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MIL-A-8863B(AS)
6 May 1987
SUPERSEDING
MIL-A-8863A
12 July 1974

MILITARY SPECIFICATION

AIRPLANE STRENGTH AND RIGIDITY

GROUND LOADS FOR NAVY ACQUIRED AIRPLANES

This specification IS approved for use within the Naval Air

. Systems Command, Department of the Navy, and is available
for use by all Departments and Agencies of the Department
of Defense.
i?
1. SCOPE

1.1 Scope. This specification defines the strength and rigidity

requirements for ground load~ng conditions applicable to Navy acquired
airplanes.

2. APPLICABLE DOCUMENTS

I 2.1 Government documents.

I 2.1.1 Specfficatlons and Standards. The following specifications and

I
1 e standards form a part of this specified herein.
specification
Unless otherwise specified, the Issues of these documents shall be those
to

llsted fn the Issue of the Department of Defense Index of Specifications and

the extent

Standards (0001SS), and supplement thereto, ctted in the solicitation.

SPECIFICATIONS

MIL-D-8708 - Demonstration Requirements for Airplanes.

HIL-A-8860 - Airplane Strength and Rigidity, General
Specification for.
MIL-A-8867 - Airplane Strength and Rlgldlty Ground Tests.

Beneficial comments (recommendations, additions, deletions) and any pertinent

data which may be of use tn Improving this document should be addressed to:
Naval Air Engineering Center, Systems Englneerlncjand Standardization
Department (Code 93), Lakehurst, NJ 08733-5100, by using the self-addressed
Standardization Document Improvement Proposal {DO Form 1426) appearing at the
end of this document, or by letter.

AMSC hilA FSC 1510

DISTRIBUTION STATEMENT A. Approved for public release; distribution is unlimited.

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MIL-A-8863B(AS)

SPECIFICATIONS - Continued

MILITARY

MIL-A-8868 - Airplane Strength and Rigidity Data and Reports.

MIL-A-18717 - Arresting Hook Installations, Aircraft.’
MIL-L-22589 - Launching System, Nose Gear Type, Aircraft.
MIL-T-81259 - Tie-Down, Airframe Design, Requirements for.

STANDARDS

MIL-STD-2066 - Catapulting and Arresting Gear Forcing Functions for

Aircraft Structural Design.

(Copies of specifications and standards required by contractors in

connection with specific acquisition functions should be obtained from the
contracting activity or as directed by the contracting activity.)

2.2. Order of precedence. In the event of a conflict between the text of

this specification and the references cited herein (except for associated
detail specifications, specification sheets or MS standards), the text of
this specification shall take precedence. Nothing in this specification:
however, shall supersede applicable laws and regulations unless a speclflc
exemption has been obtained.

3. REQUIREMENTS

3.1 Heights. The design weights shall be as specified in MIL-A-8860.

3.2 Weight distribution and center of gravity positions. Weight

distribution and center of gravity (CG) positions shall be all those that are
critical as defined by all possible arrangements of variable and removable
items for which provisions are required and all combinations of partially and
fully loaded multiple bomb racks, internal fuel tanks, and external fuel
tanks. In addition, for all specified takeoff and landing conditions for
all types of airplanes, these arrangements shall include:

a. The maximum internal fuel loading that can be attained within the
applicable design weight with all store stations empty of pylons,
adapters, launchers, racks, and stores, and with other useful
loadings such as passengers, cargo, guns and ammunition, etc,
removed.

b. All asymmetrical store loading configurations which result in the

lesser of the following rolling moments:

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MIL-A-8863B(AS)
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(1) 1.2 times the maximum rolling moment attainable by loading

each store station, in turn, with all possible combinations of
e pylons, adapters, launchers, racks, and stores specified to be
carried by that store station in the detail spaclfication. As
each store station Is loaded all other store stations shall be
empty of adapters, launchers, racks, stores, etc.

(2) Maxtmum attainable by loadlng only one side of the airplane

with the other side empty of adapters, launchers, racks,
stores, etc.

. 3.3 Llmlt and ultimate loads. kilththe exception of barricade loads, all
loads spectfied herein are ltmlt. The barricade loads are ultlmate.
. For conditions for which parameters or values of
3.4 3alance of forces.
I parameters are not completely spectfied to the extent necessary for the
I airplane and fts components to be in complete translational and rotational
equtllbrfum, additional forces which are determined by a rational method or
which are approved by the contracting activity shall be assumed to act in a
manner such that the acceleration of the atrplane’s component masses are
balanced by the externally appl~ed forces. For the loading conditions
speclfled in 3.10 (except 3.10.1.6), 3.11.3 (except 3.11.3.5, 3.11.3.9and
3.11.3.10), 3.14.1, 3.14.2, 3.14.4, 3.14.6, and 3.14.10, the externally
applied forces and airframe responses shall be determined by those dynamic
analyses requirements specified In FUL-A-8868.

o 3.5 Engine thrust. Unless specified otherwise herein, the values of

engine thrust andlor power shall vary from zero to the maximum available, as
applicable.

3.6 Types of afrplanes. The types of airplanes are designated as follows:

CB - Carrier-based airplanes Including carrier-based trainer

airplanes

L8 - Land-based airplanes other than land-based trainer airplanes

LBT - Land-based trainer airplanes

ST(IL- Atrplanes having short field takeoff and landing requirements

VTOL - Airplanes having vertical takeoff and landing requirements

SKI - C8. LB, LBT and STOL airplanes equipped with skis

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MIL-A-8863B(AS)

3.7 Arrestinq and catapulting forces. For carrier-based airplanes, the

horizontal components of the arresting hook and catapult tow forces shall be
derived from MIL-STD-2066 for all the arresting gears and catapults with which
the airplane is required to operate.
●
3.8 Variation in servicing of landing gear and tail bumper. For all
takeoff and landing conditions specified herein, the shock-strut air or gas
pressure, shock-strut oil level, and tire pressure shall be all combinations
within the following variations:

a. 15 percent above and 15 percent below the recommended air or gas

pres$ure with the shock strut In the fully extended position.

b. 15 percent above and 15 percent below the recommended oil volume.

If the 15 percent above variation cannot be attained, the niaximum .
attainable variation shall be used.

c. 20 percent above and 20 percent below the recommended tire

pressure.

3.9 Field roughness requirements. For field takeoffs from, and landings
on (a) unprepared sod, clay, or dirt fields, (b) semiprepared matted sod,
clay, or dirt fields, and (c) paved runways, the roughness or range of
terrain contours and soil-bearing strength for design shall be as defined in
Figure 1. The soil-bearing strength is given in terms of the California
Bearing Ratio (CBR) and shall be constant up to a depth of at least one foot.
For both the takeoff and landing roll-out requirements specified herein, the
ground roughness contours for design shall be l-cosine shaped undulations of o
constant wave-length. Such undulations shall have all combinations of
heights and lengths specified in Figure 1. The shape of the undulations in
the lateral direction shall be held constant. The roughness for takeoff and
landing for each type of airplane shall be as follows:

a. Paved runways - CB, LB, LBT, and STOL.

b. Semiprepared fields - CB and STOL.

c. Unprepared fields - STOL.

d. For SKI airplanes snow and ice covered semiprepared fields shall
apply.

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MIL-A-8863f3(AS)

“ “v// t:yARg:m&ly..; lo /
////A\\

0
300 400 !300 600 700 800 900 lam
0 100 200

WAVE LENGTH, L (FEET)

Ml = .015 L + 35.0 . M’ = .2067 L + 4 Ha = .0480 L + 2

flso < t. a 1000) (0< L < 150) (O ~ L s WOO) .

FIGURE 1. Ground roughness for landing and takeoff.

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MIL-A-8863B(AS)

3.10 Takeoff.

3.10.1 Catapult takeoff. Applicable to carrier based airplanes for

shipboard catapulting. The design loads for airplane accessories for catapult
launching shall also be in accordance with this paragraph.

3.10.1.1 Maximum deck reactions. The airplane design shall be such that
the maximum landing gear vertical load, for each landing gear unit separately,
which results from the conditions of 3.10.1, shall not exceed the allowable
deck reactions determined from Figures 2 and 3.

3.10. 1.2 Holdback loads. The holdback loads for shipboard operations
shall be as specified herein.

3.10.1 .2.1 Buffing. The holdback bar shall engage the slider of the
catapult deck hardware at all critical angles resulting from the spotting
requirements of MIL-L-22589. During the buffer stroke, a tension load equal
to the load H in 3.10. 1.2.3 shall be applied to the airplane holdback fitting.

3.10.1 .2.2 Tensioning. The airplane shall be secured to the catapult

shuttle by the launch bar, and to the deck, through the deck ramp structure, by
the holdback bar, in all critical attitudes which occur during the tensioning
operation. The horizontal component of the tensioning force applied by the
catapult shuttle is 5,500 pounds and is reacted by the holdback assembly.

3.10. 1.2.3 Release. The airplane shall be in all attitudes resulting from
the release operation. The deflection of tires and shock struts shall
correspond to the forces acting. The tension load H, In pounds, at the
airplane holdback fitting is:

where:
‘= ’”65[T+~~0~0”2wl+”06R

a. T = maximum thrust, with thrust-augme,ntation devices operating, if

airplane is so equipped, Including surge effects from ignition, at
sea level.on a 20°F day, LB.

b. H= maximum design weight, LB.

c. e = angle between holdback axis and deck at release.

d. The load in the launch bar shall be that required for equilibrium.
The side loads shall be those resulting from the maximum possible
misalignment of the launch system in combination with the spotting
conditions of MIL-L-22589.

e. R= minimum release element load, LB.

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141L-A-8863B(AS)

Definitions
-700 220 P LBS
= Rated load of tire,
140 P = Operational
pressure
oftire.
PSI
600 145 = Rated
pressure
of~ire,
psf
215 r
140
500
130
c .K;
. L35
K = (0.7; + 0.3) 1’2
120 130 205
400
F = Maximum deck reaction from nomogram
115
125
Ernampl@Sin@
Wheel- Find the maximum permissible
300 tanding gear deck reaction F for anairp!arte hawing
107.5 120
a single wheel landing gearwith a 30 x 7.7 tire for
195
which:
102.5
115 = 21,300 LBS
P
200 190 P = 400 m
97.5 = 360 M!
?
110 1/2
K = (0.7 ir —
:: + 0.3) = 1.04
150 92.5
185 = 1.04+&=55
c
90 105 .
From the nomogram to the fefl for C =55 the foilowin~
87.5 102.5 j maximum deck reactions are obtained.
100 p
0! Max. Permissible Reaction (Kl PS)
90 180
85
80 .100 :
u
,995
70
~lame
.98 :
w60 c Example-Dual Wheels -
.—— - .—. .——
size tires spaced @ inches orI centers (b) divide the
‘ 50 , 96 reaction F obtained from this nomogram by the dual
. 00
.175 wheel load fector Ke from Figure 3:

-40 - 95 b’ = 14” (Spacing of dual whmls)

$te = .66 for AVT 16

-30 . 94 = 81,000
= 119,000 LBS
F F’
- 77.5 u
.68
u
-25 u -172.5 Ite = .66 for CV 41
-
*
@ F’= 97::0 = 147,000 LBS
-20 c
f
c
K* = ..925 for CV 59
“ 76 -93;
-15 r c -171 176,X10 = 191,000 LBS
u * < F’=
. . ( .925
* * &
: : :
* c 1

FIGURE 2. Maximum allowable vertical deck reaction

for a s~ngle landing - Catapult area.

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MIL-A-8863B(AS)

Max Single-Wheel Reaction

Max Dual-Wheel Reaction =
K,

Curve “A” - CV59, 60, 61, 62, 63, 64, 66, 67, CVN 65, 68, 69, 70, 71
.
Curve “B” - CV 41, 43

Curve “C” - AVT 16

\
.50 1 I 1 1 I I t 1 1 I I 1 I 1 J
o 10 20 30

SPACINGOFDUAL WHEELS,b’,lNCHES,
CENTERTOCENTER

FIGURE 3. Dual wheel load factors for use

with Figures 2 and 5.
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blI1.-A-8863WAS)
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3.10. 1.2.4 Minimum release load. The minimum release load R, in pounds, for
the release dev ce is:
!@

.
R= 1.35 T+5500+0.2bl
Cos e
[ 1

The symbols are defined In 3.10.1.2.3. The allowable tolerance is plus 6 and
. minus zero percent of the load R.

3.10.1.3 Maximum catapult tow force. For weights ranging from the maximum
design weight to the weight required for the primary mission, the maximum
catapult tow force shall be the maximum attainable at capacity operation from
all catapults from which the airplane Is required to operate. For lesser
weights, the tow force shall be reduced to that corresponding to the maximum load
factor of 3.10.1.4. The mean values of the tow forces of MIL-STO-2066
shall be used to define the Iimlt tow force.

3.10.1.4 Maximum catapult horizonta? load factor. The maximum horizontal

load factor of the airplane center ofgravlty resulting from the catapulting
operation shall be the sum of the horizontal component of the tow force
specified In 3.10.1.3, corresponding to the primary mlsston weight for each
catapult separately, and the maximum horizontal component of thrust specified
in 3.10. 1.2.3 dtvlded by the airplane weight requtred for the primary
m mission.

3.10.1.5 CataQult run. The catapulting loads resulting from all attainable
attitudes throughout the catapult run and the spotting requirements of 141L-L-
22589 shall be determined for all specified catapulting forces. The engine
thrust shall be: (1) the maximum thrust with thrust augmentation devices
operating if the airplane Is so equipped; {2) intermediate thrust; and (3)
maximum continuous thrust, where such values of thrust are usable. The effects
of pretension loads, holdback release, and weight variations shall be Included.

3.10.1.6 Loading conditions prior to catapult spotting. The loads of this

paragraph shall apply to the complete airplane while aft of the J6D (jet blast
deflector) and while maneuvering or waiting on the deck In preparation
of catapult spott!ng.

6.1 Airplane configuration. The airplane configuration shall be

3.10.1.
such that all movable control surfaces such as wings, fins, and other components
that can be moved while the airplane is on the deck, shall be in their fully
folded and unfolded, swept and spread, retracted and @xtended positions, and all
intermediate poslt~ons. Unless the syst@ms provtded for operating high-lift
I devices are so arranged that these devtces can only be in the retracted or
neutral position before wing folding or unfolding. s~eeplnt or spreading, etc.,
I
the high-lift devices shall be in the fully retracted, ful’y extended and all
I intermediate oositions. Landing gear doors shall be ~n the fully opened
t position. iding fuel and exter;al stores shall include all those that are
I
‘9 crttical.

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MIL-A-8863B(AS)

3.10.1 .6.2 Loads. The forces acting on the airplane shall be those
resulting from the maximum attainable pressure in the hydraulic folding
system, or maximum attainable system force if other than a hydraulic system is
used, In combination with the following: e
a. Inertial forces, directed downward normal to the deck, that result
in a load factor equal to 1.5.

b. Inertial forces, directed downward normal to the deck, that result

in a load factor equal to 1.5, and alternately 0.5, combined with
aerodynamic forces which result from a steady wind over the deck
having velocities from zero to 60 knots from all horizontal
directions, plus the superposition of engine exhaust and/or thrust
environment aft of the JBD defined as follows:

(1) The airplane positioned at all angles relative to the catapult

track from a heading of directly into the JBD to =90” of
this heading and at all positions aft of the JBD such that the
nearest portion of the airplane is at all points laterally
along the JBD and at all horizontal distances aft of JBD of 8
feet and greater, as measured from a vertical plane through the
hingeline of the JBD.

(2) Another airplane positioned on the catapult in battery position

at all off-center spotting conditions specified in MIL-L-22589,
with all engines running at maximum power (afterburners and/or
other thrust augmentation devices operating). This other
airplane shall be selected from the current inventory of
carrier-based airplanes and shall be that which produces the *
most critical velocity and temperature effects on the airplane
aft of the JBD.

3.10.2 Field takeoff. Applicable to all types of airplanes. The ground

roughness shall be as specified in 3.9. During each takeoff, the airplane
shall be required to accelerate, using maximum takeoff power, to takeoff speed
over all critical combinations of specified bump heights and wave lengths and
soil bearing strength.

3.11 Landing. Strength is required for landing,impact and landing roll-

out on paved runways, semiprepared fields, unprepared fields and carrier decks
and fpr arrested landings on carriers and on expeditionary airfields as
defined herein.

3.11.1 Coefficient of friction. For all types of airplanes, except those

airplanes equipped with skis, the coefficient of friction between the tire
and landing surface during wheel spin-up shall be all linear variations of
the coefficient of friction shown in Figure 4. For SKI airplanes, the
coefficient of friction between the ski and landing surface shall be constant
at all values between O and 0.4.

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I HIL-A-8863B(AS)

I
I
I
I a
I
I SLIP RATIO=

I
~ .

I . ~ RAtfGE
OFVARIATIONOFP FORFIELDAND ROUGH
I : .8, # TERRAINLANDINGS
P
I u
E ~ RAfUGE
OFVARIATION
OF~ FORCARRIERLANDIMGS
I L
w
z TYPICAL
VARIATION
ASSIJNIED
TO
E VARYLrNEARL~
WITli
SLIPRATIO
~ -c
z
m

I
k
b
z
u

&
w
I
o
Q

.2 b; :
I
1
t I I
I
I 1 I
I 1

0
0 .2 .4 .6 .8 1.0

SLIP RATIO

FIGURE 4. Variation of coefficient of skidding friction between the

tire and landing surface with instantaneous slip ratio.
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MIL-A-8863B(AS)

3.11.2 Types of landings. Strength is required for each type of airplane

for the types of landings defined as follows:

Types of landing Types of airplanes

e
a. Touch-and-go and carrier arrested landing CB

b. Touch-and-go and field arrested landing on CB

prepared and semi-prepared fields

c. FCLP (field-carrier-landing-practi ce) CB

on prepared runways

d. Field landing and arrested landing on prepared CB

runways

e. Flared field landing on prepared runways CB, LB, STOL

f. Flared field landing on snow and ice SKI

covered semi-prepared fields

9. Trainer field landing on prepared runways LBT

h. Vertical and short field landings on prepared, VTOL/STOL

semi-prepared, and unprepared fields

i. Simulated landings by laboratory tests All types

3.11.3 Landing conditions.

3.11 .3.1 Multivariate distribution of landing impact conditions. The

desiqn envelope of initial landinq conditions shall include the variables
defified in Table I for each type ~f airplane and landing. Such design
envelopes shall be determined by combinations of the variables of Table I in
the form of a multivariate distribution. The distributions of each variable,
independently, shall be defined by the normal or Gaussian distribution
function for all variables except sinking speed. The sinking speed
distribution shall be defined by the Pearson Type 111 distribution function.
The normal distribution function is defined by the mean and standard
deviation, and the Pearson Type III distribution function is defined
by the mean, standard deviation, and skewness coefficient. (For a skewness
coefficient of zero, the Pearson Type III function becomes the normal
distribution function). In Table I, the mean is denoted by a bar over the
parameter symbol, the standard deviation by the symbol u, and the skewness
coefficient by the symbol as. Extreme conditions for each envelope are
defined by those combinations of variables having a joint likelihood of
occurrence equal to a constant as determined by the following equation:

‘T ‘pW*><v*)p~~><v~ )P(’VV><VV)P((?P>< Op)W?R~8R)

i i i i i

mR>< iR) P(oY >< @y)p(d><di)

i i

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“ MIL-A-8863B(AS)

I
I
I
““”1
I
w
“T’”””
! Airp!ano
km Paragraph
3JL2(b){c)
CB
* Paragraph
3. 11.2(d)
CB
See Pamgmptr
3.1 L2(ol{f)
CB, LB. SKI
STOL
S@ Parasra@r
3.11.2@.)
LB?
H
See %riwwh
3.11-2(W
STOL

.
VA
Approach
Spmd
7h 1.05vp Am1n Losvp * ~n
I Low
‘Am!nI
Lowp ~*
I 1.05VP*A
I
L05VP A~n
I
(I(N)
, Crv
I & 4.0 5-0 I 5.0 I %0 I 5.0 I 5.0 I

WE
Erns@w
09homo!ltat
VE T*-20 7&
I GA
I VA
I
iiA
I 17A I
ground sped, ‘~
(KM) V6 !5.0

Sinldrrg spead.
7W 0.128 ire but
not <11.5
1.0885 FEbut
not <6.0 I .112fC – !5.32 3.6
I 8.5
I
0.044TE + 7.5
I

I.WJ7VW
+ I
(FPS) a

I
v“ Vv 0.015TK + 1.667
but not< 3.0
2.0 L097 1.33
I
2.8
1.
0.006VE + 2.5
I
I t a,
I o

%Q mm (a)

2.2!5 2.25 I 2.25 I 2.25 ! 2.25 ~ 2.25 I

I

19R
Ah@Ml%
Ron Tmgk,
2.0 2.0
I 2.0
I
2.0
I
2.0
I 2.0
I
{mm t7
en 2.5 2.5 2.5 25 2.5 2.5

0 0 (t o 0

H
3.0 3,0 3.0 3.0 3.0
I
0 0 0 0 0
II

3.0 3.0 2.s 2.5 3.0

0 -- -— —— --
I

1 -- I —- 1 --- I --
6
I
P“ 1 x 10-3

7.8125 X 10 ‘6 ‘.8125 X 10 ‘6
I 1.5625X 10-5
I 1.5625X 10.6
I
1.5625X 10’5
I
1.5625X 10-5
1

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MIL-A-8863B(AS)

TABLE I. Variationof Landin~lrnpactC~dfiJonS -Continued

NOTES: (a)~p shall correspond to ~v, to a mean wing-lift-to-weight ratio of 1.2, and to each of the following values of approach speed,
separately: 1.0 VPAmin, and 1.05 VpAmin. Themeanpitch angle ~pshall bedetermined fromthat trimmed lift curve for

the power approach configuration in free air at sea level on a tropical day.

(b) vpAmin is the minimum usable approach speed for a tropical day as defined in the detail specification, except that it

shall be determined for the applicable landing design weights.

(c) For flared field landings at the maximum landing design weight for all types of airplanes except LBT, the values of CJ
shall be reduced by 50 percent and the mean pitch attitude for the condition of the mean approach weed of 1.05 VPAmin

only, need apply. For LBT airplanes the maximum design weight shall apply to the values as given in the table.

(d) The airplane pitching velocity b p (radians per second) shall be determined as follows (nose up positive).

;=
PVAW
E (L–1)

where g = 32.2 FPS2

VA = airplane airspeed, FPS

L = airplane lift, LB

W = airplane weight, LB

(e) For CB airplanes the arresting hook shall engage the first arresting cable. Initial landing gear contact with the deck shall
occur at all distances from a distance of 60 feet aft of the first arresting cable to that distance forward of the first arresting
cable such that arresting hook engagement and landing gear touch down are simultaneous. The arresting force shall be
all those forces from the upper to lower boundaries as derived from MI L-STD-2066 for the specified engaging speeds.

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MIL-A-88638(AS)

where:
The symbols.~<denote greater than and, alternately, less than.
.
b. V* , VE3, V“l, ~Pg, eR~, @R,, EIY8,and dl are
1

the initial conditions for each variable.

c. P Is the probability that the value of the variable under

consideration Is greater than and, alternately, less than the given
or i~h value of that variable.
.
d. The equation has the constraint that the symbol ~ shall be used
with the i’h values of the variable which are equal to or greater
than the mean value and, alternately, the symbol < shall be used
with the It” values of the variable which are less than the mean
value.

e. The initial conditions for each variable shall be all values

between the extreme minimum and extreme maximum.

f. Extreme values for each variable. lnde~endently, are those values

corresponding to a probability PO of being greater than the maximum
value br less than ~he minimum value. Pr”is the product of the
probabilities P and Is equal to a constant t mes PO. Values of
PO and P, sha?l be as given in Table 1.

3.11.3.2 Three-point and tail-down landings. Applicable to all types of

airDlanes. The winq lift shall be ewal to the weight of the airplane. The
sinktna sDeed shall-be eaual to the ~axlmum value, and the horizontal ground
spe~d ~h~’11be all speeds specified In Table 1. The airplane roll angje shall
be zero and, alternately, 2.0 degrees. For the three-point landing, the
airplane pitch angle shall correspond to that angle for simultaneous contact
of all landing gear wheels with shock struts fully extended and tires
unreflected. For the tafl-down landing, the airplane pitch angle shall be
that corresponding to 90 Percent ofc~ HA% in lev@l flfght ~sin9 the trimmed
lift curve for the power approach configuration in free air at sea level on a
troptcal day. For CH a~rplanes, the arresting force or hook load shall be
that resultlng from the engaging speeds of Table 1.

3.11.3.3 Free-flight engagement. Applicable toCB airplanes. The

airplane shall engage the arresting cable under the following conditions:

a. The sinking speeds of the airplane CG shall be all those sinking

speeds specified in 3.11.3.1 that are less than the mean sinking
speed.

b. For approach speeds less than~A, the engaging speeds shall be all
values up to V~, and for approach speeds greater than VA, the
engaging speeds shall be all values greater than V~.

15
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MIL-A-8863B(AS)

c. The wing lift shall be 1.0 and, alternately, 1.3 times the weight
of the airplane. For the latter value of 1.3, the obstruction run-
over requirements need not apply.

d. The approach speeds shall be all speeds between_~A - 12KN and i.iA
+ 12KN, except that they need not be less than VP .
A Min

e. The pitch attitude shall be consistent with-the sinking speed, air

speed, and wing lift.

f. The roll attitude shall be 2.0°.

9“ Arresting forces shall be all forces ~rom the upper to the lower
boundaries as derived from MIL-STD-2066 for the specified engaging
speeds.

h. The height of the airplane CG above the deck shall be all values
corresponding to wire pickup with the hook in the full-down trail
position, to wire pickup with the hook rotated so that the main
landing gear wheels touch down simultaneously with wire pickup.

i. The airplane pitching velocity 8P shall be determined as follows:

6P =g/VA (L/W- 1)

where:

= 32.2 FPS2
:. = airplane approach speed, FPS
L = airplane lift, LB
w = airplane weight, LB

3.11 .3.4 Taxi-in engagement. Applicable to CB airplanes. The airplane

shall taxi into the arresting gear at all engaging speeds specified in
3.11.3.1. The arresting forces shall be all those resulting from the
specified engaging speeds applicable to arresting gear for which strengths
required. The airplane pitch attitudes shall be the three-point attitude,
and, alternately, the maximum tail-down attitude specified in 3.11.3.1, or that
maximum tail-down attitude that can be attained at the specified engaging
speeds for a lift-to-weight ratio of 1 O, whichever is less. The head wind
velocity shall be zero.

3.11 .3.5 Drift landing. Applicab’ e to all types of airplanes. The shock
strut compressed positions shall be al’ those from 15 to 90 percent of the
maximum stroke of the strut. For auxi’ iary gears, the vertical qround
reaction shall be one-half of the maximum ~e~tical load resultin~ from all
specified symmetrical landing impact conditions, excluding obstruction run-
over loads, and shall act In combination with a side load of 40 percent of
that vertical load. The side Ioaci shall act to the right and, alternately, to
the left. If the auxiliary gear is designed to swivel or to be steerable,
the specified side load shall be reacted by the swiveling, shimmy damper, or

16
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}
I
MIL-A-88636(AS)
I

steering mechanism so as to prevent the auxlllary gear from s~lveling or

o turning. In lleu thereof, a more rational method of reacting the specified
side load on auxiliary gears through the damper or steering mechanism, as
proposed by the contractor In the ground loads criteria report and accepted
by the contracting activity, may be used. For the main gear, the vertical
ground reaction shall be one half of the maximum vertical load resulting from
all specified synunetrlcallanding impact conditions, excluding obstruction
runover loads, and shall act outwardly and inwardly, in comhlnation with a side
load of 60 percent and 80 percent respectively, of that vertical
1oad.

3.11.3.6 Maximum deck reactions. Applicable toCB airplanes. The design

of the airplane shall be such that the maximum landing gear vertical ground
. loads for each landlng gear un~t separately, which result from all the
conditions of 3.11.3.1 through 3.11.3.5 shall not exceed the allowable deck
reactions determined from Figures 3 and 5, and Figures 6 and 7, as required.

3.11.3.7 Landing Impact over obstructions. Applicable toCB, STOL and SKI
airplanes unless otherwise specified tn the following paragraphs. During the
landing impact, the landing gear wheels or skis shall run over obstructions
such as l-cosine contours, steps, holes and carrier deck obstructions for the
Initial conditions of 3.11.3.1 and 3.11.3.3. The CBRof these obstructions
shall be infinite.

3.11.3.7.1 Contours of l-cosine shape. The landing gear wheels or skis

shall run over discrete (single) contours hav!ng the shape described in 3.9.
o The mlnlmum length of the contours shall be 2 feet and the maximum length
shall be equal to the horizontal distance traveled during the compression
stroking of Me landing gear shock struts and tires.

3.11.3.7.2 Steps and holes. The steps and the holes shall extend
infinitely tn the lateral direction and the maximum length shall be infinite.
The top edge(s) of the steps and holes shall have a l/2-inch radius. For
semiprepared fields, the height of the step and the depth of the hole shall
be 2 inches, and the minimum length shall be 2 inches. For unprepared
fields, the height of the step and the depth of the hole shall be 4 inches,
and the minimum length shall be 4 inches.

3.7.3 Carrier deck obstructions. Applicable to CB airplanes. These

3.11.
obstructions shall be a l-3/8-inch diameter arresting gear cable and, separately,
a l-1/4-tnch high guide Ilght cover plate.
! 3.11.3.8 Landing roll-out on rough fields. J@pl?cable to all types of
I airplanes. The ground roughness shall be as specified in 3.9. Landing roll-
I
out shall be defined as that portion of the landing after tnitial landing
Impact and after !nitlal maximum compression stroking of all landing gear
shock struts and tires. The atrplane shall be required to decelerate during
the Iandlng roll-out using all available reverse thrust, brakes, and other
deceleration devices as provided, over all critical combinations of specified
sotl beartng strength, bump heights, and wave lengths. For each landing
roll-out, the bump hefght, wave length, and contour shape In the lateral
‘@
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MIL-A-8863B(AS)

PARAMETER
700 130

F
217.5 Definitions
600 125 222.5
215 P = Rated load oftire, LBS
120 212.5 = Operational pressure oftire, PSl
500 207.5 P
210 r = Rated pressure of tire, PSI
115
400 192.5 .205
110 185 K = (0.7:+ 0.3)1’2
200
300 177.5 F = Maximum deck reaction from nomogram
105
195 Example-Single Wheel — Find the maximum permissible
170 landing gear deck reaction F for an airplane having
100 a single wheel landing gear with a 30 x 7.7 tire for
200 which:
[ 162.5 .190
160 P = 21,300 LBS
“ 95 , 187.5 P = 400 Psl
- 150 155 r = 360 PSI
.185 1/2
~152.5 K = (0.7x go + 0.3) = 1.04

~ 90 , 182.5 c’ 1.04X* ‘ 55
147.5
- 100
90 145 From the nomogram to the left for C = 55 the following
. 87.5 -180 maximum deck reactions are obtained.

●
80
,142.5
70 Ship ! Max. Permissible Reaction (KIPS)
I
~140 AVT 16 84.5
60 , 85 “ 177.5
—— ——— . .—— . —— CV41 138.5
Cv 59 177
50 137.5
.
Example-Dual Wheels — For dual wheels with the same
-175 size tires spaced 14 inches on centers (b’) divide the
40
- 82.5 , 135 reaction F obtained from this nomogram by the dual
wheel load factor Ke from Figure 3:

30 Ke = .56 for CV 41

138,000
F’ = — = 247,500 LBS
-132.5 -172.5 .56
- 80
Ke = .905 for CV 59
-131 ==
F’ = 195,500 LBS
.905
m
e Ke = .575 for AVT 16
N“
-170 84500
-130 F“ = - = 147,000 LBS
- 77.5 ; .575

FIGURE 5. Maximum allowable vertical deck reaction for

——
a single landing gear - Landing area.

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MI L-A-88638( AS)

MAXIMUM DECH
PARAMETER C
REACTIONS F.KIPS

m
-80 -45
-44 Definitions
w
-75 P = Rated load oftire, LBS
-43
504 P = Ofwatiod pressure of tire, PSI
-70 -42 r = Rated pmmsum of tire. PSI
40( -41
c =K:
-65
-40
30( K = (0.7;+ o.3)1/~
-39
F = Maximum dr$ck reaction from nomogram
-60
MC “ 38 Gample-Sirtgle Wheel-FM the maximum parmissibde
-59
-58 kmdhrg grmr deck reaction F for anairp{arw having
a singfo whed landing gear with a 30 M7.7 tire for
15Q -57 -37
which
-56
P = 21.300 LBS
.55 -36 P = 400 $%1
1 100
r = 360 PSI
I WJ K ‘ (0,7x g+ 0.3) 1’2 = 1.04
-35
I .53 c = 1.04.-.5s
60

F = 52,!500 I& (For LPft-2 Class)

-52 -34”
40 F = 34,300 LBS (Fw LPH.4 Class)

Exampio.Dua! Wheels — For dual whads with the same

30 .51 size tmm,qxmed M inches on centers (b’) divide the
raaction F obtained from this nomogram by the dual
Wh@d !Oad faCtOFK@f~m fi~irrfj ~

20 ‘ 33 b = 16” (Spacing of dual wheels)

Ke = 0.65 fOf i.~+f.~

15 50
52500
I F’ =- = 80,800 LBS
0.65

10 Ke = 0.84 for IJJM-4

I 34,300
$ F’ =— = 41,000 MS
I M4

I 6
I
I 4

1
3
I
I
2,
I
I

FIGURE 6. Maximum landing reaction for sinqle landing

gear with single and dual wheels
—“

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MIL-A-8863B(AS)

Sinale Wheel Reaction

Max-Duo I Wheel Reoction= .
Ke

1.00

.92 ,
‘LPH-4 CLA’SS

.84 .
LPH-2 & LPD-1 CLAI ES

.76 .

.68 k

.60

.52 .

I I
0 8 16 24 32 40 48

SPACING OF DUAL WHEELS, bjlNCHES

CENTER TO CENTER

FIGURE 7. Dual wheel load factors for use with figure 6,

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MIL-A-88633(AS)

cilrectlonshall be constant. the unduTat$ons shall be continuous, and the soil

bearing strength shall be constant. Separately, the airplane shall be
required to traverse each speclfted contour shape dur!ng the landing roll-out
* at all critical speeds, such that angles up to 45” will occur between the path
of the airplane and the lateral axis of the contour.

3.11.3.9 Arrest!nq. Applicable toCB airplanes. The maximum aft-acting

horizontal component of the arresting force shall be the mean arresting force
as specified In 3.7 for the most crtttcal arresting gear for which strength
is requtred. The engag~ng speed shall be the maximum specified In 3.11.3.1.
The axial arresting hook force shall act In the plane of the arresting cable
through the cable groove of the hook point. The point of application of this
force shall be at all lateral positions from the centerline of the hook point
to the left, and alternately to the right, equal to one-half the radius of
the hook point. The side load resulting from these laterally displaced loads
. shall act to Increase the side load at the hook attachment to the fuselage.

3.11.3.9.1 Arrested run with sick load. The airplane pitch attitudes
shall be all those speclfled in 3.11.3.1. The landing gear wheels shall be
just clear of the deck. A side load of 1.0 times the airplane weight shall
act In combination with all aft-acting horizontal components of arresting
hook forces In excess of 2.0 times the airplane ~elght. The dlrect~on of the
side load shall be to the right and alternately, to the left.

3.11.3.9.2 Arrested run with brakes. The airplane shall be in the three-
Doint attitude In a braked roll. The sumof the vertical components of the
heck reactions shall be 2.0 times the airplane weight. Orag loads produced
by braking at each main wheel shall be equal toO.8 times the vertical
@ reaction on each main wheel but the sum of these drag loads need not exceed
the atrplane weight. The side load at the hook point shall be zero.
..
3.11.3.10 Barricade engagement. Applicable to CB a$rplanes. For a
barricade engagement the following apply:

a. The airplane siall engage the barricade on center and at all off-
center distances up to 10 feet.

i). The main and nose gear wheels shall be on the deck and, alternately,
just clear of the deck WIth shock struts fully extended.

c. The vertical engaging straps shall be symmetrically spaced, and

allowed to slip or bunch along the wing leading edge due to normal
engagement dynamics. The degree of slipping, bunching, and cutting
of vertical straps shall be based on the detailed design of the wing
lead4ng edge sweep and configuration, and strap induced local
structural failures.

d. Figures 8 and 9 Illustrate the directions of the ultimate loads on

wing components for symmetrical engagements. The resultant
ultimate force on the airplane shall act in the plane of the
barricade loading straps and shall have a drag component as
specified in the type or detail specification.

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MIL-A-8863B(AS)

FIGURE 8. Barricade engagement - (typical).

22
 .. = . .=, = . .. . . . .
.

,
Q
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Ps = WING LOAD DUE TO BARRICADE

●ENGAGING STRAP SPACING = 4-0

FIGURE 9. Barricade engagement - wing leading edge strap loadlng.

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MIL-A-8863B(AS)

3.12 Ground maneuvering.

Applicable to all types of airplanes equipped with

whee;~l~~~”br=” . The landing gear and tires shall be in their static
positions.

3.12.1.1 Two-point braked roll. The airplane attitude shall be that

corresponding to the auxiliary wheel just clear of the ground with the
auxiliary landing gear shock-strut fully extended and the main landing gear
and tire compressed to their static position. The vertical load factor acting
at the CG shall be 1.2 at the Iandplane landing design weight and 1.0 at the
maximum design weight. A drag reaction, at each wheel in contact with the
ground, shall be assumed acting at the ground equal to 0.8 of the vertical
reaction and shall be combined with the vertical reaction.

3.12.1.2 Three-point braked roll. The airplane shall be in the three-

point attitude. The vertical load factor acting at the CG shall be 1.2 at the
maximum arrested landing weight and 1.0 at the maximum design gross weight. A
drag reaction, at each wheel equipped with brakes, shall be assumed acting at
the ground equal to 0.8 of the vertical reaction and shall be combined with
the vertical reaction.

3.12.1.3 Unsymmetrical braking. The airplane shall be in the three-point

attitude. The vertical load factor at the airplane CG shall be 1.0. One main
gear shall be assumed braked and developing a drag load at the ground equal to
0.8 of the vertical reaction at that gear. The airplane shall be placed in
static equilibrium, with side loads at the main and nose gear reacting the
yawing moment, and with vertical loads at the main and nose gear reacting the
pitching moment. The forward acting load at the CG shall be 0.8 of the
vertical reaction at that main gear which is braked. The side load at the
nose gear shall be acting at the ground, and need not exceed the vertical
reaction multiplied by a coefficient of friction of 0.8. The nose gear shall
be aligned in a fore and aft direction.

3.12.1.4 Reverse braking. The airplane shall be in the two-point

attitude with the nose gear fully extended and just clear of the ground. The
vertical load factor at the CG shall be 1.0. A forward acting drag reaction,
acting at the ground equal to 0.8 of the vertical reaction, shall be combined
with the vertical reaction for each gear that is equipped with brakes.

3.12.2 Turning. Applicable to all types of airplanes. The airplane shall

be in the static three-point attitude. The sumof the vertical ground loads
on the landing gear shall be equal to the weight of the airplane. The drag
loads shall be zero. The side loads on each landing gear shall act In the
ground plane and in combination with the landing gear vertical loads, such
that the total resultant load passes through the airplane CG. The ratloof
the side load to the vertical load shall be the same at each landing gear.
The sum of the side loads shall be 0.5 times the weight of the airplane,
except that this sum need not exceed a value which would result in overturning.

24

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kiIL-A-8863B(AS)

3.12.3 Pivoting. Applicable to all types of airplanes SKI

o
except
airplanes. hiithbrakes locked on the landing gear unit about uhlch the
airplane is rotating, the a~rplane shall pivot about one ~hee?, or in the
case of multiple wheels, about the centrolci of contact area of all wheels in
the gear unit. The vertical load factor irt the CG shall be 1.0 and the tire
coefficient of friction shall be 0.8.

3.12.4 w. Applicable to all types of airplanes. The airplane shall

be in the three-point attftucie. The drag loads and side loads at each gear
shall be zero. The sum of the vertical ?oads acting at the ground shall be
I equal to twice the weight of the airplane. Separately for the design of the
I nose gear and Its support structure only, the sum of the vertical loads,
acting at the ground, shall be equal to three times the weight of the
I
. airplane.
I
I 3.12.5 Frozen ski. Applicable to SKI airplanes. The airplane shall be in
the three-point attitude wtth each skl alternately assumed fixed. The loads
I and torques shall be those resultlng from application of maximum engine power
I or thrust available at -60”F to the engine(s) on the side opposite from the
I ftxed Ski.

3.12.6 Steering. Applicable to all types of airplanes. The airplane

shall be in the static three-point attitude with the nose gear swiveled in
all possible positions. A torque equal to the maximum available steering
torque shall be applied to the nose gear.

3.13 Ground handllng conditions. Applicable to all types of airplanes.

3.13.1 Towlnq. The airplane shall be tn the three-point attitude. The

resultant of the vertical reactions at the ground shall he equal to the weight
of the a!rplane and shall pass through the center of gravity. The towing
conditions shall be as specified In Table 11. The values of T used in
obtaining the loads specified in Table 11 are those defined in Figure 10.
These towing loads shall act parallel to the ground. The side component of
the tow load at the main gear shall be reacted by a side force at the static
ground line of the main gear to ~hich load is applied. In cases where,
because of the airplane configurationor the type of auxiliary gear swiveling
which is provtded, the load directions specified cannot be obtained, the
maximum attainable angle of the specified load which will not result tn side
loacion the auxiliary wheel shall apply. Additional loads necessary for
equilibrium shall be as follows, considering each separately:

a. Inertia of the airplane.

b. If a tow point ts at or near a main-gear unit, a force acting at

the axle of the wheel nearest the to~ point or the bottom of the
ski, as applicable, In a direction oDPoslte to the component of the
tow load ~arallel to the plane of syiietry, equal In m~gnltude to
this component or the verttcal reaction at a main gear unit,
whichever Is lesser, combined with inertia? load required for

25
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MIL-A-8863B(AS)

equilibrium. If a tow point is at the plane of symmetry, a force

acting at the axle of the auxiliary wheel or the bottom of the
auxiliary ski, as applicable, in.a direction opposite to the
direction of the tow load, equal in magnitude to this tow load or
the vertical reaction at the auxiliary gear unit, whichever is
less, combined with inertial loads necessary for equilibrium.

20

15

10

5
4

3
2
1
n
v
I 1 I I 1 1 I I I I
5 10152025 50 75 100 125 150

AIRPLANE WEIGHT, W,KIPS

FIGURE 10. Towing loads.

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hlIL-A-88636(AS)

TABLE 11. Towing conditions.

Rotation of
Towtng load auxtliary wheel
relative to
Condition Direction from Magnitude normal position Tow point
forward (degrees) (degree)

1 0 At or

2 *3O 0.75T near each

3 180 main gear

4 ‘ *150

5 0 T o
At
6 180
auxiliary
7 Q T 180
gear or
8 : 180
near
9 245 0.5T 245
plane of
10 *135
symmetry
11 245 0.5T *1 35

12 *135

3.13.2 Jacking. Jacking loads shall be those specified in Table 111. The
vertical load shall act singly and In comblnatton with the longitudinal load,
1 the lateral load, and both Iongltudlnal and lateral loads. The horizontal
loads at the jack points shall be reacted by Inertial forces as to cause no
I
change In the vertical loads at the jack points.
I
I
TABLE 111. Jacking loads.
I
I Landing gear other jack points
Component 3-pofnt attitude level attitude
I
Vertical 1.35F* 2.OF

Longitudinal 0.4F 0.5F

Lateral ‘ ~ 0.4F 0 .5F

*F is the static vertical reaction at the jack point.

27
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MIL-A-8863B(AS)

3.13.3 Hoisting.

3.13.3.1 Normal hoisting. For normal hoisting, the following shall apply:

a. The airplane shall be in the level attitude.

●
b. The vertical component of the hoisting force shall be 2.0 times the
weight of the airplane.

3.13.3.2 Emergency hoisting. For hoisting from carrier-deck catwalks and

ditches, the following shall apply:

a. The landing gears shall be resting on a plane having an inclination

of 45° to the horizontal.

b. The airplane fore-and-aft axis shall be oriented at all angles n

azimuth.

c. All landing gear wheels shall be assumed locked and there shall be
sufficient friction to keep the wheels from rolling or skidding

d. The airplane vertical load factor shall be 2.0.

e. The direction of the hoisting cable shall be normal to the

horizontal.

3.13.4 Securinq. Securing loads shall be as specified In MIL-T-81259. The

maximum load in each cable shall not exceed 10,000 lbs.

3.14 Miscellaneous.

3.14.1 Sudden extension of landing gear. Applicable to all types of

airplanes. For the condition of sudden extension of the landing gear after
rebound at landing, rolling over obstructions and passing over the deck edge
subsequent to touch-and-go landings and catapulting, the following shall
apply:

a. The landing gear servicing requirements of 3.8 shall apply.

b. The condition of the hydraulic fluid (foaming) in the shock strut

shall be that which results from touch-and-go landings or
catapulting, as applicable.

c. For CB airplanes, the deck edge shall be considered as a step,

d. The landing gear strut extension and tire compression shall be in

all positions from fully compressed to fully extended.

e. To prevent failures resulting from possible malfunctions, the load

factor acting on the unsprung mass of the landing gear shall be not
less than 20.0.
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MIL-A-8863B(AS)

3.14.2 Hook shock absorber. For CB airplanes. The arresting hook shall
be in all positions within Its lfmlts of travel as determined by the stops.

The axial force fn the hook shock absorber shall be in accordance with f41L-A-
18717 and that resulting from the requirements of 3.11.3.

3.14.3 Hook Impact. For (X airplanes. A compressive load, equal to one-

quarter of the load n~cessary to cause failure of the arresting hook when it
is loaded as a pin-ended column, shall be applled to the arresting hook
attachment structure. The direction of this load shall be along the axis of
the hook shank for the hook fn the full down posltlon.

3.14.4 Sudden extension of the arrestlnq hook. For CB airplanes, the

arresting hook shall suddenly extend from the full up position to full
. extension as the airplane passes over the deck edge.

3.14.5 Extension and retraction of landfnq gear. Applicable to all types

of airplanes. The following loads shall act separately and simultaneously, ‘with
the landing gear in all posttions between fully extended and fully retracted:

a. Aerodynamic loads up to the llmlt speed specified for the takeoff

and landing configurations.

b. Inertia loads corresponding to the maximum and mlnlmum synunetrlcal

?Imit load factors specified for flight In the takeoff and landing
configurations.

c. Inertia loads result~ng from accelerations of those ,parts of the

landlng gear that move relattve to the airplane during extension or
retraction. The accelerations shall be those resulting from use of
maximum avaflable power of the extension and retraction system.

d. Gyroscoplc loads, as applicable, resulting from wheels rotating at

peripheral speed equal to ?.3 times the stalllng speed in the ~akeoff
configuration and retracting or extending at the maximum rates
attainable.

3.14.6 Braking wheels in air. Appllcab?e to all types of airplanes, I

except SKI. The airplane shall be airborne In the takeoff configuration with
the landlng gear ~n any posltlon between fully extended and fully retracted. The
a~rplane wert~cal load factor shall be 1.0. The airspeed and wheel peripheral
speed sha.Tl be 1.3 times the stalllng speed In the takeoff configuration. The
maximum static braking torque shall be applied Instantaneously to stop the wheel
rotation. The loads shall be determined by a dynamic analysls of the motion of
the landlng gear and local airframe back-up structure.

3.14.7 Load dlstr~butlonon dual wheels. Applicable to afrplanes with

landing gear untts having dual wheels. For landing gear untts having wheels
in tandemor multlple wheels, other than dual, the load dlstrlbutlon shall be
as speclfled tn the detail speclflcatton.

29
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MIL-A-8863B(AS)

3.14.7.1 Symmetrical distribution. The landing gear loads of this

specification shall be equally distributed among the wheels at each landing
gear unit.

3.14.7.2 Unequal tire Inflation. The landing gear loads resulting from
the conditions specified in 3.10, 3.11, 3.12.1.1, 3.12.1.2, 3.12.2, 3.12.4,
and 3.13 on each landing gear unit shall be distributed such that 60 percent
of the total wheel load is on one wheel and 40 percent on the other wheel,
except that for the drift and turning conditions the 60 percent load need
not be applied to the inboard wheel with the inward acting side load, or to
the outboard wheel with outboard acting side load.
..
3.14.7.3 Flat tire landing. The wheel loads resulting from the landing
conditions specified in 3.11 reduced to 45 percent of the specified loads for
carrier landings and to 60 percent of the specified loads for all other
landings, shall be applied to each wheel separately.

3.14.7.4 Flat tire taxiing. The wheel loads resulting from the taxiing
conditions, reduced to 50 percent of the specified loads, shall be applied to
each wheel separately.

3.14.7.5 Flat tire towing. The wheel loads resulting from the towing
conditions shall be applied to each wheel separately.

3.14.8 Load distribution on skis. The longitudinal and treadwise

distributions of the specified loads on skis shall be as follows:

a. The longitudinal distribution for vertical drag and side loads shall
be as shown In Figure 11. For skis having tines, the side load
distribution shall be applied to either tine where applicable.

b. Except for rolled landings, the treadwise distribution for vertical,

drag and side loads shall be as shown in Figure 11 and apply to the
inboard and, alternately, to the outboard direction. For rolled
landings, the distribution shown in Figure 12 shall be 3 to 1 from
edge to edge of the ski.

3.14.9 Maximum allowable load factor on occupants. Occupants of the

airplane shall not be subjected to a peak vertical load factor greater than
20 for all conditions required by this specification. Also the type of
structure surrounding and under the occupants shall be such that In crashes
following collapse of the nose gear, large amounts of energy will be absorbed
by progressive failure of the structure to limit the vertical load factor at
the seat to 20. This requirement is intended to provide a reasonable
probabilityof survival predicated on human tolerance to vertical loads.

3.14.10 Tail bumpers. A side load ofO.2 times the vertical ground load
shall act in combination with the vertical and drag load. If the tail bumper
is equipped with a skid or pad in lieu of a wheel, the drag coefficient of
friction shall be constant at 0.4.

3.14.10.1 Loads for landing. The tail bumper loads are those which result
from the requirements of 3.11. @

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MIL-A-8863B(AS)

A.

c.
I .

. +- *.5X,
-----

a\

FIGURE 11. Lengthwise ski load distribution.

U
P
2P

FIGURE 12. Treadwise ski load distribution.

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MIL-A-8863B(AS)

3.14.10.2 Loads for over-rotation on takeoff. The tail bumper loads are
those which result from the motion of the airplane for which the following
shall apply:

a. Grounds speeds shall be all speeds up to the takeoff speed.

b. Airplane pitch attitudes and pitch velocities shall be all those

that can be attained by application of full elevator control power
with full aft stick force applied instantaneously, except that the
pitch attitude corresponding to 0.9 CL need not be exceeded.
MAX
c. Airplane weights shall be all those from the minimum flying weight
to the maximum design weight. .

3.14.10.3 Load for tipback. The tail bumper loads are those which result
from the motion of the airplane for which the following shall apply:

a. The airplane shall be rolling backwards at a constant speed of 5 knots.

b. The deck inclination shall be plus and, alternately, minus 5° with

respect to the fore-and-aft axis of the airplane.

c. The motion of the airplane shall be stopped by application of brakes.

d. The coefficient of friction between the tire and deck shal be applied
instantaneously and held constant at 0.95.

e. The weight and weight distribution, airplane configuration and thrust a

shall be those that are critical.

4. QUALITY ASSURANCE PROVISIONS

4.1 Responsibility for inspection. Unless otherwise specified in the

contract or purchase order, the contractor is responsible for the performance
of all inspection requirements specified herein. Unless otherwise specified in
the contract or purchase order, the contractor may use his own or any other
facilities suitable for the performance of the inspection requirements specified
herein, unless disapproved by the Government. The Government reserves the right
to perform any of the inspections set forth in the specification where such
inspections are deemed necessary to assure supplies and services conform to
prescribed requirements.

4.1.1 Responsibility for compliance. All items must meet all requirements
of section 3. The inspection set forth in this specification shall become a part
of the contractor’s overall inspection system or quality program. The absence of
any inspection requirements in the specification shall not relieve the contractor
of the responsibility of assuring that all products or supplies submitted to the
Government for acceptance comply with all requirements of the contract. Sampling
In quality conformance does not authorize submission of known defective material,
either indicated or actual, and does not commit the Government to accept
defective material.

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MIL-A-8863B(AS)

4.2 Methods of Inspection.

4.2.1 Design data: Structural design and analysis data shall be in

accordance With MIL-A-8868.

4.2.2 Laboratory tests. Laboratory tests shall be In accordance with MIL-

A-8867.

4.2.3 Fllqht tests. Navy fllght test demonstrations shall be in

accordance with MIL-D-8708.

5. PACWGING

This sect$on Is not applicable to this specification.

6. MITES

6.1 Intended use. The requirements of this specification are ~ntended for
use In the structural design and substantiation of airplanes.

6.2 ordering data.

This paragraph ts not applicable to this specification.

6.3 Wpersession data. See sitpersessiondata in section 6of WL-A-8860.

This specification supersedes HIL-A-8863A.

6.4 Definitions. For definitions of terms used in this specification see

section 6 of MIL-A-8860.

6.5 Subject term (keyword) Ilsting.

Airplane
Airplane rtgidlty
Airplane strength
Airplane weight
Arresting
Barricade engagement
Braklng
Catapulting
Coefficlentof frlctlon
Deck reactions
Fllght tests
Ground loads
Ground maneuvering
Ground roughness
Landing
Takeoff
Tipback
Towing

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MIL-A-8863B(AS)

6.6 Changes from previous Issue. Asterisks or vertical lines are notused
In this revision to identify changes with respect to the previous issue due
to the extensiveness of the changes.
e

Preparing activity:
Navy - AS

(Project 151O-NO23)

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I I141L-A-8863B(M)

INDEX

Paragraph Page

Airplane configuration 3.10. 1.6.1 9

Applicable documents 2. 1
Arrested run w~th brakes 3.11 .3.9.2 21
Arrested run with stale load 3.11 .3.9.1 21
Arresting 3.11 .3.9 21
Arresting and catapulting forces 3.7 4
Balance of forces 3
1- Barricade engagement :::1 .3.10 21
1 Braklng 3.12.1 24
Braking wheels In alr 3.14.6 29
Elufftrlg 3.10.1 .2.1 6
I Carrier deck obstructions 3.11 .3.7.3 17
Catapult run 3.10.1.5 9
Catapult takeoff 3.10.1 4
I Changes from previous issue 6.6 34
I Coefficient of frlctlon 3.11.1 10
Contours of l-cosine shape 3.11 .3.7.? 17
Oeflnltions 6.4 33
Design data 4.2.1 33
Drift landlng 3.11 .3.5 16
Emergency hoisting 3.13.3.2 28
Engine thrust 3
Extension and retraction of landing gear ;:;4.5 29
Field roughness requirements 3.9 4
Field takeoff 3.10.2 10
Figure 1 - Ground roughness for landing and takeoff - 5
Figure 2 - Maximum allowable vertical deck reaction
for a single landing gear - catapult area - 7
Figure 3 - Dual wheel load factors for use with
figures 2 and 5 8
F~gure 4 - Variation of coefficient of skfdding
friction between the tire and with
landing surface instantaneous sl~p ratio - 11
Figure 5 - Maximum allowable vertical deck reaction for
a single landlng gear - landing area 18
Figure 6 - Maximum landing reaction for single landing
gear with single and dual wheels 19
Figure 7 - Dual wheel load factors for use
with figure 6 20
Figure 8 - Barricade engagement - (typical) 22
Figure 9 - Barricade engagement - wing leading edge
strap loading 23
Ftgure 10 - Towing loads 26
Figure 11 - Lengthwise sk4 load distribution 31
Figure 12 - Treadwise ski load distribution 31

35’

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INDEX

Flat tire landing 3.14.7.3 30

Flat tire taxiing 3.14.7.4 30
Flat tire towing 3.14.7.5 30
Flight tests 4.2.3 33
Free-flight engagement 3.11 .3.3 15
Frozen ski 3.12.5 25
Government documents 2.1 1
Ground handling conditions 3.13 25 .
Ground maneuvering 3.12 24
Hoisting 3.13.3 28
Holdback loads 3.10.1.2 6 -,
Hook impact 3.14.3 29
Hook shock absorber 3.14.2 29
Intended use 6.1 33
Jacking 3.13.2 17
Laboratory tests 4.2.2 33
Landing 3.11 10
Landing conditions 3.11.3 12
Landing impact over obstructions 3.11 .3.7 17
Landing roll-out on rough fields 3.11 .3.8 17
Limit and ultimate loads 3.3 3
Load distribution on dual wheels 3.14.7 29
Load distribution on skis 3.14.8 30
Loading conditions prior to catapult spotting 3.10.1.6 9
Loads 3.10.1 .6.2 10
Loads for landing 3.14.10.1 30
Loads for over-rotation on takeoff 3.14.10.2 32
Loads for tipback 3.14.10.3 32
Maximum allowable load factor on occupants 3.14.9 30
Maximum catapult horizontal load factor 3.10.1.4 9
Maximum catapult tow force 3.10.1.3 9
Maximum deck reactions 3.10.1.1 6
Maximum deck reactions 3.11 .3.6
Methods of inspection 4.2 ;;
Minimum release element load 3.10.1 .2.4 9
Miscellaneous 3.14 28
Multivariate distribution of landing impact
conditions 3.11 .3.1 12
Normal hoisting 3.13.3.1 28
Notes 6. 33
Ordering data 6.2 33
Order of precedence 2.2 2
Packaging 5. 33
Pivoting 3.12.3 25
Quality assurance provisions 4. 30
Release 3.10.1 .2.3 6
Requirements 3. 2
Responsibility for compliance 4.1.1 30
Responsibility for Inspection 4.1 30

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INDEX
\
‘“\
i
\\

‘,

;0 3.12.1.4 24
Reverse braking
I Scope 1
Securing ;:13.4 27
Specifications 2.1.1 1
Standards 2.1.1 2
Steering 3.12.6 25
Steps and holes 3.11.3.7.2 17
Subject term (key word) listing 6.5 33
Sudden extension of landlng gear 3.14.1 28
Sudden extension of the arresting hook 3.14.4 29
Supersession data 6.3 33
t 3.14.7.1 30
, Symmetrical distribution
h Table I - Variation of landing Impact conditions 13
Table I - Notes 14
I
Table 11 - Towing conditions 27
Table 111 - Jacking loads 27
Tall bumper 3.1; .10 30
Takeoff 3.10 6
Taxi-in engagement 3.11.3.4 16
Taxi ing 3.?2.4 25
Tenslonlng 3.10.1.2.2 6
Three-point and tail-down landlngs 3.11.3.2 15
Three-point braked roll 3.12.1.2 24
Towtng 3.13.1 25
Turnlng 3.12.2 24
Two-point braked roll 3.12.1.1 24
Types of airplanes 3.6 3
Types of landings 3.11.2 12
Unequal tire inflation 3.14.7.2 30
Unsymmetrical braking 3.12.1.3 24
Variation in servicing of landing gear and
I tail bumper 3.8 4
Height distribution and center of gravity
positions 3.2 2
weights 3.1 2

37
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