Author: Publisher:
ISBN:
Category :
Languages : en
Pages : 68
Book Description
THE LONGITUDINAL AERODYNAMIC CHARACTERISTICS OF A RE-ENTRY CONFIGURATION BASED ON A BLUNT 13 DEG HALF-CONE AT MACH NUMBERS TO 0.92
Author: The Lateral and Directional Aerodynamic Characteristics of a Re-entry Configuration Based on a Blunt 13 Deg Half Cone at Mach Numbers to 0.90
Author: Aerodynamic Performance and Static Stability Characteristics of a Blunt Nosed, Boattailed, 13 Deg Half Cone at Mach Numbers from 0.6 to 5.0
Author: The Aerodynamic Characteristics of a Blunt Half Cone Entry Configurations Obtained from Ballistic Range Tests at Mach Numbers Near 3
Author: Aerodynamic Characteristics of Three Axismmetric Low-fitness-ratio Reentry Shapes at Mach 6.9
Author: Jim A. PenlandPublisher:
ISBN:
Category : Flight control
Languages : en
Pages : 44
Book Description
Static Longitudinal Aerodynamic Characteristics of Close-coupled Wing-canard Configurations at Mach Numbers from 1.60 to 2.86
Author: Samuel M. DollyhighPublisher:
ISBN:
Category : Aerodynamics
Languages : en
Pages : 126
Book Description
An experimental investigation was made in the Mach number range from 1.60 to 2.86 to determine the static longitudinal aerodynamic characteristics of close-coupled wing-canard configurations. Three canards, ranging in exposed planform area from 17.5 to 30.0 percent of the wing reference area, were employed in this investigation. The canards were either located in the plane of the wing or in a position 18.5 percent of the wing mean geometric chord above the wing plane. Most data obtained were for a model with a 60 deg leading-edge-sweep wing; however, a small amount of data were obtained for a 44 deg leading-edge-sweep wing. The model utilized two balances to isolate interference effects between wing and canard. In general, it was determined that at angle of attack for all configurations investigated with the canard in the plane of the wing an unfavorable interference exists which causes the additional lift on the canard generated by a canard deflection to be lost on the wing due to an increased downwash at the wing from the canard. Further, this interference decreased somewhat with increasing Mach number. Raising the canard above the plane of the wing also greatly decreased the interference of the canard deflection on the wing lift. However, at Mach 2.86 the presence of the canard in the high position had a greater unfavorable interference effect at high angles of attack than the canard in the wing plane. This interference resulted in the in-plane canard having better trimmed performance at Mach 2.86 for the same center-of-gravity location.
Aerodynamic Characteristics at Low Speed of a Reentry Configuration Having Rigid Retractable Conical Lifting Surfaces
Author: Paul G. FournierPublisher:
ISBN:
Category : Aerodynamics
Languages : en
Pages : 30
Book Description
STATIC LONGITUDINAL AERODYNAMIC CHARACTERISTICS AT TRANSONIC SPEEDS OF A LENTICULAR-SHAPED REENTRY VEHICLE
Author: Supersonic Aerodynamic Characteristics of a Low-Drag Aircraft Configuration Having an Arrow Wing of Aspect Ratio 1.86 and a Body of Fineness Ratio 20
Author: Publisher:
ISBN:
Category : Aerodynamics, Supersonic
Languages : en
Pages : 80
Book Description
A free-flight rocket-propelled-model investigation was conducted at Mach numbers of 1.2 to 1.9 to determine the longitudinal and lateral aero-dynamic characteristics of a low-drag aircraft configuration. The model consisted of an aspect-ratio -1.86 arrow wing with 67.5 deg. leading-edge sweep and NACA 65A004 airfoil section and a triangular vertical tail with 60 deg. sweep and NACA 65A003 section in combination with a body of fineness ratio 20. Aerodynamic data in pitch, yaw, and roll were obtained from transient motions induced by small pulse rockets firing at intervals in the pitch and yaw directions. From the results of this brief aerodynamic investigation, it is observed that very slender body shapes can provide increased volumetric capacity with little or no increase in zero-lift drag and that body fineness ratios of the order of 20 should be considered in the design of long-range supersonic aircraft. The zero-lift drag and the drag-due-to-lift parameter of the test configuration varied linearly with Mach number. The maximum lift-drag ratio was 7.0 at a Mach number of 1.25 and decreased slightly to a value of 6.6 at a Mach number of 1.81. The optimum lift coefficient, normal-force-curve slope, lateral-force-curve slope, static stability in pitch and yaw, time to damp to one-half amplitude in pitch and yaw, the sum of the rotary damping derivatives in pitch and also in yaw, and the static rolling derivatives all decreased with an increase in Mach number. Values of certain rolling derivatives were obtained by application of the least-squares method to the differential equation of rolling motion. A comparison of the experimental and calculated total rolling-moment-coefficient variation during transient oscillations of the model indicated good agreement when the damping-in-roll contribution was included with the static rolling-moment terms.
Author: 