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TECHNICAL MEMORANDUM
X-239
F IN WADS AND TIP-CONTROL HlliGE MOMENTS ON A liS-SCALE MODEL
SIMULATING THE FIRST STAGE OF THE SCOUT RESEARCH
VEHICLE AT A MACH NUMBER OF 2.01
By Ross B. Robinson and Emma Jean Landrum
Langley Research Center
Langley Field, Va.
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CLASSIFiED DOCUMENT - TITLE UNCLASS[F[ED This material contains 1n!o r matlon affecting the national defense of the United States w i th in th e meaning of the espionage la w s, Title 18, U.S.C . , Sees. 793 and 794, the transmission or revelation of whi ch in any manner to an unautllorlzed person Is prohibited by law.
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION
WASHINGTON April 1960
CONFIDENTIAL
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NATIONAL AERONAUTICS AND SPACE ADMINISTRATION TECKNICALMEMORANDUM X-259 FIN LOADS AND TIP-CONTROL HINGE MOmeNTS ON A I/8-SCALE MODEL SIMULATING THE FIRST STAGE OF THE SCOUT RESEARCH VEHICLE AT A MACH NUMBER OF 2.01" By Ross B. Robinson and Emma Jean Landrum SUMMARY An investigation has been conducted at a Mach number of 2.01 in the Langley 4- by 4-foot supersonic pressure tunnel to determine the fin loads and tip-control hinge moments on a i/8-scale model simulating the first stage of the Scout research vehicle. The model was a body of revolution with cruciform, 45 ° delta tail fins.
For the range of this investigation, hinge moment was small and varied nonlinearly with control deflection. Roll angle had no effect on the control-effectiveness parameters which were relatively constant throughout the angle-of-attack range.
INTRODUCTION An investigation has been made to determine the fin loads and tip- control hinge moments for a i/8-scale model simulating the first stage of the Scout research vehicle at a Math number of 2.01 in the Langley 4- by 4-foot supersonic pressure tunnel. The model was composed of a body of revolution with cruciform, 45 ° delta tail fins. One of the fins was instrumented for measuring panel loads and was equipped with a movable tip control attached to a hinge-moment beam inside the fin. The tests were made to obtain data needed in the design of the tip-control actuator mechanism and to provide loads information on which the fin structural design could be based.
This report presents fin loads and tip-control hinge-moment data for various control deflections for an angle-of-attack range from -6 ° to 6 ° at zero sideslip for roll angles of O °, 4503 and 90 ° . The data are pre- sented without analysis.
*Title 3 Unclassified.
CONFIDENTIAL • ..: " o ..: -.: SYM3OLS The results are referred to the body-axis system, with all the moment coefficients except the rolling-moment and hinge-moment coeffi- cients referred to the 67-percent-chord station of the fin root chord.
The rolling-moment coefficient is referred to the model center line and the hinge-moment coefficient to the hinge line of the tip control. A sketch of the axis system is presented in figure I.
b fin spanj exposed single panel
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axial-force coefficient, FA/qS Cb root-bending-moment coefficient, Mb/qSb Ch control hinge-moment coefficient_ Mh/qSt_t C_ rolling-moment coefficient,
Mx/qSb
C m pitching-moment coefficient, CN normal-force coefficient, FN/qS C s shearing-moment coefficient, Ms/qS_ Cy side-force coefficient, Fy/qS J fin mean geometric chord _t tip-control mean geometric chord fin axial force
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fin normal force side force Fy root-bending moment, moment about fin root chord hinge moment, hinge line at 63 percent of control root chord M h shearing moment, moment about Z-axis M s CONFZDENTIAL .......... .-- : :-. : :-" :'.
w rolling moment, moment about model center line pitching moment, moment about Y-axis q free-stream dynamic pressure S fin area, exposed tip-control area S t (L angle of attack of model center line, deg tip-control deflection, positive when trailing edge is to 5t right_ deg (fig. i) roll angle, deg Subscripts: rate of change of quantity with respect to angle of attack 5 rate of change of quantity with respect to control deflection MODEL AND APPARATUS Details of the model are shown in figure 2, and a photograph is presented in figure 3. The geometric characteristics of the model are as _ollows: Body: ......................... 39.5o Length, in.
........................ 4.94 Diameter, in.
Fin (exposed): Area (includes control), sq in ................ 14.79 Span, in ........................... 5.44 Root chord, in ....................... 5.44 Mean geometric chord, in ................... 3.63 Leading-edge sweep, deg .................
Airfoil section, normal to leading edge ........ I{._ ° wedge45 CONFIDENTIAL ".: "'" !"'" i.....
: .: ,: • , : : " .., ,-: ..: Control: Area, sq in ........................ 0.70 Span, in .......................... 1.18 Root chord, in ....................... 1.18 Mean geometric chord, in .................. 0.79 Hinge-line location, in. ahead of trailing edge ...... 0.44 Airfoil section, normal to leading edge ....... 11.3 ° wedge The model was composed of a body of revolution with cruciform, 45 ° delta tail fins having rounded leading edges and blunt trailing edges (fig. 2). Three of the fins were mounted to the body; the fourth fin was attached by a strut to a six-component strain-gage balance located inside the model. The base of the instrumented fin and its strut were separated from the body by 0.03-inch gaps. The instrumented fin was equipped with a manually adjustable tip control attached to a hinge- moment beam mounted inside the fin. The hinge line of the tip control was at the 63-percent-chord station of the control root chord. Transi- tion was fixed on both top and bottom surfaces of the fin and control by means of a i/8-inch-wide strip of No. 60 carborundum grains along the lO-percent-local-chord line.
The fin geometry and the ratio of the fin span to body diameter simulated the first stage of a 1/8-scale model of the Scout research vehicle; a pointed nose was substituted for the second, third, and fourth stages. Subsequent to this investigation, configuration changes in the Scout research vehicle resulted in a slight reduction in fin area with no _hange in tlp-control dimensions and a rearward movement of the control hinge line to the 67-percent-chord station of the control root chord.
@ The model was mounted in the tunnel on a manually adjustable sting.
TEST, CORRECTIONS, AND ACCURACY The test conditions were as follows: Mach number ........................... 2.01 Stagnation temperature, oF ................... ii0 Stagnation pressure, ib/sq in. abs ............... i0 Reynolds number per foot ................. 2.41 X 106 The stagnation dewpoint was maintained sufficiently low (-25 ° F or less) to avoid condensation effects in the test section.
CONFIDENTIAL
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Tests were madethrough an angle-of-attack range from approximately
-6 ° to 6° at roll angles of 0°, 45° , and 90° .
The angles of attack and roll were not corrected for the deflection
of the balance and sting under load. No corrections for base pressure
have been applied to the results. No forces and momentswere measured
for the body and attached fins.
The estimated accuracy of the Mach number is +_0.015,and that of the
individual measured quantities is as follows:
C A ................................. +0.001
0 b ................................ +0.002 c h _ +_o oo6 , . . . , v, , • • w • • w • * • • • • • • • • • • • • • • • • •
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cm ................................ +0.0o3 C N ................................ +_0.002 C s ................................ +_O.OO2 Cy ................................ to.oo5 _, deg .............................. tO.l St, deg ............................. tO.1 _, deg .............................. +_0.i SUMMARY OF RESULTS The results of this investigation are presented as follows: Figure Schlieren photographs of the flowpast the first stage of a simulated Scout research vehicle at control deflections of Effect of control deflection on normal-force, axial-force, and pitching-moment coefficients for various roll angles - - - 5 Effect of control deflection on side-force and shearing- Effect of control deflection on root-bending-moment and Effect of control deflection on the hinge-moment coefficients No analysis of the results of this investigation is presented; how- ever, it is of interest to note that all the coefficients varied linearly CONFIDENTIAL with _ and 5 t at _ = 0 ° with the exception of C h which varied nonlinearly with 5 t. At _ = 0°, control deflection had no effect on the slope with respect to angle of attack of the curves of the normal- force, root-bending-moment, and hinge-moment coefficients. The slopes of these curves at _ = 0 ° and 5 t = 0 ° for the various roll angles are as follows: _, Cb_
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deg 0 0 0 0 45 .o155 ..... .043 9o .o217 -.oo7 .060 The values of the control-effectiveness parameters between 5 t = O ° and 5 t = -lO ° at _ = 0 ° are Cb5 = 0.0015 Ch5 = -0.0027 C_ 5 : -0.0027 Cm5 = -0.0021 CN5 = 0.0021 There is no change in these parameters with either angle of attack or roll angle.
Langley Research Center, National Aeronautics and Space Administration, Langley Field, Va., November 9, 1959.
CONFIDENTIAL It wvv v .... v w tt! • 11! _1!
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F N My I ---.- ,/, Y Fy M X Figure i.- Axis system. Arrows indicate positive directions except as noted. Model is shown at _ = 0 °.
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Figure 4 .- Schlieren photographs of the flow past t he first st age of a
simulated Scout research vehicle at control d eflec tions of 0° and
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CO NFIDENTIAL v _w uo Q guu • _uu vw _ v _ D • • • • ...... • • oo • wv _ v ..... w v_ v_ -4 12 (_, deg
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Figure 9.- Effee% of con%rol deflee%ion on normal-foree_ axial-foree_ and !oi%ehing-momen% eoeffieiengs for various roll angles.
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C m 0 C A .08 C N 0 -4 -2 0 2 4 6 8 I0 12 a, deg (C) _ : 9 00.
Figure 5-- Concluded.
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Figure 6.- Effect of control deflection on side-force and shearing-moment coefficients for various roll angles.
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J CONFIDENTIAL .. -- •: : : I L'" "" Cb 0 C b Cb 0 a, deg (a) Variation of C b with _.
Figure 7.- Effect of control deflection on root-bending-moment and rolling-moment coefficients for various roll angles.
• I 7_ CONFIDENTIAL 4 8 I0 12 a, deg (b) Variation of CZ with _.
Figure 7.- Concluded.
CONFIDENTIAL w vvv v_ g • _ _ t" w w • • ill, • • -: -,,,- .......... : : • m • ... ,, .: :.. , :,: : : ...
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