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For abstract, see N74-15538. For complete abstract, see .
Tests were conducted in the NASA/ARC Unitary Plan wind tunnels on an 0.030-scale replica of the space shuttle vehicle configuration 2A. Aerodynamic loads data were obtained at Mach numbers from 0.6 to 3.5. The investigation included Tests IA9A, B and C on the integrated (launch) configuration and Tests OA12A and C on the isolated orbiter (entry configuration). The integrated vehicle was tested at angles of attack and sideslip from minus 8 degrees to + 8 degrees. The isolated orbiter was tested at angles of attack from minus 15 degrees to + 40 degrees and angles of sideslip from minus 10 degrees to + 10 degrees as dictated by trajectory considerations. The effects of orbiter/external tank incidence angle and deflected control surfaces on aerodynamic loads were also investigated.
Tests were conducted in wind tunnels during April and May 1973, on an 0.030-scale replica of the Space Shuttle Vehicle Configuration 2A. Aerodynamic loads data were obtained at Mach numbers from 0.6 to 3.5. The investigation included tests on the integrated (launch) configuration and on the isolated orbiter (entry configuration). The integrated vehicle was tested at angles of attack from -15 degrees to +40 degrees and angles of sideslip from -10 degrees to +10 degrees as dictated by trajectory considerations. The effects of orbiter/external tank incidence angle and deflected control surfaces on aerodynamic loads were also investigated. Tabulated pressure data are presented for: orbiter fuselage and base, upper MPS nozzle, OMS nozzle, body flap, OMS pod outside, and lower wing surface.
For abstract, see N74-17569. For complete abstract, see .
Tests were conducted in wind tunnels during April and May 1973, on a 0.030-scale replica of the Space Shuttle Vehicle Configuration 2A. Aerodynamic loads data were obtained at Mach numbers from 0.6 to 3.5. The investigation included tests on the integrated (launch) configuration and on the isolated orbiter (entry configuration). The integrated vehicle was tested at angles of attack and sideslip from -8 deg to +8 deg. The isolated orbiter was tested at angles of attack from -15 deg to +40 deg and angles of sideslip from -10 deg to +10 deg as dictated by trajectory considerations. The effects of orbiter/external tank incidence angle and deflected control surfaces on aerodynamic loads were also investigated. Tabulated pressure data are given for the following components: orbiter fuselage and base; OMS and upper MPS nozzles; body flap; and OMS pod outside.
Tests were conducted in wind tunnels during April and May 1973, on a 0.030-scale replica of the Space Shuttle Vehicle Configuration 2A. Aerodynamic loads data were obtained at Mach numbers from 0.6 to 3.5. The investigation included tests on the integrated (launch) configuration and the isolated orbiter (entry configuration). The integrated vehicle was tested at angles of attack and sideslip from -8 degrees to +8 degrees. The isolated orbiter was tested at angles of attack from -15 degrees to +40 degrees and angles of sideslip from -10 degrees to +10 degrees as dictated by trajectory considerations. The effects of orbiter/external tank incidence angle and deflected control surfaces on aerodynamic loads were also investigated. Tabulated pressure data were obtained for upper and lower wing surfaces and left and right vertical tail surfaces.
For abstract, see N74-20529. For complete abstract, see .
Tests were conducted in the NASA/ARC Unitary Plan Wind Tunnels on an 0.030 scale replica of the space shuttle vehicle Configuration 2A. Aerodynamic loads data were obtained at Mach numbers from 0.6 to 3.5. The integrated vehicle was tested at angles of attack and sideslip from -8 degrees to +8 degrees. The isolated orbiter was tested at angles of attack from -15 degrees to +40 degrees and angles of sideslip from -10 degrees to +10 degrees as dictated by trajectory considerations. The effects of orbiter/external tank incidence angle and deflected control surfaces on aerodynamic loads were also investigated.
Tests were conducted, during April and May 1973, on an 0.030-scale replica of the Space Shuttle Vehicle Configuration 2A. Aerodynamic loads data were obtained at Mach numbers from 0.6 to 3.5. The investigation included tests on the integrated (launch) configuration, and on the isolated orbiter (entry configuration). The integrated vehicle was tested at angles of attack and sideslip from -8 degrees to +8 degrees. The isolated orbiter was tested at angles of attack from -15 degrees to +40 degrees and angles of sideslip from -10 degrees to +10 degrees as dictated by trajectory considerations. The effect of orbiter/external tank incidence angle and deflected control surfaces on aerodynamic loads were also investigated.
The results of a wind tunnel test to determine the force, moment, and hinge-moment characteristics of the Configuration 2A Space Shuttle Vehicle Orbiter at Mach numbers 5, 7 and 10 are presented. The model was an 0.015-scale representation of the Orbiter Configuration 2A used in test 0A11A and later tests. Six-component aerodynamic force and moment data were recorded from a 1.50-inch internal strain-gage balance, and base pressures were taken for axial and drag force corrections. Hinge-moment data were obtained for the rudder and the inboard and outboard elevon panels of the starboard wing.
A wind tunnel test was conducted of an 0.030 scale model of the space shuttle orbiter in a supersonic wind tunnel. Tests were conducted at Mach numbers of 2.5, 3.0, and 3.5. Reynolds numbers ranged from 0.75 million per foot to 4.00 million per foot. The objective of the test was to establish and verify longitudinal and lateral-directional aerodynamic performance, stability, and control characteristics for the configuration 140 A/B SSV Orbiter. Six-component force and moment data, base and cavity pressures, body-flap, elevon, speedbrake, and rudder hinge moments, and vertical tail forces and moments were measured.
Longitudinal and lateral-directional stability and control characteristics were evaluated at Mach numbers of 5.3, 7.3 and 10.3 at angles of attack up to 50 degrees with Beta = 0 degrees and, for a few cases, Beta = 5 degrees. Component force data, fuselage base pressures and shadowgraph patterns were recorded.
The wind tunnel realtime computer system is a distributed data gathering system that features a master computer subsystem, a high speed data gathering subsystem, a quick look dynamic analysis and vibration control subsystem, an analog recording back-up subsystem, a pulse code modulation (PCM) on-board subsystem, a communications subsystem, and a transducer excitation and calibration subsystem. The subsystems are married to the master computer through an executive software system and standard hardware and FORTRAN software interfaces. The executive software system has four basic software routines. These are the playback, setup, record, and monitor routines. The standard hardware interfaces along with the software interfaces provide the system with the capability of adapting to new environments.
Data obtained from heat transfer tests of an 0.006-scale space shuttle vehicle in a 3.5-foot hypersonic wind tunnel are presented. The purpose of these tests was to parametrically investigate the ascent heating of the integrated vehicle. Configurations tested were complete for integrated vehicle, orbiter alone, external tank alone, and SRB alone. All configurations were tested with and without transition grit. Testing was conducted at a Mach number of 5.3, and at Reynolds numbers of 2 and 5 million per foot. The angle of attack range varied from 0 to minus 5 degress, execpt for SRB alone, which was tested from minus 5 to 90 degrees. Heat transfer data were obtained from 223 iron-constantan thermocouples attached to thin-skin stainless steel inserts.
Data were obtained in a series of wind tunnel tests on the space shuttle external tank over an angle of attack range from 0 deg to 180 deg at Mach numbers of 5.3 and 10.4. Body roll angles varied from 0 deg to 315 deg for the Mach number 10.4 tests. A constant roll angle of 180 deg was used for all Mach number 5.3 tests. The effects of protuberances and Reynolds number on the force and moment coefficients were investigated.