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At least 37 records · Page 2
All sourcesNASA NTRSDOE OSTI
NASA NTRS1957

Investigation of Ejection Releases of an MB-1 Rocket from a 0.04956-Scaled Model of the Convair F-106A Airplane at Several Mach Numbers and Simulated Altitudes

As a continuation of an investigation of the ejection release characteristics of an internally carried MB-1 rocket in the Convair F-106A airplane, fin modifications at additional Mach numbers and simulated altitudes have been studied in the 27- by 27-inch preflight jet of the Langley Pilotless Aircraft Research Station at Wallops Island, Va. The MB-1 rocket was ejected with fins open, fins closed, fins closed with a shroud around the fins, and fins folded with a "boattail" placed in between the fins. Dynamically scaled models (0.0^956 scale) were tested at simulated altitudes of 12,000, 18,850, and 27,500 feet at subsonic Mach numbers and at 18,850, 27,500, and 40,000 feet for Mach numbers of 1-39, 1-59, and 1.98. Successful ejections can be obtained for over 10 store diameters from release point by the use of a shroud around the folded fins with the proper ejection velocity and nose-down pitching moment at release. In one case investigated it was found desirable to close off the front one-third of the bomb bay. It appeared that the fins should be opened after release and within 5 "to 6 rocket diameters if no modifications are made on the rocket. An increase in fuselage angle of attack caused higher nose-up pitch rates after release.

Lee, J. B.↗
NASA NTRS1976

A comparison of the aerodynamic characteristics at transonic speeds of four wing-fuselage configurations as determined from different test techniques, 4 October 1960

The high speed aerodynamic characteristics of a family of four wing-fuselage configurations of 0, 35, 45, and 60 deg sweepback were determined from transonic bump model tests that were conducted in the Langley high speed 7 by 10 foot tunnel; sting supported model tests were conducted in the Langley 8 foot high speed tunnel and in the Langley high speed 7 by 10 foot tunnel, and rocket model tests were conducted by the Langley Pilotless Aircraft Research Division. A complementary study of the effect of Mach number gradients and streamline curvature on bump results is also included. The qualitative data obtained from the various test facilities for the wing-fuselage configurations were in essential agreement as regards the relative effects of sweepback and Mach number except for drag at zero lift. Quantitatively, important differences were present.

Donlan, C. J.↗
NASA NTRS1980

Rocket research and test at the NACA/NASA Wallops Island flight test range 1945-1959

Established by the National Advisory Committee for Aeronautics (NACA) to function under the supervision of the Pilotless Aircraft Research Division (PARD) of the Langley Research Center, the Wallops Island flight test range began operations in 1945. Before the end of the decade, researchers at Wallops Island had developed two techniques for studying transonic problems - the free-falling body technique and the wing-flow technique - accomplishments which won NACA the needed funds to develop a guided missile for the Army Armed Forces. PARD kept abreast of developments in solid rocket motor technology and added new rockets to its inventory as they became available, and by 1955 Wallops Island programs encompassed sounding-rocket and spaceflight research. By 1959, after the Wallops range had become a NASA facility, it had played essential roles in the development of such satellite programs as Echo and Project Mercury.

Shortal, J. A.↗
NASA NTRS1956

Aerodynamic Characteristics and Flying Qualities of a Tailless Triangular-wing Airplane Configuration as Obtained from Flights of Rocket-propelled Models at Transonic and Supersonic Speeds

A flight investigation of rocket-powered models of a tailless triangular-wing airplane configuration was made through the transonic and low supersonic speed range at the Langley Pilotless Aircraft Research Station at Wallops Island, Va. An analysis of the aerodynamic coefficients, stability derivatives, and flying qualities based on the results obtained from the successful flight tests of three models is presented.

DAMPING DERIVATIVES - STABILITY↗
NASA NTRS1947

Observations on an Aileron-Flutter Instability Encountered on a 45 Degree Swept-Back Wing in Transonic and Supersonic Flight

In the course of a flight test of a supersonic research pilotless aircraft (the NACA RM-1), large-amplitude aileron oscillations, probably aileron compressibility flutter, were encountered in the transonic and supersonic speed ranges. The wing was oscillating at the same frequency as the aileron. The aircraft was equipped with 45 degree swept-back wings of symmetrical NASA 65-010 airfoil section. Completely mass-balanced ailerons with 20 degree beveled trailing edges were installed on the wings. The ailerons were free floating with no mechanical restraining force other than the friction of the aileron hinges and servomechanism bearings throughout the high-speed interval of flight.

Pitkin, Marvin↗
NASA NTRS1950

The Longitudinal Stability, Control Effectiveness, and Control Hinge Moment Characteristics Obtained from a Flight Investigation of a Canard Missile Configuration at Transonic and Supersonic Speeds

A 60 degree delta wing canard missile configuration was flight-tested at the Langley pilotless aircraft research station at Wallops Island, Va. The results include the longitudinal stability derivatives, control effectiveness, drag characteristics, and control-surface hinge-moment characteristics for a Mach number range of 0.7 to 1.45.

Niewald, Roy J↗
NASA NTRS1957

Flight Investigation at Low Angles of Attack to Determine the Longitudinal Stability and Control Characteristics of a Cruciform Canard Missile Configuration with a Low-Aspect-Ratio Wing and Blunt Nose at Mach Numbers from 1.2 to 2.1

A full- scale rocket-powered model of a cruciform canard missile configuration with a low- aspect - ratio wing and blunt nose has been flight tested by the Langley Pilotless Aircraft Research Division. Static and dynamic longitudinal stability and control derivatives of this interdigitated canard-wing missile configuration were determined by using the pulsed- control technique at low angles of attack and for a Mach number range of 1.2 to 2.1. The lift - curve slope showed only small nonlinearities with changes in control deflection or angle of attack but indicated a difference in lift- .curve slope of approximately 7 percent for the two control deflections of delta = 3.0 deg and delta= -0.3 deg . The large tail length of the missile tested was effective in producing damping in pitch throughout the Mach number range tested. The aerodynamic- center location was nearly constant with Mach number for the two control deflections but was shown to be less stable with the larger control deflection. The increment of lift produced by the controls was small and positive throughout the Mach number range tested, whereas the pitching moment produced by the controls exhibited a normal trend of reduced effectiveness with increasing Mach number.The effectiveness of the controls in producing angle of attack, lift, and pitching moment was good at all Mach numbers tested.

Brown, Clarence A , Jr↗
NASA NTRS1959

Stability Characteristics of Two Missiles of Fineness Ratios 12 and 18 with Six Rectangular Fins of Very Low Aspect Ratio Over a Mach Number Range of 1.4 to 3.2

Two rocket-propelled missiles have been test flown by the Langley Pilotless Aircraft Research Division in order to study the stability characteristics of a body with six rectangular fins of very low aspect ratio. The fins, which had exposed aspect ratios of approximately o.o4 and 0.02 per fin, were mounted on bodies of fineness ratios of 12 and 18, respectively. Each body had a nose with a fineness ratio of 3.5 and a cylindrical afterbody. The body and the fin chord of the model having a fineness ratio of 12 were extended the length of 6 body diameters to produce the model with a fineness ratio of 18. The missiles were disturbed in flight by pulse rockets in order to obtain the stability data. The tests were performed over a Mach number range of 1.4 to 3.2 and a Reynolds number range of 2 x 10(exp 6) to 21 x l0(exp 6). The results of these tests indicate that these configurations with the long rectangular fins of very low aspect ratio showed little induced roll" with the missile of highest fineness ratio and longest fin chord exhibiting the least amount. Extending the body and fin chord of the shorter missile six body diameters and thereby increasing the fin area approximately 115 percent increased the lift-curve slope based on body cross-sectional area approximately 40 to 55 percent, increased the dynamic stability by a substantial amount, and increased the drag from 14 to 33 percent throughout the comparable Mach number range. The center-of-pressure location of both missiles remained constant over the Mach number range.

Henning, Allen B.↗
NASA NTRS1947

Results of Flight Test of an Automatically Stabilized Model C (Swept Back) Four-Wing Tiamat

The results of the first flight test of a swept-back four-wing version of Tiamat (MX-570 model C) which was launched at the NACA Pilotless Aircraft Research Station at W4110PB Island, Va. are presented. In general, the flight behavior was close to that predicted by calculations based an stability theory and oscillating table tests of the autopilot. The flight test thus indicates that the techniques employed to predict automatic stability are valid and practical from an operational viewpoint. The limitations of the method used to predict flight behavior arise from the fact that the calculations assume no coupling among roll, pitch, and yaw, while in actual flight some such coupling does exist.

Seacord, Charles L., Jr.↗
NASA NTRS1949

A Preliminary Analysis of the Flying Qualities of the Consolidated Vultee MX-813 Delta-Wing Airplane Configuration at Transonic and Low Supersonic Speeds as Determined from Flights of Rocket-Powered Models

A preliminary analysis of the flying qualities of the Consolidated Vultee MX-813 delta-wing airplane configuration has been made based on the results obtained from the first two 1/8 scale models flown at the NACA Pilotless Aircraft Research Station, Wallop's Island, VA. The Mach number range covered in the tests was from 0.9 to 1.2. The analysis indicates adequate elevator control for trim in level flight over the speed range investigated. Through the transonic range there is a mild trim change with a slight tucking-under tendency. The elevator control effectiveness in the supersonic range is reduced to about one-half the subsonic value although sufficient control for maneuvering is available as indicated by the fact that 10 deg elevator deflection produced 5g acceleration at Mach number of 1.2 at 40,000 feet.The elevator control forces are high and indicate the power required of the boost system. The damping. of the short-period oscillation is adequate at sea-level but is reduced at 40,000 feet. The directional stability appears adequate for the speed range and angles of attack covered.

Mitcham, Grady L.↗
NASA NTRS1948

Flight Investigation to Determine the Aerodynamic Characteristics of Rocket-Powered Models Representative of a Fighter-Type Airplane Configuration Incorporating an Inverse-Taper Wing and a Vee Tail

Two rocket-powered models representative of a fighter-type airplane were investigated in flight at Mach numbers up to 1.01 and 1.07 by the Langley Pilotless Aircraft Research Division at its testing station at Wallops Island, Va. These models incorporated an inverse-taper wing and a vee tail and were flown with controls undeflected and wing and stabilizer set at 0 deg incidence. Values of lateral acceleration, normal acceleration velocity, and drag were obtained by use of telemeters and a Doppler velocimeter radar unit. The results of this investigation indicated no unusual variation in the lateral acceleration characteristics. After the cessation of powered flight, the lateral oscillation quickly damped to zero. The data indicated that the airplane, at low lift coefficients, should not experience any abrupt trim changes until it attains a Mach number of 0.97. The change in normal-force coefficient associated with this trim change will amount to about 0.03 with the center of gravity located at 4.48% of the mean aerodynamic chord. At higher lift coefficients, on the basis of other data, the Mach number at which this trim change occurs would be expected to be decreased. The neutral point of the model at Mach numbers near 1.05 was estimated to fall at 45% of the mean aerodynamic chord, assuming a lift-curve slope of 0.05. A value of the static-directional-stability parameter dCn/d(psi) of approximately -0.002 was estimated for a Mach number of 0.93. The values of drag coefficient obtained from both model flights were in a good comparative agreement. The highest drag coefficient occurred at a Mach number of 1.01 and was equal to 0.044.

Alexander, Sidney R.↗
NASA NTRS1961

Exploratory Investigation of Transpiration Cooling of a 40 Degree Double Wedge Using Nitrogen and Helium as Coolants at Stagnation Temperatures from 1,295 Degrees Fahrenheit to 2,910 Degrees Fahrenheit

An investigation of transpiration cooling has been conducted in the preflight jet of the Langley Pilotless Aircraft Research Station at Wallops Island, Va. The model consisted of a double wedge of 40 deg included angle having a porous stainless-steel specimen inserted flush with the top surface of the wedge. The tests were conducted at a free-stream Mach number of 2.0 for stagnation temperatures ranging from 1,295 F to 2,910 F. Nitrogen and helium were used as coolants and tests were conducted for values ranging from approximately 0.03 to 0.30 percent of the local weight flow rate. The data for both the nitrogen and helium coolants indicated greater cooling effectiveness than that predicted by theory and were in good agreement with the results for an 8 deg cone tested at a stagnation temperature of 600 F. The results indicate that the helium coolant, for the same amount of heat-transfer reduction, requires only about one-fourth to one-fifth the coolant flow weight as the nitrogen coolant.

Rashis, Bernard↗
NASA NTRS1957

Effects of Inlet Modification and Rocket-Rack Extension on the Longitudinal Trim and Low-Lift Drag of the Douglas F5D-1 Airplane as Obtained with a 0.125-Scale Rocket-Boosted Model between Mach Numbers of 0.81 and 1.64, TED No. NACA AD 399

A flight investigation was conducted to determine the effects of an inlet modification and rocket-rack extension on the longitudinal trim and low-lift drag of the Douglas F5D-1 airplane. The investigation was conducted with a 0.125-scale rocket-boosted model which was flight tested at the Langley Pilotless Aircraft Research Station at Wallops Island, Va. Results indicate that the combined effects of the modified inlet and fully extended rocket racks on the trim lift coefficient and trim angle of attack were small between Mach numbers of 0.94 and 1.57. Between Mach numbers of 1.10 and 1.57 there was an average increase in drag coefficient of about o,005 for the model with modified inlet and extended rocket racks. The change in drag coefficient due to the inlet modification alone is small between Mach numbers of 1.59 and 1.64

Hastings, Earl C., Jr.↗
NASA NTRS1956

Dynamic Investigation of Release Characteristics of a Streamlined Internal Store from a Simulated Bomb Bay of the Republic F-105 Airplane at Mach Numbers of 0.8, 1.4, and 1.98, Coord. No. AF-222

An investigation has been conducted in the 27- by 27-inch preflight jet of the Langley Pilotless Aircraft Research Station at Wallops Island, Va., of the release characteristics of a dynamically scaled streamlined-type internally carried store from a simulated bomb bay at Mach numbers M(sub o) of 0.8, 1.4, and 1.98. A l/17-scale model of the Republic F-105 half-fuselage and bomb-bay configuration was used with a streamlined store shape of a fineness ratio of 6.00. Simulated altitudes were 3,400 feet at M(sub o) = 0.8, 3,400, and 29,000 feet at M(sub o) = 1.4, and 29,000 feet at M(sub o) = 1.98. At supersonic speeds, high pitching moments are induced on the store in the vicinity of the bomb bay at high dynamic pressures. Successful ejections could not be made with the original configuration at supersonic speeds at near sea-level conditions. The pitching moments caused by unsymmetrical pressures on the store in a disturbed flow field were overcome by replacing the high-aspect-ratio fin with a low-aspect-ratio fin that had a 30-percent area increase which was less subject to aeroelastic effects. Release characteristics of the store were improved by orienting the fins so that they were in a more uniform flow field at the point of store release. The store pitching moments were shown to be reduced by increasing the simulated altitude. Favorable ejections were made at subsonic speeds at near sea-level conditions.

Lee, John B.↗
NASA NTRS1952

Summary of Low-Lift Drag and Directional Stability Data from Rocket Models of the Douglas XF4D-1 Airplane with and without External Stores and Rocket Packets at Mach Numbers from 0.8 to 1.38 TED No. NACA DE-349

At the request of the Bureau of Aeronautics, Department of the Navy, an investigation at transonic and low supersonic speeds of the drag and longitudinal trim characteristics of the Douglas XF4D-1 airplane is being conducted by the Langley Pilotless Aircraft Research Division. The Douglas XF4D-1 is a jet-propelled, low-aspect-ratio, swept-wing, tailless, interceptor-type airplane designed to fly at low supersonic speeds. As a part of this investigation, flight tests were made using rocket- propelled 1/10- scale models to determine the effect of the addition of 10 external stores and rocket packets on the drag at low lift coefficients. In addition to these data, some qualitative values of the directional stability parameter C(sub n beta) and duct total-pressure recovery are also presented.

Mitcham, Grady L.↗
NASA NTRS1953

Rocket-Model Investigation of the Longitudinal Stability, Drag, and Duct Performance Characteristics of the North American MX-770 (X-10) Missile at Mach Numbers from 0.80 to 1.70

A free-flight 0.12-scale rocket-boosted model of the North American MX-770 (X-10) missile has been tested in flight by the Pilotless Aircraft Research Division of the Langley Aeronautical Laboratory. Drag, longitudinal stability, and duct performance data were obtained at Mach numbers from 0.8 to 1.7 covering a Reynolds number range of about 9 x 10(exp 6) to 24 x 10(exp 6) based on wing mean aerodynamic chord. The lift-curve slope, static stability, and damping-in-pitch derivatives showed similar variations with Mach number, the parameters increasing from subsonic values in the transonic region and decreasing in the supersonic region. The variations were for the most part fairly smooth. The aerodynamic center of the configuration shifted rearward in the transonic region and moved forward gradually in the supersonic region. The pitching effectiveness of the canard control surfaces was maintained throughout the flight speed range, the supersonic values being somewhat greater than the subsonic. Trim values of angle of attack and lift coefficient changed abruptly in the transonic region, the change being associated with variations in the out-of-trim pitching moment, control effectiveness, and aerodynamic-center travel in this speed range. Duct total-pressure recovery decreased with increase in free-stream Mach number and the values were somewhat less than normal-shock recovery. Minimum drag data indicated a supersonic drag coefficient about twice the subsonic drag coefficient and a drag-rise Mach number of approximately 0.90. Base drag was small subsonically but was about 25 percent of the minimum drag of the configuration supersonically.

Bond, Aleck C.↗
NASA NTRS1949

Flight Test of the Aerojet 7KS-6000 T-27 Jato Rocket Motor

A flight test of the Aero jet Engineering Corporation's 7KS-6000 T-27 Jato rocket motor was conducted at the Langley Pilotless Aircraft Research Station at Wallops Island, Va, to determine the flight performance characteristics of the motor. The flight test imposed an absolute longitudinal acceleration of 9.8 g upon the rocket motor at 2.8 seconds after launching. The total impulse developed by the motor was 43,400 pound-seconds, and the thrusting time was 7.58 seconds. The maximum thrust was 7200 pounds and occurred at 4.8 seconds after launching. No thrust irregularities attributable to effects of the flight longitudinal acceleration were observed. Certain small thrust irregularities occurred in the flight test which appear to correspond to irregularities observed in static tests conducted elsewhere. A hypothesis regarding the origin of these small irregularities is presented.

Bond, Aleck C.↗
NASA NTRS2006

Semiautonomous Avionics-and-Sensors System for a UAV

Unmanned Aerial Vehicles (UAVs) autonomous or remotely controlled pilotless aircraft have been recently thrust into the spotlight for military applications, for homeland security, and as test beds for research. In addition to these functions, there are many space applications in which lightweight, inexpensive, small UAVS can be used e.g., to determine the chemical composition and other qualities of the atmospheres of remote planets. Moreover, on Earth, such UAVs can be used to obtain information about weather in various regions; in particular, they can be used to analyze wide-band acoustic signals to aid in determining the complex dynamics of movement of hurricanes. The Advanced Sensors and Electronics group at Langley Research Center has developed an inexpensive, small, integrated avionics-and-sensors system to be installed in a UAV that serves two purposes. The first purpose is to provide flight data to an AI (Artificial Intelligence) controller as part of an autonomous flight-control system. The second purpose is to store data from a subsystem of distributed MEMS (microelectromechanical systems) sensors. Examples of these MEMS sensors include humidity, temperature, and acoustic sensors, plus chemical sensors for detecting various vapors and other gases in the environment. The critical sensors used for flight control are a differential- pressure sensor that is part of an apparatus for determining airspeed, an absolute-pressure sensor for determining altitude, three orthogonal accelerometers for determining tilt and acceleration, and three orthogonal angular-rate detectors (gyroscopes). By using these eight sensors, it is possible to determine the orientation, height, speed, and rates of roll, pitch, and yaw of the UAV. This avionics-and-sensors system is shown in the figure. During the last few years, there has been rapid growth and advancement in the technological disciplines of MEMS, of onboard artificial-intelligence systems, and of smaller, faster, and smarter wireless telemetry systems. The major attraction of MEMS lies in orders-of-magnitude reductions of power requirements relative to traditional electronic components that perform equivalent functions. In addition, the compactness of MEMS, relative to functionally equivalent traditional electronics systems, makes MEMS attractive for UAV applications. Recent advances in MEMS have made it possible to produce pressure, acceleration, humidity, and temperature sensors having masses in subgram range and possessing sensitivities and accuracies comparable to those of larger devices.

Shams, Qamar↗