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- FLIGHT-INFORMATIONAL SENSORS, DISPLAY, AND SPACE CONTROL OF THE X-15 AIRPLANE FOR ATMOSPHERIC AND NEAR-SPACE FLIGHT MISSIONS , Technical Note
Authors: J. Fischel and L. D. Webb
Report Number: NASA-TN-D-2407
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: This paper presents pertinent information obtained during the X-15 program and discusses its use by the pilot in performing a variety of atmospheric and near-space flight missions.
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Report Date: August 1964
No. Pages: 34
Keywords: Aircraft control; Display devices; High altitude; Information; Information systems.
Notes: PRESENTED AT THE AVIATION AND SPACE TRAVEL CONGR. ON INTERRELATIONS BETWEEN AIR AND SPACE NAVIGATION AND AEROSPACE, W. BERLIN, 22-27 APR. 1963.
- PILOTING PERFORMANCE DURING THE BOOST OF THE X-15 AIRPLANE TO HIGH ALTITUDE , Technical Note
Authors: E. C. Holleman
Report Number: NASA-TN-D-2289
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: Pilot performance during boost of X-15a aircraft to high altitude.
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Subject Category: 35
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Report Date: April 1964
No. Pages: 56
Keywords: High altitude; Pilot performance; X-15 aircraft.
- COMPARISON OF FLIGHT-MEASURED AND CALCULATED TURBULENT HEAT TRANSFER ON THE X-15 AIRPLANE AT MACH NUMBERS FROM 2.5 TO 6.0 AT LOW ANGLES OF ATTACK , Technical Memorandum
Authors: R. D. Quinn and A. E. Kuhl
Report Number: NASA-TM-X-939
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: Turbulent heat-transfer data obtained on the X-l5 airplane for a flight to a Mach number of 6.0 are presented and compared with calculated values. Calculated boundary-layer thicknesses and Mach number profiles in the shear layer are also presented. Comparisons between measured and calculated heat-transfer coefficients show that the calculated heat-transfer coefficients are from 30 to 60 percent higher than the measured values when bluntness effects are included in estimates of the local Mach number at the edge of the boundary layer.
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Report Date: March 1964
No. Pages: 42
Keywords: Aerodynamic heating; Hypersonic speed; Pressure measurement; Turbulent heat transfer; X-15 aircraft.
- AERODYNAMIC TESTING USING SPECIAL AIRCRAFT , Technical Memorandum
Authors: H. M. Drake
Report Number: NASA-TM-X-51605
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: In this paper some of the recent applications of special aircraft to aerodynamic testing are reviewed and something of the complementary relationship such testing bears to theory and to research in ground facilities is indicated. Some of the primary reasons for flight research are to verify theory, ground facilities, and design. Encounter new or overlooked problems. Investigate flight in the true environment. Establish crew-vehicle integration and requirements. Study the atmosphere, earth, and space.
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Report Date: January 1964
No. Pages: 36
Keywords: Aerodynamic characteristics; Aircraft configurations; Flight simulation; Flight tests; Research aircraft.
Notes: PRESENTED AT THE AIAA AERODYN. TESTING CONF., WASHINGTON, 9-10 MAR. 1964.
- COMPARISON OF FLIGHT PRESSURE MEASUREMENTS WITH WIND-TUNNEL DATA AND THEORY FOR THE FORWARD FUSELAGE OF THE X-15 AIRPLANE AT MACH NUMBERS FROM 0.8 TO 6.0 , Technical Note
Authors: J.S. Pyle
Report Number: NASA-TN-D-2241
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: The results of flight pressure measurements on the forward fuselage of the X-15 airplane are presented for angles of attack from O degrees to 15 degrees and Mach numbers from 0.8 to 6.0. Comparisons of flight and wind-tunnel data showed good agreement, and theoretical calculations predicted flight pressure measurements reasonably well.
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Report Date: January 1964
No. Pages: 31
Keywords: Fuselages; Hypersonic speed; In-flight monitoring; Measuring instruments; Pressure measurement.
- CONTRIBUTIONS OF THE X-15 PROGRAM TO LIFTING ENTRY TECHNOLOGY , Technical Memorandum
Authors: E. C. Holleman and E. J. Adkins
Report Number: NASA-TM-X-51359
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: Entries from altitudes greater than 350,000 ft with the X-15 airplane have provided piloting experience and verification of predicted control characteristics and operational techniques. The airplane re-enters as a glider and duplicates several phases in the recovery of higher-performance vehicles, for example, transition from near-zero dynamic pressure to aerodynamic flight, and the terminal-area ranging and landing. During entries, reaction controls have been used to surprisingly high dynamic pressures. Rate command control provided satisfactory control, and hold modes were appreciated by the pilots for secondary control modes. With conservatively planned flights, the pilots have had no problem controlling range to base with contact navigation. Landmarks have been observed from above 300,000 ft and 160 miles range. The approach and landing of the low-lift-drag-ratio X-15 airplane has become routine, with relatively small dispersion in touchdown and
slideout distance. The speed brakes have been an important control for regulation of ranging for landing; however, the pilots indicated that faster-acting speed brakes would allow more flexible operation.
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Report Date: January 1964
No. Pages: 34
Keywords: High pressure; Low pressure; X-15 aircraft.
Notes: PRESENTED AT THE AIAA AEROSPACE SCI. MEETING, NEW YORK, 20-24 JAN. 1964.
- YLR99-RM-1 ROCKET ENGINE OPERATING EXPERIENCE IN THE X-15 AIRCRAFT , Technical Note
Authors: J. F. Maher, Jr., C. W. Ottinger and V. N. Capasso, Jr.
Report Number: NASA-TN-D-2391
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: This paper describes the unique operating experience obtained during the first 50 government flights with the YLR99 engine installed in the X-15 aircraft, with emphasis on problem areas of the engine and their effects on the X-15 program.
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Report Date: July 1964
No. Pages: 27
Keywords: LR-99 engine; Rocket engines; X-15 aircraft.
- THE X-15 FLIGHT TEST INSTRUMENTATION , Technical Memorandum
Authors: K. C. Sanderson
Report Number: NASA-TM-X-56000
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: The basic instrumentation philosophy for the X-15 program was dictated primarily by two factors. First, if the X-15 were to successfully fulfill its mission of providing timely research data, it had to be built and instrumented quickly. Second, the instrumentation had to be accurate and reliable. The philosophy adopted was as follows: Onboard recording would be used, selected parameters would be telemetered and displayed to ground monitors in real time, continuous ground radar tracking provided instrumentation system would have to be flexible, maximum use of off-the-shelf instrumentation components and systems.
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Report Date: April 1964
No. Pages: 34
Keywords: Flight test instruments; X-15 aircraft.
Notes: PRESENTED AT THE 3RD INTERN. FLIGHT TEST INSTRUMENTATION SYMP., BUCKINGHAMSHIRE, ENGLAND, 13-16 APR. 1964.
- FLIGHT EVALUATION OF WIDE-ANGLE OVERLAPPING MONOCULARS FOR PROVIDING PILOT'S FIELD OF VISION , Technical Note
Authors: P. L. Chenoweth and W. H. Dana
Report Number: NASA-TN-D-2265
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: A qualitative evaluation was made of the effectiveness of wide-angle, overlapping monoculars as the sole source of outside visual reference during takeoffs, aerial maneuvers, visual navigation, and approaches and landings in a light observation aircraft. The evaluation was made during the day and at night and in air conditions which varied from no turbulence to severe turbulence.
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Subject Category: 70
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Report Date: April 1964
No. Pages: 17
Keywords: Flight tests; Lenses; Optics; Vision.
- FLIGHT EVALUATION OF THREE TECHNIQUES OF DEMONSTRATING THE MINIMUM FLYING SPEED OF A DELTA-WING AIRPLANE , Technical Note
Authors: B. G. Powers and N. W. Matheny
Report Number: NASA-TN-D-2337
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: A flight test program was conducted with an F5D airplane to evaluate three techniques for demonstrating the minimum flying speed of a delta-wing aircraft: The Civil Air Regulations stall-speed demonstration, the 1 g demonstration, and the constant-rate-of-climb demonstration. The Civil Air Regulation stall-speed demonstration currently used for civil transport aircraft was found to be inadequate for demonstrating the minimum speed of a delta-wing airplane, because this type of airplane does not have a well-defined stall point near maximum lift coefficient. The 1 g minimum speed, which is based on maintaining a constant 1 g normal acceleration, was difficult to determine precisely, especially when buffeting was present. The constant-rate-of-climb minimum-speed maneuvers, which are based on the ability to maintain a constant rate of climb, were reasonably easy to perform and were unaffected by the aircraft buffet characteristics. The level-flight
minimum speed obtained from the constant-rate-of-climb techniques was found to be the most rational minimum speed for a delta-wing aircraft. The applicability of these techniques to other types of aircraft was shown in limited tests on a sweptwing airplane.
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Report Date: July 1964
No. Pages: 31
Keywords: Aircraft configurations; Delta wings; Flight tests.
- OPERATIONAL EXPERIENCE WITH X-15 REACTION CONTROLS , Technical Memorandum
Authors: C. R. Jarvis and E. J. Adkins
Report Number: NASA-TM-X-56002
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: The four reaction-control-system configurations investigated during the X-15 program include a proportional acceleration command system, on-off proportional rate command and attitude hold systems, and a rate-sensing on-off stability augmentation system. Each of the systems is described briefly, and development problems encountered in hardware design, component compatibility, and systems integration are discussed. The practical aspects of system design and operation are emphasized. Flight experience with each system is also discussed. Flight data showing the results of open-loop and closed-loop control during critical X-15 reentry maneuvers are presented.
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Report Date: April 1964
No. Pages: 24
Keywords: Compatibility; Control systems design; Reaction control; Systems engineering; Systems integration.
Notes: PRESENTED AT THE SAE-ASME SYMP. ON POSITION, ATTITUDE AND THRUST VECTOR CONTROL, N.Y. CITY, 27-30 APR. 1964.
- THE X-15 PROJECT-RESULTS AND NEW RESEARCH , Reference Publication
Authors: J. Fischel and T. A. Toll
Report Number: NASA-RP-186
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: Evaluation of X-15 flight tests.
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Report Date: January 1964
No. Pages: 9
Keywords: Flight tests; X-15 aircraft.
Notes: REPR. FROM ASTRONAUTICS AND AEROSPACE ENG., MAR. 1964 P 20-28 REFS.
- STRATOSPHERE AND MESOSPHERE DENSITIES MEASURED WITH THE X-15 AIRPLANE , Journal Article
Authors: Earl J. Montoya and Terry J. Larson
Report Number: NASA-TM-X-56009
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: Density-height profiles in the stratosphere and mesosphere were obtained from measurements of impact pressure, velocity, and altitude on six X-15 research airplane flights. A form of the Rayleigh pilot formula was used for density computations. Because of pressure-instrumentation limitations and pressure lag, the maximum altitude for reasonably accurate density determination was considered to be about 65 km. Temperatures calculated from faired density-height profiles of two X-l5 flights agreed well with temperatures measured by rocketsondes launched near the times of flight from the Pacific Missile Range, Point Mugu, California.
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Report Date: December 1964
No. Pages: 8
Keywords: Atmospheric density; Mesosphere; Stratosphere; X-15 aircraft.
Notes: JOURNAL OF GEOPHYSICAL RESEARCH, VOL. 69, DEC. 15, 1964, P. 5123-5130.
- PRELIMINARY RESULTS OF BOUNDARY-LAYER NOISE MEASURED ON THE X-15 AIRPLANE , Technical Memorandum
Authors: E. E. Kordes and C. S. Tanner
Report Number: NASA-TM-X-56003
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: In order to provide detailed information on boundary-layer noise over a wide range of controlled flight conditions, the NASA Flight Research Center is conducting a boundary-layer-noise research program with the X-l5 airplane. This paper describes the program and presents some of the preliminary results.
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Report Date: May 1964
No. Pages: 13
Keywords: Aerodynamic noise; Airspeed; Boundary layers; Noise measurement; Scout project.
Notes: PRESENTED AT THE 2D INTERN. CONF. ON ACOUST. FATIGUE, DAYTON, OHIO, 29 APR.-1 MAY 1964.
- BASE PRESSURE COEFFICIENTS OBTAINED FROM THE X-15 AIRPLANE FOR MACH NUMBERS UP TO 6 , Technical Note
Authors: Edwin J. Saltzman
Report Number: NASA-TN-D-2420
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: Base pressure measurements were made on the vertical fin, side fairing, fuselage, and wing trailing edge of the X-15. Data are presented between Mach numbers of 0.8 and 6. Power-off and power-on data are included and compared with wind-tunnel measurements and theory.
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Report Date: August 1964
No. Pages: 47
Keywords: Base pressure; Estimates; Hypersonic wind tunnels; Mach number; Pressure ratio.
- A STUDY OF HYPERSONIC AIRCRAFT , Technical Memorandum
Authors: D. E. Wall
Report Number: NASA-TM-X-56001
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: A study is being made at the NASA Flight Research Center to determine the gross characteristics of future hypersonic aircraft, without the refinement of configuration optimization. The characteristics defined by this study are to be used as a guide in assessing the need for future hypersonic flight research.
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Report Date: April 1964
No. Pages: 12
Keywords: Hypersonic aircraft; Hypersonic flight.
Notes: PRESENTED AT THE ASCE-ITTE 4TH NATL. AIRPORT CONF., SAN FRANCISCO, 22-24 APR. 1964.
- AEROSPACE MEDICAL AND BIOENGINEERING CONSIDERATIONS IN LIFTING-BODY AND RESEARCH-AIRCRAFT OPERATIONS , Technical Memorandum
Authors: M. O. Thompson
Report Number: NASA-TM-X-56005
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: The lifting-body vehicle we have flown at the Flight Research Center is the M-2 rather than the M-l; thus, it is this vehicle I shall discuss. For those who may not be familiar with the M-2 or the lifting-body concept, I shall describe it briefly. As the name implies, a lifting body is a vehicle with a body shape, rather than wings, which generates lift at an angle or attack. The only irregularities or protuberances in the body shape are the surfaces required for aerodynamic control. Figure l compares the advantages or the three configurations having reentry capability, that is, the ballistic or semiballistic, the lifting body, and the winged vehicle. The energy footprints or the vehicles, or landing areas available to each, can be estimated. For operational usage, a lifting reentry vehicle appears to be highly desirable because of its versatility for reentry from a number of orbit planes or the capability for recovery at a number of landing sites
within the United States.
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Report Date: May 1964
No. Pages: 10
Keywords: Aerospace medicine; Bioengineering; Flight operations; Hypersonics; Lifting bodies.
Notes: PRESENTED AT THE 35TH AEROSPACE MED. ASSOC. ANN. MEETING, MIAMI BEACH, FLA., 11-14 MAY 1964.
- ADAPTIVE FLIGHT CONTROL SYSTEMS - PRO AND CON , Technical Memorandum
Authors: E. J. Adkins and L. W. Taylor, Jr.
Report Number: NASA-TM-X-56008
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: In light of difficulties posed by the X-15, the adaptive flight control system was developed and has been most successful. Although several problems were encountered during the development of the MH-96 adaptive system, and emphasis on them in this paper tends to paint a dark picture, these problems were solved on the ground before the first flight, except for some insignificant details which affected only the periphery functions of the MH-96 even during the early flights. There is a saying that “a bird in hand is worth two in the bush.” For adaptive flight control system concepts, we would put the ratio at about 10. An adaptive control system which has been successfully demonstrated in the X-15 is worth about 10 proposed new adaptive concepts which have not been exposed to the idiosyncrasies of control-system hardware.
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Report Date: April 1964
No. Pages: 13
Keywords: Adaptive control; Flight control; X-15 aircraft.
Notes: PRESENTED AT THE AIAA SPECIALISTS MEETING, LOS ANGELES SECT., LOS ANGELES, 28 APR. 1964.
- FLIGHT MEASUREMENTS OF STABILITY AND CONTROL DERIVATIVES OF THE X-15 RESEARCH AIRPLANE TO A MACH NUMBER OF 6.02 AND AN ANGLE OF ATTACK OF 25 DEG , Technical Note
Authors: R. B. Yancey
Report Number: NASA-TN-D-2532
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: Flight tests of the X-15 airplane provided data from which longitudinal, lateral, and directional stability and control derivations were determined over a Mach number range from 0.60 to 6.02 and over an angle-of-attack range from -2.7 degrees to 25 degrees. The data were obtained with the lower rudder on and off, speed brakes open and closed, and power on and off. The longitudinal derivatives show the expected trends of increasing levels through the transonic region and diminishing levels as the Mach number increases in the supersonic region. A high level of longitudinal stability is indicated by the flight data.
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Report Date: November 1964
No. Pages: 49
Keywords: Aircraft control; Angle of attack; Derivation; Directional control; Directional stability.
- FLIGHT EVALUATION OF SOME EFFECTS OF THE PRESENT AIR TRAFFIC CONTROL SYSTEM ON OPERATION OF A SIMULATED SUPERSONIC TRANSPORT , Technical Note
Authors: D. L. Hughes, B. G. Powers and W. H. Dana
Report Number: NASA-TN-D-2219
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: An exploratory flight program was conducted to investigate the effect of the present Air Traffic Control system on the operation of a simulated supersonic transport in the Los Angeles terminal area. The climb and descent portions of a representative supersonic transport flight profile were flown with an A-5A airplane. In addition, en route problems were explored within the speed and altitude data were obtained, as well as flight-crew opinions and ground-personnel comments.
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Report Date: November 1964
No. Pages: 19
Keywords: Air traffic control; Flight tests; Supersonic transports; Traffic control.
- STRATOSPHERE AND MESOSPHERE DENSITIES MEASURED WITH THE X-15 AIRPLANE , Journal Article
Authors: Earl J. Montoya and Terry J. Larson
Report Number: H-352
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: Density-height profiles in the stratosphere and mesosphere were obtained from measurements of impact pressure, velocity, and altitude on six X-15 research airplane flights. A form of the Rayleigh pilot formula was used for density computations. Because of pressure-instrumentation limitations and pressure lag, the maximum altitude for reasonably accurate density determination was considered to be about 65 km. Temperatures calculated from faired density-height profiles of two X-l5 flights agreed well with temperatures measured by rocketsondes launched near the times of flight from the Pacific Missile Range, Point Mugu, California.
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Report Date: December 1964
No. Pages: 8
Keywords: Atmospheric density; Mesosphere; Stratosphere; X-15 aircraft.
Notes: JOURNAL OF GEOPHYSICAL RESEARCH, VOL. 69, DEC. 15, 1964, P. 5123-5130.
- STRATOSPHERE AND MESOSPHERE DENSITIES MEASURED WITH THE X-15 AIRPLANE , Journal Article
Authors: Earl J. Montoya and Terry J. Larson
Report Number: H-352
Performing Organization: NASA Dryden Flight Research Center, Edwards, CA
Abstract: Density-height profiles in the stratosphere and mesosphere were obtained from measurements of impact pressure, velocity, and altitude on six X-15 research airplane flights. A form of the Rayleigh pilot formula was used for density computations. Because of pressure-instrumentation limitations and pressure lag, the maximum altitude for reasonably accurate density determination was considered to be about 65 km. Temperatures calculated from faired density-height profiles of two X-l5 flights agreed well with temperatures measured by rocketsondes launched near the times of flight from the Pacific Missile Range, Point Mugu, California.
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Report Date: December 1964
No. Pages: 8
Keywords: Atmospheric density; Mesosphere; Stratosphere; X-15 aircraft.
Notes: JOURNAL OF GEOPHYSICAL RESEARCH, VOL. 69, DEC. 15, 1964, P. 5123-5130.
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