree wedge enabled installation of the rear SAI at seven degrees as required.

DEVELOPMENT OF THE PROTOTYPE INSTALLATION

Instrument panels

5. The SAI was installed in the front instrument panel in place ofthe auxiliary UHF :ontrol box which was relocated adjacent to, and outboardof the Fire/Overheat test switches on the right console. The auxiliaryUHF box location was rewor-ked to accept the SAI moutLiig hardware.

6 The rear -3--Kpit SAI was installed in the upper- instrumer.t panelin tne spa-e pceviously ocupied by the clo:.k kor TOCE gauge subsequent

c Ma-.i- Modifil ation N- 349 These instruments were mounted on a bracket.j~eILo, -and oDtooara of, the fuel flow gauge.

ire'hverneat Panel

'I The Fi.-e/Overneat Panel in tne front -.ocxpit was removed, strippedand discarded. A redesigned panel was constructed and installed in the same.ati . On that new panel, only the switches transferred from the previous

panel and the :ontrol switching for the SAls were installed. The RPM Indicatorpost lighting rheostat was removed entirely and tLie lighting incorporatedin the panel lignting %cntr-± cir.oit.

8. In orcle- to retain the emergency natare of the SAI installation,separate swit,.hing and individual one ampere circuit breakers were installedon the panel Inis control configuration allowed separate and individualcontrol of both tne frcnt and rear SAIs from the front cockpit. In the eventof failure of either SAI the other instrument would still be availablefor attitude reference .provided that cockpit was occupied).

Suppcrt for SAIs

9. A mounting bracket was designed and constructed by reworking asimilar item from the Maccthi Modification No 365 mod kit. This bracket wasrequired to support the body of each SAI and to carry the panel electricalloom plugs to enable individual panel remov.al without disconnection of thelooms from the junction blo.Ks,

DRAFT MODIFICATION ORDER ENGINEERING CHANGES

L0.. The installation procedure outlined in Macchi Modification No 365was so extersively changed during the ARDU trial installation, that a completelyrevised DM') was prepared and despatched separately to HQSC Engineering Staffunder cover of Referen-e D. The more significant changes from the originalwere as follows-

/a. Two

a. rwo swit.Lhes and circuit breakef.s were installed to separatelyzontrol and prote:t the individual SAIs instead of the singlecircuit breaker recommended in Modification No 365.

b. The RPM Inuicator lignting rneostat was removed and the Ind-icator lighting inrorporated in the controllable panel ligntingJirult,

c. Macchi Modification No 54 was partially superseded by theincorporation of the trial modification.

d A Watts Cli: ometer was used by ARDU to establish the sevenand four degree panel mounting n:-essitated by the seven degreeSAI tilt requirement. A panel adaptei plate was used to mountthe clinometer. This was again fabricated by ARDU but incorp-orating units may nave alternative installation hardware attneir disposal to set the panels,

e. Item 3 in the modification parts list was deleted from theoriginal Modification 365 list and a new panel designed andcnristructed,

f. Item 5 in the list was changed from one 2 ampere circuit breakerto two - ampere breakers.

go Item 8, the wedge was ais,arded and a new mounting wedgedesigned and constructed-

n. New items .5 and .6, Bracket and Switahes respectively, wereincluded,

i, Original item i, nameplate, was discarded and a new decald signea ana printed to indicate the functions on the reworkedFire/Ove(neat Panel.

j. Items i5 to 35 were renumbered to items 6 to 38. item 38called for panel adjusting shims as required to set the twopanels to the required angles.

A. The method and sequence cf incorporation were changed to reflectthe revised installation procedure.

GROOND EVALUATION

Clearance Between Caging Knob and Control Columns

With the contrcl columns in either cockpit set to the normal riggedpositions and the front and rear SAIs installed in the instrument panelsin accordance with the revised DMO, clearance checks were carried out. These

comprised.

a. A straight edge checK along the alignment of the individualcontrol knobs already in the panel and the newly installedSAI .:aging knob in the 'CAGED position; and

b. Manipulation of the two control columns throughout their fulltravel at all settings of the ejection seats.

/12. In

-6-

12. In both ccokpits, a glcved hand gripping the column cleared thecaging KnoD in tne 'caged position by ten millimetres. With slight knuckleextension, the fingers impinged upon the HSI setting knob prior to contactingthe caging knob. As this was noimally accepted operationally, no furtherre.esslng was required lor the SALo

Instrument Readability

13. Both SAis were readable in all positions of tne ejection seat.However, the OFF flags were only barely ,isible due to both the recessedmou;ting of the indicators and slight parallax. This aspect was also comment-ed upon during the flight evaluation.

Ease of instrument Installation and Removal

4. Panel mounting of both SAIs, witn re >r wedging in tne rear. cockpit,produced no adverse installation o- removal co.-diti.is. i anting of the

electrical connectors at the rear of the instruments was such that the instru-ments could be withdrawn from their mounting noies, disconnected and thenremoved entirely.

Comparison Between IAMAM SAI and Main Attitude Indicator

15. Apart from the obvic-s pnysical size differences between the TAMAMSAI and the normal Attitude lndicato: kA!,, the most significant differencebetween the tw& was ceversal of the sKy pointers. On tne TAMAM instrament,the pointer was orientated towards tne ground whereas, on the main indicator,the pointer indicated the sky sector. Tnis was considered a possible soirceof contusion in an emergency situation

Run-up Time

16. The gyr-o systems in the SAI took two minutes from 'switch on' tosettle down ana establish corie:t attitude indication. When switcned onand caged, the indicator showed the correct attitude immediately upon completionof run-up and ,ncaging. However, when started uncaged, the instrument requiredcaging upon zompletion of the run-up time before it indicated correctly.This situation was ccoside.ed normal and was not assessea as posing a problemin operation.

FLIGHT TRIALS AND PILOT EVALUATION

Start 'Caged - Front Cockpit

i7. During the initial pilot evaluation and preparation for inflight

testing, the aircraft was started with the front cockpit SAI switched 'ON'and caged. the start sequence took two minutes. Upon completion of the sequence,the instrument was "uncaged and indicated correct attitude and sense. Thisfollowed an acceptable proced.ire and was considered the preferable startingmethod to be adopted.

Start 'Uncaged -Rear Cockpit

18. With the rear CocKpit SAI uncaged and selected ON , the aircraftwas again started. After the gyro started to run up. the instrument gimballedfor 40 seconds then stiffened to indicate 200 nose up. Upon completion of

/the two

the two minute star t sequerL e tne SAIl had Settird to wings level , Lnose uji A i ur the: twc- mirnutes; later, 1it -ad settled t,: o) rc-, e up, It wasthen iiiriujl ly ce ted by operatioi oI the -aging knob wriiA. immediatelycocxe.__ted the -30e 'o: It th-ni indi~ated -cDr.-ertly urtil the --ompletion

1-9. After takeoff, the SAis indicated normally and s~mpateticallywith the maini A-' in niormal fliigt. Following aerooati:- marnoeuv_-es, comprisinga lefIt spin, 1_oft .3tziI t,.:n and right stall1 tui-n, tne c; Utdattitudeorc--r-s i'A.icat: a weie eigo!teen degrees nose tiign and ten Jegrees right bank.I I -se eirror.s were tne sumi of tne resid.~ai Drososerved at- the c-ompletionof _ac mnneuv'e.

LU Upon ie-overy from the left spin both SAis indicated six degreesno se down an'J twenty degrees left barK

A stall tur.n to the left wa., then iinitiated aidj, uIPon :-ompletion,r e~ealed -3 -esidual erir.( of D oc :se a6Nr! and -- I ft barnk

or Upor, completion of th iiar rali tonto tr.e right. tne SAls0 01

shnowed -8 nose .1p an!,d .0 right barnI Withtp- at,: or tne -aging Knobs,botn SAls erec-ted immediately arid 1.:tinued to: rnloc.ate :o. re-tly fo,: the

ra'-der of the I lignt

5 he pi-ec t pilo . t r fp c' t zd re i- i a appl Op y c _A, deg., ees cf

LGaro ii either 'ire~tiohn witt-h-ut jetterirg ayny visooil ndicatior, on theSAL. Tr1 i was rocosidered to Uho a~e f_- oe'allax ro bu-t was not operation--ally sigrnifi-,,nt. Similar-ly. -ot was, rirt ai -!asy to aetec:t Smai pitch changes

athe SAIs _cmpaied with the inaan -instr- .mrrt but, taking co'_gnizance of

trne emergency nature cf4 the SAis, thi6 defiie, -y wVas: considered oper a-tionally accaptaole

24- The proje-t pilct did, noxexer, 'sotdifficulty ini d-ifferentiatingtbetween the switches and .iruit breakers visually on tne Fire/OverneatPanel due to their oeing partially k.Ascaired by trhe stowed -utility lght.Tactile sensing would 3.ppear mor-e appcopriate pending repositioning ofthe lignt.

25. Simiaia: ly. the recessei, off centre mc._urting of tne SAls c-ausedonly .. 5 mm o:f tre 'OFF' flags to be visible Trnis fault niecessitated con-cent-ration on tre instruament and wculd be ad.artagecu.sly resolveo if the OFFflag was enlAarged c r reloc-ated to the uppei right quadrant of the instrument.

26 A night evaluet -or, sortie was c-arr-ied cut to c.ompare the lightingarrangements for the SA~s and ensuie their r-eliaaiity witn -educed visualreferences.. Whilst both SAIs perfc-zrmed their- attitude indicatior role satisfact-orily, their integral lighting was aoout twi-.e as bright as necessary whenthe remainder of the panel was set to a c.omfortable level, and the colourwas white while the rest of the panel was red. These situations nec-essitatedrework of tne integral lighting in the SAls and were considered outsidethe scope of the TII, They snoald however, be taken int3 account duringthe cockpit lighiting rework

/27 Ar tivation

2i Ativation :Pt' the lighting is tagern from the five -volt AC instrumentlighting irz-iitry. ARDU -onsiders it would be better to operate the SAllighting from the essential DC Dus, as the instruments were installed asan emergency baz-kup should trne aifrc:raft's AC supplies fail.

28. As these lighting anomalies will be addressed in conjuniction withthe c.urrent Macchi :;ocxpit lighting reworK and e-.'aluation. they were notaltered daring the trial installation.

* /CONCLUSIQNS

9-

CONCLUSIONS

e9o ARDU instalied the TAMAM Standby Attituae Indisators in the frontand fear oocKpits of Macohi air:raft A7-080 with several cnanges to theCAC proposed Masoni Modification No 365 format and hardware.. Nc significantproblems were encountered in the installations i.- eitner cckpit and groundand flignt trials proved the operational acceptability of the modification.

30. The modification is within operating unit capabilities to installand should present no engineering difficulties for manufacture,

31. Minor cockpit layout changes were in-orporated with the modificationinstallation, These do not significantly affeot the normal operation ofthe aircraft.

RECOMMENDATIONS

32. As a result of the fiignt evaluation of the installed SAIs, ARDUrerommenas-

a. Fleet-wide incorporation of the TAMAM Standby Attitude Indicatorsin Maconi air-raft at unit level,

b. Cnaniging of the SAl internal lighting from white to red;

Powering of the internal lighting of the SAls from the essentialDC ous bar instead of the five volt AC normal instrument lightingcircuit,

d. Repositrcning cf the utility light to make the Fire/OverheatPanel switches and circuit breakers more visible; and

e. Modification of the OFF flags in the SAIs to maKe them morereadily visible in the recessed, off centreline installation.

/PROJECT

- 10

PROJECT STAFF

Project Officer FLTLT D.K, KING

Project Pilot FLTLT R. HAACK

Project Staff FSGT M. FARA

LAC A, ZWART

SGT D.S. JIMMIESON

SGT D. GROVERMANN

AIRCRAFT RESEARCH AND DEVELOPMENT UNIT

TECHNICAL INVESTIGATION NO 683

FITMENT OF 'TAMAM' STANDBY ATTITUDE INDICTORSTO MACCHI AIRCRAFT

DISTRIBUTION EXTERNAL

Department of Defence Copy No

uSLT 1-2DISB 3-20

Air Force Office: TP4-AF 21

DAFS 22

DRR-AF 23

DAEENG-AF 24

Navy Office- AMFrU RAN NOWRA 25

AJASS RAN NOWRA 26

RANTAU 27Superintendent, Aircraft Maintenance

& Repair, C/- RAN DocKyard GARDEN ISLAND 28

Overseas

RAAF Staff LONDON 29

Air Attache PARIS 30

Operational Command

Headquarters Operational Command GLENBROOK 31Headquarters RAAF EDINBURGH 32

Headquarters RAAF WILLIAMTOWN 33

Base Squadron RAAF WILLIAMTOWN 34No 2 Operational Conversion Unit RAAF WILLIAMTOWN 35

No 481 Maintenance Squadron RAAF WILLIAMTOWN 36

Headquarters Support Command

Headquarters Support Command (AIRENG3) 37-39

Headquarters RAAF EAST SALE 40

Base Squadron RAAF EAST SALE 41

Central Flying School RAAF EAST SALE 42

Maintenance Squadron EAST SALE 43

Headquarters RAAF PEARCE 44

No 2 Flying Training School RAAF PEARCE 45

Headquarters RAAF POINT COOK 46

RAAF Academy RAAF POINT COOK 47No 1 Flying Training School RAAF POINT COOK 48

RAAF Resident Engineer (AERO) MELBOURNE 49

RAAF Resident Engineer (GAF) 50

RAAF Resident Engineer (CAC) 51-52

RAAF Resident Engineer PERTH 53

/Other

-2-

Other Services

RNZAF Liaison Officer CANBERRA 54

Civil Establishments

Aeronautical Research Laboratories 55Defence Research Centre SALISBURY (Library) 56Royal Aircraft Establishment FARNBOROUGH 57

DISTRIBUTION INTERNAL

Commanding Officer 58Project Officer 59-60Senior Research Scientist 61Reports Production Flight (Master; 62Library 63Spares 64-73