Dryden Technical Report Server
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- RESIDUAL FUEL EXPULSION FROM A SIMULATED 50,000 POUND THRUSTLIQUID-PROPELLANT ROCKET ENGINE HAVING A CONTINUOUS ROCKET-TYPEIGNITER
Authors: Wesley E. Messing
Report Number: NASA-MEMO-2-1-59H
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: Tests have been conducted to determine the starting characteristics of a 50,000-pound-thrust rocket engine with the conditions of a quantity of fuel lying dormant in the simulated main thrust chamber. Ignition was provided by a smaller rocket firing rearwardly along the center line. Both alcohol-water and anhydrous ammonia were used as the residual fuel. The igniter successfully expelled the maximum amount of residual fuel (3 1/2 gal) in 2.9 seconds when the igniter.was equipped with a sonic discharge nozzle operating at propellant flow rates of 3 pounds per second. Lesser amounts of residual fuel required correspondingly lower expulsion times. When the igniter was equipped with a supersonic exhaust nozzle operating at a flow of 4 pounds per second, a slightly less effective expulsion rate was encountered.
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Subject Category: 20
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Report Date: February 1959
No. Pages: 12
Keywords: Expulsion; Fuels; Liquid propellant; Residual gas; Rocket engines.
- FLOW CHARACTERISTICS ABOUT TWO THIN WINGS OF LOWASPECT RATIO DETERMINED FROM SURFACE PRESSURE MEASUREMENTSOBTAINED IN FLIGHT AT MACH NUMBERS FROM 0.73 TO 1.90
Authors: Norman V. Taillon
Report Number: NASA-MEMO-5-1-59H
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: Surface pressure measurements were obtained at three chordwise stations on the wings of the X-3 and X-lE airplanes at Mach numbers from 0.73 to 1.13 for the X-3, and from 0.82 to 1.90 for the X-IE. Leading-edge separation is present on the X-3 wing at a Mach number of about 0.73 and an angle of attack of about 6 deg. However., when the Mach number is increased to 0.88, the trailing-edge separation dominates the pressure distribution and no leading-edge separation is visible although it is anticipated at the higher angles of attack shown. Conversely, the X-lE wing shows no indication of leading-edge separation within the scope of this investigation, but an overexpansion immediately behind the leading edge is present at a Mach number of approximately 0.82. Two separate normal shocks are present on the X-3 wing at a Mach number of about 0.88 and at a low angle of attack as an effect of wing geometry. These shocks merge to form a single shock when the
angle of attack is increased to about 6 deg. At supersonic speeds the upper-surface expansion on the X-lE wing is limited by the approach of the pressure coefficients to the pressure coefficient for a vacuum.
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Subject Category: 02
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Report Date: May 1959
No. Pages: 44
Keywords: Flow characteristics; Low aspect ratio; Pressure measurement; Thin wings; X wing rotors.
- FLIGHT STUDIES OF PROBLEMS PERTINENT TO HIGH-SPEEDOPERATION OF JET TRANSPORTS
Authors: Stanley P. Butchart, Jack Fischel and Robert A. Tremant
Report Number: NASA-MEMO-3-2-59H
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: A flight investigation was made to assess the potential operational problems of jet transports in the transonic cruise range. In this study a large multiengine jet airplane having geometric characteristics fairly representative of the jet transport was used; however, in order to ensure general applicability of the results, the aerodynamic characteristics of the test airplane were varied to simulate a variety of jet- transport airplanes. Some of the specific areas investigated include: (1) an overall evaluation of longitudinal stability and control characteristics at transonic speeds, with an assessment of pitch-up characteristics, (2) the effect of buffeting on airplane operational speeds and maneuvering, (3) the desirable lateral-directional damping characteristics, (4) the desirable lateral-control characteristics, (5) an assessment of over-speed and speed-spread requirements, including the upset maneuver, and (6) an assessment of techniques and
airplane characteristics for rapid descent and slow-down. The results presented include pilots' evaluation of the various problem areas and specific recommendations for possible improvement of jet-transport operations in the cruising speed range.
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Subject Category: 03
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Report Date: April 1959
No. Pages: 22
Keywords: Aerodynamic characteristics; Jet aircraft; Operational problems; Transonic speed; Transport aircraft.
- APPROACH AND LANDING INVESTIGATION AT LIFT-DRAGRATIOS OF 2 TO 4 UTILIZING A STRAIGHT-WING FIGHTER AIRPLANE
Authors: Gene J. Matranga and Neil A. Armstrong
Report Number: NASA-TM-X-31
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: A series of landings was performed with a straight-wing airplane to evaluate the effect of low lift-drag ratios on approach and landing characteristics. Landings with a peak lift-drag ratio as low as 3 were performed by altering the airplane configuration (extending speed brakes, flaps, and gear and reducing throttle setting). As lift-drag ratio was reduced, it was necessary either to make the landing pattern tighter or to increase initial altitude, or both. At the lowest lift-drag ratio the pilots believed a 270 deg overhead pattern was advisable because of the greater ease afforded in visually positioning the airplane. The values of the pertinent flare parameters increased with the reduction of lift-drag ratio. These parameters included time required for final flare; speed change during final flare; and altitude, glide slope, indicated airspeed, and vertical velocity at initiation of final flare. The pilots believed that the tolerable limit was
reached with this airplane in the present configuration, and that if, because of a further reduction in lift-drag ratio, more severe approaches than those experienced in this program were attempted, additional aids would be required to determine the flare-initiation point.
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Subject Category: 05
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Report Date: August 1959
No. Pages: 24
Keywords: Aerodynamic characteristics; Airspeed; Approach; Fighter aircraft; Lift drag ratio.
- FLIGHT BEHAVIOR OF THE X-2 RESEARCH AIRPLANE TO AMACH NUMBER OF 3.20 AND A GEOMETRIC ALTITUDE OF 126,200FEET
Authors: Richard E. Day and Donald Reisert
Report Number: NASA-TM-X-137
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: The maximum Mach number and altitude capabilities of the Bell X-2 research airplane were achieved during a program conducted by the U.S. Air Force with Bell Aircraft Corp. providing operational support and the National Aeronautics and Space Administration providing instrumentation and advisory engineering assistance. A maximum geometric altitude of 126,200 feet was attained at a static pressure of 9.4 pounds per square foot and a dynamic pressure of 19.1 pounds per square foot. During the last flight of the airplane, a maximum Mach number of 3.20 was reached. The directionally divergent maneuver which terminated the final high Mach number flight was precipitated by the loss in directional stability that resulted from increasing the angle of attack. The yawing moment from the lateral control was sufficient to initiate the divergence and also to cause,, indirectly, rolling moments that were greater than the aileron capabilities of the airplane. The
ensuing violent motions-resulting from inertial roll coupling caused the loss of the aircraft.
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Subject Category: 05
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Report Date: September 1959
No. Pages: 20
Keywords: Aerodynamic configurations; Directional stability; Flight characteristics; Lateral control; Research aircraft.
- PROBLEMS ASSOCIATED WITH HIGH-SPEED FLIGHT
Authors: J. B. McKay
Report Number: NASA-TM-X-56245
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: None available.
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Subject Category: 05
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Report Date: March 1959
No. Pages: 10
Keywords: High altitude; High speed; Mach number.
Notes: PRESENTED AT THE AF ACAD. INSTRUCTORS WORKSHOP, MOORE AFB, MISSION, TEX., 18 MAR. 1959.
- PILOT CONSIDERATIONS IN THE X-15 RESEARCH AIRPLANEPROGRAM
Authors: Walter C. Williams
Report Number: NASA-TM-X-56264
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: This report briefly discusses the aircraft, the pilots working space and environment, the pilots selected for flights, simulator programs, and the monitoring of the pilot’s physical condition during flight.
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Subject Category: 52
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Report Date: April 1959
No. Pages: 12
Notes: PRESENTED AT THE ANN. MEETING OF THE AM. PSYCHIAT. ASSOC., PHILADELPHIA, 29 APR. 1959.
- LAUNCH, LOW-SPEED, AND LANDING CHARACTERISTICSDETERMINED FROM THE FIRST FLIGHT OF THE NORTH AMERICAN X-15RESEARCH AIRPLANE
Authors: Thomas W. Finch and Gene J. Matranga
Report Number: NASA-TM-X-195
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: The first flight of the North American X-15 research airplane was made on June 8, 1959. This was accomplished after completion of a series of captive flights with the X-15 attached to the B-52 carrier airplane to demonstrate the aerodynamic and systems compatibility of the X-15//B-52 combination and the X-15 subsystem operation. This flight was planned as a glide flight so that the pilot need not be concerned with the propulsion system. Discussions of the launch, low-speed maneuvering, and landing characteristics are presented, and the results are compared with predictions from preflight studies. The launch characteristics were generally satisfactory, and the X-15 vertical tail adequately cleared the B-52 wing cutout. The actual landing pattern and landing characteristics compared favorably with predictions, and the recommended landing technique of lowering the flaps and landing gear at a low altitude appears to be a satisfactory method of landing
the X-15 airplane. There was a quantitative correlation between flight-measured and predicted lift-drag-ratio characteristics in the clean configuration and a qualitative correlation in the landing configuration. A longitudinal-controllability problem, which became severe in the landing configuration, was evident throughout the flight and, apparently, was aggravated by the sensitivity of the side-located control stick. In the low-to-moderate angle-of-attack range covered, the longitudinal and directional stability were indicated to be adequate.
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Subject Category: 05
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Report Date: September 1959
No. Pages: 28
Keywords: Aerodynamic characteristics; Directional stability; Landing; Launching; Low speed.
- THE HYDROGEN-PEROXIDE ROCKET REACTION-CONTROL SYSTEM FOR THE X-1B RESEARCH AIRPLANE , Technical Note
Authors: James E. Love and Wendell H. Stillwell
Report Number: NASA-TN-D-185
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: A hydrogen-peroxide rocket reaction-control system was designed and fabricated for the X-1B research airplane. This system was developed as a means of providing control at high altitudes in regions of low dynamic pressure. The system, which was designed to operate at zero normal acceleration and in an extremely low-temperature environment, consists of a storage vessel, pressurization system, flow-control system, and rocket units. A control of the on-off type was used, with which the rockets were operated at fixed thrust levels of from 20 to 40 pounds. Ground tests were conducted on a simulator and on the X-1B airplane. These tests demonstrated satisfactory operating characteristics. Control-system response was primarily affected by the lag of the control valves, and the importance of low valve lag was demonstrated.
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Report Date: December 1959
No. Pages: 28
Keywords: Engines; Rocket
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