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, NASA Technical Memorandum 86303
; Study of Several Factors
Affecting Crew Escape
Trajectories From the
Space Shuttle Orbiter _
at Low-Subsonic Speeds
William I. Scallion, Bernard Spencer, Jr.,-4
George M. Ware, W. Pelham Phillips, _iRichard W. Powell, James C. Young,
Garl L. Gentry, Jr., and Zachary T. Applin
Langley Research Center
Hampton, Virginia
National Aeronauticsand Space Administration
" 8cierltt_c Ind Techn_.all• Info:'matton Branch
i
w -.... - ---7=- _'1_r.,; - "A - ,_ 1
1985010698-002
https://ntrs.nasa.gov/search.jsp?R=19850010698 2020-05-25T14:05:20+00:00Z
Summary moment tests were also conducted to determine theorbiter high-angle-of-attack trim characteristics that
Studies of several factors affecting the bailout might produce a lower vehicle speed for bailout. Acharacteristics from the Space Shuttle orbiter at low-subsonic speeds were conducted in the Langley 12- computer simulation analysis of the maneuver neces-
sary to fly the orbiter to high angles of attack wasFoot Low-Speed Tunnel and the Langley 4- by 7- performed in support of the wind-tunnel investiga-Meter Tunnel with 0.03-scale models. The escape tion.
trajectories of the crew models exiting from the To support analytical studies of crew exit trajec-sidehatchweremost affectedby body configuration toriesbytheJohn_n SpaceCenter,an analysisofthe
(standing,seated,oltucked).The tucked,low-drag dragcharacteristicsofone ofthecrew-modelconfig-positionproducedthehighestpercentageofsuccess- urationswas conducted.Limitedflow-fieldmeasure-fulescapetrajectories.Also,theheaviercrewmodels
had a highersuccessratethanthelightermodels.In ments werealsomade todeterminetheexitenviron-ment aroundthemodel.
general,thehigherexitvelocitiesproduceda higher The wind-tunneltestswere conducted in the
number ofsuccessfuldropsforallcrew-modelconfig- Langley 12-FootLow-Speed Tunnel and the Lang-urations.The 250-Ibscaledmodel was successfully ley4-by 7-MeterTupnel.A 0.03-scaleorbitermodeldropped inthe seatedand tuckedpositionsat full- was used,and thetunnelconditionswerescaledfor
scaleexitvelocitiesequaltoorgreaterthan8 ft/sec, full-scalevaluesof15000-ftaltitude,velocitiesof316
but the lightestmodel (scaledto 150 Ib)was suc- to 365 ft/secdependingon vehicleangleof attack,
cessfulonlyatfull-scaleexitvelocitiesof20 ft/secor dynamic pressuresof75 to 120Ib/ft2,and an angle-
greater.With the orbitermodel inverted,allcrew- of-attackrangefrom 17.5°to 25° at sideslipanglesr-- model exitsfrom theupperhatchweresuccessful.of0° and 6°. Forcetestswere made overan angle-
Model forcetestsindicatedthat high-angle-of of-attackrangefrom -24°to 90° at sideslipanglesattacktrimpointsexistedat an angleof attackof of0°and 6°.approximately60°.A simulationofthemaneuver to
A motion-picturefilmsupplementshowing se-trimtothesehighanglesofattackshowed thatthe
lectedbailoutsunder variousconditionsisavailablemaneuver was not feasible.A large-amplitudepitch
on loan.A requestformand a descriptionofthefilmoscillationpersisteduntilgloundcontactoccurred.
(L-1291)arefoundinthebackofthisreporton page
Introduction 67.
The National Aeronautics al_,l Space Administra- Symbols Ition (NASA) is continuing to refine the flight and The longitudinal data are referred to the stabilityoperational characteristics of the Space Shuttle. One system of axes, and the lateral-directional data areareacurrentlyunderstudyaddressesthedetermina- referredto the body systemof axes. The moment
tion of the proper mode of exit for the crew during a center was located at 65 percent of the body length.contingency abort situation in which the vehicle can _ -"
neither attain orbit nor reach a suitable landing site. CD drag coefficient !!In this case, the vehicle would glide to lower altitudes CL lift coefficientof approximately 15 000 to 20 000 ft and decrease ve-locity to subsonic speeds, and the crew would bail Cl rolling-moment coefficient
out. Q_ OCt/O_, per degreeAt the request of the NASA Associate Admin-
istrator, the Langley Research Center conducted a Ct,. OCz/06,_, per degree
study to investigate several factors affecting the es- C,, pitching-moment coefficientcape trajectories of crew models for several exit con-ditions. Exits from the main side hatch were investi- C, yawing-moment coefficient
gated in the wind tunnel for a range of angles of at- C,_ OCn/O_, per degree
tack and sideslip with the orbiter model upright, and C,_, dyn CEt_ COSa -- (Iz/Ix)(Ct_ sina), perfrom the upper cabin hatch with the orbiter modelinverted. The effects of model weight (scaled values degree
of 150, 200, and 250 lb), model configuration (stand- CR resultant force coefficienting, seated, and tucked), and model exit velocity werestudied. The exit trajectories were recorded on high- c g. center of gravity
speed motion-picture film. The motion-picture films D/q equivalent drag area, Drag/Dynamic"-: were read to determine bailout conditions. Force and pressure, ft _
q
.. , [
1985010698-003
, F failed investigation was then conducted in the 4- by 7-MeterTunnel, where drop tests, force tests, and flow-field
h altitude, ft studies were performed.Ix moment of inertia about longitudinal The Space Shuttle orbiter model used in the inves-
body axis, slug-ft 2 tigation was a Langley-built 0.03-scale orbiter (figs. 1and 2). All the test parameters were scaled to this
_ Iz moment of inertia about normal body model size by the relationships given in reference 1.: axis, slug-ft 2 The scaling parameters are presented below.
l referencebody length,ft
M Much number Scale factor= Model lengthFuli-s_.ale length = 0.03
P passedi
_ ". V velocity,ft/sec Model area= (Full-scalearea)(Scalefactor)2
i Vexlt crew-model exit velocity, ft/sec
W weight, lb Test velocity= (Full-scalevelocity)(scalefactor)1/2
)Co, Yo, Zo orbiter body coordinates, in.
x, z position of scaled crew model refer- (Tunnel air density) (Full-scale weight)
_" _ enced to center of side hatch ()Co = Modelweight: (Airdensity at altitude)
_ 510 in.; Zo = 367 in.), ft x (Scalefactor) 3
_, _ velocities of scaled crew model, ft/sec
x_s/l center-of-gravity location from orbiter It was not possible, however, to scale or control allnose in terms of reference body length the test parameters and conditions. For example, the
Reynolds number of the test, which was much lowera angle of attack, deg than flight values, no doubt had some effect on the
angle of sideslip, des boundary layer and flow field around the orbiter. Thecrew models were inflexible and not dynamically scaled,
"7 flight-path angle, deg and because the test was conducted in a horizontal t
/_ aileron deflection angle, (Left elevon wind tunnel, the gravity vector was misaligued from 'deflection - Right elevon dfflec- that of the flight (gliding) condition. In addition, crew-tion)/2, deg model exit attitude and velocity were difficult to control t
precisely._SF body-flap deflection .angle, positive Three body configurations were tested: standing, :
trailing edge dowr., deg seated, and tucked (see fig. 3), with three scaled weights _ '_
6e elevon defler.tion angle, positive for each configuration--150, 200, and 250 lb. The drop- :trailing edge down, des test conditions are given in the table below. ,
_SB speed-brake deflection angle, degFull-scale Test veloc- Full-scale Crew-model
_ubscripts: velocity, ft/sec ity, ft/sec crew weight, lb weight, lb
L localconditionsatlocationsurveyed 318.0 54.73 150.0 0.00670
max maximum 345.0 50.70 200.0 .OO8O3_. 36,5.0 63.22 250.0 .01116
trim trim conditions, zero moment
oo free-stream conditions
The drop tests were conducted by setting the tunnelApparatus, Models, and Tests free-stream conditions, positioning the orbiter model
The tests were conducted in two low-speed tun- at the desired angles of attack and sideslip, and thenneis at the Langley Research Center. The initial tests releasing the models. The orbiter main side hatchwere con,hcted in the 12-Foot Low-Speed Tunnel to was used for most of the test program. As the hatch
. develop the techniques for release of the crew-model door was opened, light spring pressure pushed thefigures from the orbiter model. The majority of the crew model to the opening where it fell free into the '
2
®i
1985010698-004
airstream. Various side-hatch arrangements were in- In normal upright flight attitudes, the crew model couldvestigated to enhance the exit conditions. (See fig. 4.) pass over or under the wing. There was no certainty,The first modification was an inclined chute. With this however, that if the figure passed over the wing itmodification, crew-modelexit velocity was controlled by would not contact the fuselage, upper wing surface,releasing the crew model at different heights along the orbital maneuvering system (OMS) pod, or verticalchute. Other modifications consisted of the addition of tail. Even if the crew model cleared the vehicle after
a deflector to shield the emerging crew model from the passing over the wing, the low-Reynolds-number flowstream and hatch extensions of I and 2 ft (full-scale). c,_,_r the vehicle surfaces above the wing made theFor the model-inverted tests, an existing hatch above results subject to doubt. On the other hand, the free-the crew cabin was utilized, stream-dominated flow field below the wing should be
During a test, the trajectory of the crew model relatively free from Reynolds number effects except forwas recorded by high-speed motion-picture cameras those on the crew model itself. For this reason, only
, (400 frames per second) positioned around the tun- the exits in which the crew model passed under thenel test section. The camera locations in the 12-Foot wing were considered successful bailouts.and 4- by 7-Meter Tunnels are shown in figures 5(a) Presented in figure 8 are typical model trajectoriesand 5(b), respectively. The 12-Foot Tunnel arrange- from the side hatch of the upright orbiter model thatment consisted of an overhead camera located slightly illustrate the success-failure criteria used in this study.to the rear and to the left of the model, a side-view Note the difference between the inclination of the flightcamera, and for some tests, a three-quarter rear-view and wind-tunnel gravity vectors relative to the model.
camera below the orLiter model. The arrangement in The rearward inclination of the wind-tunnel gravity vec-the4-by 7-Meter"5_,melhad an overheadcameraIo- formade thedrop-testresultssomewhatconservative.
; cated ahead and to the left of the model and two side-
' view cameras, one equipped with a wide-angle lens and Exit Test Resultsone with a zoom lens to provide a close-up view of the
crew model as it left the orbiter model. The motion- Upper hatch egress. The drop tests conducted bypicture film was used to determine the exit velocities releasing the crew models from the upper hatch withfor each of the drop tests by measuring the horizontal the orbiter model inverted resulted in successful escapeand vertical positions at the exit from several frames trajectories in every case. Crew-model body positionof film by using a known dimension as a reference and and weight had an effect, but all configurations clearedthe frame speed for timing. Because of the small scale the orbiter easily. A typical escape trajectory from theof the models, errors in the measurement of position upper hatch is shown in figure 9. No considerationresulted in relatively large errors in calculated exit ve- was given in this study to the problems associated withlocities when scaled to full-scale values. The film was establishing a stable trimmed flight attitude or the crewimprinted with timing marks which enabled the frame reaching the hatch for escape.
rate to be determined accurately. Depending upon the Side hatch egress. The results of the tests con-number of frames read, the crew-model velocity, and the ducted with the orbiter model upright and the crewparticular camera location, the errors in full-scale exit models exiting from the main side hatch are presentedvelocities ranged f,'om :1:0.9ft/sec to +3.2 ft/sec. Gen- in table I. No distinction is made in the table between aerally, the larger errors are a_ociated with the higher horizontal exit and an exit from the 50° inclin_ chute.
exit velocities. The results are presented in order of increasing full-scaleThe force tests were conducted in the 4- by 7-Meter exit velocity for each crew-model exit con_guration. In
Tunnel through an angle-of-attack range of -24 ° to 90° general, velocities of 12 ft/sec and below are represen-for elevon deflections of -5 ° to 15° and sideslip angles tative of horizontal exits.
of 0° and 6°. The flow-field tests utilized an existing A s,ammary of the i_,dividual test results of table Icalibrated seven-tube rake (fig. 6). The positions sur- is presented in table _I. The exit velocities have been
veyed, in terms of full-scale orbiter stations Xo, ]to, Zo, cat._,,orized into low, n, edium, and high ranges. Theare presented in figure 7. low-exit-velocity range (0 ,'o 12 ft/sec) represents unas-
sisted exits or exits with some small assistance fromResults and Discussion a device such as an inclined chute mounted in the or-
Success-Failure Criteria biter cabin and extending from the upper deck to thelower deck hatch. The medium (13 to 19 ft/aec) and
A bailout was considered successful when the crew high (20 ft/sec and greater) exit-velocity range, shownmodel cleared the orbiter model without contact. When would require more positive and complicated sccelers-the orbiter was inverted, the crew model was required tion devices.
to clear the vertical tail, the only obstacle in its path. Generally, within a single exit-velocity range, the
$
at
I
1985010698-005
v
escapetrajectorieswereaffectedmost Ly body config- JohnsonSpaceCentertovalidatethe computercode
uration(standing,seated,or tucked)and to a lesser by comparingtheoutputwiththewind-tunnelresults.extentby modelweight.Theseeffectsareillustratedin Thisconfigurationwas chosenbecauseas previously
figures10 and 11.As shown infigure10,theegressof discussed,itwas themostpromisingconfigurationfora
thecrewmodel(scaledto200Ib)was successfulinthe successfulexit.The horizontaland verticalcomponentstuckedpositionand unsuccessfulintheseatedposition, ofthemodelescapetrajectorywerereadfromthefilm
eventhoughtheexitvelocityfortheseatedconfigura- asafunctionoftime.A setofcurve-fitequations,each
tiollwas somewhathigher, covering0.04-secoverlappingsegmentsofthetrajectory,Testsofthe seatedconfigurationat two different were developedand differentiatedforvelocitiesand
weights(fig.11)indicatethattheheaviermodel clears accelerations.The z-and z-positionsasreadfromthe
the orbiter by a greater distance than the lighter model, film are shown in figure "Y,(a). These positions wereeven though the exit velocity of the heavier model was corrected for parallax effects induced by _ small velocity !lower. Both models egress successfully, and success rate in the y-direction (toward the camera). No y-axis ,increases as exit velocity increases regardless of weight accelerations were calculated, as they were consideredor configuration. The use of hatch extensions (fig. 4) to be negligible. The resulting x- and z-velocities arehad little observable effect on the exit trajectories of the shown in figure 13(b). The oscillatory nature of these ._crew models. All models (150 lb, 200 lb, and 250 lb) parameters was found to be the result of crew-model
in a tucked position were dropped successfully at exit rotation. Observations of the model from the film i
velocities equal to or greater than 13 ft/sec. The 250-1b indicated oscillations about one or more axes. The' scaledmodelwassuccessfullydroppedintheseatedand calculatedaccelerationswere used to determinethe :
tucked configurations at exit velocities equal or greater lift and drag coefficients, and these were resolved into
than 8 ft/sec. Tests of the 250-1b scaled model in the a total resultant coefficient, CR (fig. 13(c)). Thesestanding exit configuration were limited to exit veloc- stability axis coefficients are given without regard to
ities of 16 ft/sec and higher. All tests were success- the body attitude relative to the wind. The average _,ful at these velocities. The 200-1b scaled model in the drag coefficient for this case was 0.620, the averageseated configuration was consistently successful at exit lift coefficient was 0.232, and the average resultantvelocities equal to or greater than 14 ft/sec, and in the coefficient was 0.662. The equivalent full-scale crew-standing configuration, at velocities equal to or greater body drag area, D/q, is presented as a function of time 4than 20 ft/sec. An example of the effect of exit velocity in figure 13(d). These values are in good agreementon the trajectory of the 200-1b scaled seated configura- with the values for a similar configuration taken from
, tion is shown in figure 12. The 150-1bscaled model was reference 2. The values of D/q obtained herein rangesuccessfully dropped in the seated configuration only vt from 1.26 to 3.02 ft2, as compared with values of 2
: exit velocities greater than 20 ft/sec, to 3 ft2 from reference 2. The wider range of values 'tA feasibility study conducted at the Johnson Spac_ from this investigation results from the wide range of
Center with a full-scale orbiter mock-up with an exit attitudes of the crew models relative to the stream.slide indicated that exit velocities from the orbiter of Only two attitudes were presented in reference 2.
6 to 8 ft/sec were possible. Therefore, the low-velocity '"results are the most applicable to full-scale conditions. Force-Test Results
Of the total of 100 drop tests, only 35 were in the In an attempt to define the low-speed aerodynam-low-exit-velocity range. The number of samples taken ics of the orbiter at very high angles of attack, forcein this group is not sufficient to determine statistical and moment tests were performed at angles of attackprobabilities, but some insight was gained as to the from -24 ° to 90°. These tests were conducted to de-overall trends of the data. Generally, as shown in fine the trim characteristics of the orbiter when inverted
table II, the escape trajectories were affected somewhat (negative angles of attack) and to identify the existenceby weight, but they were primarily affected by body of stable longitudinal-trim points at large augles of at-configuration (standing, seated, or tucked). Based on tack, which could provide lower flight speeds for bailout.the small sample of data available, the tucked, low- The Reynolds number of these tests was low, about 1.2drag configvration offers the highest probability of a x 106; however, the test results do indicate expectedsuccessful escape trajectory, trends in longitudinal characteristics. The longitudi-
nal _erodynamic characteristics from these tests in theDrag Estimation 4- by 7-Meter Tunnel are presented in figure 14. TheAn analysis was conducted to determine the drag plot of C,,, versuF a in figure 14(c) indicates the occur-
r characteristics of a scaled 250-Ib crew model in the fence of stable trimmed pitching moments at angles oftucked configuration. The drag values were to be used attack near 60° for an orbiter center-of-gravity location
": in an analytical simulation of exit trajectories at the at 65 percent of the fuselage reference length. Figure 15
4
®'t
1985010698-006
4 .... '" "LT.,
shows a summarization of elevon and aileron control but persist v.ntil ground impact. (Independent stud-characteristics and the directional-stability parameter ies at the Johnson Space Center also confirmed thesederived from the high-angle-of-attack force tests. The findings.) Even though the elevator is driven betweenupper portion of the figure summarizes the effect of or- its upper and lower limits (fig. 16(c)), i¢ is unable tobiter center-of-gravity travel on the longitudinal-trim damp the angle-of-attack oscillation-_. '£he simulation,capability of the elevons. The design flight centers of therefore, indicates that although there is a stable trimgravity for the orbiter during entry vary from a forward at high angles of attack and the airspeed is greatly re-c.g. location of 0.65/ to a rearward location of 0.675/. duced, the dynamics of the maneuver make it impossi-For the most forward c.g., the orbiter has trim capabil- ble for the crew to exit from the vehicle unavsisted.ity up to an angle of attack of about 68°. The aft c.g.condition, however, requires pitching moments for trim Flow-Field Surveys
which exceed the maximum static-trim capability of the Some preliminary flow-field surveys were conductedelevon (at _c,rnax= 20°) for angles of attack between to support the exit trajectory simulations conducted at35° and 77°. The center plot of figure 15 shows that the the Johnson Space Center. More detailed flow-field
variation of the directional-3tability parameter, Cnsd,, , measurements were subsequently made at the Texasis positive (stable) over the angle-of-attack range. The A. & M. University wind tunnel with the orbiter modellower portion of figur; 15 shows aileron effectiveness, of the present tests. The flow-field surveys reported
Ct6°, over the angl_.-of-attack range. The aileron effec- herein measured the ratio of local flow velocity VL totiveness declines sharply at angles of attack above 20° free-stream velocity Voo at discrete Xo, _o, Zo locationsuntil a contrDl reversal is produced at a = 30°. Above and the local angles of attack aL and local sideslip
_'" 50° the ailerons become ineffective, angles _L at these same locations.The results of the flow-field surveys are presented
Simulation Results in figures 17 to 25. Velocity ratio (VL/Voo) and lo-Since the static-force tests had shown the existence cal angles of attack (a/.) and sideslip (_L) are pre-
of a high-angle-of-attack trim point, a simulation analy- sented as functions of longitudinal and spanwise loca-sis was used to determine if the Shuttle control system, tions (Xo and Yo, respectively) for several vertical po-as designed, would allow a pilot to perform a maneuver sitions. These positions are illustrated in figure 7. Theto reach this condition. The Reentry Flight Dynamics most important positions _urveyed were those near theSimulator (RFDS), reference 3, which had been devei- main side hatch where the exiting crew would first en-oped to aid in the certification of the guidance and con- counter the external flow field. The nearest position to itrol algorithms for the Shuttle entry, was selected for the hatch surveyed was at Xo = 510 in., Zo -- 367 in., Yothis study. The simulator allows six-degree-of-freedom -- 125 in., a position about 24 in. from the hatch in theanalyses; but for this preliminary study, only the longi- Y-direction and nearly centered on the hatch openingtudinal (pitch) plane dynamics were examined. The in the X-Z plane. This position is represented by theaerodynamic characteristics generated in the current circular symbol in figures 17 18, and 19. As can be seenstudy were used in this simulation. Since no damping in figures 17(a) and 17(b), 18(a) and 18(b), and 19(a)values were available for these high angles of attack, and 19(b), the ratio of local velocity to free-stream ve-
Crn_ (pitch damping due to pitch rate) was set to the locity ranges from 1.05 to 1.14, depending u£on thevalue at the highest angle of attack (20°) at M = 0.25 range of angle of attack and free-stream test velocity.available from the Space Shuttle Aerodynamic Design This suggests that the flow around the orbiter forebodyData Book (ref. 4). is sensitive to Reynolds number, and for this reason,
The results of the simulation are presented in fig- the values of the flow-field parameters presented hereinure 16 for the orbiter with center-of-gravity positions may not represent the full-scale flight values. Generally,of 0.6501 and 0.675l. The maneuver was initiated at this ratio tended to increase with increasing angle of at-an altitude of approximately 20000 ft at a speed of tack. The velocity ratio decreased for positions further640 ft/sec. The simulation indicated that the flight time outboard from the hatch in the Y -direction and tendedfrom that altitude while performing this maneuver was to increase in the longitudinal (downstream) direction.a little over 2 minutes with the resultant velocity drop- The increase in the velocity ratio in the longitudinal di-ping and becoming relatively constant between 250 and rection, especially for the inboard locations, would be200 ft/sec. The major concern disclosed by the simula- expected, since the survey X-Y plane is near the wingtion is presented in figure 16(a), where the variation of upper surface where the local flow is accelerating. Thisthe vehicle angle of attack as a function of time is shown, tends to substantiate the tendency of the standing and
The orbiter rotated to the high angles, passed beyond seated crew-modal configuration (high-drag-area rood-: the trim point, and then oscillated about the trim con- els) to pass over the wing. "]he local angles of attack
dition. The large-amplitude oscillations are convergent and sideslip near the hatch were positive (figs. 17(c) and
1985010698-007
17(d), 18(c) and 18(d), and 10(c) and 19(d)). These the highest percentage of successful escape trajectories.local wind .directions would produce forces tending to The heavier crew models in any body configuration hadpush the crew models upward and outboard relative to a higher success rate or cleared the orbiter by a greaterthe fuselage. At Yo -- 193 in., the angles of attack and distance than the lighter models. The model with asideslip of the local wind varied widely in the longitudi- scaled weight of 250 lb was successfully dropped in thenal direction, and the sideslip angle reversed direction seated and tucked positions at exit velocities equal to or
twice between Xo -- 510 in. and Xc = 1110 in. These greater than 8 ft/sec, whereas the lightest model (150-variations increase in magnitude as angle of attack is lb scaled weight) was only successful at exit velocitiesincreased from 17.5° (figs. 1,/,,kc)and 17(d))to25° (figs. of20 ft/secor greater.When theorbitermodel was
19(c)and 19(d)).Thisindicatestheprobableexistence rolledintoan invertedflightattitude,allcrewmodels
ofvortexflowoverthewingintheinboardregion, made successfulexitsfromtheuppercabinhatch.At positionsbelowthesidehatch,thevelocityratio Model forcetestsindicatedthatthe vehiclehad a
attheinboardstation,Yo = 125in.,was lessthan 1.0 stablehigh-angle-ofattacktrimpointatapproximately
and tendedtodecreaseintheaftlongitudinaldirection 60°,whichcouldprovideimprovedbailoutconditions(fig.23(a)).The anglesofattackand sideslipforthese at reducedairspeeds.A computersimulationof the
lower positions (figs. 23(b), 23(c), and 23(d)) showed maneuver necessary to fly the orbiter to the high trimwide variations for the inboard positions Yo = 125 in. angle showed, however, that the flight characteristicsand Yo = 193 in.; however, they do not exhibit the were unsatisfactory because large-amplitude pitch os-
: reversal in sideslip angle shown in figures 17, 18, and 19 cillations occurred until ground contact.for the position above the wing. These local conditionswouldtendtopusha crewmodeldownward and away
_ | from the fuselageat the inboardstationunder the LangleyResearchCenter
! hatch; and further outboard, the effect of the upwash National Aeronautics and Space AdministrationF
ahead of the wing (Yo = 193 in.) would be felt, but to Hampton, VA 23665a much lesser degree than at Zo = 367 in. October 29, 1984
Summary of Results
Some wind-tunneland analyticalstudiesofseveral Referencesfactorsaffectingthe crew escapetrajectoriesduringbailoutfromtheSpaceShuttleorbiteratlow-subsonic I. Gainer,ThomasG.;andHolfman,Sherwood:Summary
speeds have been conducted. In general, the results of of Transformation Equations and Equations of Motionthe investigation indicated that at angles of attack of Usedin Free-Flightand Wind-Tunnel Data Reduction and17.5° to 25°, successful egress could be made from the Analysis. NASA SP-3070, 1972.
2. Hoerner, Sighard F.: Fluid-Dlmamic Drag. Hoernerorbiter main hatch if the crew model had sufficient exitFluid Dynamics (Brick Town, N.J.), c.1965.
velocity; the higher exit velocities increased the proba- 3. Kaylor, Jack T.; Rowell, Lawrence F.; and Powell, ::bility of successful egress. Within a single full-scale exit- Richard W.: A Real. Time Digital Computer Programforvelocity range (Low = 0 to 12 ft/sec, Medium = 13 to t&eSimulation of Automatic Spacecraft Reentries. NASA19 ft/sec, High = 20 ft/sec or greater), the escape tra- TM X-3496, 1977.jectories of the crew models were most affected by body 4. AerodFnamic Design Data Book. Volume I: Orbiterconfiguration. The tucked (low-drag) position produced Vchscle. NASA CR-160386, 1978.
' 6
1985010698-008
\
TABLE I.RESULTS FROM DROP TESTS REPRESENTING EXITS FROM
MAIN SIDE HATCH WITH ORBITER MODEL UPRIGHT
(a)Resultsformodel representing150-1bweight
' Crew-model Full-scale'
exit exit velocity, cq /_, Exit extension ,
configuration ft/sec deg _ deg (full-scale), ft Result" Standing 12.3 20.0 0 None F
12.8 25.0 ' F
18.4 20.0 , F i18.g 17.5 i F
J
1g.1 20.0 'P P .,.20.1 17.5 6 p I20.2 25.0 0 F20.4 20.0 F !
. . 20.8 20.0 FI _
21.0 25.0 I F21.3 17.5 I F ', i
21.8 25.0 : F I25.1 20.0 ' P '
26.4 25.0 F =
28.0 17.5 F :
Seated 10.4 25.0 0 None F _ .11.4 20.0 P I14.3 25.0 ' F !14.5 20.0 ' F _ •14.6 20.0 i F iJ14.8 17.5 F '
17.0 25.0 F J _"
17.6 17.5 6 p _ 'i"17.7 25.0 0 F
18.7 17.5 I P18.g 25.0 F22.4 25.0 P
25.4 20.0 I' P
Tucked 7.3 25.0 0 2 F"
8.3 20.0 None P
11.2 25.0 ] F13.3 20.0 ? P
I
14.6 20.0 1 PI
15.3 25.0 , None P15.6 20.0 P17.3 17.5 P19.2 17.5 I_ ! P
I
22.7 17.5 6 i P23.1 20.0 0 'r p
,_ =
1985010698-009
TABLE I.Continued
(b)Resultsformodelrepresenting200-1bweight
Crew-model Full-scale
exit exit velocity, c_, _, Exit extp.,sionconfiguration ft/sec deg deg (full-scale), ft Result
Standing 20.6 20.0 0 None P28.1 17.5 0 None P
Seated 1.0 25.0 0 2 F2.0 16.0 2 None F
4.I 25.0 0 None F
5.6 16.0 6 None F5.8 20.0 0 I F
6.0 16.0 0 None F
7.0 16.0 0 F7.5 16.0 6 F
7.8 20.0 0 F
8.3 20.0 0 qT F8.3 20.0 2 2 P
10.6 16.0 0 None P
11.3 20.0 0 None P13.7 16.0 2 None F
14.6 25.0 0 I P
16.3 20.0 0 None P23.3 17.5 0 None P
28.I 16.0 4 None P
Tucked 5.0 -- 25.0 0 2 P6.0 20.0 None P7.3 25.0 None P
7.3 20.0 I 1 P;0.9 20.0 2 P
17.5 17.5 i None P20.0 20.0 None P
20.5 25.0 I' 1 P
1985010698-010
TABLE I.Concluded
(-)Resultsformodelrepresenting250-Ibweight
'" Crew-model Full-scale
exit exitvelocity, a, _, Exitextension
configuration ft/sec deg deg (full-scale), ft ResultStanding 16.2 25.0 0 None P
16.7 20.0 0 P18.6 17.5 0 P
:. 20.0 17.5 6 P_- 20.8 20.0 0 P
".,- 24.9 17.5 0 Ir p
Seated 5.4 25.0 0 2 P
• 6.6 25.0 2 P7.3 20.0 None P7.3 25.0 ! None P8.2 25.0 ! 1 F9.7 20.0 ! None P
11.3 20.0 None P12.1 17.5 None P12.3 20.0 I P|
16.2 20.0 I None P' 16.8 17.5 1 P
19.7 17.5 6 P25.4 17.5 0 P
Ir26.7 25.0 0 P
" Tucked 7.8 20.0 0 None P10.9 20.0 2 P
12.3 25.0 2 P
13.0 25.0 None P
13.5 I 1 P
14.7 1 ' None P17.5 I P17.8 20.0 None P
18.2 17.5 ' I P18.3 17.5 P
20.0 20.O P21.1 20.0 I' p21.7 17.5 6 P
i! •
1985010698-011
TABLE II. SIJMMARY OF SIDE-HATCH DROP-TEST RESULTS
Number of drops. Exit velocity, W = 150 !', T w = 200 lb [ W = 250 lb
i ft/sec P [ _" | P l F } P I FStanding
, o it i Ii Medium (13 to 19) 1 3 3 0High (>_ 20) 2 8 2 0 3 0Seated
,ow ,, ,13,,of.i,Medium 2 7 2 I 2 0
High 2 0 2 i 0 3 { 0Tucked
Medium 6 0 I 0 7 { 0High 2 0 2 0 3 L 0 t
Number of drop6Crew-model .' Total,
configuration W = 150 lb W = 200 lb W = 250 lb | all weights
Standing 15 2 6 -_ 23Seated 13 18 14 45Tucked II 8 ' 13 32
Total, all },
configurations 39 28 33 { 100
t
10
1985010698-012
_ 1985010698-013
\
l f
12
I
1985010698-014
!
; ORIG_,t,r_Lpj.
OF POOR QUALifY
!!
o
13
1985010698-015
" ,i.'#ll"t'ltlt .. -,,, . It
1985010698-017
m_
16
®i
1985010698-018
Probe_I .__NACA 653-018Airfoil
I , 2 { _-Rake sting, 3
, t _I, t.." - }
f
6(
7- £
,- ,,-_TC_ I _ F. ]
L,,o L,,oFigure 6. Survey rake used in 4- by 7-_,4eter Tunnel tests.
_: 17
1985010698-019
I J
I
O0 _--
\ ' I
\' I! 11I
01 x
II
, 0>-
"- I 18#
-111
1985010698-020
19
®
1985010698-021
F - FAI LED
/I
.IPJ
/ P : PASSED/
/
; /
f---_
"_ _.-- - LED
Windtu i vector
Flightgravityvector
Figure 8. Pass-failexamples for typical escape trajectories from main side hatch of orbiter model.
t
] 9850 ] 0698-022
\\\
\\\
\
\\
\
Figure g. Typical escape trajectory from upper hatch with orbiter mo,{el inverted.
_., 21
®
1985010698-023
!
13
®'
1985010698-025
_ 24i
1985010698-026
1985010698-027
oO
1985010698-028
2_
®
1985010698-029
t; 28
,Ip
1985010698-030
1985010698-031
30
J-_Yr ,rJr-'_--. *'*_*- "-
1985010698-032
"_..S
Li
"='I
Er,,,.)
"19850"10698-033
• , 3_
; ®W
1985010698-034
120_ f,I0S
- _ ii /"\\/" "',/'- "-"75 -- /I \ ./ \ /
a, -_- l "
L/ c,g, LOCATION
3o 65%body length
is 67,5%body length
(a) Variation of angle of attack and flight-path angle with time.
Figure 16. Results from simulation of eubsonic, high-angle-of-attack trim maneuver for maximun_ fore and aft c.g.locations. Initial conditions: a = 6°; h = 20000 It; M ---0.6; W = 190000 lb.
33
i
1985010698-035
20000_._._______
17500m
15000 __h• 12500
ft 1o000 \'__7500 "
. !5000
2500J
o_,,,,,,,,l,,,,,,,,,l,,,,,,,,,l,,,,,,,,,i,,,,,,,,,i,,,,,,,,,l,,,_,,Iz
i1!
!
700 c,g, LOCATION
; 6_i- 65% body length !
5® 67,5% body length i
ft/sec soo_ \
2_
0 20 _0 80 80 1_ 1_ LqO
Time, sec
(b) Variation of altitude and velocity with time.
Figure 16. Continued.
34
,I
1985010698-036
20.0-
- 'F 'rl- I I
- Jl!i I5.oz-._____ I It I t I _l_J
-2.5_-- I I I6e, = J _ I
deg -tom=-- I I- j i I
-17.5" J c,g, LOCATION
-2s.o:-- 1 I 65% body length
-32.s-- - I 67,5% body lengthm
-_o.ofi,,,,,,,,I,,,,,,,,,l,,,,,,,,,l,,,,,,,,,l,,,,,,,,,I,,,,,,,,,l,,,,,,,,,I
1"/.5 _--- _ ,_ j f,-- h_" t ,", , .2,.
I0.0-- '_.JLJ
8BF. :- \2.5 _--
deg _--5.0 _--
-12.5
-20.0q,,,,,,J,l,,,,,,,,,I,,,,l,,,,],,,,,,,,,I,,,l,,,,,l,,,,,,,l,l,,,,,,,,,I0 20 _0 60 BO I00 t20 [qO
Time,sec
(c) Variationof elevon and speed-brakedeflection with time.
Figure 16. Concluded.
36
I ®
1985010698-037
(a) Velocity ratio; V_ = 63.2 ft/sec.
Figure 17. Variation of flow-field parameters with longitudinal position of several spanwise stations. Zo = 367.0 in.;a= 17.5°;_q=O°.
: 364t
®'
]9850 ] 0698-038
Y0' in.0 125
•.. _m_ii! .... I_ 459 '""_;i " ,.........
............ _!_ i_ ?!!t _;__m_:__ _m_;_=:::_.:-;::, i_ _ii ii_ ..... _ .... '............m!::::::;;_!i ::i_:::_:
i,4 ;_:_;;r ,._ ..................... i_'! ;;_ .........
VLIV_ ...... ...................................... ::__i_i_::_mmii.:__::::
:'::: _!'!rm_'.._m!i!i! ;::::::. :-::;::.r....;::;:: ::;;! iii!ii!!i !iii[ii]:_![_!!!_!
ilil i!ii!iii .............1,2 ;;;i i::::ii:::_..:::.::ii:'::::': :::::::":=::: i!;ii;!;;_ ;iii ii_ ............................._ !i!i::::: :::::::::::::::::::::: ii:::i__i: :::'_ ill! [!__ti_i!:::::::::: _:_:::::::::::::::::::....... I::::!;:!; !;!: ....................... ......... ,.. :;:! :.::;:::::::::: :::_ ._..-.;;:::::::_. ;!:! ::':r:':.. ,I ........ :::::.....:_:.i::ii!i!!i:_!:fi!_i:_::::!:::"::::::::!:!::!:::::!_:.:!!::::iii::iiii_ _ili!i_ !;;:_: ii:"' _._ ..: . .L.." "
i._ ii!!!= iiii_ '::_..:i.:::, :: _!:_!!!;_!!!!_i__m_!!:4i_;......_-_ ili!iiillilii ._ :::_i::i-i_i!-.__-':::__!i:::-:" ::::I ..... :.:. :.:'L.". ..:
::-::.::: ::::::::::::::::::::::::::-.: _._:-_. ..... _,, :..;_ ,,. _ i i-'--,--J_iil,; .,:::::: i:,ql::_:_li_ ,.,r_,_- '" ._..,_,mm_]_¢_=_.._--_.;.,,,_ ._l_,"_::.._m-_..'_"-;'U,,, ::_;,.:; .... _:t_;: ;:', ::::..... ;;;_ ..... ._ -- .:..... ![ii .=...,_.--......--_,.,- , .......... , .... r::. ::-:: ...................
: u_- '...... . ...... TJ
iliil '_'";__:_t<:......................................................................;::::......................:::::.:_!i;i,:i_-"-i:-':_iiii_!i;_!_i! :his;_ii :::: :::: _i_;ii_! _ii; :'::: _Eii_il ;i!] _{ii iii_ :ii_ ii]i I:':: ::.::::::: ::::: :':: ::::_.::. :::: "=
9.....;i;; ......;i!..................................= "............:::;: :;;; _,;;; r:::: '.:;;; ::;;; :_.:; .7;:; ;;_; :;;; ::;: ,_.,,. _ :3::i ;;:: [i:! :;;; .,. ,,,,, ..............................
., ...... . .............. o............:[_] ;;:: ::::::::::::::::::::::::::::::::::::::::: :::: '::: ..... .. ::::] !i!:!:::_:::::" :3;: ,',3,*I.*::: :':: ::':
LKI] 500 600 700 800 900 IOC_ 1100 1200
xo, in.
(b) Velocity ratio; Voo "=-157.2 ft/sec.
Figure 17. Continued.
37i
1985010698-039
28i"-:'ii;:': [ i' ! ' i i: ,:.--H-.:.,.+,...-!.:.!.-..t.-.-+.t-,..+...1:.-+.......H--!.......i........i--t--+:-F{:,,{........+-2+.,F_:-F:....._+i+, :"'".+_,_._....._--:_:' " "+- "_ +_; "'i..i":"..77'
::::h-.:!:r:}......:-}.....i-+.:++-_" ' _:=_..+.....:.;+........+.__.- .,"....+........+....
+, +,,+:::+::++#:+>+-..., :24 ''T'" 7[ ........[.........!T!_ ,_: 1/' : i : _: L:7
_i: ":1:: i':':l":'iF'i[.:"_ P'' :. !
#....,:-_:.:._:--.+..+__.....:._._.:_..._._>_..J_._.L:::__ _:....:i...='.+--:.1-+--+..... 4: :. i .,I.:.+i_: i I.i.:i.I..":-_.i + . U... i .. .j,,' ..CtL, _ 22 t=.=:.=_.::i .i..... ==. ".,',+:+_+_'=:""::_.+,,....+:_,,_.,I :+."t'_' Z-t-:. :}.!:_ ..+;:+::_.,:.,:::.......:......._+....;. :;" 7:} :': . , i PPI,I. .::
;+...._Z+:"": ":":' ""_" " '--" ":;.;-" • .---F--. ;--'i:....... t.':.i .... }--.i g.':'T"l':'T-17T ........ F..'"20 ;L.."::''."::|':"i'_ , .. _ _ .+_ h,i ' 'i" ! ' j
+I[. I.. _+_:i}:}i..;: ' : : :%::1_ : _ _:.:_ii: !i1' :!i.!l:::.12 :J: J i :";1: :::i : _. ;; :.r.:_::. i: :. . .F ': ':.i ;i l':7'i -!:' :i'" ! : . ;.
.'.'l :. ..: ....i.. :.!. i.. I ,:!. '! "::F:
__ ++.......:,:____,:+::_.... !:i::t+:t+;:-tP.-_i!- -.).::-.":::F+F,:::i:_'T :T,T::,::T;::_,::::'_.... ',.,,,....
!+t[ +:'_ +" ': t'a.::i ,: i'. i., : I' ! ..... _........ ;, : ....._.... Y;._
.re,";-+:........--'-!:-."-"+.....::........+".......i'. :i......... "i.... Ou.tgJ_-"259
,,x 326
t',,. 393t"x z..t59
8i i I I ; : , ,'l-'-L't.......!.......I.......T.... _ .....!-+h:-l+ i : +• i+ I+ I : .i.....i.......F ; I......! - -:.... ...._....IL-...-L-.L.---• " • I --. ' .- i __
, I I ..... .• . -I" .. • .. I. t :, ; ;._..:,......,....1....,., ,......,....., •1 ,.....1......I.._,...+T....._+iii !.-:.4......._-+ i i:l. ,. i I .".4--:;4---4-..-.-1-4.&:'
.:..._._...,i .I, :....... i....... i....;...'......'1........i:. : I ......._.......... i...:. :....:'_+i _ ....... +4...... .'T,,.,....--...--+ I I_ I + • + I ' + ' +
i--+I...........i..._.+.,-..-_-.,=..o..,..;;+,._..,_.l....-.J....._..!:...._., i,,.:........,._, 11_,,-,,,. :, ...,,,,,:,=..,,,.,,,,.,,,.....+.+_+ _.-, . ; i : ] • ' ' " : I""1!I:_ i ' I ' "
+8L, m+-mo.,_..,j__....l..":..... :.......:.......:.......! :_}'Ii'.... :......' ........I+'.... :]""IIiHIMIIIIIIm,!,,,,-__IIIilIP''""......... ........................, i !"I _- .I _..>,,,L:I : , 'P_ '.I [ _--.--I"...r ;-.. I "" I ....................................... I......... I".:'.._ "" " "' " ..... ."'"- " .........._+,L..a._L_a_ I I."-l_,: ::--_. 1; .,,.., ...+.u.':-...;,....!.......i.:.-!.7!..i..I....i..;...l...:....i....i...l...:....l...i....l....:......_.i .....:.F: ....4....I'' i " ' " ; _ ' I'_. : I : I• .--_ I I ! " " : -'1+ I i + +.....,+!,, ..........t...... ......,,
-_ _"_'"i'---'t'---.'"i"--'[ : | ; I + I :l--t----'_'.--" ...... I:+ !._I :t
,.,; :1 l "..,............• i+' '_ .............:............l l.+.........,-;:{+..............,..+1"L"'--I ' _.-- . , . :
._;-!+.....JJ::I ....._.....tt+......:_:LL:-J:: ........f:.......;J×o' In.
(c) Local ,mlll_ of attack an"1 sideslip; Vo_ = 6&2 ft/sec.
Figure 17, Coutinued,
38
! ®a,,.,,'+'41"_+_ir-. + -., . 'I
1985010698-040
(d) Local angles of attack aad sides}ip; Yoo : 157.2 ft/sec.
Figure 17. Conclu#_l.
39
®
1985010698-041
XO, in.
(a) Velocity ratio; Vo_ = 62.4 ft/sec.
Figure 18. Variation of flow-field parameters with |ongitudinal position at several spanwise stations. Zo = 367.0 in.;= 20°; _ = 0o.
40
,%,
®
1985010698-042
(b) Velocity ratio; Voo = 157.4 ft/sec.
Figure 18. Continued.
41
1985010698-043
(c) Local _._glesof attack and sideslip;V_ = 62.4 ft/sec.
Figure 18, Continued.
li
1985010698-044
•.".......'-'--"'"1-'"i ....!....."I,! '.:",.........i .... _ .....!........_......... . . "! I i i : i : I
30 ...L Ji " : [ ,..., ,.,,r._I....2.222' I _ - ..' ' I .j.' ':..._
....:i.......i.:......ill............._-":,,/':',t! :"-_,,........__,il!"L+ ...._-:_:=:I':!_:.,+-....JZ, :H_I'_ _ t:!-_!_i:t:_:
--:t.-iq_--F!:::/!:i-i--S ]_ -i ::t-i--I_-:_!:]-F
ll i_-%_]_ :"1:_ !--F,2__i:_-I_!I:_:-"..1:?.,"1-i:i_ __t....__ .._ _ 1--1i-I-i----:!;:!-i-.:.i..,.!i-::.t__ _---i::--! t i ' i L--i:i iiii_ii:_
22! il_lt_,.'T_"! t................ I i I i t I.I ....t ir.. i."I'TT-_-"-:: '. T51ril iT-T-TII i I.-- ,,, .n.
, i'II I" ,- 125--T_......:i......:!,41!.....i' .....:i-t:__-_:,I-1,. ,_20 _ I
0 259Z: 326E 393m 459
8 .I_.......• i i i ' , , | i -.i ! i . ! . ! : i _ ! ,. -';,:
i....., _.u' i_. • _ '_ • , _ ' ! " i ; , i _ ! _ ".I_,......__ ...._...................,.....,......,.......,_...,....... _.........,..........: I _1_ "S. ! : • : : ' / I : . I,-1 I I
• _ i, . . • : : . ._ • I •......... I .... ' .... J" • ' • I •
........ i --..' ' .... . i .. -.'... -" ...,--_...... .4-...... i--..-,! ..... ,e'_.;...........a..... ;, : I " I . I [ ; 1
0 : \ _ I _ I !-'_i'-4.._ IL_ • i• !_. !: !_.." _i_ _-_-L:._ i-_,",,,...............' '-'_-"........: _. ...... ',-"-'-,__'-'T--., _ • : i.......'_"":,......J.... ! ,..., :'",J.. _ ..Y:..T=.."_q_..i., ,
-_" .....[.... :-.---J........._--k.."-4-......-':!_-J- ....: ! i ! • _ I ' : : _'. _ . ; i ! :,....... ,..... _, "_..i :.i i. :.....I:--------+-,---_...... i--;---t .... _ .... 4-----I------___:,-'----_.'_ -. -p-,---e,.... "t.... t• • ! i i ! ' i ! i I : ; " " " ; • I
i-8, "¢"T.-_.....1."T"1---_....ff----r--'--t.........,--'--r---.............. , -,__ ........,...... i ...,.. ,. :. i. i ... i.._ ..i. i .....i ...: .i ....._,2..l. t
i .4..,...........i..-!....!.....i--i .....F--i.......4-.-!-,--+:.--.1..... -I..... " ...:. : I." l ., .... _ . _ . _ .... _. . .t. '" • :" ."i .....
i......L..... L.......... £......L........... _i..... i......._..... i..___L.,.A.._:..I .... __:_J400 500 600 700 800 900 .11:]00ii00 1200
Xo, in.
(d) Local a.nglesof attack and sideslip; Voo= 157.4 ft/sec.
Figure 18. Concluded.
_.. 43
1985010698-045
YO' In,
1,71 l ' " ' " ' i 0 195 i : ! .' iI ... # • • 1. ,., .1 l' " ' "";: : I I. .... :1 I" " " :1 " "
• ' ' •..... ; . . " I i I .
.I...__i_............4 i , i !• ...t--..--... _-.---.4._J, -_-;- .......... 11"!..--.4-...... -4I I
t., i, i _ i' i • ' i' "i ' i ' _ "'i " r" ;.1 ' • ; I • l!.__._. i. __i ... i.... "' P--_--- .i ._;.---M .... -t....
].,6!. i _ : ' i i : _ ! i t_• : : " • • : "' i I : Z?,= : " "" " " i " ' " I • ' •, • , i • • ! I i , /! '___._ / .... I'--"---i-------! i '"• T T , T '-._.7"--_.. --+ .....
' ' -"" . ! . I i." Ii _ ' .. i .... " ": ' i ""! ..... I " i " " "i ! i i i • "' -,g; ; , • ! I
l, 5 i---_ i i.-.._-.-i----- ' ..... .._.--.-..i----...i--.....--r_--r-;,+..... ,-,. • ii : I ' " : ' ' " ' "i :,,," .5_| 1.... i.. ! ! • i.......i .. !
r-:.r i , : , i i i ._ : [.-.. iI i.: .. i.... ..... "i:! ...........i: , ..i1,4i......_i i- ........ .i__ ..' f l _ " --/"" ' " "_--"+--" 1
! ...... i !.... i .i .... ! ...... i...i Z.i i .i .I : I " • • " I# i ,• I ' ' . . i I ,# • • , , I
.l-..-_,... :..--.. _ . -T ............. "+----" F-'_. --.l----i ..... -. -+-- .---2_ .... -i---'i, -4-, ".'-----'"i--:'." i• ' • ' • ' • i ' i ' , -' I.' i r . i . ::., i .. . : . : .. i ....... :. 1 : "i" • "t # ...:. . f. ; ..; ... l, • •
• • | • , • 1 • , 1I ' • ' ', I i i • . • i • ' . : ; '. ' '• I j. , . . i ,....... . ...... i........................... _--.: ..i.... iL_ !/ ,Velocity 1,3......" : . : • , , : --: ,,4----i.7---r i ,. ,
Ratio, VL/Voo i . • :. ! i . , _. i. ! ,,-" ._...I: .... i : .:. l ...! _ _ '. ! _ : • i i ./" _i _ / i i ._ i _..jr------. "--'r -----:-..... i- ....._ .... t ..... T'-" -".... ,TP---, .--'" T-/---'I---- .... "_f'----:-'" •
: . : : i : . i .r i : :,, ' I fi i Ii I ' I " ' • I ....'." : . • ' • . : • ': • "i ;rr ' : _'. " i.-': "!./ ! 'i '" i
I,2 ...... ! .... }.... T---_-......_.... .--"-%'_-"-'-- _-/_"_." _---i--'!----_..'. ! i : i . ! • i .,,-,._ . i : V.._ " iJ ! . i I • ,: ; _ _ i _ _.4" _ _ _ ,4 . ! i ! i i i'-- -+......',_.... _--- .-......-i-;,--_-+.'.... + .---i--_..--_.-f_----i- .....!...... i--'.'' : It.," ; ! _ : : . II l _ ' : I • I
I i • : . • i._@' • • I • _ • .." • " • • , " ". , "' • ' • ....; i , : . .._f" i.;l_ • ! • '. L ! . :i,i:.......-- .... i_,--,L"'-.-4-.... : : ._-----!'_-...--l.'--.. ! ,.&_.J.---.-_
ILr • .l.-';'- :'_ . i _ i " _ : i ; : : iI • • , , .... "i • _ | i i i ...... !_ .. :. . .___..-..,.; ..... I . .. :.... !_ .. -r.,_---,,-,,_.-.-,,,.. _ .. •...... ! .. !..... _........ L__..:_._._..i • ..'...a,--,-."s=. • • _ .... :
• '.iem._."......;-"""'='.'."_" ..-_.--v-.-.,...... . , . , ' :,a. _ ,...... !!_--"-- ".'""_.....i'" !'. I"":"!'_"' ! :" !''. i''. '.' i" ' i •
I, 0 '. __ i " _ .' i i. • ,' ', .i ', 4-.--.-".... -i.'-.--4.--#.--4.: i " • I I . I • I , . "-
•: 1. . .' .... I :. , :,, ! .... : ..... ., ,, , ...... I : ............... :.: . • i , • , . , I I I t ., • • , • • • . i i . i i I • ' • I
i------i------i .... ;- -,----l----:---i--- •---i--- ---i -..-i---_-._--_--l--_--I ..... i...... -4-' -----_• ; • i _ : • _ . i i I i ' I _ . i i • i/i .. !' ! ! :.... i" : .... ! "!'"i .... I :' i "' r ." !' !'" I ..........! . , I I . " : , ! " I " I " ;
............ 1 1__. J1• 9 : ..... T'--T--I"'---" "" ---i'----_-"-.---l-'---P-----T--':--T-----_-r--r --"-i-----'-_ --'. --- .------_, ' , , • • • . • • m .• ., .. i. ! .. i ..... ,..: i ..... i ...i ...I..: .I .. i :. !...!...! .i I. i " i i . ; . i i • i i . i i " • i I ! ! i._.._____._.__. _ .._4..__-_.____.: .; ... • .... __..... I . I ,---I--_-.--l------i_ • i " ' • I / i • i i i i : i • • I.I, ........ !', l, I" 1, ...... I il .... " °1"'' I''" ' " , I, '' Ii ,: I'"" ......... iI ,, Ii , ,11
,8 t.... L__;...J.__. l : /___L i • • • : : i
400 500 600 7,00 800 903 11300 _00 1200
Xo, in.
(a) Velocity ratio; Voo = 62.4 ft/sec.
Fig,ire 19. Variation of flow-field parameters with longitudinal position at several spaawise stations• Zo = 367.0 in.;
t_ = 25°; /5 = 0 °.
1985010698-046
(b)Velocityratio;Voo= 156.9ft/sec.
Figure19.Continued.
45
- ®.............
] 9850 ] 0698-047
2B
16
26
12
BL, deg0
-12400 500 600 700 800 903 1030 I]00 1200
X0, in.
(c)Localanglesofattackandsideslip;Voo= 62.4ft/sec.
, Figure19.Continued.
i
!• 46
L ®
1985010698-048
Yo" !ri._I I
0 125 58n 1930 259
A 326 36b_ 393
,. [h 4_' o 526 34
a L,deg32
30
28
ib 26
12
4
_BL,de9 ........
0
-4
-8400 500 600 7(20 800 900 I000 1100 1200
XO, in.
(d) Localangles of attack and sideslip;Vo_= 156.9 ft/sec.
Figure 19. Concluded.
47
1985010698-049
1p
" ' • - ' ....i:.._.:..:i:---:-ii.,.......: ..... l...... l....:....:"...... i...:...i .......i.... ! .. i • i , " !
; : ' i I I I • _ : :1,2 _ _.... "aH-,__-I I i "_ !velocity i ": : t ';......... "t-.',-_JJ..i...-t..-:.-.-i.........I'" " t _ I
I I : " ; • • • n. " ' _ _ "....I.._i-.. -;- .... -._P_o,VL/V_, , . , _.:_j Jr---,---I-1-.,: ---:'.......... :..... ._..,...-:.............. ! -".:....'.........' .. • t..... i
" " " ! |
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1,5
1,q
1,3
Velocity 1,2
_tlo,VL/V_
1,.I.
1,0
,90 100 200 300 qO0 503 600
Yo' in.
(a) Velocity ratio.
Figure 20. Spanwise variation of flow-field parameters at two longitud,,_al stations.Zo = 433.0 in.; e = 17.5°; _ = 0 °.
i 48
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1985010698-050
: • . . . ! ! • : : .i ....i i I ! r, _ • i I _ _' i !_.--:'..-1-..... ' __-.L--:....L._:--L ....... ! ...... I.----L .... 4--.__./ .......;....... I
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_-i:i-:'_:::"bibt:-_i':T_::...,.:.: :"!:':'I'i......:7..:iii:':7 ....
" --i:i! .....i......t-:r '_- '! ...._'_ ' : '' , ! " ! I :'I"
0 100 200 300 400 500 600
Yo' in.
(b) Local angles of attack and sideslip, V_ = 63.2 ft/sec.
Figure 20. Continued.
49
+)"!
1985010698-051
_ -80 I00 200 300 400 500 600
YO" in.
(c) Local angles of attack and sideslip, Voo = 159.0 ft/sec.
Figure 20. Concluded.
®• _ _'W i. ° I., p
1985010698-052
2,q I
I
q
Yo' In.
(a) Velocity ratio.
Figure 21. Spanwise variation of flow-field parameters at two longitudinal stations.Zo = 433.0 in.; o = 20°; f/= 0°.
51
;. ®
1985010698-053
i ...... i
i .....
52
" '_ """ " 1985010e
(c) Local angles of a*,tack and sideslip, _'_ = 159.0 ft/sec.
Figure 21. Concluded.
+2 ®
1985010698-055
{'
1,4 ......: .. i
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Xo, in.o 810[]1110
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Veloc',ty ....
iii !! Ii:' .....i -_:io,vL__ :::_...:.::.:__:....2 :.::: i !-:'[__-:...... :. :. -_-... _ ;. ._ .,._ "......:t:":_ i . t . I' i
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! I _ . : '.'l_':ii"!" i:!:_'._.'._.
.... i"'t'": "':'=f-' V_= 159,0ft/sec ;._r.:.ii-.:.-1--.:!%:_.._.-.-:,.i:.,:,:I I _ I....1:,;'I_::'1 : ': .:. : "C . - 'F :ii
_,o_ ,:_......,.,.,..t IF........it'-"'......: -1...-.'......:"::":-"_'_"": !".-:i....:'t"" ' ,_,: i '"::"t""" 'i!I!i:i::' :",:_ii_-.:.,..i
-i-J:::!:!_i:_:__,:::t_:I_:_::]_-:]:::i:_i_:i:_::!'::i_,,_,q0 i00 200 300 400 5OO COO
YO' in.
(a) Velocity ratio.
" Figure 22. Spanwise variation of flow-field parameters at two longitudinal stations.7,o= 433.0 i;_.;_ = 20°; /_= 0°.
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-2tlt .--.a=-:.... ,...L__..t...' ,' .'__L._..J....._ .... __L_0 I00 200 3OO 400 5&D 6OO
Yo" in.
(b) Local angles of attack and sideslip, Vo_ = 63.2 ft/sec.
Figure 22. Continued.
55
+D .2
1985010698-057
• i
56
®
1985010698-058
5?
®
1985010698-059
!
4 ..illll|liilllli ....,,lllllllll ""
I :i, iG!.i r ; ,
0 400 500 CO0 700 800 900 i000 1100 1200
XO, In.
(b) Local angles of attack and sideslip, e = t7.5 °,
Figure 23. Continued.
' ii
!if
., ®"' ,iAlll "lilt'-. "_ - -_'I
1985010698-060
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Xo, in.
(c) Local angles of attack aud sideslip, c_= 20°.
Figure 23. Continued.
}
-p
1985010698-061
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20 ' .... ' : "' _' , ....... ,.' .!. i; i .12
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............... .I:: il.......' " :_ ._!" '; :I.i;!._._:,.;¢:...:.t:-..¢;:.-:.i..:--.::i:._f_;-,..,....... i.:_e.h=:.i...._..,..,,.'_!::.--t-.;:_
•":l.=-:_._-:;:,-i.:-$-._.:'-_"i:;:-:-iri_:_ i .. ' :, '.-_,.._:_;.::iii-;!:i, .: , :.,.:,,,,_,:I:.t:::_i.. .i :: .,- , ,.; ;7i'-7 ,-7!;:: :7:_,ii..:':.".";"'_,i,_:,-__,:_.':,,__'' "":'_':-'::',_._ _:_i,_"_:<::_:.
8 '._._..:.;-..;i7-_ ..,;I;:.--!17 "i:: ::!;'.:.:'.i]__'_1:"i17..,r:".,:;'.:tL_ :..-...,._'._r...7-.o' ; ' J " "", _:"L[ I i _-., I..-t......=a=_ ._; ..... _=. ..... :;= . ._ _ .. _ _ ...........'"L<;.L4_.".......i ,' il .....,...... "'."i '.''": ....... :-'....." ":":'.'.".:.i:.:'' ............. .+4.. .........................'.:_ ..... ,..............L'..
<_ _"+.":!:_:i_'_:';'_.:'._:'__'"=i-,.-.,: .-..."_..i.''..:.......,........,.'-' .' _.;,:,:..:_LI,_::...:.:,:.,.,.,_:...:_,; _!,_ I _I : I ,• 4 .,..,LI::i'_'' :;[!,:.._,_._:1_:.,::t:i_:_:.:..,..:1li_!!l_:f..;.."!1_:._..:V;'::_:_:'_::iJ_, ' i.....• . .......J : I i j-)_i _ _.--._-.-_. .....,--;-,,,, ,....................._ --,.:" :. ,:::.... ;....)- ......... ".'.'.','.':";:':'.'_' i ; I':i I i I ;. I .i ..I, i I J
_'"!=7_'_::'''_;'....._i:i[''_"'¢"....'i!l'_':':,, -_:_"_I!'"":""$;i_l,;
z_O _%_ 600 700 800 900 1030 1100 1200
XO, In.tI14 (d)Localanglesofattackandsideslip,_ = 25°,!
Figure23.Concluded.
60
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1985010698-062
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:,o_!:i:_1_:1!!_t-_---!:ii__iii:__i.i::-:q:..:..:.|;.J
Rotio,VL/V, _!Li:_1:411__i_'::_::-ii::::!..:"..._!ii:!.i!i!!,_:i:-:.._
-:i!_".'! i_I[:._::_i,i:::i i_'_!!:_:_ _!.- i! ! :::i ......:._=-_: _ _ _-_--..w. 17._ :..;__=-i_,8 . _i_i:ili!iii_ii_iEiii'.:iiii"_:_m_
1,1;,---/ : I 'i .I ..I _ I . : I _ _. _.l--l'_.."-I
_.--.t_.4_.. L._1..'""-+-'-: ........ :"'t"- ....... :...... :.• _._4.. i...].:...-:-:.-- :.-..t---.b-.:....:.-.-,_1.._-..:.• ".... !
ve_oc_t__,oi...ii-:--_-L"i-!.-:'I:'_t- d4-_"--ij :__:I.-:.:I_ £ _il':':'"" ; "' :' i i 'iRatio,VL/V® _! i !./I i !.: __q"":"i'i1 ....... •......I..........:.' 't-'_!'-.,........_"",",_--i :,.,',__/_ _, ,:'_--!-!
b:i! !::r__-i--!-_--1:--!---io--._ ;-, ! !i...., i...i....L..:.]....,....._i..i ...1.......i. !...i..Li._:.L.i...:.! •i._!--__-....:.___..;_._.:._:...,_....._....... , , ,-:--..
Xo, In.0 810[] 11_I0
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:: ,. ........ i. :i':i' -"':...:
Rotio, VL/V® /:_li:i!-i:_i.ii:l_::l.li_. " .....ii:hili:.;!!_ i_ _ilii':i.Li:i..,]' i _i :.._- _i,-!]_-.'.." _i ::!_i_::_,:i__iii!_::_::i!!!I"!:i'i;l_i.".T.;!i!:"
.:':::::: ..___1.'.: t:' :_:.i-' !_!:tI!I ......... _:::!:!!_,I.:.i",:q. _:.-:: ..... _,::[. ;:.::: _:.'r-:..:1_"4- ";.:"i'_ 1",9_- : _-_[i:iili_.iii_iii.::ii_!i:t:'!::l.::i_i: i _
i_._:'_:_::'i:_::`'-_::.i,_.,.,..i..,::,::_i._ _':iii___ _::.._!.:_::!:.,8_iiil:t:.:L::',:?::::I::::i!"_ .:.,.:..,!_i -T-..i:_
._....::,::_.,_:=,=_::_":.__i_._!_!::i!_ii_i_l_l___i_:!_:::_:_II:_:1:_i:?,_i__ _i:_:_:_i:i!_:...,..;:::i.__-_:i_:_r.....-_ _-_T:
0 100 20O 3OO 40O 5OO 60O
Yo' in.
(a) Velocity ratio.
Figure 24, Spanwise variation of flow-field parameters at two longitudinal stations.Zo = 192.0 in.;Voo= 63,2 ft/sec; _ = 0".
., 61
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1985010698-063
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24• i: ..... i ! i
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•]6 i..::!.i.. ;_ :I. : _I ":' r!. : .ih ,_ "'!"" :T.H_I;: :i :I'"'i:" - I . ':"I:.:! q..t!:l.":i:"..i.:::r...::..Pl..:-l--i: ': _"........ .:_ :!.!F..:2L.].;.!.L__::,:...L...:l.... : ':..:--..,i_..:_: :-:!;"..-'-:i--TTT::_IITIT.]h't_ :il-i:"[l:[ii_:::.q:i:l::!.. Ii :. ":i :
'.";_....:-";"h::_,IL:.,:::,:.T.':.-:,".r:,,.:-:: :i_i!_;l. :l ....... j]/--_. _ . " !'.. ,....L i..i!:-i,.- :.' :: ....i....... i--:-.-.--_......i........".'-.'_'","_",....:-.'::':',':-T.-O.L"deg --.-r........ : .......i.." .i,;.". i-. :i,+'. ":.1..... _ ,.H,;.;.r .i '. i.' ' ':'1,i I;'" _::':
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0 109 200 3O0 4OO 5OO 60O
Yo' in.
: (b) Local angles of attack and sideslip for _i = 17.5 °.,!
t Figure 24. Continued.i
-/Ji 62
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+I: !+i': ': ':' +'" ....i........!........,"........P':'I'Y',:.........:"':""T":,+-',."":t" '!....
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---ti_i_:_+-__i._-i!:°i_+_-_:i+-i:+,:++:4:+, t ......:,:,:-:,+-+:-I,:_I_?I-:_T:¢iI:-M-+'ri--H-:H::-d:,:::T-o
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, :-i2: ii_]_:i:::i-Pi_---T-_-_---::..........:i--.:.....i' 8 ::....:iLL:":':"':':'":'' ........' " ": ": _ '-"-'-_:....'.........'........k"......i!-°:°,, ::.:,:!:i_it!.T.!:_f!:i--."-l:+::t!.i.!_!::!-.,+, .!. ,,+.:..,_' _!!i.::2...__._: :_:i: t:i:k _ ._.l.£:_-._r:.I::.:._,'."..,. i.-_it: ":: i,. .,."-"_-'.+..,...........
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o 810rl lllO
,i: .16:m__ r_.Pl:.i.:l.r.4 I..I I.:i-:. :i ..i:l i_t:._.t.!:_ht-_:l;+i":_!_ _: :!".-''I!::F:"T".:,T:I:TTI......._i--iff.!_k.i-m....,..,......... _?-iiii;;.XiP':i...!'.I:t:i:1:tiP:t:ri ....:ti:ii:il!::il.':i_!.:iit_ ....... _-''." _ :' +].i'' _:'_1:_"' _' : ' " _'.....:_:..-.,...-._-_-.-.,:..-...___-_'-_._i_.i+-_.
.,...; :.+:.,+....+;.......,+.:+.+=,.:.:,::,:_..,,,:......,:.. , ,,_"]."-':!:T]:Ti'iii.+i:. l..:: :',..:'I.''+:_"_ :+_ .... :,, -':_".,-:,",,.':.-"' _t_ _ ....._:TM ".................. ;.4: :;:.I-.!.. i:i+ ....:.... ,:m:+:+:+.:,. :, :...::LI%!'.i,+: :."i,.i:l.+:,i:.':i::.,:;:+i: .i_:'..:.::'U:::._+__i+_.'i+i}';,',_:.:!i!_ '.t_!_ii !:i':t:!2!:::] ': i!! i::i:':'!+l;#i.:iit'.::.-"t: :i:? :: : .I:+i+1+_'.
;'.. %: ...' : .: .;-....... '..-- ';+-....... _'-';+:: +,q+++_I:&:++I:+:++:++,+++:+,++++_++l:,l+0 lO0 200 3OO +3 5OO 6OO
Yo' in.
(¢) I,o¢_I_n_leBof _tt_ck _nd_ideBlip_or_ -- 20°.
Fig_re 24. Continued.
_" 63
®,
1985010698-065
32
28
24
_ L, deg2O
16
(d) Local angles of attack and sideslip for ¢1 = 25 °.
Figure 24. Concluded,
64
t
!
1985010698-066
76
16 64
12
i00 200 30D 400 500 600
YO' in.
Figure 25. Spanwise variation of flow-field parameters at two vertical stations. Xo = 510.0 in.; a - 65°; _ = 0°.
65
....®
1985010698-067
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