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The MC-2 pressure suit described in this paper is a lightweight, nonrigid omnienvironmental garment. It consists of a number of integrated layers, each performing a specific function in the complete assembly. The suit assembly to be used in the X-15 research vehicle includes a modified MA-3 helmet and a suit-helmet controller in a back-pack configuration.
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Static and dynamic rotary stability derivatives for X-15 aircraft at supersonic speeds
X-15 aircraft conference - aerodynamics, stability, handling characteristics, heating, structure, operations, and propulsion
Measurements of the rotary derivatives of the X-15 aircraft were made in several of the wind tunnels of the National Advisory Committee for Aeronautics. The speed range was from landing speed up to Mach number, 3.5. The measurements were made on the steady-state, forced-oscillation equipment. The apparatus measures the rotary derivatives during small-amplitude, single-degree-of-freedom oscillations. In this paper the results of the wind-tunnel tests are compared with the values of the rotary derivatives estimated by the available procedures. Whenever possible, the results of wind-tunnel measurements of the static forces and moments on the X-15 have been utilized in the estimation procedures to obtain lift-curve slopes and centers of pressure of the tail surfaces. In this way, at least a partial account is taken of the effects of the fuselage and wing downwash and pressure field on the tail surfaces.
Analog and digital inertial flight data systems for X-15 aircraft
Measuring solar irradiance data obtained at 75 to 80 km by X-15 aircraft using narrow band multichannel radiometer
Paper summarizes the results of low-speed dynamic-model studies of the X-15 aircraft. The investigation included flight tests of a 1/7-scale model in the Langley full-scale tunnel and also in free-gliding flight using a recently developed radio-control technique. In order to interpret and evaluate some of the flight test results, static and dynamic force tests were conducted to determine the low-speed stability and control parameters for angles of attack from 0 degree to as high as 90 degrees. Preliminary tests also have been made in the Langley 20-foot free-spinning tunnel to determine the developed spin and recovery characteristics. Inasmuch as the lower rudder will be jettisoned sometime during the subsonic glide, the investigation has included tests with the lower rudder both on and off.
Report describes the human factors or aeromedical support program for the X-15. The overall objective is to obtain quantitative physiological data and to make the pilot's actual flight task a realistic continuation of previous experience and training. During the flight phase of the X-15 aircraft, physiological data will be telemetered so that a flight surgeon observing the ground read-out can tell when the pilot is approaching the limit of his physiological tolerance.
This paper describes the two systems used to provide certain research measurements for the X-15 aircraft. These systems are: (1) a probe and associated system that will be capable of operating throughout the extreme temperature environment encountered on reentry to provide a measure of the angle of attack and sideslip to the pilot and (2) an instrumented ground range capable of monitoring the flight of the airplane throughout its entire trajectory.
Wind tunnel data of X-15 and B-52 aircraft models carry loads and mutual interference
Dynamic lateral stability of configurations of X-15 research aircraft
Movable tail surface for aircraft control without flutter using X-15 scale model at hypersonic speed
Static stability characteristics of preliminary models of X-15 research aircraft at supersonic speeds
The X-15 rocket-powered research aircraft was developed by the integrated effort of various areas such as aerodynamics, thermodynamics, and structures. The propulsion subsystem development at the onset of the program was handicapped for varied causes. As a result, early in the flight testing phase, many time-consuming and costly delays were encountered as a result of individual component failures. A review of the X-15 propulsion subsystem components is presented, with a discussion of some of the development problems, how they were alleviated, and how they may be reduced or avoided in future programs. In order to avoid these problems in the future, a program is recommended in the hope that it will increase component reliability commensurate with vehicle objectives.
Paper presents the results of physiological tolerance tests of the pilot to the oscillating accelerations of large amplitude and long duration which might occur as a result of aircraft heading errors during reentries from the altitude mission in the X-15 without control augmentation.
Paper describes examples which show how wind-tunnel model tests of the actual configuration of the aircraft aid in aerothermodynamic analyses and how these tests have made possible increased accuracy in structural temperature prediction. Also, from this and other research, development and design work on the X-15 has been done to accomplish a design consistent with the specified flight requirements. In this work, structural temperatures have been held within acceptable limits by providing sufficient heat sink material. Limited areas of the skin and leading edges are expected to attain temperatures greater than 1,200 degrees F. However, these areas have been carefully investigated for the effect of these higher temperatures on the structure and have been found to be satisfactory.
The content of this paper is concerned primarily with testing and determining the suitability of such factors as cockpit mobility, escape potential, mechanical reliability, post-separation performance, and airframe compatibility. Integrating the results of the various studies led to the conclusion that the pressure suit in combination with the open ejection seat would best satisfy the X-15 emergency-escape requirements by virtue of elimination of capsule-imposed penalties on aircraft performance and significant reduction in development time.