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- MEASUREMENTS OF THE WING AND TAIL LOADS DURING THE ACCEPTANCE TESTS OF THE BELL XS-1 RESEARCH AIRPLANE , Research Memorandum
Authors: De E. Beeler and John P. Mayer
Report Number: NACA-RM-L7L12
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: During the acceptance tests of the XS-1 airplane, strain-gage measurements were made of wing and tail loads up to a Mach number of 0.80. The maximum lift and buffet boundaries were also determined. The loads encountered were well within the design loads and showed fairly good agreement with wind-tunnel and calculated data.
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Report Date: April 1948
- RESULTS OBTAINED DURING ACCELERATED TRANSONIC TESTS OF THE BELL XS-1 AIPLANE IN FLIGHTS TO A MACH NUMBER OF 0.92
Authors: Huber M. Drake, Milton D. McLaughlin and Harold R. Goodman
Report Number: NACA-RM-L8A05A
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: An accelerated flight program using the Bell XS-1 airplane has been undertaken to explore the transonic-speed range. The flying was done by an Air Force pilot, and the data reduction and analysis were made from NACA instrumentation by NACA personnel. This paper presents the results of tests obtained up to a Mach number of 0.92 at altitudes around 30,000 feet. The data obtained show that the airplane has experienced most of the difficulties expected in the transonic range, but that it can be flown satisfactorily to a Mach number of at least 0.92 at altitude above 30,000 feet. Longitudinal trim changes have been experienced but the forces involved have been small. The elevator effectiveness decreased about one-half with increase of Mach number from 0.70 to 0.87. Buffeting has been experienced in level flight but it has been mild and the associated tail loads have been small. No aileron buzz or other flutter phenomena have been noted.
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Report declassified: 3 April 1957
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Report Date: January 1948
No. Pages: 24
- RESULTS OF PRELIMINARY FLIGHT TESTS OF THE XS-1 AIRPLANE (8-PERCENT WING) TO A MACH NUMBER OF 1.25 , Reserarch Memorandum
Authors: Walter C. Williams and De Elroy Beeler
Report Number: NACA-RM-L8A09
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: The data obtained in flight with the XS-1 airplane with 8-percent-thick wing up to and beyond the speed of sound at an altitude of 37,000 feet and above show that most of the trim and force changes expected in the transonic range have been experienced. Although conditions are not normal, the airplane can be flown under control through a Mach number of 1 at altitudes of 37,000 feet and above. In detail, the following has been noted: (1) Buffeting has been experienced in level flight but has been mild. The horizontal-tail loads associated with the buffeting have been small. (2) The airplane has experienced longitudinal trim changes in the speed range from 0.8 up to 1.25. The largest control force associated with these trim changes was 25 pounds. The pilot has been able to control the airplane. The relatively small magnitude of the control force may be attributed to the small size of the elevator and the high altitude of the flight. (3) The elevator
effectiveness has decreased more than 50 percent in going from a Mach number of 0.7 to 0.87. There is evidence of further reduction in elevator effectiveness above a Mach number of 0.87. This loss in elevator effectiveness has affected the magnitude of the trim changes as noted by the pilot but the actual trim changes for the most part have been caused by changes in the wing-fuselage moment. (4) No aileron buzz or associated phenomena have been experienced. The airplane becomes right wing heavy with increasing Mach number up to a Mach number of 1.10, but can be trimmed with the ailerons.
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Report Date: April 1948
- RESULTS OF PRELIMINARY FLIGHT TESTS OF THE XS-1 AIRPLANE (8-PERCENT WING) TO A MACH NUMBER OF 1.25
Authors: W. C. Williams and De E. Beeler
Report Number: NACA-RM-L8A23A
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: The data obtained in flight with the XS-1 airplane with 8-percent-thick wing up to and beyond the speed of sound at an altitude of 37,000 feet and above show that most of the trim and force changes expected in the transonic range have been experienced. Although conditions are not normal, the airplane can be flown under control through a Mach number of 1 at altitudes of 37,000 feet and above. In detail, the following has been noted: 1. Buffeting has been experienced in level flight but has been mild. The horizontal-tail loads associated with the buffeting have been small. 2. The airplane has experienced longitudinal trim changes in the speed range from 0.8 up to 1.25. The largest control force associated with these trim changes was 25 pounds. The pilot has been able to control the airplane. The relatively small magnitude of the control force may be attributed to the small size of the elevator and the high altitude of the flight. 3. The elevator
effectiveness has decreased more than 50 percent in going from a Mach number of 0.7 to 0.87. There is evidence of further reduction in elevator effectiveness above a Mach number of 0.87. This loss in elevator effectiveness has affected the magnitude of the trim changes as noted by the pilot but the actual trim changes for the most part have been caused by changes in the wing-fuselage moment. 4. No aileron buzz or associated phenomena have been experienced. The airplane becomes right wing heavy with increasing Mach number up to a mach number of 1.10, but can be trimmed with the ailerons.
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Report declassified: 2 April 1957
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Report Date: April 1948
No. Pages: 17
- RESULTS OBTAINED DURING A DIVE RECOVERY OF THE BELL XS-1 AIRPLANE TO HIGH LIFT COEFFICIENTS AT A MACH NUMBER GREATER THAN 1.0
Authors: Milton D. McLaughin and Dorothy C. Clift
Report Number: NACA-RM-L8C23A
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: Measured quantities are presented which were obtained on the Bell XS-1 airplane with an 8-percent-thick wing and a 6-percent-thick horizontal tail during a dive recovery at a Mach number greater than 1.0. The data obtained show that it is possible to obtain fairly high load factors with the airplane at Mach numbers greater than 1.0 if the stabilizer is used for longitudinal control. Lift coefficients approaching low-speed maximum-lift values have been obtained at a Mach number of 1.1 with no indication that these values are the maximum obtainable for the airplane. At the Mach number and lift coefficient reported, there was little or no buffeting.
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Report Date: April 1948
No. Pages: 8
- LIMITED MEASUREMENTS OF STATIC LONGITUDINAL STABILITY IN FLIGHT OF DOUGLAS D-558-1 AIRPLANE
Authors: Walter C. Williams
Report Number: NACA-RM-L8E14
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: During airspeed calibration flights of the D-558-1 airplane being used by NACA for high-speed-flight research, some measurements were obtained of the static longitudinal stability up to a Mach number of 0.85. These data showed that the airplane possessed positive static longitudinal stability up to a Mach number of 0.80. A trim change in the nose-down direction occurred for Mach numbers above 0.82.
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Report declassified: 8 September 1959
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Report Date: June 1948
No. Pages: 10
Keywords: D-558-1 aircraft
- EFFECT OF DOWNWASH ON THE ESTIMATED ELEVATOR DEFLECTION REQUIRED FOR TRIM OF THE XS-1 AIRPLANE
Authors: Jmes T. Matthews, Jr.
Report Number: NACA-RM-L8H06A
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: This report contains the results of an investigation to determine from linearized theory, which has recently become available, the downwash at supersonic speeds at the tail of the XS-1 airplane and the effect of the downwash on the elevator deflection required for trim. The results are presented in the form of curves showing the variation of downwash angle with angle of attack and elevator deflection required for trim plotted against Mach number. The calculations indicate that increasing up-elevator deflection is required with increasing Mach number (unstable variation) in level flight between Mach numbers of 1.1 and 1.6. A slight reduction in up-elevator deflection occurs between Mach numbers of 1.6 and 2.0. The stabilizer angle has a similar variation, that is, unstable up to a Mach number of about 1.6 and then becoming slightly stable up to a Mach number of 2.0. The reduction of sownwash with increasing Mach number is not the main cause of the
increase in up-elevator deflection. The main reasons for this trend are that the pitchng-moment coefficients due to the wing camber, the wing lift, and the lift of the stabilizer are all in a nose-down direction, and as the Mach number increases, these pitching-moment coefficients apparently decrease less rapidly than the elevator effectiveness.
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Report declassified: 7 September 1954
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Report Date: November 1948
No. Pages: 12
- RESULTS OBTAINED DURING EXTENSION OF U.S. AIR FORCE TRANSONIC-FLIGHT TESTS OF XS-1 AIRPLANE
Authors: Harold R. Goodman and Hubert M. Drake
Report Number: NACA-RM-L8I28
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: Limited data covering extension of the U.S. Air Force transonic-flight tests of the XS-1 airplane are presented. These data show that successful flight to a Mach number of 1.35 has been achieved at altitudes above 40,000 feet. Longitudinal trim changes were experienced to the highest Mach numbers attained, with the wheel forces remaining small and the pilot able to control the airplane with ease. The airplane becomes right-wing heavy above a Mach number of 0.8 but can be trimmed with the aileron. No aileron buzz or flutter phenomena have been encountered. Buffeting has been light, when encountered in the range of Mach number and lift coefficient covered by these data.
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Report declassified: 17 September 1958
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Report Date: November 1948
No. Pages: 14
- PRELIMINARY RESULTS OF NACA TRANSONIC FLIGHTS OF THE XS-1 AIRPLANE WITH 10-PERCENT-THICK WING AND 8-PERCENT-THICK HORIZONTAL TAIL
Authors: Hubert M. Drake, Harold R. Goodman and Herbert H. Hoover
Report Number: NACA-RM-L8I29
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: The NACA is conducting a detailed flight-research program in the transonic speed range, utilizing the rocket-powered Bell XS-1 airplane with the 10-percent-thick wing and 8-percent-thick horizontal tail. Before this detailed program was started, the NACA made a series of exploratory flights to determine the operating limits of the airlpane. This report presents results of this series of flights to a mach number of 1.06 at altitudes of about 40,000 feet. The data show that there is a gradual change of trim in the nose-down direction as the Mach number is increased from 0.78 to 0.99 while above this Mach number there is a change in trim in the nose-up direction. The elevator effectiveness in producing acceleration decreases to a minimum at a Mach number of 0.99. The elevator forces required to fly from subsonic speeds up to a Mach number of 1.06 at about 40,000 feet are light, never exceeding 30 pounds. The rudder effectiveness is very low at Mach
numbers near 1.0, and the rudder forces are light. An intermittent lateral oscillation is present at both high and low Mach numbers.
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Report declassified: 20 October 1955
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Report Date: October 1948
No. Pages: 19
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