APPENDIX A
APPENDIX A XB-70-1 INSTRUMENTATION USED FOR THE GROUND STATIC-THRUST TESTS Approximately 300 XB-70-1 instrumentation parameters were used for the ground static-thrust tests. Most of these parameters, which are grouped into four types of measurements (pressure, temperature, position, and miscellaneous), are listed with their accuracy, range, and digital sampling rate in table 1. The location of the instru- mentation on the airplane and engines is shown in figures 20 and 21, respectively.
Description of the Measuring Systems and Sensors
Pressure measuring system. - The XB-70 -1 pressure measurements required
for the static-thrust tests were made with two systems, an absolute-pressure system and a differential-pressure system. The absolute-pressure system consisted of five accurate (0.05 percent of full range) pressure transducers of the force-balance type which were kept in a controlled temperature environment. Three of the five pressures measured by the pressure transducers were used as reference pressures to the dif- ferential system. Two of these reference pressures were measured in the inlet (fig. 20), and the other was measured at the nose boom. The other two absolute pres- s u r e s , free-stream static and nose-boom total, were also sensed at the nose boom.
The differential -pressure measuring system consisted of approximately 350 differential-pressure transducers positioned throughout the airplane. These were of the linear variable differential transducer (LVDT) type, which transducers measures the difference between the sensed pressure and a reference pressure s o that the range of the transducer can be reduced to obtain a higher degree of accuracy.
This type of transducer is designed to operate in temperature environments of up to 600" F (316" C).
Temperature measurements. - For these tests all temperature measurements on the XB-70 -1 airplane, except the free-stream air total temperature, were sensed with chrome1 -alumel wire thermocouples. All thermocouples had the same reference junction, which was maintained at a temperature of 140" F (60" C). The free-stream air total temperature was measuredby two total-temperature sensors with a dual, platinum, resistance type of temperature sensing element. Two sensors were used in order to obtain a more accurate measurement over the XB-70-1 total-temperature range; one sensor measured temperatures from -75" F to 300" F (-59" C to 149" C ) , and the other measured temperatures from 300" F to 700" F (149" C to 371" C). Only the low-range sensor was used for the ground static-thrust tests.
Position measurements. - A l l position measurements needed for the tests, except engine primary nozzle, were obtained from two types of s t r a i n s a g e position measuring sensors, a bending beam and a rotary beam. The engine primary nozzle position was obtained by a "pucker string" wire that circumferentially surrounded the exit plane of the primary nozzle and was attached to a 2000-0hm potentiometer type of position sensor.
I Figure 20. Location of the XB-70-1 inlet instrumentation used for the tests.
Note: Instrumentation is not identical f o r a l l engines. (See table 1.)
Wf, t wf, A B Hub total-pressure probe L Engine-face pressure rake with L Total-pressure rake with 5 total-pressure probes per 7 manifolded probes rake.Each probesituated in a n equal area with the center Cross-section or e n g i n e t u r b i n e probe used for both total and in t h e discharge station viewed static pressures downstream direction Engine compressor face viewed from upstream Figure 21. Location of the engine instrumentation used for the tests.
Miscellaneous measurements. - - Several other aircraft sensors were used to obtain shock-position ratio, engine rpm, and engine fuel flow. Shock-position ratio was used in flight as an inlet control indicator when the inlet was started (supercritical operation).
It is the ratio of a static pressure sensed downstream of the inlet terminal shock to a total pressure measured upstream of the terminal shock in the inlet throat region.
The engine fuel flow was measured in the airplane by three sensors: a main engine fuel flowmeter, an afterburner fuel flowmeter, and 8 total-fuel flowmeter. The main engine and afterburner flowmeters, which were of the volumetric flowmeter type, measured the volumetric rate of fuel flow with an impeller type of device. The flow- meters were located in the engine accessory pod (fig. 3). The total rate of fuel flow
APPENDIX A
APPENDIX A entering each engine was measured by a mass flowmeter in the fuel lines upstream of the engine. The mass flowmeter measures the resistance of a flowing fluid exerted against an angular moment being applied to the fluid. The resistance is directly proportional to the mass flow rate of the fluid. With this flowmeter, measurements of the mass rate of fuel flow were not dependent on fuel temperature and specific- gravity measurements.
Instrument Calibrations Because of the variety and the complexityof the XB-70-1 instrumentation system, a simple calibration procedure could not satisfy the calibration requirements for all the instruments. Thus a system of calibrating procedures and schedules, too complex for a detailed description here, was devised. In general, most of the instrumentation used for the static-thrust tests was calibrated in either a laboratory or an installed position in the airplane (some instruments used both)and was checked out for zero shifts a few hours before the tests and at the beginning of each test day prior to engine start.
Two methods were used to calibrate the installed instruments. One was a physical simulation of the quantity to be measured, for example, pressure applied to the absolute-pressure sensors. The other was a simulation of the electrical signal output of the sensor. Both methods were used on many of the instruments.
Telemetered Data The XB-70 -1 airborne instrumentation system had provisions for radio trans- mission of 36 aircraft instrumentation parameters. During these tests, 26 of the 36 channels were used to transmit inlet duct pressure and engine power-ontrol-lever data to the NASA Flight Research Center control room. A t this facility, pressures across the inlet duct walls were observed during the throat choking test to prevent structural damage to the airplane when low static pressures in the inlet duct were encountered.
APPENDIX B
APPENDIX B EXTERNAL INSTRUMENTATION AND TEST APPARATUS USED FOR THE XB-70 -1 GROUND STATIC -THRUST TESTS Aircraft Static -Thrust Calibration Facility The Edwards A i r Force Base aircraft static-thrust calibration facility was de- signed to measure and record both the static thrust and the weight of a test aircraft.
The facility consists of four large, structural-steel, loading platforms and a control room in an underground reinforced-concrete structure. The load platforms, which are mounted flush with the surface, form the pit roof. The platforms are installed in the form of a cross; the number designation is shown in figure 5. The underground control room is near the left end of platform 1.
Description of the platform assembly. - Figure 22 is a schematic drawing of the
side and end views of platform 1. The other three platforms are constructed similarly.
Each platform assembly is suspended from the reinforced-concrete structure by four vertical flexure straps attached to two horizontal support beams. The flexure straps are connected to both the support beam and the pit structure by pins to insure a mini- mum of friction in the fore and aft movement of the platform.
Tiedown bar I Thrust load cell d cell fa) Right side view.
bar Ball-joint connection
7 Tie r o d - , 7 n n yThrust Imd cell
Ire strap platform'toppling ( b ) End view, looking forward.
Figure 22. Schematic drawing of platform I assembly of the static-thrust calibration faciliv.
APPENDIX B
APPENDIX B The loading platform is supported by four weight load cells of the strain-gage type which are incorporated into the flexure-strap support-beam assembly. Each platform can measure up to 300,000 pounds (1,334,000 newtons) of vertical force.
Thrust loads are measured by two thrust load cell assemblies which are horizon- tally attached to the platform and pit structure near each front corner of the platform.
The thrust load cells are of a special, precision, strain-gage type capable of meas- uring thrust loads on each platform from a negative 62,500 pounds (278,000 newtons) to a positive 125,000 pounds (556,000 newtons).
Lateral forces on a platform are resisted by two horizontal tie rods in the fore and aft sections of the platform. The tie rods, which are attached to the pit structure and a platform center member, are perpendicular to the line of thrust and were designed so that they would not affect the thrust or weight forces on the platform assembly.
Four brackets, attached to both the loading platform and the support beams, prevent the platform from overturning.
Control room-and recording equipment. - Electrical signals obtained from the thrust
and weight E d cells are transmitted to a console in the main section of the control room. (Seefig. 23. ) Thrust and weight loads are recorded separately on strip-chart E-1 9324 Figure 23. Control room of the static-thrust calibration faciliity.
APPENDIX B
APPENDIX B recorders for each platform. Each strip-chart recorder has a range-changing mechanism which may be automatically o r manually operated. The ranges of the thrust recorders are shown in the following table: Thrust value, Thrust Range ' number polarity l b N 1 Forward 0 to 44,480 0 to 10,000 44,480 to 88,960 10,000 to 20,000 Forward 2 88,960 to 266,900 20,000 to 60,000 Forward 3 266,900 to 444,800 60,000 to 100,000 Forward 4 444,800 to 622,700 100,000 to 140,000 Forward 5 -1 44,480 to 0 10,000 to 0 Reverse 88,960 to 44,480 20,000 to 10,000 Reverse -2 266,900 to 88,960 60,000 to 20,000 Reverse -3 The ranges for the weight recorders are shown in the following table: ~~ ~ ~~~ Range Weight value , number N lb 0 to 10,000 0 to 44,480 10,000 to 20,000 44,480 to 88,960
i" 0 t o 100,000 0 to 444,800
4 100,000 to 200,000 444,800 to 889,600 5 889,600 to 1,334,000 200,000 to 300,000 In addition to the strip-chart recorders, the thrust and weight loads can be totalized for one platform o r f o r any combination of the four platforms. This value is displayed on an electronic digital light panel. Incorporated into this system is a data- acquisition system with a printout of time, total thrust, and total weight on a flexo- writer typewriter with a tape punch.
In addition to the recording and indicating instrumentation, a closed-circuit television system permits monitoring of the test aircraft during a thrust calibration.
Wind direction and velocity, outside -air temperature, and barometric -pressure indicators were installed to determine ambient conditions at the thrust calibration stand. Radio communication is provided between the test aircraft and the control room.
Calibration and accuracies for the ground static-thrust tests of the XB-70-1 air- plane. - The weight measuring devices of the static-thrust measuring facility werenot tests of the XB-70 -1 airplane; therefore, only the cali- used in the ground static -thrust bration methods and accuracies of the thrust measuring instruments will be discussed.
The thrust measuring instruments on each platform are calibrated with a Revere super precision, 100,000-pound capacity, universal load cell with a Revere model R-100 digital force indicator. This calibration unit has an accuracy of 0 . 0 1 percent of reading o r 25 pounds (111 newtons), whichever is greater. The calibration of this unit is directly traceable to the National Bureau of Standards.
APPENDIX B
APPENDIX B In normal calibration procedures, forces are applied at the center of the a f t edge of each platform. Asymmetric load calibrations were also performed for these tests, because the XB-70 -1 landing gear rested near the edges of platforms 1 and 2. (See figs. 5 and 22. ) Results from previous calibrations and calibrations made before and after the XB-70-1 tests (including asymmetric load calibrations) showed that the accuracy of each platform wasrt100 pounds (rt445.8 newtons) for thrust loads from 0 to 20 , 000 pounds (88,960 newtons) and rt250 pounds (rt1112 newtons) for thrust loads from 20,000 pounds (88 , 960 newtons) to 125,000 pounds (556,000 newtons). Much of the increase in error at 20,000 pounds (88,960 newtons) and at greater loads was caused by the range-changing mechanism of the strip-chart recorder as the scale changed from range 2 to range 3.
Miscellaneous Instrumentation Eztern-a1 measurement of fuel flow. -To calibrate the internal fuel-flow measuring
system of the XB-70 -1 airplane in its installed position, the engine fuel flow was meas -
ured by a special, external fuel-flow measuring system. The flow was measured for engines 1 , 2 , and 3 during the ground runs and for engines 4, 5 , and 6 during the inlet sweep runs. The system, designed by the engine manufacturer, consisted of an ex- ternal fuel-line loop installed in the fuel line upstream of the engine from which the fuel flow was t o be measured. Each loop contained a thermocouple with an accuracy of k2.0" F (rtl. 11" C ) and two accurate fuel-flow meters ( * O . 5 percent of reading) of the volumetric type. These measurements were recorded in the control room of the thrust-calibration facility. This system measured only the total fuel being consumed by each engine.
Meteorological measurements. -Most of the meteorological data for these tests were obtained from the Edwards A i r Force Base, Detachment 21, 6th Weather Wing, A i r Weather Service. Atmospheric temperature, pressure, and relative humidity experienced during the tests are presented in table 2.
Additional meteorological measurements were made on two of the testing days (November 16 and December 21) with a 50 -foot (15.24-meter) tower located approxi- mately 800 feet (243.8 meters) to the left of the XB-70-1 airplane. Wind velocity and direction, temperatures, and relative humidity were sensed at heights of 6 feet and 50 feet (1.83 meters and 15.24 meters). These data were used for the noise-evaluation study, which was part of the overall ground-test investigation. The wind velocities and directions in table 2 were obtained from the aircraft static-thrust calibration facility.
These measurements were taken approximately 50 feet (15.24 meters) from the left wing of the airplane at a height of 6 feet (1.83 meters).
Fuel specific-gravity measurements. - The specific gTavity of the fuel in the XB-70 airplane for these tests was measured by a Baume type of hydrometer with a scale from 0 . 7 0 to 1.00 and an accuracy within rt0. 5 percent of the nominal reading.
The temperature of the fuel was also measured with each specific-gravity measurement to obtain an accurate value for fuel density.
APPENDIX C
APPENDIX C XB-70 -1 GROUND STATIC -THRUST TESTS AND TEST RUNS The XB-70-1 airplane was secured to the loading platforms of the aircraft static- thrust calibration facility by two tiedown fixtures, one on each of the main-landing-gear bogies (fig. 5). The landing-gear struts were fully extended to level the airplane and prevent any change in attitude during the test.
To prevent damage to the inlet from a large change in pressure across the inlet- duct wall during the throat choking tests, two of the four boundary-la,yer-control bleed regions of each inlet were blocked.
Ground support equipment consisted of gasoline-driven hydraulic, electrical, and air-conditioner units. The units were beneath the airplane but, at all times, off the loading platforms which were being used to record thrust (fig. 8).
Because the objectives of the XB-70-1 ground static-thrust tests were so un- in many respects, several independent tests were devised to meet all the test related requirements. The test conditions required were as follows: Inlet sweep runs - The inlet sweep runs were designed primarily to clear the left- hand inlet of any foreign objects which might damage the XB-70-1 engines during the inlet throat choking and bypass tests and to check out the instrumentation. The runs were performed in the following manner: 1. FOD screens were installed on all six engines.
2 . With engines 1, 2 , and 3 at 100-percent r p m power setting and the inlet throat at full open, the bypass doors of the left-hand inlet were opened in incremental steps from 0 to full open at 2285 inches2 (1.474 m e t e d ) combined door area.
3 . With the bypass doors closed and the engine settings the same as in item 2 , the left-hand-inlet throat area was reduced until the inlet airflow at the throat became choked.
Normal six-engine operation - The test conditions for normal six-engine operations as follows: were 1. Bypass doors were closed and inlet throat settings were at the full-open position.
2 . All engines were at the same power setting for each run.
3. Engine power settings were varied from idle to 120" in incremental steps.
Different combinations of operating engines - Different engine combinations were used primarily to obtain engine noise as a function of the distance between operating engines. The six-engine r u n s discussed in the preceding section overlapped this con- dition. Engine power setting varied from idle to maximum afterburner; the 3 6
APPENDIX C
APPENDIX C
requirements for the inlet settings were the same as for the six-engine operation. The
different combinations of operating engines were as follows: 1. Engines 1, 2 , 5 , and 6.
2. Engines 1, 2,and 3.
3. Engines 1 and 6.
4. Engines 1 and 4.
5 . Engines 1 and 2.
6. Engine 2 only
7.Engine 1 only
Inlet throat choking test - The throat choking test was designed to determine the
reduction in engine compressor noise and the resultant propulsion system performance
loss from choking the inlet airflow upstream of the engines. The test conditions were
as follows :
1. Airflow was established through the inlet duct, and the variable inlet throat
area was reduced until the flow became choked.
2 . Theleft-hand-inletductwasusedwithengines 1, 2,and 3 operating.The
inlet was choked at two conditions, military power and 87-percent-rpm setting. The
bypass doors were closed throughout the test.
Inlet bypass test - The test conditions for the inlet bypass test, which was designed
to investigate engine-face distortion with a simulated secondary inlet, were as follows:
1. The left-hand-inlet bypass doors were opened in incremental steps from 0 to
2275-inch2 (1. 468-meter2) combined door area to allow airflow to enter the inlet and
engines by way of the bypass-door openings and through the perforated duct wall.
(See fig. 16. )
2. The left-hand inlet was used only with engines 1, 2 , and 3 operating at military
power, and the inlet throat area was held constant at the full-open position.
Miscellaneous tests - Additional tests were performed as follows:
1. Engines 4, 5, and 6 were operated from idle to 120" power settings (in
incremental steps) with the external fuel-flow measuring system.
2. With engines 1 and 3 at military power, engine 2 was reduced from military
power to 80 -percent rpm in incremental steps.
The runs performed in the ground static-thrust tests are listed in table 2 .
W TABLE 2 . RUNS OF THE A%-10-1 GROUND STATIC-THRUSTTEST (a) Inlet sweep runs performed on November 16. 1967.
-
-
Left-Inlet s ng
- Wind Power-control-lever angle. deg
r
Measured 'hroal Pressure.
lun thrust. Bypass m e n , 7elative
area F
T Velocity. b e
Irectlon, umidity,
no. - - - - - - - -
ratio - -
deg lercent leg F 4 N 1 Ib nets I/sec 5 2 e g C 4 t / A <
- - - - - - - - - ~
-
"_
71. 0 1 0. 56 21. 7 11.0 c 0 0. 0 1 . 0 Of[ Closcd 2.905 12.900 13. 56 13.490 31 l2:25:02 71.0 2 . 5 6 11.1 17.5 0 I 3. 5 7 . 5 Closed 5. 125 22,800 13. 56 13.490 31 2 8 2 6 . 5 6 3 71. 0 21.1 21. 5 0 7 3.5 1. 5 Closed 10.330 45.950 13. 56 13.490 31 31:16 4 . 5 6 7 1 . 0 21.7 27. 5 30 5 2 . 5 7 . 5 Closed 19.110 95,000 13.56 33,490 31 3 4 : l l 5 . 5 6 71. 5 21.9 30. 5 40 4 2 . 0 80. 5 Closed 23.270 103.500 13. 56 33.490 3 1 37:01 6 . 5 6 11. 5 21.9 35.0 350 2 1 . 0 8 s . 0 Closed 30.140 134,050 13.5G 33.490 30 4o:nl
"_
7 . 5 6 1 1 . 5 21. 9 50. 0 0 0. 0 to. 0 Closed 36.020 169. 100 13.56 93.490 30 42:45 "- 8 . 5 6 1 2 . 0 22.2 60.0 0 n. o 10.0 Closed 42.215 187,800 13. 56 93.490 30 44:40
"_
9 . 5 6 7 2 . 0 2 2 . 2 15.0 0 0.0 'S. 0 Closed 44.615 198,450 13.56 93,490 30 46:W ."
10 . 5 6 72. 0 22.2 85. 0 0 0. 0 IS. 0 Closed 46.220 205. GOO 13.56 93.490 30 41:42
"_
. 5 6 1 2 . 0 22.2 95.0 0 0.0 IS. 0 Closed 48.390 215.250 13.56 93.490 30 49:02 I 1
"_
12 . 5 6 72.0 2 2 . 2 110.0 0 0. 0 .0. 0 Closed 51.430 228.800 13.56 93.490 30 50~30
"_
7 2 . 0 29
I3 . 5 6 2 2 . 2 120.0 0 0.0 !O. 0 I Closed 51,935 231,050 l 3 . 5 G 93.490 52:Ol
1 2 . 0 350 29 14 . 5 6 22.2 110.0 1 I 3. 5 0. 0 10.0 Closed 01.895 453.250 13.56 93.490 53:40 LO. 0 I 7 4 . 0 34 c 15 . 5 6 23. 3 orr 350 40. c 3 1. 5 3rf 40. 0 Closed 36.370 161.800 13.56 93,490 14:03:08 40.0 Closed I6 . 5 6 74.0 2 3 . 3 30 40. C 1 0. 5 40.0 0.26 36,950 164.350 13. 56 93.490 34 05:16 40.0 17 . 5 6 14. 0 2 3 . 3 30 40. C 1 0. 5 40 0 0.54 3 1 . 3 8 0 166.300 13. 56 93.490 0 8 3 3 40.0 74. 0 34 I8 . 5 6 23.3 30 40. C 1 0.5 40.0 0.81 38.390 170,800 13.56 93,490 LO: 15 4 0 . 0 7 4 . 0 90 I 93.490 34 19 ,513 2 3 . 3 40. ( 3. 5 40.0 1. 06 38.270 110.250 1 3 . 5 6 12:07 40.0 1650 7 4 . 0 90 7 93.490 35 19A . 5 6 23.3 40. ( 3 . 5 40.0 1.32 36.480 171.150 1 3 . 5 6 13:48 40. 0 2045 14. 0 90 I 13.56 93.490 35 20 . 5 6 23. 3 40. ( 3.5 40.0 I. 47 38.595 111.100 1 5 3 2 40. 0 74.0 2 3 . 3 90 40. 7 Closed 36.310 13.56 93.490 35 18:OO Closed 2 1 ,513 3.5 40. 0 161,800 4 0 . 0 7 4 , o 2 3 . 3 90 40. ( 7 Closed 13.56 93,490 35 2 0 3 9 40.0 Closed 22 . 5 6 3 . 5 3 5 . 0 34,535 153. G O O .56 14. 0 23.3 90 40. I I 21.5 Closed 30. G40 13.56 93.490 35 23:OO 4 0 . 0 Closed 23 3. 5 136.300 . 5 6 74.0 2 3 . 3 90 40. ( 7 21. 5 Closed 28.525 126,900 13.56 93.490 3 6 2 4 2 6 4 0 . 0 Closed 24 3 . 5 1 4 . 0 2 3 . 3 90 40. ( I Closed 27,225 93.490 36 28:Oo 40.0 Closed 25 . 5 6 3 . 5 I ? . 5 121.100 13.56 1 3 . 5 23. I 90 40. ( I 11.0 Closed 26.915 93.490 36 30: 14 40.0 Closed 26 .56 3.5 120.000 13. 5 6 2 1 . 5 6 7 3 . 5 2 3 . 1 0 40. ( 9 40, 0 Closed 36.225 13.56 93.490 36 36:48 40. 0 Closed 4 . 5 161. 150 . 4 i 73.5 23. 1 0 40. ( 9 4 . 5 40.0 Closed 35,930 159.850 13.56 93.490 36 41:01 40.0 Closed 29 .44 1 3 . 5 23 1 0 40. I 9 40.0 Closed 35. 630 1 5 8 . 5 0 0 13.56 93.490 37 42:44 4 0 . 0 Closed 4 . 5 . 4 2 73.0 2 2 . 8 0 40.1 9 40.0 Closed 35,410 157.500 13. 5G 93.490 37 44:29 40. 0 Closed 30 4 . 5 39 1 3 . 0 22.8 0 40. ( 9 40. 0 Closed 34.125 13. 56 93.490 37 46:12 40.0 Closed 31 4 . 5 154.450 1 3 . 0 2 2 . 8 0 40.1 9 40.0 Closed 33.995 13. 56 93,490 37 41:48 4 0 . 0 Closed 32 . 3 7 4 . 5 151.200
,3: 7 3 . 0 22. e 0 40.1 9 4 0 . 0 Closed 32.885 13.56 93.490 37 50: I5 Closed 40.0
33 4 . 5 146.30G
1 3 . 0 22. e 0 40. I 9 Closed 93.490 31 52:20 Closec
34 .32 4. 5 4 0 . 0 30.865 131,300 13.56 40. 0
13. 0 22. e 0 40. I 9 4 0 . 0 Closed 28,255 13. 56 93.190 31 53:35 40.0
35 . 3 ( 4. 5 I 125.700
- - - - - - - - - -
TABLE 2. Continued.
lbl Static mound runs nerformed on November 20. 1967
. , I
-
-
Power-control-lever angle. deE 1 Left-inlet sett nd \VI
-r Relatlve N m c of
‘emperature Pressure,
tun r
Ti PI
day. :11y, le humidlty. Velol
no. - -
- - - - - -
r:mln:sec percent leg I I b / d knots n d s e c 4 deg C 5 1 2 1 3
- - - - - - - ~
- -
27 4. 1 I 1 0 12.2 51.0 13.58 I 1 a 93.630 73 340 8
9:52:30 11.0 28 2. 1 I 7 . 3 12.2 54.0 13. 5 Y 17 5 17.8 17.5 93.630 72 350 4 5 7 5 0 17.5 29 2. 6 2 1 . 5 12.2 5 4 . 0 13.58 2 1 9 93. 630 72 340 10:00:45 2 1 . 5 30 2. I 2 4 . 0 12. 2 5 4 . 0 13.58 14. 0 2 4 . 0 2 4 . 0 93,630 7’2 10 4
0 2 3 0 -r 2 1 . 5 21 5 2 4 . 0
30A 2. 1 25. 9 12. 5 51.5 1 3 . 5 8 25 5 25.5 93.630 72 IO I 0 6 5 0 31 2. 6 27. 5 12.5 54.5 13.58 27. 5 27.5 93.630 71 10 5 , 5 G 46.6-0 207.400 09:30
3 ’ ’ 3. 1 35.0 12.5 54 5 1 3 . 5 3 35.0 93.630 71 8 6 56 I 74.0HO 1329.250 35 0 35 0
1 2 3 0 35.0 33 3. 1 50.0 12.5 5 4 . 5 13.58 50.0 93. 630 71 0 6 50 0 1 4 5 0 50. 0 50 0 34 17:20 2. I G O 0 12.8 55 0 13. 58 BO 0 GO. 0 93.530 71 10 4 60.0 60.0 35 1 8 3 5 2. 6 75 0 12.8 55 0 IS. 58 75. 0 75. 0 93,630 71 0 5 75.0 75.0 36 2. I 8 5 . 0 12 R 58.0 13.58 85 0 85.0 93. 630 7 1 0 4 Y5.0 20:20 85.0 37 2 2 3 0 2. 1 95. 0 I?. 8 5.5 0 13.58 9 5 . 0 9 5 . 0 93.630 71 0 4 95 0 95.0 38 2 3 5 0 2 . 1 110.0 12. Y 5 5 . 0 13.58 IO. 0 10.0 93.630 71 355 4 10.0 110 0 1 1 0 . 0 Closed Closed 39 25:OO 2 . 6 120.0 13. I 55, 5 13.58 20 0 20. 93. 630 71 350 5 20.0 1120: 0 120 0 Closed Closed 40 33:40 2.6 11.0 13. 3 51;. 0 13.58 I 1 0 11. 93. 630 70 350 5 1I.n Closed Closed , 5 G 6.285 27.950 11.0 I I o 4 1 3 7 3 0 2 . 6 19.2 13. 3 5 6 . 0 13.58 19. 2 19. 93.630 70 05 5 19 2 Closed Closed . 5 6 1 10.240 1 72.250 19.2 19.2 42 41:oo 3. 1 31 I 13.3 56. 0 13.58 : I 1 I 31. 93,630 70 0 6 31 I Closed Closed 3 1 . 1 3 1 1 43 4 4 3 0 2 . 6 40.0 1 3 . 3 56. 0 13.58 4 0 . 0 40. 93. 630 70 15 5 4 0 . 0 Closed Closed 40.0 40 0 _”
44 4 6 3 0 0 50.0 13.6 5 6 . 5 13.58 i o 0 50. 93.630 70 0 50 0 Closed Clused 50.0 50. 0
” 45 4 8 3 2 3 . 1 7 5 . 0 13. 6 56 5 13.58 I > . 0 1 5 . 93.630 I O 10 6 79.0 Closed Closed 75.0 7.i.O 16 ,5030 2. 6 95. 0 13. 6 51;. 5 13. 58 9 5 . 0 95. 93.630 70 10 5 99. 0 Closed Closed 95. 0 95.0 47 5150 4. 1 110.0 13. ti 56. 5 13.58 10.0 IO. 93.630 69 340 8 1 1 0 . 0 Closed Closed 1 0 . 0 110.0 4R 53% 4.6 120.0 13. 6 56. 5 13.58 20. 0 20. 93.630 69 05 9 120.0 Closed Closed 20.0 1 2 0 . 0 , 5 6 376.700 129.645 49 5 5 9 5 3.1 95.0 13. 9 5 i . 0 13.58 95 0 95. 93.630 69 10 6 9 5 . 0 Clusrd Closed 95.0 95. 0 532.300 119.GiO , 3 6 50 5 7 2 0 3. 1 75.0 13. 9 57.0 13.58 7 5 0 75. 93,630 69 20 6 ii. 0 Closed Closed 75.0 75.0 490.050 110,165 56 51 11:00:l0 3. 6 5 0 . 0 13. 9 57. 0 13.57 50 0 50. 93.560 69 15 7 5 0 . 0 Closed Closed 50. 0 5 0 . 0 4 1 5 . 4 5 0 93.400 5ti 7 1 52 39:OO 4 . 1 11.0 14.2 5 7 . 5 13.57 11. 0 11. 93.560 350 a 1 1 . 0 Closed Closed 11.0 11.0 56 6.250 ?7.300 53 42:10 2 . 6 31. 1 14.4 58.0 13.57 31. I 31. 93.560 71 350 5 31. 1 Closed Closed 3 1 . 1 3 1 . 1 , 5 6 60.285 26R.ItiO 54 44:50 3. 1 35. 0 1 4 . 4 5 s . 0 13.57 35. 0 35. 93.560 1 5 6 3 5 . 0 Closed Closed 35. 0 35.0 ,5ti 73.330 X6.200 5s l1:47:l5 3. I 4 0 . 0 14.4 5 s . 0 13.57 40 n 40. 93.560 25 6 4 0 . 0 Closed Closed 40.0 40.0 . 5 G 89.925 400.000 14. 4 71 20 4 56 4 9 3 5 2. 1 50 0 5Y. 0 13.57 50. 0 5 0 . 0 93.560 50 0 Closed Closed 5 0 . 0 50.0 , 5 t i 92.600 411.900 14.4 71 30 9 57 53:15 4.6 ti0 0 5H. 0 13.51 GO. 0 GO. 0 93.560 60.0 Closed Closed 60.0 60.0 . 5 6 45i.500 102,855 14.4 72 8 58 54:lO 4 . 1 50.0 38.0 13.57 5 0 . 0 50.0 93,560 20 30 0 Closed Closed 50.0 50.0 410,900 92.370 56 2. 6 14 4 7 2 350 5 326.100 73.315 36 59 56:45 3 5 . 0 sn. o 13.57 35 0 35.0 93.560 35 0 3 5 . 0 : I 3 0 Closed Closed 14.4 5 3 . 0 93.490 72 45 2 G O 12:00:10 1 . 0 O f f 13. 56 011 31. 1 31. I 31. 1 Closed Closed Off 14.7 58. 5 13.56 93,490 68 30 5 73 2 5 3 0 2.6 50. 0 50.0 50 0 Closed Closed ”_ 14.7 68 74 27:07 0 58. 5 13.56 50.0 93.490 0 50.0 50.0 0.268 415 14, i 58.5 1 3 . 5 6 93.490 68 30 I 75 28:40 4. 1 50.0 50.0 50.0 840 0 . 5 4 i4. 7 5s. 5 13.56 93.490 68 30 6 76 30:OO 3. 1 50. 0 50. 0 5 0 . 0 12-15 C Y 0 3 14. i 58.5 13.56 93.490 68 0 8 77 3 1 5 0 4. 1 50.0 50.0 5 0 . 0 ]ti45 1 . 0 6 14.1 58.5 13. 56 93.190 68 30 8 77A 3 3 5 0 4. 1 50. 0 50. 0 60.0 14.7 5n 5 13.56 93.490 68 2 5 8 18 3 5 3 0 4. 1 50.0 50.0 5 0 . 0 3. 6 14. 7 58. 5 13.56 93.490 67 20 7 79 37:48 50.0 50.0 35.0 1 4 . 7 5 8 5 93,490 20 80 3855 3.6 13.56 50.0 5 0 . 0 27 5 15. 0 5 9 . 0 1 3 . 5 6 93.490 30
3 1 40:20 4. 1 1 i 50. 0 5 0 . 0 21.5
- - - - -
- - - -
TABLE 2. Continued.
(c) Staticground rums performed on November 22. 1967.
-
r r l - 1 Power-control-lever nnde. deK I Left-inlet Setting \Vir
- -
Measured Time of ernperatwe.
un lelative hroat P r e s s u r e .
thrust. Velocity.
I-
day. t F
oren )irectlon, 0 . umidity,
- - - - -
r:mln:sec ratio percent deg 4 N 2 1 ib leg Fldeg C d s e c mot5 W A C m2
-
- - - - - - - L - -
7 1 3. 6 7 OII :lused IIi 24, 600 109.450 83A 0.56 20 27. 5 !7.5 1:26:03 27.5 71 17 3. 6 7 :lased 33.310 148,200 Closed 83B . 5 6 32.3 12.3 28:47 32.3 71 : b e d 37,445 166,550 Closed 83C 58 25 3. 9 35.0 7 . 5 $5.0 3 1 : 2 2 35.0 13. 55 93,420 84 7 1 .56 3 3 6. 5 :lased 47.350 210,600 Closed 49:o 9.4 20 50.0 50. 0 33:44 50. 0 13.55 93.420 85 71 ,457 20 4. I 8 :losed 35:44 46.500 206,805 5 0 . 0 Closed 13.55 49.0 9.4 50.0 50.0 93.420 8 6 71 ,453 2. 6 5 :losed 37:OO 45.975 204.500 50.0 Closed 13. 55 9.7 49.5 10 50. 0 50.0 93.420 87 71 ,409 50 3.3 8 . 5 :lased 38:32 45.055 200.400 50.0 Closed 13. 55 9.7 49.5
50. 0 50. 0 I 93.420
88 71 ,389 3. 3 6. 5 :lased 40% 42.780 190.300 Closed 9.7 49.5 13.55 15 50.0 50.0 50. 0 93.420 88A 71 ,317 4.1 8 :lased 42:lG 41,025 182.450 Closed 13. 55 5 0 . 0 IO. 0 10 50.0 50. 0 50.0 93.420 88B 7 1 ,370 2. 6 5 :lased 44:m 40,395 179,700 Closed 13 5 6 10. 0 50. 0 12 50.0 50.0 50.0 93,420 90 71 .370 7 3. 6 35.0 7 :lased 49:05 33.685 149.850 3 5 . 0 Closed 13.55 IO. 0 5 0 . 0 35.0 93.420 91 71 ,370 3. 8 32.3 7 32.3 :lased 51:45 30, F40 i36.300 32.3 13.55 50.0 10.0 Closed 10 93.420 92 71 ,310 2.8 5 . 5 27.5 3losed 55:OO 104. LOO 13.55 10. 0 Closed 5 2 7 . 5 23.100 27. 5 93.420 50.0 93 I1 ,370 3. 1 6 Zloaed 58:05 86.500 13.55 50. 5 10. 3 Closed 10 25.5 25.5 19,450 3 5 . 5 93,420 93A 71 ,345 7 3. 1 6 3losed 18.855 83.850 25.5 13.55 50.5 10.3 Closed 25.5 25.5 8:00:59 93.420 94 70 ,324 3. 1 2 5 . 5 6 2 5 . 5 :lased 12:10 18.135 80, 605 25.5 13. 55 10.6 51. 0 Closed 5 93.420 95 70 ,300 10 3. 1 2 5 . 5 6 25.5 3losed 14:03 17.280 78. E50 25. 5 13.55 10.6 51.0 Close?
93.420 96 69 ,279 00 3. 1 25.5 6 25.5 Closed l6:45 1 6 . 165 71.900 25.5 93.420 13.55 IO. 6 51.0 Clasec 97 69 ,275 2 2.6 25. 5 25, 5 Zlosed 18:34 15.825 70,400 25. 5 10. 6 51.0 Closed 1 3 . 5 5 931420 99 69 281 7 1. 3 2 5 . 5 2 . 5 25.5 Zlosed 21:21 16.185 72.000 25. 5 10.6 51.0 Closec 13.55 93.420 00 69 ,324 280 1.0 25. 5 2 25.5 "lased 23:34 18.220 81.050 25.5 10.6 5 1 . 0 Closec 13.55 93,420 I ,
"_
01 68 , 3 6 5 0 25.5 0 25.5 Closed 25:18 19.185 85.250 25.5 10.6 51. 0 Closer 13. 56 93.490 61 66 . 5 6 345 2.3 27.5 4.5 27.5 27.5 Closed 445.1 4M. 065 213.800 27.5 10.6 51.0 7.5 Closet 13.56 7 . $ 93,490 62 65 . 56 352 2.8 21.5 5.5 21.5 2 1 . 5 Closed 48:Ol 24, I55 107.450 21. 5 10.8 51.5 1.5 Closet 93.490 13.56 1.: 83 65 . 5 8 0 3. 1 17. 5 6 17.5 I?. 5 Closed 51:OO 11.665 51,900 17.5 IO. 8 51.5 1.5 Closet 93.490 13. 56 7 . : 64 65 .56 345 2.8 11.0 5.5 11. 0 I I . 0 Closed 5358 6.370 28,550 11. 0 10.8 51.5 1 . 0 Closet I . 1 13.56 93,490 65 65 .56 340 3. 6 5 0 . 0 7 50.0 50. 0 Closed 5634 94.235 419.200 50. 0 10.8 51. 5 10.0 Closec 0 . 1 13.56 93.490 66 64 . 5 6 335 2. 1 120.0 4 2 0 . 0 20.0 Closed 59:18 130,680 581.300 20.0 10.8 51.5 20.0 Closec 13.56 L20.0 93.490 64 . 56 330 2. 1 110.0 4 10.0 IO. 0 Closed 9:00:47 131.G80 58,350 10.0 10.8 51. 5 10.0 Closer 13.56 93.490 110.0 64 . 5 6 338 2.3 95. 0 4.5 95.0 95. 0 Closed 9:03:32 121.550 540.700 95.0 10.8 51. 5 9 . 5 . 0 c1osec 13.56 93.490 95. 0 69 64 .56 70 0.8 75.0 1 . 5 7 5 . 0 75.0 Closed 04:23 111.080 494.100 75.0 10.8 51.5 75 0 Close< 13. 56 15.0 93.490 7 0 63 . 5 6 335 1. 8 50. C 3.5 50. 0 50. 0 Closed 07:Oa 94,815 422.000 50.0 10.8 5 1 . 5 50.0 Closet 13.56 50. 0 93,49C I1 63 . 5 6 215 1.0 110. c 2 IO. 0 110.0 Closed 09:ll 131,005 582.750 10.0 10.8 5 1 . 5 10.0 Closer 13.56 110.0 93.49C ".
72 63 , 5 6 0 120. c 0 20. 0 !20. 0 Closed 10:41 130.970 582. 600 20. 0 10. 8 51.5 20. 0 Close( 13.56 93.490 120.0 OII OII O f f Off 16 62 . 5 6 345 1.8 1 1 . c 3.5 Closed 21:42 1,030 4. GOO OIi 10.6 51.0 Closet 93.49r 13.56
'
.11 62 56 05 2 . 1 21,: 4 Closed 2 3 5 4 3.795 16.900 IO. 6 51.0 Close( 13.56 93: 49; 26:OO 18 62 . 5 G 340 2.3 27.5 4.5 Closed 8.165 36.300 IO. 6 51. 0 Close1 13.56 93.49( 19 20:1.1 Closer 62 . 5 6 335 1. 3 30 5 2.5 Closed IO. 345 46.000 10.6 51.0 1 3 . 5 8 93.49C 20 30: 11 Closer 61 . 5 6 348 2.3 35. c 4 . 5 Closed 14.060 6 2 . 5 5 0 10.6 51.0 13.56 93.49C 21 32:16 61 .56 355 2.3 50. C 4.5 Closed 18,685 83.100 1 O . G 51.0 Closet 13.55 93.42C 122 33:29 61 . 5 6 2.8 G O . ( 5 Closed 20.790 92,50C IO. 6 51. 0 Close1 13.55 193.42( !23 61 .56 23 2. 6 I IO. ( 5 Closed 3.143 26.055 115.9oa IO. 6 51.0 Close1
y
.24 GI . 5 6 1. 3 24. ( 1 t Closed 3790 6.775 30. IOC ! 10. 6 51.0 I Close, 350 2 . 5
- - - - - - - - - - I
TABLE 2. Concluded.
id)Statlcmound runs eerlormed on December 21. 1967.
- - ~
- -
Power-control-lever angle, deg elti Wind ng
-
Pressure.
k o a 1 Time of T lelative
Engine a r e s umidity. I
day, - - - - -
ratio r:mln:se< wcent C Ib tt.,AA, 2 3 4 5 !mol n/sec,/
- - - " d - I - "
0 . 5 6 5:08:18 77 0 C Off ( I , loo 0 I ---
<
-I
. 5 6 11!12 7 7 2 15,790 2 3 5 . 0 . 5 6 1 3 2 7 77 3 19,6211 3 50.0 .5G 1459 77 3 24,635 4 95.0 Cloiid Closed 0 lO'J.50tr ?G. I1 -3 3 ".
.56 16:14 77 0 2 6 , 7 8 5 5 110.0 Closed Closed 119, 15'1 2 5 . 5 - 3 . G 0
_"
. 5 G 1736 77 0 2 2 . 7 8 5 6 75.0 0
1 1 Closed I Closed 101.3511 25 5 -3 6
_"
. 5 G 19:11 77 0 18,745 7 40.0 83.4011 25.5 -3. 6 0 Closed Closed . 5 G 21:40 77 1 10.215 9 27.5 0 45.450 25 5 -3. 6 0. 5 Closed Closed . 5 G 24:03 77 3 4,920 11 21.5 0 21.9011I 25.5 - 3 . 6 1.5 Closed Closed .56 26:31 77 4 3.340 0 14.850 25.5 - 3 . 6 2.1 Closed Closed 12 19.2
"-
. 5 G 3324 77 0 2.230 9.9011 25.0 -3.9 0 11.0 Closed Closed 13 11.0 . 5 6 31305 77 1 9,795 350 43.55ll 2 5 . 0 -3.9 0. 5 2 1 . 5 Closed Closed 14 21.5 . 5 G 3829 2 21,110 330 93.900 25. 0 -3.9 1 . 0 27.5 Closed Closed 15 27.5
. 5 G 4 0 5 6 77 2 32.690 330 145.400 25. v -3.9 1. 0 - 3 5 . 0 Closed Closed 16 35.0
.56 43:14 77 4 40.200 0 1 7 8 . 8 0 ~ 1 25.0 -3.9 2. 1 50 0 Closed Closed 17 50. 0 -3. 9 , 5 6 44:48 77 3 44.110 30 I!lG.2011 25. 0 1 . 5 60.0 Closed Closed 18 60.0
77 I 55.110 _"
.56 4G:lO 0 245,150 2 5 . 0 -3.9 0 10.0 Closed Closed I9 110.0
5 3 1 8 77 0 1. 930 _" -3.9 0 O f t Closed Closed
.56 11.0 8.600 25.0 20 11.0 55:44 77 3 21. 5 9.630 0 25. 0 -3.9 Closed Closed 21 2 1 . 5 . 5 G 4 2 . 8 5 0 1.5 58:14 77 3 2 7 . 5 20.365 0 -3.9 1. 5 Closed Closed 22 27.5 . 5 G 90.600 25.0 6:0C:38 77 4 31.130 0 -3. 9 .56 3 5 . 0 13'3.450 2 5 . 0 2. 1 Closed Closed 23 35.0 0 2 5 3 77 39,055 0 -3.9 Closed 13. 69 194;390 .56 3 50.0 li3.750 2 5 . 0 1. 5 Closed 14 50.0 04:22 77 0 150 -3. 9 . 5 G 3 60. 0 43.425 193. 2 5 . 0 1 . 5 Closed Closed 25 60.0 13. 69 94,390
77 55.000 0 25. 0 1
. 5 G 0539 3 110.0 144,650 -3.9 1. 5 Closed Closed 26 110.0 13. 69 94,390
_"
77 1 1 I 6.780 30. I 5 0 1 1 . 0 Closed Closed 27 11.0 . 5 6 27:08 0 11.0 24.5 -4.2 0 13.69 94,390
_"
. 5 G 30:42 77 1 0 1 1 7 . 5 I ' 12 940 0 1 7 . 5 Closed Closed 5 1 . 5 5 0 21.5 -4.2 18 17.5 13. 69 94.390 .56 3 3 2 8 77 4 2 21. 5 27.520 0 2. 1 21.5 Closed Closed 19 21.5 13. 69 L2?.400 24.0 -4.4 94.390 .5G 3G:ll 77 4 2 24.0 38,485 0 2 . 1 24.0 Closed 30 24.0 13. G9 17l.20fl 24.0:-4.4 Closed 94.390 . 5 6 3853 77 1 7 . 5 2 7 . 5 27.5 !7.5 5 3 . t160 0 !34.GOil 24. 0' -4 4 2. 1 2 i . 5 Closed Closcd 3 1 27.5 13. 69 4 94.390 . 5 G 41:45 17 35. c 35.0 35. 0 15. 0 80.405 0 2 . 1 3 5 . 0 Closed Closed 32 35. 0 13. 69 4 157,650 24. 0 1-41 4 94,390 .5G 44:lO 77 50. C 4 50. 0 50. 0 io. 0 01,795 315 152. YO0 24.0 -4.4 2. 1 5 0 . 0 Closed Closed 33 50.0 13. 69 94,390 .56 4559 77 50. 0 4 GO. 0 60.0 io. 0 12.440 330 2. 1 G O . 0 Closed Closed 34 60.0 13.70 i00.4011 24.0:-4.4 94.460
'
. 5 G 47:31 77 15.0 4 75. 0 75.0 '5. 0 18.370 330 i2G. 550 24.0 -4.4 2. 1 7 5 . 0 Closed Closed 35 75.0 13.70 94.480 . 5 6 49:03 77 15.0 4 85.0 85.0 15. 0 2 2 . 7 0 5 330 i45.800 24. 0 -4.4 2. 1 85.0 Closed Closed 36 85.0 13.70 94.460 I .56 5 0 3 2 77 35. E 2 95. c 95.0 )5.0 29.39') 320 575.550 24.0 -4.4 1.0 95.0 Closed Closed 3 7 95.0 13.10 94.460 . 5 G 6 5 2 5 0 77 I O . c 2 10. 0 110.0 IO. 0 39,700 320 2 1 . 5 5 0 24.0 -4.4 1.0 10.0 Closed Closed 38 110.0 13.70 94.480
77 "_ oil Closed Closed
. 5 6 59:17 I: 11. c 0 11.0 Off O f f 3.375 15.000 24.0 -4.4 0 25 11.0 13.70
94,460
7:02:07 77 _"
,563 1 : 11. 5 0 21. 5 13.320 59.256 24.0 -4.4 0 Closed Closed 36 21.5 13.70 94,460 04:41 76 1 : 26.840 .56 l?. 5 5 27.5 0 119.400 24.0 -4.4 2.6 Closed Closed 27 27.5 13 70 94.460 76 5 35. 0 3 8 . 3 0 5 24. 0 -4.4 28 35.0 .5G 07:16 1: 15.0 0 110.400 2.6 Closed Closed 13.70 94,460
. 5 G 76 1 : io. a 6 50.0 50.460 0 -4.4 3 . 1 Closed Closed 19 50.0 13.70
09:37 !?4.450 24.0 94.460 . 5 G 11:11 76 1: 50. C 5 6 55.720 0 147.850 24 0 -4.4 2.6 Closed Closed 30 60. 0 13.70 94,460 .56 1233 76 1: 4 1 70.825 0 2.1 31 110.0 LO. c 13.70 94.460
. 5 6 23:18 74 1 1 5 2 . 2 5 5 0 2. 6 32 11. n
11. 0 ( 13.71 94.530 . 5 G 2 6 5 1 74 II 1 1 . 5 5 9.025 0 2.6 33 2 1 . 5 1 3 . 7 1 94,530 .56 29:22 74 II 17.5 6 I S . 625 0 3. 1 I4 27. 5 1 3 . 7 1 94,530 .56 32:04 73 1 1 15. 0 6 28.670 0 3. 1 35 35.0 13.71 94.530 . 5 6 34:22 73 1 1 50. C 8 37,375 0 3. 1 36 50.0 13.71 94,530 . 5 6 35:48 73 II 50. 0 6 41. 165 0 3. 1 37 60.0 13.7 1 94.530
. 5 G 37:ll 72 II LO. 0 6 I 51.710 0 3 . 1 I8 110.0 1 3 . 7 1
94,530 .56 4 9 5 9 71 1 1 11.0 4 1 . 0 4.560 0 2. 1 I9 11.0 13.72 94.600 20.300 2 5 . 5 -3. 6 . 5 6 53:02 70 1 31.5 6 !1. 5 18.G15 0 3 . 1 1 3 . 7 2 04,600 52.800 2 5 . 5 - 3 . 6 I O 2 1 . 5 . 5 6 55:28 7 0 1 37. 5 8 !7. 5 34. LOO 15 3. I 13 72 94.600 173.900 2 6 . 0 -3.3 I1 2 7 . 5
. 5 6 5 8 9 0 69 I 35.0 G 15. 0 58.540 0 3.1 lG0.400 26. 0 -3.3 12 35.0 13: 72 94: 600
. 5 6 9:00:40 69 1 50. 0 7 io. 0 75.855 0 3.6 137.400 2 6 . 0 -3.3 13 50.0 13.73 94,670 .56 0230 69 1 50. 0 8 io. 0 84.170 0 4. 1 174.400 26. 0 -3.3 14 60. 0 13.73 94.670 .56 0 3 5 3 69 1 L O . 0 8 0 . 0 05.025 0 4. 1 167. 150 26.0 - 3 . 3 15 110.0 13.73 94,670 . 5 6 1 1 5 8 69 1 10.3 5 Off 11.845 0 2.6 5 2 . 7 0 0 26.5 - 3 . 1 13.73 94.670 69 0 13. 73 ,513 1420 1 : io. 0 6 19.965 3.1 !88.000 27.0 -2.8 94.670 1n:oz 68 6 27.Y25 27.0 -2.8 13.73 . 5 6 1 : IO. 0 0 3.1 123.750 94.670 1935 68 I . 6 24.335 27.0 -2.8 13.73 .5G 15.0 0 3.1 105.250 94.670 2159 68 1: 83. GOO 27. 0 -2.8 33 .56 io. 0 6 19,920 0 3.1 13.73 94,670 2424 68 1: 7 - 2 . 8 34 13.73 . 5 G 11.0 1. 135 0 3.6 5,050 2 7 . 0 94.610 33:31 67 3: IO. 0 6 - 2 . 5 13.73 94, G70 . 5 G 36.925 0 3.1 164.250 2 7 . 5 3527 67 3. io. 0 6 27. 5 - 2 . 5 1 3 . 7 3 . 5 G 41.045 0 3.1 182,600 94.670 3658 67 3: IS. 0 42,640 28.0 -2.2 13.73 75.0 . 5 G 8 0 4.1 189,650 94,670 38:24 G7 3 1 35.0 28.0 - 2 . 2 85. 0 . 5 6 8 44,050 0 3.1 195,950 13.73 94,670 39:50 67 3' 1 5 . 0 7 !OS. 150 28. 0 - 2 . 2 . 5 G 46,795 0 3.6 13.73 94,670
4057 67 3 1 L O . 0 I 2 8 . 0 - 2 . 2
. 5 G 8 51,GGO 0 4.1 !24.800 13.73 94,670
- - - - -
REFERENCES
Davidson, Theron W. : Method of Net Thrust Measurement in Supersonic Flight.
1.
AGARDograph103, Aerodynamics of Power Plant Installation, Part I, Oct.1965, pp.217-243.
Waters, Mark H. ; and Graham, Philip A. : Evaluation of an Exhaust Nozzle Tra-
2.
versing Rake System as an In-Flight Thrust Measuring Device for an After-
burningTurbofanEngine. NAPTC-ATD-150, Naval A i r Propulsion Test Center, (Trenton, N. J. ), Nov. 1968.
Beeler, De E. ; Bellman, Donald R. ; and Saltzman, Edwin J. : Flight Techniques
3.
for Determining Airplane Drag at High Mach Numbers. NACATN 3821, 1956.
Nugent, Jack: Lift and Drag of a Swept-Wing Fighter Airplane at Transonic and
4.
SupersonicSpeeds. NASA Memo10-1-58HY1959.
Beaulieu, Warren; Campbell, Ralph, and Burcham, William. : Measurement of
5.
XB-70 Propulsion Performance Incorporating the Gas Generator Method.
J. Aircraft, vol.6, no. 4,July-August1969, pp.312-317.
Mechtly, E. A . : The International System of Units - Physical Constants and
6.
ConversionFactors. NASA SP-7012, 1964.
Wolowicz, Chester H. ; Strutz, Larry W. ; Gilyard, Glenn B. ; and Matheny, Neil
7.
W. : Preliminary Flight Evaluation of the Stability and Control Derivatives and
Dynamic Characteristics of the Unaugmented XB-70-1 Airplane Including
Comparisons With Predictions. NASA TN D-4578,1968.
Andrews, William H. : Summary of Preliminary Data Derived From the XB-70
8.
Airplanes. NASA TM X-1240, 1966.
9.
Edwards, E. L. : A Data Processing Facility for the XB-70 Flight Test Program.
10.
AGARD Conf. Proc. No. 32,1967, pp. 243-258.
Ince, D. B. : Application Experience With the B-70 Flight Test Data System.
11.
Aerospace Instrumentation. Vol. 4 - Proceedings of the Fourth International
Aerospace Symposium, College of Aeronautics, Cranfield, Eng. , March 21-24, 1966, M. A. Perry, ed. , Pergamon Press, Ltd., 1967,pp. 195-208.
12. Michaels, J. M. ; Fisk, W. S. ; McManus, H. L. ; andHenderson, R . L. : YJ93-GE-
3TurbojetEngine. Rep. No, R61FPD321,FlightPropulsion Div. , General
Electric, Sept. 1961.
13.Putnam, Terrill W. ; and Smith,Ronald H. : XB-70 Compressor-NoiseReduction
and Propulsion-System Performance for Choked Inl'et Flow. NASA TN D-5692, 1970.
14. Anon. : General Electric Company Model Specification YJ93-GE-3 Engine -
Specification No. E-757 F. Flight Propulsion Div. , General Electric, Feb. 9, 1959.
NASA-Langley, 1970 - 2 H-596
~~
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-NATIONAL AERONAUTICS A N D SPACE ACT O F 1958
NASA SCIENTIFIC AND TECHNICALPUBLICATIONS
TECHNICAL REPORTS: Scientific and TECHNICAL TRANSLATIONS: Information
technical information considered important, published in a foreign language considered
complete, and a lasting contribution to existing to merit NASA distribution in English.
knowledge.
SPECIALPUBLICATIONS:Information
TECHNICAL NOTES: Information less broad derived from or of value to NASA activities.
in scope but nevertheless of importance as a Publications include conference proceedings, contribution to existing knowledge. monographs, data compilations, handbooks, sourcebooks, and special bibliographies.
TECHNICAL MEMORANDUMS:
Information receiving limited distribution TECHNOLOGY UTILIZATION
because of preliminary data, security classifica- PUBLICATIONS: Information on technology
tion, or other reasons. used by NASA that may be of particular
interest in commercial and other non-aerospace
CONTRACTOR REPORTS: Scientific and
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technical information generated under a NASA
Technology Utilization Reports and Notes,
contract or grant and considered an important
and Technology Surveys.
contribution to existing knowledge.
Detailsontheavailability of fhesepublicationsmaybeobtained from: