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B j' (NASAoCR-124090) SUMMARY OF RESULTS OFPARAMETRIC STUDIES OF SPACE SHUTTLEBOOSTERa ORBITER, AND LAUNCH VEHICLECONCEPTS Final (Lockheed Missiles and
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HREC-6370-2LMSC-HREC TR D306346
LOCKHEED MISSILES & SPACE COMPANY, INC.
HUNTSVILLE RESEARCH & ENGINEERING CENTER
HUNTSVILLE RESEARCH PARK
4800 BRADFORD DRIVE, HUNTSVILLE, ALABAMA
SUMMARY OF RESULTSOF PARAMETRIC STUDIES OF SPACE
SHUTTLE BOOSTER, ORBITER,AND LAUNCH VEHICLE
CONCEPTS
31 December 1972
Contract NAS8-26370
Prepared for National Aeronautics and Space AdministrationMarshall Space Flight Center, Alabama 35812
by
Dale BradleyRobert E. Buchholz
APPROVED:B. Hobson Shirley, Super or
Aerophysics Section
$'1/ IS. Farrior
fesident Director
LMSC-HREC TR D306346
FOREWORD
This report presents the results of analytical and experimental space
shuttle aerodynamic studies conducted by the Lockheed Missiles & Space
Company, Inc., Huntsville Research & Engineering Center (Lockheed-Huntsville),
while under contract from the Aero-Astrodynamics Laboratory of the George C.
Marshall Space Flight Center (Contract NAS8-26370). The experimental results
presented in this report were obtained in tests conducted between 15 June 1971
to 31 December 1972. These studies were conducted by the Aerodynamic De-
sign Group of the Aerophysics Section of Lockheed-Huntsville. This report
has been prepared in response to the requirement of the subject contract for
a final summary report. The NASA Technical Monitor of this contract is
Mr. Paul E. Ramsey, S&E-AERO-AAE.
ACKNOWLEDGEMENT
The authors are grateful to Roger R. Ellis, James A. Moore, Robert
A. Lott, Douglas J. Elder and Mickey D. Gamble, all of Lockheed-Huntsville,
who made substantial contributions to this analytical/experimental study.
ii
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
SUMMARY
The results of analytical and experimental parametric studies of space
shuttle booster, orbiter and launch vehicle aerodynamics are described for
the period 15 June 1971 through 31 December 1972. Results of studies con-
ducted from 1 July 1970 to 15 June 1971 have been previously reported in an
interim report. These studies were conducted by the Aerodynamic Design
Group, Aerophysics Section of Lockheed-Huntsville while under contract to
NASA-George C. Marshall Space Flight Center, Contract NAS8-26370. During
this study over 1700 hours of experimental wind tunnel tests were conducted
by Lockheed on several versions of the shuttle booster, orbiter and launch
vehicle. Fifteen separate tests were conducted in three different test facilities.
Test data were published by NASA-MSFC through a separate contract with
Chrysler. The test data documents are referenced later in this report. Due
to the number of test programs conducted and the time required for test prep-
aration, analysis of the test data has been limited to that required to drive the
experimental program. No documentation of the data analysis has been pub-
lished nor will it, be included in this report. A brief description of each of the
experimental tests conducted including the test purpose and approach is in-
cluded in this report. Several test models were designed and fabricated by
Lockheed for NASA-MSFC in support of the experimental program. These
models are described in this report in the sections which relate to a specific
test program.
oio. .
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LMSC-HREC TR D306346
CONTENTS
Section Page
FOREWORD ii
SUMMARY.. iii
NOMENCLATURE ix
1 INTRODUCTION 1
2 DESCRIPTION OF EXPERIMENTAL STUDIES. 5
2.1 Parametric Study of a 0.00325-Scale Orbiter Model(TWT 498 and TWT 499) 7
2.2 Static Stability and Control Study of a 0.004-ScaleModel Orbiter (TWT 542) 24
2.3 Cruise Engine Placement and Lateral-DirectionalStability Study for a 0.015-Scale Flyback Booster(NSRDC 3310) 34
2.4 Base Drag Reduction Study on a 0.015-Scale FlybackBooster (CAL-T-18- 0 63) 50
2.5 Static Stability and Trim Characteristics of a 0.00227-Scale Parametric Pressure-Fed Booster (TWT 526) 68
2.6 Reentry Study of a 0.00513-Scale Solid RocketBooster (TWT 541) 84
2.7 Static Stability and Control Study of a 0.004-ScaleParametric Launch Vehicle (TWT 544 and TWT 544X) 97
2.8 Orbiter Pressure Distribution of a 0.004-Scale OrbiterWhile Mounted in the Launch Configuration (TWT 550) 121
2.9 Pressure Distribution on 0.004-Scale HO Tank and SRMsWhile Mounted in the Launch Configuration (TWT 543) 129
2.10 Mutual Interference Study of the Orbiter, HO Tank andSolid Rocket Booster of a 0.004-Scale Space ShuttleLaunch Configuration 140
3 REFERENCES 155
iv
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LIST OF ILLUSTRATIONS
Chart Pag e
1 Evolution of Experimental Tests for Contract NAS8-26370Showing Relative Sizes of Vehicles 2
Tables
1 Experimental Test Programs Conducted Under ContractNAS8-26370 6
2 0.00325-Scale HCR Orbiter Reference Dimensions 10
3a Run Schedule for TWT 498 11
3b Run Schedule for TWT 499 16
4 0.004-Scale Space Shuttle Orbiter Reference Dimensions 26
5 Run Schedule for TWT 54Z 27
6 0.015-Scale Booster Reference Dimensions (NSRDC 3310) 38
7 Run Schedule for NSRDC 3310 39
8 0.015-Scale Booster Reference Dimensions (CAL-T-18-063) 53
9 Run Schedule for CAL-T-18-063 ' 54
10 0.00227-Scale Parametric Pressure-Fed BoosterReference Dimensions 71
11 0.00227-Scale Parametric Pressure-Fed Booster Base Areas 72
12 Run Schedule for TWT 526 73
13 0.00513-Scale 156-Inch SRM Reference Dimensions 87
14 Run Schedule for TWT 541 88
15 0.004-Scale Space Shuttle Launch Configuration ReferenceDimensions 100
16 Run Schedule for TWT 544 101
17 Run Schedule for TWT 544X 106
18 Orbiter Surface Pressure Tap Locations 123
19 Run Schedule for TWT 550 124
20 Run Schedule for TWT 543 131
21 North American Launch Configuration ReferenceDimensions 143
22 Run Schedule for TWT 545 144
Figur e s
1 Cross Section of the MSFC 14 x 14-Inch Trisonic WindTunnel 18
v
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Figure Page
2a General Arrangement-Orbiter Model 2A 19
2b General Arrangement - Orbiter Model 2B 20
3 HCR Orbiter and Associated Model Parts 21
4a Installation Photograph, Model 2A (TWT 498) 22
4b Installation Photograph, Model 2B (TWT 498) 23
5 General Arrangement, Space Shuttle Double Delta Orbiter 30
6a Installation Photograph, Double Delta Orbiter (TWT 542) 31
6b Installation Photograph, Double Delta Orbiter (TWT 542) 32
7 Double Delta Orbiter with Associated Parts 33
8 General Arrangement of the Baseline Flyback Booster Model 47
9 Installation Photographs, Flyback Booster (NSRDC 3310) 48
10 Flyback Booster Engine Configuration and Location ofDummy Engine Pods, G6 49
lla Flyback Booster Base Plenum Orifice Location (End View) 58
llb Flyback Booster Base Plenum Orifice Location (Side View) 59
12a Flyback Booster Body Flaps (End View) 60
12b Flyback Booster Body Flaps (Side View) 61
12c Flyback Booster Body Flaps (Top View)- 62
13a Flyback Booster Base Venting (Side View) 63
13b Flyback Booster Base Venting (Top View) 64
14a Installation Photograph, Flyback Booster Base Plenum(CAL-T-18-063) 65
14b Installation Photograph, Flyback Booster Base Flaps(CAL-T- 18-063) 66
14c Installation Photograph, Flyback Booster Base Vent(CAL-T-..18-063) 67
15a 0.00227-Scale Parametric Pressure-Fed Booster ModelGeometry (Cones, Cylinders and Flares) 79
15b 0.00227-Scale Parametric Pressure-Fed Booster ModelGeometry (Fins) 80
16 0.00227-Scale Parametric Pressure-Fed Booster Model Parts 81
17a Installation Photograph, Pressure-Fed Booster (TWT 526) 82
17b Installation Photograph, Pressure-Fed Booster (TWT 526) 83
18a General Arrangement, 0.00513-Scale 156-Inch Solid RocketMotor Geometry 91
18b Strake Geometry 92
vi
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Figure Page
19a Mounting Arrangements for 156-Inch SRM, Angle of Attack-:10 to 90 Degrees 93
19b Mounting Arrangements for 156-Inch SRM, Angle of Attack90 to 190 Degrees 94
20a Installation Photograph, Solid Rocket Motor (TWT 541) 95
20b Installation Photograph, Solid Rocket Motor (TWT 541) 96
21a 346-Inch HO Tank With Three Alternate Noses and One-BodyDiameter Extension 110
21b 400-Inch HO Tank With Two Alternate Noses 111
21c T8 346-Inch HO Tank Nose Cone 112
21d T9 312-Inch Diameter HO Tank 11321e T10 346-Inch Diameter HO Tank 114
22a 156-Inch Solid Rocket Motor with Standard and SkewedNoses and One-Body Diameter Extension 115
22b 178-Inch Solid Rocket Motor 116
23 HO Tank Ventral Fin 117
24 Baseline Double Delta Wing. Orbiter Launch Vehicle 118
25a Installation Photograph, Double Delta Wing OrbiterLaunch Vehicle (TWT 544) 119
25b Installation Photograph, Double Delta Wing OrbiterLaunch Vehicle (TWT 544) 120
26 Static Pressure Tap Positions for Double Delta Orbiter 126
27a Installation Photograph, Orbiter Pressure Test (TWT 550) 127
27b Installation Photograph, Orbiter Pressure Test (TWT 550) 128
28 General Arrangement for HO Tank-SRM Pressure Test 133
29 SRM Orientations with Respect to the HO Tank for s = 750 134
30a HO Tank Pressure Orifice Location 135
30b SRM Pressure Orifice Location 136
31 Sting Support for HO Tank - SRM Pressure Test 137
32a Installation Photograph, HO Tank - SRM Pressure Test(TWT 543) 138
32b Installation Photograph, HO Tank - SRM Pressure Test(TWT 543) 139
33 General Arrangement North American Orbiter 01 147
34 General Arrangement North American External Tank T3 148
vii
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Figure Page
35 General Arrangement North American SRB S1 149
36 Space Shuttle Parallel Staging System for the MSFC14 x 14-Inch Trisonic Wind Tunnel 150
37 SRB Nonmetric Mounting Sting 151
38 General Arrangement North American Launch ConfigurationT301 S1 152
39a Installation Photograph, North American LaunchConfiguration on Dual Sting (TWT 545) (Metric SRB) 153
39b Installation Photograph, North American LaunchConfiguration on Dual Sting (TWT 545) (Nonmetric SRB) 154
viii
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Symbol
CND POS
i
m
S
STK LOC
WNG POS
X
y
Zz
Greek
a
F
6
8
NOMENCLATURE
D e finition
canard position for flyback booster; 1 is high position,2 is low position
incidence angle, deg
length, in.
mass flow rate, lb-mass per second
surface area, in
strake location for solid rocket motor, deg, left sideof body is zero position
wing position for flyback booster; 1 is high position,2 is low position
longitudinal position, in.
lateral position, in.
vertical position, in.
angle of attack, deg
angle of sideslip, deg
dihedral angle, deg
control surface deflection, deg
semivertex angle, deg
roll angle or in the case of solid rocket motors in thelaunch configuration, their position relative to the HOtank, 0 being at the top of the tank, deg
ix
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
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Subscripts
a
b
C
CY
e
F
L
NOZ
ORB
R
r
SRM
STK
T
w
aileron
base
canard
cylinder
elevon
flap or flare
left
nozzle
orbiter
right
rudder
solid rocket motor
strake
tail
wing
x
LOCKHEED -HUNTSVILLE RESEARCH & ENGINEERING CENTER
HUNTSVILLE RESEARCH & ENGINEERING CENTER P. O. BOX 1103 WEST STATION HUNTSVILLE, ALABAMA 35807
& SPACE In reply refer to:LMSC-HREC D306412
COMIPANY 18 January 1973
National Aeronautics and Space AdministrationGeorge C. Marshall Space Flight CenterMarshall Space Flight Center, Alabama 35812
Attention: A& TS-PR-M
Subject: Contract NAS8-26370, Submittal of Summary Report
Gentlemen:
Enclosed, is the Summary Report as required under the subject contract.
Very truly yours,
LOCKHEED MISSILES & SPACE COMPANY, Inc.,
N,?
7HuntsVile Research & Engineering Center
JEE: pgp
Encl: LMSC-HREC TR D306346, HREC-6370-2, "Summary of Results ofParametric Studies of Space Shuttle Booster, Orbiter, and LaunchVehicle Concepts," Summary Report, Contract NAS8-26370.
cc: DCASO, DCRA-DBGHC (C. L. Weber)
Distribution:A&TS-MS-IL, one copyA&TS-MS-TU, one copy
~A&TS-MS-IP, two copiesS&E-AERO-R, seven copies plus one reproducible
A GROUP D I V I S I ON OF L O C K H E E D A I R C R A F T C O R P 0 R A T I O N
LMSC-HREC TR D306346
Section 1
INTRODUCTION
The NASA-George C. Marshall Space Flight Center (MSFC) is currently
conducting extensive technology studies to support the aerodynamic develop-
ment of a space shuttle system. The Aerodynamic Design Group, Aerophysics
Section, of Lockheed-Huntsville is under contract to provide assistance to
MSFC in these studies. Lockheed-Huntsville overall objectives are: (1) plan
and conduct analytical studies of booster and orbiter geometry as an aid in
specifying the parameters to be studied experimentally; (2) provide liaison
between MSFC and contractors during the design and manufacture of test
models; (3) plan, conduct and coordinate experimental wind tunnel tests of the
booster, orbiter and launch vehicles in the test facilities which will be pro-
vided by MSFC; and (4) analyze and document results of all studies. The
Lockheed-Huntsville support began in July 1970 when the original contract
was awarded and was continued by an extension in April 1971 and another in
January of 1971. The initial study was based on completely reusable flyback
booster and orbiter configurations (MSFC delta-wing booster and MDAC model
256-14 orbiter). Lockheed provided assistance inthe design of the models,
in planning the experimental test programs, and conducting the tests. Results
of studies conducted between 1 July 1970 and 15 June 1971 have been reported
previously in Ref. 1.
* Booster Studies
The progression of the test program and overall summary of this study
is presented in Chart 1. Tests of the booster model were conducted in the
7 x 10-foot transonic wind tunnel at the Naval Ship Research & Development
Center (NSRDC) and in the 8 x 8-foot transonic wind tunnel at Cornell Aero-
nautical Laboratory (CAL) (Refs. 2 through 5). The flyback booster static
stability and control characteristics were measured for variations in geometry
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
Orbiter
TWT 494,498,499
Solid I
TWT 544, 544X,550, 543
545
Chart I - Evolution of Experimental TestsSizes of Vehicles
for Contract NAS8-26370 Showing Relative
2
LMSC-HREC TR D306346
such as high and low wing and canard positions, wing and canard exposed area,
vertical surface size and location of cruise engines. A cold flow non-metric
engine simulation test was conducted to measure the interference effects of the
cruise engine exhaust on the booster aerodynamics including control effective-
ness. A short test was also conducted to determine possible techniques for
reducing the large base drag of such a blunt based configuration (Ref. 5).
Shortly after the completion of these booster tests (November 1971) the de-
cision was made by NASA to drop the flyback concept in favor of water re-
coverable boosters. A parametric water recoverable booster model was then
tested (Ref. 6, February 1972) to determine the high angle of attack (50 deg <
a < 90 deg) aerodynamic characteristics of such a concept. Included in the
geometrical parameters of the cone-cylinder-frustum-fin concept were: cone
angle, cylinder length, frustum angle and fin exposed area. Results from this
test were to be used by MSFC in preliminary design efforts. The last booster
alone test conducted under this study (Ref. 7, May 1972) was to obtain data on
a solid rocket booster design at very large angles of attack (-10 deg < a < 190
deg), to simulate all possible reentry attitudes.
* Orbiter Studies
Tests of the MDAC model 256-14 orbiter began in June 1971 (Ref. 8)
but this configuration was abandoned by MSFC in favor of a more parametric
symmetrical airfoil model. Lockheed aided MSFC in the preliminary design
of the new model with results of analytical studies. Tests of the new orbiter
configuration were conducted in August 1971 to determine the static stability
and control effectiveness and the effects of wing tip fins, a center dorsal fin,
wing exposed area and aspect ratio, and elevon exposed area (Ref. 8). Soon
after these tests were completed NASA abandoned the large reusable orbiter
in favor of an external fuel tank configuration which required a much smaller
orbiter. In support of the development of the new orbiter Lockheed designed
and fabricated a 0.004-scale model and tested it to determine the static sta-
bility and control characteristics (Ref. 9). This test was conpleted in May 1972.
In late August 1972 Lockheed was directed by MSFC to design and fabricate a
3
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR:D306346
0.004-scale model of the North American Rockwell (NAR) orbiter. This task
was completed by Lockheed and the model was tested by the MSFC COR (Mr.
Ramsey) during September 1972. An additional test was planned by Lockheed
to determine orbiter wing panel loads (Ref. 10) but was cancelled by MSFC.
* Launch Vehicle
Launch vehicle tests (Ref. 11) began in May 1972 to determine the aero-
dynamic characteristics of the launch configuration and to study the effect of:
orbiter incidence relative to the external fuel tank (HO tank) and solid rocket
motors (SRMs); SRM longitudinal and radial location on the HO tank; and
orbiter-HO tank separation distance. Orbiter wing panel and body centerline
pressures were measured while mounted on the launch vehicle in a test con-
ducted in July 1972. Orbiter iniidence angle, SRM radial location on the HO
tank and HO tank nose shape were varied during the test. The pressure dis-
tributions over the HO tank and SRMs when mounted with the orbiter as the
launch configuration were obtained in a test conducted during August and
September 1972 (Ref. 12). Models for this test program were designed and
fabricated by Lockheed from Emerson and Cumings Stycast material. The
final test conducted under this contract was a launch vehicle test to determine
the mutual interference effects of the orbiter, the HO tank and the SRMs (Refs.
13 and 14). The orbiter, HO tank and SRMs were all mounted on separate stings
in order that all mutual interference effects could be determined.
* Analysis of Test Data
Analysis of the test data obtained during this study was limited to that
required to drive the experimental program. It should also be mentioned that
several of the tests conducted were of a very general nature and are worthy
of detailed analysis. Such analysis was not possible under this contract be-
cause of the rapid response required to keep pace with the shuttle development.
Data analysis reports were published by Lockheed concerning the analytical
trade studies of a LOX-RP booster concept (Ref. 15) and when it was deemed
necessary to document possible sources of data anomalies (Refs. 16 and 17).
4
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
Section 2
DESCRIPTION OF EXPERIMENTAL STUDIES
A chronological listing of the experimental tests conducted during this
study is included as Table 1. These tests, the test models and test facilities
are described in the following sub-sections. For each test the test
purpose, data reduction and a brief discussion of the test operation are pre-
sented.
5
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
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LMSC-HREC TR D306346
2.1 PARAMETRIC STUDY OF A 0.00325-SCALE ORBITER MODEL(TWT 498 and TWT 499)
This test was an extension of the Space Shuttle orbiter tests performed
during the first phase of this contract. The orbiter body was identical to the
orbiter model previously tested (Model 1) but the wing was of higher aspect
ratio. The model had provision for either tip fins or a center dorsal fin. Data
from this test were to be compared with Model 1 data to provide a basis for
optimization of orbiter performance and stability and control. The test was
conducted at Mach numbers ranging from 0.6 to 4.96, angles of attack from
-4 to +50 degrees and angles of side slip from -9 to +9 degrees at angles of
attack of 0,10 and 15 degrees. A pretest report for this test was published
in April 1971 (Ref. 8).
2.1.2 Test Facility
A complete description of the MSFC 14 x 14-Inch Trisonic Wind Tunnel
is presented in Ref. 18 from which the following excerpts were taken:
"The tunnel is an intermittent trisonic blowdown tunnel operatedfrom pressure storage to vacuum or atmospheric exhaust. The testsection measures 14 x 14 inches in two of the interchangeable testsections. The transonic section provides for Mach numbers of 0.20through 2.50 and the supersonic section provides for Mach 2.75 through5.00.
"Air is supplied to a 6000 cubic foot storage tank at -40°F dewpoint and 500 psia. The compressor is a three-stage reciprocatingunit driven by a 1500 hp motor.
"The tunnel flow is established with a servo-controlled gate valve.Air from the control valve flows through the valve diffuser into thestilling chamber where the air can be heated up to 200°F. Air thenflows into the test section which contains the nozzle blocks and testarea.
"Speeds are varied in the subsonic range by a controllable diffuser,in the transonic range by perforated tunnel walls, in the low (1.5 to 2.5)supersonic range by tilting fixed contour nozzle blocks.
"The transonic section has variable porosity walls that allow foroptimum wave cancellation in the transonic flow region.
7
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
"Downstream of the test section is a hydraulically controlledsector that provides for angles of attack of +10 degrees with variousoffsets extending the pitch limits to 90 degrees.
"The variable diffuser, with its movable floor and ceiling panels,is the primary means for controlling the subsonic speeds; it also allowsfor more efficient supersonic runs. The sector assembly and diffusertelescope to allow easy access to the model and test section.
"The tunnel flow is then exhausted through an acoustically dampedtower to atmosphere or into the vacuum field of 42,000 cubic feet. Thetanks are evacuated by five vacuum pumps driven by a total of 500 hp.
"Data are recorded by a solid state digital data acquisition system.The digital data are transferred to punched cards during the run to bereduced later to proper coefficient form by a computer."
Fig. 1 shows a cross section of the tunnel.
2.1.3 Model Description
The model tested was a 0.00325-scale modified version of a McDonnell-
Douglas Space Shuttle orbiter. The body was identical to the unmodified con-
figuration, but the wing was of higher aspect ratio (AR = 2.0 for the no tip fin
case, 2A) and contained no twist or camber. The model was tested in two
forms, with straight wing tips and centerline dorsal fin (Model 2A) and with
wingtip fins (Model 2B). The elevons and rudders are capable of being de-
flected to provide control effectiveness data. Sketches of the models are
shown in Figs. 2a and 2b.
Model nomenclature for the various model components is listed below:
Symbol Definition
B2 model 2A and 2B body
D1 dorsal fin (Se = 900.3 ft2 )
D2 dorsal fin (Se = 722.1 ft )
e3 model ZA elevon
e4 model 2B elevon
r l rudder-dorsal D 1
r2 rudder-dorsal D2
8
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
r4 rudder-tip fin V22
V2 tip fin-wing W5 (S e = 632.4 ft 2 )
V4 tip extension-wing WZ (S e = 240 ft ea)
W2 model 2A wing (Se = 3963 ft )
W5 model ZB wing-w/o tip fins (S e = 3468 ft 2 )
All model parts are shown in Fig. 3.
Figure 4 shows the model installed in the tunnel. The model is fabricated
of 17-4 PH stainless steel. Model design and construction was performed by
the Naval Ship Research and Development Center, Carderock, Maryland.
2.1.4 Data Reduction
Model forces and moments were measured by MSFC balances 201 and
231. All forces and moments were reduced to nondimensional coefficients.
Reference dimensions used for data reduction are listed in Table 2. Data
were corrected for weight tares and sting deflections. The data for TWT 498
were entered into the Chrysler Corporation's System for Analysis and De-
velopment of Static Aerothermodynamic Criteria (SADSAC) and published as
a data report (Ref. 19). TWT 499 test data were not published because of
possible data discrepancies due to blockage and sting interference.
2.1.5 Discussion
An outline of the configurations tested is shown in Table 3a for TWT 498
and Table 3b for TWT 499. The parametric portions of this test were run first.
During the parametric investigation, anomalies in the data were discovered.
To investigate these anomalies the test was extended and various stings were
tested with the basic model to determine the effects of sting interference and
tunnel blockage. The results of these studies are published in Refs. 16 and 17.
The combined tests required 227 wind tunnel occupancy hours to complete.
9
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
Table 2
0.00325-SCALE HCR ORBITER REFERENCE DIMENSIONS
10
LOCKHEED - HUNTSVILLE RESEARCH & ENGINEERING CENTER
Parameter Full Scale Model Scale
22Reference Area (S ) 5935 ft 0.063 ft 2
~~~~ref ~~~(9.025 in )
Reference Length (eref' b)
Models 1,2A and 2B 157.487 ft 0.512 ft(6.142 in.)
Balance Location (BMC)Models 1, 2A and 2B (from nose) - 0.352 ft
(4.222 in.)
Moment Reference CenterModels 1, 2A and 2B (from nose) 102.367 ft 0.333 ft
(3.996 in.)(above model ~) 0 .0 0.0
Base Area (Ab)
Model 1 (baseline) 362.50 ft 2 0.004 ft 2
(0.551 in )
Models 2A and 2B 303.20 ft 2 0.003 ft2(0.461 in )
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II TRANSONIC TEST SECTION , I
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2.2 STATIC STABILITY AND CONTROL STUDY OF A 0.004-SCALEMODEL ORBITER (TWT 542)
2.2.1 Test Purpose
The NASA decision to adapt a parallel burn launch concept with an orbiter
external Hydrogen-Oxygen (HO) fuel tank resulted in a redesign of the orbiter
airframe. The purpose of this test was to determine performance and stability
and control for this new orbiter. The test was conducted at Mach numbers
from .6 to 4.96, at angles of attack from -4 to 30 degrees and angles of side
slip from -6 to 6 degrees at angles of attack of 0 and 10 degrees. A pretest
report for this study was published in May 1972 (Ref. 9).
2.2.2 Test Facility
The test was conducted in the MSFC 14 x 14-Inch Trisonic Wind Tunnel.
See Section 2.1.2 for a description of this facility.
2.2.3 Model Description
A sketch of the model is shown in Fig. 5 and installation photographs
are included as Fig. 6. The model nomenclature is as follows:
Symbol De s c ription
Al abort SRM pods
B1 orbiter body, including canopy andhousing along top centerline
B2 B1 with off-block for body alone
P1 ACPS pods (wing upper surface)
Vil twin vertical tails (5-degree LEsemi vertex angle)
W4 wing (including glove)
R2 nozzle shroud
F2 body flap
24
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
The model was designed and constructed by Lockheed-Huntsville. The body
and wings are made of aluminum and the vertical tail and control surfaces
were fabricated from 17-4 PH stainless steel. Figure 7 is a photograph of
the completed model showing all component parts.
2.2.4 Data Reduction
Model forces and moments were measured by MSFC balance Z01. All
forces and moments were reduced to coefficient form using the reference
dimensions shown in Table 4. The data were corrected for sting deflections
and weight tares.
The data were entered in the Chrysler SADSAC program and published
as a data report (Ref. 20).
2.2.5 Discussion
An outline of the configurations tested is shown in Table 5. This was the
first test of the new NASA orbiter configuration. As such, the data were of
extreme interest to MSFC and the Manned Spacecraft Center (MSC). Unfor-
tunately this test was severely curtailed by failure of the roll gage of the
balance, requiring that all runs after the failure be pitch plane runs only.
Wind tunnel occupancy time for the shortened test was 58 hours.
25
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
Table 4
0.004-SCALE SPACE SHUTTLE ORBITERREFERENCE DIMENSIONS
26
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
Parameter Full Scale Model Scale
Reference Area (Sref) 3420.0 ft 2 7.880 in 2
(Wing Theoretical Area)
Reference Length ( ref) 5070 in. 2.028 in.(M.A.C.)
Reference Span (bref) 1115.0 in. 4.460 in.(Wing Span)
Balance Location (BMC) 3.883 in.(Balance Moment Center)
(from Nose)
Moment Reference Center 92D.5 in. 3.682 in.(MRP) (0.70 AB)
(from nose)
2~~~~Base Area (Ab) 317.7 ft z 0.732 in 2
Cavity Area (Ac) 0.314 inc~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
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LMSC-HREC TR D306346
2.3 CRUISE ENGINE PLACEMENT AND LATERAL-DIRECTIONALSTABILITY STUDY FOR A 0.015-SCALE FLYBACK BOOSTER(NSRDC 3310)
2.3.1 Test Purpose
Earlier tests (Ref. 1) of the Lockheed-Huntsville modified McDonnell-
Douglas flyback booster had shown unfavorable lateral-directional character-
istics (NSRDC 3110) and suggested favorable cruise engine placement location
(NSRDC 3210). Further modifications to improve these areas were investi-
gated in tests conducted during August 1971. The model was tested at Mach
numbers of 0.4 to 1.2 at angles of attack from -4 to 20 degrees and at angles
of sideslip from -6 to 6 degrees while at angles of attack of 0, 6 and 15 degrees.
A pretest report was published in August 1971 for this test (Ref. 4).
2.3.2 Test Facility
The wind tunnel used for this test was the 7 x 10-foot transonic facility
at the Naval Ship Research & Development Center. This facility is described
in detail in Ref. 21, from which the following excerpts were taken.
"The drive system is composed of two 12,000 hp synchronouselectric motors which operate at 720 revolutions per minute. Eachmotor is connected to a fan by a variable-speed dynamatic coupling.There are two stages of axial flow fans, each 18 feet in diameter.
"Two air dryers maintain condensation-free flow in the tunnelcircuit at all Mach numbers.
"The tunnel cooling system consists of a heat exchanger throughwhich water is circulated to maintain a stagnation temperature of lessthan 140OF in the tunnel circuit.
"Evacuation pumps provide a range of test stagnation pressuresfrom atmospheric to about 700 lb/ft2. By venting the test sectionarea to atmospheric pressure, a stagnation pressure of approxi-mately 1.75 atm can be reached at a maximum Mach number of 0.9.The wind tunnel operates continuously over a range of Mach numbersfrom 0.4 to 1.17 at the reduced pressure condition.
34
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER. .?.
LMSC-HREC TR D306346
"The test section is rectangular and measures 7 ft in height and10 ft in width. The floor and ceiling are slotted and have diffuser flapsat the downstream end of each slot to control flow reentry and Machnumber.
"The main support system, a cantilevered boom and sting mountedon a vertical strut, has three degrees of freedom, all of which areresolved about a fixed point in the test section (tunnel station 100.787).The range of angular displacements are:
Angle of Attack -4 to 29 deg
Sideslip -25 to 25 deg
Roll -180 to 180 deg
"As many as 12 forces and/or moments may be read out withoutadditional equipment. A Fischer-Porter pressure recording unit willmeasure and read out as many as 100 pressures.
"The raw data are stored on a punched paper tape, and are tabulatedby a Flexowriter."
2.3.3 Model Description
The model tested was a 0.015-scale modified McDonnel-Douglas flyback
booster. A general arrangement of this model is shown in Fig. 8. The basic
model can be tested with high or low wing positions, high or low canard posi-
tions, variable wing and canard incidence, variable wing dihedral, variable
body length, wing tip or dorsal vertical fins, and canard flap, elevon and rudder
control deflections.
Model nomenclature for the various model components is listed below.
B1 modified MDAC 256-14 body(. = 3.453 ft)
C2 aerodynamic canard (Se = 0.169 ft2
D1 dorsal fin (Se = 0.442 ft2 )
Fl canard trailing edge flap (cf = 20%c)
F2 canard trailing edge flap (cf = 40%c)
G5 dummy sidebody mounted engine pods,high position
35
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
G6 dummy sidebody mounted engine pods,low position
T1 dorsal fin end plate. Trailing edgeflush with dorsal tip trailing edge(S = 0.087 ft2 )
T2 dorsal fin end plate. Trailing edgeflush with dorsal tip trailing edge(S = 0.070 ft2 )
V1 wing tip vertical fin (Se = 0.248 ft 2 each)
V2 wing tip extension (S = 0.15 ft 2 each)
V3 identical to V1 except rolled out 40°2 '
V4 identical to V1 except mounted inverted
V5 twin ventral fins constructed of sheetaluminum. Trailing edge of fin mountedflush with booster base. Rolled out 10 degfrom vertical (S = 0.113 ft 2 each)
W1 baseline wing (Se = 0.891 ft 2 )
The model was designed and constructed at the Naval Ship Research and
Development Center, Carderock, Maryland. Figure 9 shows several installed
configurations.
2.3.4 Data Reduction
Model forces and moments were measured by NSRDC balance TSB-24.
All forces and moments were reduced to nondimensional coefficients. Refer-
ence dimensions used for data are presented in Table 6. The data were cor-
rected for tunnel flow angularities and sting deflections. Axial force was
corrected for weight tares.
The data were entered in the Chrysler SADSAC program, and published
as a data report (Ref. 22).
2.3.5 Discussion
Several combinations of vertical fins and wing dihedral angles were in-
vestigated during the test to gather information on the vehicle lateral-directional
36
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMiSC-HREC TR D306346
characteristics. It is extremely difficult to achieve a proper ratio of lateral-
to-directional stability for vehicles of this type because of the extreme aft (70%
of body length) location of the center of gravity. Data from this test were used
to select a configuration that would provide a reasonable ratio of lateral-to-
directional stability while still maintaining a workable configuration with regard
to performance and control, and having no geometrical restraints upon landing.
Previous tests had suggested that the best engine location would be forward
on the body. This position exhibited less drag and was favorable from a weight
and balance standpoint. However, there was a disadvantage as the original loca-
tion of the engines (forward under the body) caused a loss in directional stability.
The two engine locations investigated during this test did not exhibit the de-
creased directional stability of the former under the body location tests. Figure
10 shows the dummy engine pod.
Control deflections were also obtained during this test for the wing in the
low position, and for the wing with negative dihedral in the high position.
Table 7 lists the configurations tested. The test required 56 hours of
wind tunnel occupancy time to complete.
37
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
Table t
0.015-SCALE BOOSTER REFERENCE DIMENSIONS (NSRDC 3310)
38
LOCKHEED -HUNTSVILLE RESEARCH & ENGINEERING CENTER
Parameter Full Scale Model Scale
Reference Area(S ef)6020 ft2 1.355 ft
2
Reference Length( fb)229 ft 3.453 ft
Balance Locationbody station 2. 694 ft
Moment Reference Centerbody station (c.g.) 172.92 ft 2.594 ftwater line (above i) 1.25 ft .01875 ft
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high wing 1076 ft 0.242 ft 2
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49
LMSC-HREC TR D306346
2.4 BASE DRAG REDUCTION STUDY ON A 0.015-SCALE FLYBACKBOOSTER (CAL-T-18-063)
2.4.1 Test Purpose
The base drag of the flyback booster is as much as 50% of the total ve-
hicle drag at zero lift angle of attack. Any reduction of base drag would
significantly improve cruise characteristics of the booster. Three methods
of reducing base drag were evaluated during this test. Test conditions in-
cluded a Mach number range of 0.4 to 1.1, an angle of attack range of -4 to
20 degrees and angles of sideslip from -6 to +6 degrees while at angles of
attack of 0, 6 and 15 degrees. A pretest report for this study was published
in September 1971 (Ref. 5).
2.4.2 Test Facility
The test was conducted in the 8 x 8-Foot Transonic Wind Tunnel of the
Cornell Aeronautical Laboratory, Inc., Buffalo, N.Y. The tunnel is described
in Ref. 23, from which the following excerpts were taken.
"The tunnel has a perforated throat and an auxiliary pumping systemfor plenum pumping. The continuous circuit tunnel is capable of operatingfrom 1/6 to 2-1/2 atm total pressure thereby providing a wide range oftest Reynolds numbers as well as Mach numbers. The range of operatingpressures is necessarily limited by the total power available at the higherMach numbers.
"Angles of roll and attack as established by the roll and vertical strutpitch mechanisms are accurate to within +0.10 degree.... A considerableimprovement in model accuracy can be realized by installing electrolyticbubbles inside the model thereby eliminating sting-balance deflectionsand sting joint hysteresis. Accuracies of +0.02 degrees are possible withthis system.
"The storage capabilities for either auxiliary air or nitrogen consistsof three farms.... The total storage capacity is approximately 280,000cubic feet of gas at 3000 psig. The air is supplied from a 1000 hp Clarkreciprocating air compressor which is rated at 2.365 pounds per secondat 3000 psig and -70OF dew point for continuous duty.
50
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
"Thirty-three readouts are available for simultaneous reading of data.
"Digital data from the readouts are recorded in punch cards which areintroduced into the system through an IBM 1442 card punch and reader."
2.4.3 Model Description
The basic model has been described previously in Section 2.3.3. For
this test modified base regions were fitted to the basic model. Drawings of
the modified regions are shown in Figs. 11 through 13. Figure 14 shows the
actual base regions as installed on the model. The model nomenclature for
this study is listed below.
Symbol Description
B4 base plenum configuration
B5 base flap configuration
B6 base venting configuration
B7 same as B4 except has rocket nozzlesremoved
C2 aerodynamic canard (Se = 0.169 ft 2 )
F2 canard trailing edge flap (cf = 40%c)2V1 wing tip vertical fin (S e = 0.248 ft each)
W3 baseline wing modified for new baseshape
2.4.4 Data Reduction
Cornell balance number CAL-TASK-Mk-XIX was used to measure balance
forces. Data were corrected for tunnel flow angularities. A bubble pack mounted
in the model was used to measure angle of attack so no sting deflection cor-
rections were necessary. Axial force was corrected for weight tares. All
model forces and moments were reduced to coefficient form using the dimen-
sions shown in Table 8.
The base flow plenum total pressure taps and instrumentation to compute
mass flow rate from the base nozzles were fitted to monitor base flow conditions
during that portion of the test.
51
LOCKHEED - HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
The data were entered in the Chrysler SADSAC program, and published
as a data report (Ref. 24). The tabulated data were also published as a Cornell
data report (Ref. 25).
2.4.5 Discussion
The methods used in an attempt to reduce base drag were:
1. Base flaps were used to induce freestream air into thebase region,
2. A vented base was employed to open the base region tofreestream air, and
3. Air was blown into the base region.
All three of these methods depend upon the use of air with relatively high total
energy to relieve the low pressure, stagnated air present in the base region.
The fitting of these devices required that the base be reworked, so a short
transonic study and a control effectiveness study was done to determine the
aerodynamic effects of the modified base. A summary of the configurations
tested is shown in Table 9.
None of the devices tested were particularly successful in reducing
base axial force. There was very little or no change for the base flap or base
vent methods and a significant increase for the blown base method. It is felt
that the blowing base was unsuccessful because the nozzles were too localized
and the flow velocity too high.
Twenty-eight wind tunnel occupancy hours were required to complete
the test.
52
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
Table 8
0.015-SCALE BOOSTER REFERENCE DIMENSIONS (CAL-T-18-063)
53
LOCKHEED-HUNTSVILLE RESEARCH & ENGINEERING CENTER
Parameter Full Scale Model Scale
Reference Area(Sref) 60Z0 ftZ 1.355 ft 2
refReference Length( refb) 229 ft 3.4'53 ft
Balance Locationbody station 2 694 ft
Moment Reference Centerbody station (c.g.) 172.92 ft 2.594 ftwater line (above i,) 1.25 ft .01875 ft
Base Area (Ab)
high wing 1076 ft 2 0.24Z ft
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LMSC-HREC TR D306346
Fig . 14a - Instal lat ion Photograph, Flyback Booster Base Plenum (CAL-T-18-063)
65
LOCKHEED-HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
Fig . 14b - Instal lat ion Photograph, Flyback Booster Base F laps (CAL-T-18-063)
66
LOCKHEED - HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
Fig . 14c - Instal lat ion Photograph, Flyback Booster Base Vent (CAL-T-18-063)
67
LOCKHEED - HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
2.5 STATIC STABILITY AND TRIM CHARACTERISTICS OF A 0.00227-SCALE PARAMETRIC PRESSURE-FED BOOSTER (TWT 526)
2.5.1 Test Purpose
Studies for a space shuttle launch configuration suggested that a largepressure-fed, water recoverable booster offered possible advantages. Todetermine the static aerodynamic characteristics of such a configuration aparametric test was conducted. Model parameters included nosecone angle,body length, body flare angle and fin size. Tunnel parameters included Machnumbers of 1.96, 2.74 and 4.96, angles of attack from 50 to 90 degrees, andangles of sideslip from -10 to 10 degrees while at an angle of attack of 60 de-grees. A pretest report for this study was published in January 1972 (Ref. 6).
2.5.2 Test Facility
The test was conducted in the MSFC 14 x 14-Inch Trisonic Wind Tunnel.For a description of this facility see Section 2.1.2.
2.5.3 Model Description
The model included three nose cones, three body lengths, three baseflare angles and three sets of fins. A maximum of 136 combinations can becreated using these model parts. Figure 15 shows the dimensions of thevarious model parts. All model parts were made of aluminum. Figure 16
is a photograph of the associated model parts. Model nomenclature for the
test was:
Symbol Definition
C1 short cylindrical body (I = 2.457 in)
C2Z medium cylindrical body (A = 3.357 in)
C3 long cylindrical body (Q = 4.257 in)
68
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
F0 straight flare extension (Q = 1.35 in)
F1 7.5-degree flare extension (I = 1.35 in)
F2 15-degree flare extension ( = 1.35 in)
F3 20-degree flare extension (I = 1.35 in)
N1 25-degree nose cone (Q = 0.965 in)
N2 33-degree nose cone ( = 0.693 in)
N3 40-degree nose cone (I = 0.536 in)2T1 small tail fin (S = 0.848 in )
T2 medium tail fin (Se = 1.696 in2 )2
T3 large tail fin (Se = 2.536 in )
Figure 17 shows the model as installed in the tunnel.
2.5.4 Data Reduction
Model forces and moments were measured by MSFC balances 201 and
2Z7. Two balances were necessary because of the center of pressure shifts
caused by running with fins on or off and varying normal force loads. Balance
201 was used for configurations and Mach numbers when loads were low,
balance 227 was used for conditions when loads were high. In this manner
maximum accuracy was obtained.
After correcting for sting deflections and weight tares, data were reduced
to coefficient form by the use of the reference dimensions shown in Table 10.
The moment reference point varied with configuration but was always at 60%
of the body length. Actual distance of the moment reference point from the
nose for each configuration is shown in Table 10.
Two methods were used for computing base axial force. The first
method used a base pressure and a cavity pressure, while the second used
only a base pressure. Areas used for base axial force computation are shown
in Table 11.
69
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
The final coefficient data were entered into the SADSAC program and
published as a data report (Ref. 26).
2.5.5 Discussion
Data that were obtainedduring this test represent a comprehensive study
of high angle-of-attack supersonic aerodynamics for cone-cylinder-flare-fin
configurations. Analysis of these data would provide design data useful for
future studies of any vehicle of this type.
Table 12 shows the configurations run during the test. The study re-
quired 154 hours of wind tunnel test time to complete.
70
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LMSC-HREC TR D306346
Table 10
0.00227-SCALE PARAMETRIC PRESSURE-FEDREFERENCE DIMENSIONS
BOOSTER
71
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
Full Scale Model Scale
Reference Area (Sref) 857 ft 2 0.636 in 2
(Cylinder Cross-Sectional Area)
Reference Length (Qref) and Span (bref) 396 ft 0.900 in
(Cylinder Diameter)
Moment Reference Point (MRP)
(0.60 1B Aft of Nose)
N1 Cl 1262 in 2.8650 in
N2 C1 1189 in 2.6994 in
N3 C2 1146 in 2.6022 in
N3 C2 1384 in 3.1416in
NI1 C3 1739 in 3.9468 in
N2 C3 1665 in 3.7806 in
N3 C3 1622 in 3.6828 in
LMSC-HREC TR D306346
Table 11
0.00227-SCALE PARAMETRIC PRESSURE-FED BOOSTER BASE AREAS
WITH CAVITY PRESSURE
Frustum Full Scale Model Scale
Base Area Cavity Area Base Area Cavity Area2 .2(ft ) (in)
F0 334 523 0.248 0.388
F1 1080 523 0.801 0.388
F2 2121 523 1.574 0.388
F3 3023 523 2.243 0.388
WITHOUT CAVITY PRESSURE
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F0 857 0.636
F1 1602 1.189
F2 2644 1.962
F3 3545 2.631
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LMSC-HREC TR D30646
2.6 REENTRY STUDY OF A 0.00513-SCALE SOLID ROCKET BOOSTER(TWT 541)
2.6.1 Test Purpose
The current space shuttle concept calls for the solid rocket boosters to
be recovered for reuse. The purpose of this test was to give preliminary in-
formation on the booster aerodynamic characteristics so that recovery tech-
niques might be devised.
Upon separation the booster follows a ballistic trajectory. Since separa-
tion will be made with no particular regard to booster attitude, the booster may
well be tumbling upon reentry. To measure the effect of all possible reentry
attitudes, the model was tested at angles of attack from -10 to 190 degrees. A
range of Mach numbers from .6 to 4.96 was covered for the test. The nozzle
was tested in three different roll positions. A pretest report for this study was
published in April 1972 (Ref. 7).
2.6.2 Test Facility
The test was conducted in the MSFC 14 x 14-Inch Trisonic Wind Tunnel.
For a description of this tunnel see Section 2.1.2.
2.6.3 Model Description
The model is a 0.00513-scale version of a 156-inch solid rocket booster.
Figure 18 shows general arrangements of the model. To test the model for the
wide range of angles of attack, special mounting arrangements had to be pro-
vided. Figure 19 shows the mounting systems used to provide the full angle
of attack range. Figure 20 shows the model installed in the tunnel.
The model is constructed entirely of stainless steel. Model design was
done by MSFC. Model nomenclature for the test was:
84
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-.HREC TR D306346
Symbol Definition
B 1 body
N1 full nose (a = -10 to 130 deg)
N2 cut nose (a = 130 to 190 deg)
E1 cut rocket nozzle (a = -10 to 50 deg
S1 one caliber strake with 0-degdihedralangle, located at 0-deg with respect tothe side of the body
S2A two caliber strake with 15-deg dihedralangle, located at 0-deg with respect tothe side of the body
S2B identical to SZA except has 30-degdihedral
S3B same as S2A except has 0-deg dihedral
2.6.4 Data Reduction
Model forces and moments were measured using MSFC balance 201.
All forces and moments were reduced to coefficient form by use of the refer-
ence dimensions shown in Table 13. Data were corrected for sting deflections
and weight tares.
The data were entered in the Chrysler SADSAC program, and published
as a data report (Ref. 27).
2.6.5 Discussion
Configurations tested are shown in Table 14. The test was straight-
forward with few problem areas. Data discrepancies existed in the form of
shifts when the straight sting mounting system (a = -10 to 50 ° and 130 to 190 ° )
was changed to the dogleg mounting system (a = 50 to 90 ° and 90 to 130 ° ) and
when the nose and nozzle were interchanged on the dogleg mount. The dis-
crepancies are believed to be caused by the cutouts in the model to accomodate
85
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
the mounting systems in the case of the pitch plane data and due to model-
balance misalignment or a possible tunnel crossflow angularity problem in the
case of yaw plane data. The test required 140 hours of wind tunnel occupancy
time to complete.
86
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
Table 13
0.00513-SCALE 156-INCH SRM REFERENCE DIMENSIONS
156 in.
156 in.
645 in.
645 in.
869 in.
869 in.
0.8 in.
0.8 in.
3.213 ir.
3.213 in.
4.213 in.
3.213 in.
Parameter Full Scale Model ScaleII
0.503 in 219104 in 2Reference Area (S re f )
Reference Length (fref)
Reference Span (bref)
Balance Location(from body base)
a = - 1 0 ° to 50°
a= 50 ° to 90 0
a= 90 ° to 130 °
a = 1300 to 1900
Moment Reference Center(from body base)
a = - 10° to 50 °
0 0a = 50 ° to 90
a= 90 ° to 130 °
a= 1300 to 1900
Base Area (Ab)
Nozzle Area (A 1 )
(A 2 )
3.310 in.
3.310 in.
4.456 in.
4.456 in.
20.503 in
.052 in 2
.173 in 2
87
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LMSC-HREC TR D306346
2.7 STATIC STABILITY AND CONTROL STUDY OF A 0.004-SCALEPARAMETRIC LAUNCH VEHICLE (TWT 544 AND TWT 544X)
2.7.1 Test Purpose
The current configuration of the space shuttle is a parallel burn vehicle
with large SRMs arranged around a large liquid hydrogen-oxygen tank. The
purpose of these tests was to gain data to optimize the configuration. Param-
eters varied during the test included HO tank diameter, HO nose shape, SRM
radial and longitudinal location, SRM diameter, SRM length, SRM nose shape,
orbiter-to-HO tank incidence, and HO tank fins. Orbiter control surface
effectiveness while in the launch configuration was also investigated. Tunnel
parameters included a Mach number range of 0.6 to 4.96, angles of attack
from -10 to 10 degrees, and angles of sideslip from -6 to 6 degrees while at
0 degrees angle of attack. A pretest report was published in May 1972 (Ref. 11).
2.7.2 Test Facility
The test was conducted in the MSFC 14 x 14-Inch Trisonic Wind Tunnel.
For a description of this facility see Section 2.1.2.
2.7.3 Model Description
The orbiter is the same configuration as described in 2.2.3. Figures 21, 22
and 23 show the HO tanks and fins and SRMs used to make up the launch configuration.
Figure 24 shows the launch configuration. Figure 25 shows installation photo-
graphs of the launch configuration. The model nomenclature for this test is:
Symbol Definition
F HO tank vertical fin (S = 1.21 in )
O1 baseline orbiter (including the abortsolid rocket motors)
02 baseline orbiter less abort solid rocketmotors
97
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
03 baseline orbiter without wings
T 1 346-in. diam. HO tank with 22-degnosecone (baseline)
T2 346-in. diam. HO tank with 22-degnosecone-and retro rocket
T3 346-in. diam. HO tank with 17-degnosecone
T4 346-in. diam. HO tank with 22-degnosecone and one body diam. lengthextension
T5 400-in. diam. HO tank with 22-degnosecone
T6 400-in. diam. HO tank with 22-degnosecone and retro rocket
T7 same as T1 without structural rings
T8 346-in. diam. HO tank with generalizednosecone
T9 312-in. diam. HO tank with 17-deg nosecone
T10 346-in. diam. HO tank with modifiedApollo nosecone
S1 156-in. diam. solid rocket motor with17-deg nosecone (baseline)
S2 156-in. diam. solid rocket motor with17-deg nosecone and one body diameterlength extension
S3 156-in. diam. solid rocket motor withskewed nose tangent to HO tank
S4 156-in. diam. solid rocket motor withskewed nose turned 180 deg relativeto S3 position
S5 178-in. diam. solid rocket motor with17-deg nosecone
S6 156-in. diam. solid rocket motor with17-deg nosecone less rocket nozzle
All model parts are made of aluminum.
98
LOCKHEED -HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
2.7.4 Data Reduction
Model forces and moments were measured by MSFC balance 232. After
corrections were made for sting deflections and weight tares, the forces and
moments were reduced to coefficient form by the reference dimensions shown
in Table 15.
The data were entered in the Chrysler Corporation System for Analysis
and Development of Static Aerothermodynamic Criteria (SADSAC) program,
and published as two data reports (Ref. 28 for TWT 544 and Ref. 29 for TWT
544X).
2.7.5 Discussion
An extremely large number of configurations were investigated during
these tests. Tables 16 and 17 show the variety of these configurations. The
first test (TWT 544) suggested configurations that were later investigated
during the second test (TWT 544X).
One hundred thirty-one hours of wind tunnel occupancy time were re-
quired for TWT 544 and one hundred sixteen hours were required for TWT 544X.
99
LOCKHEED -HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
Table 15
0.004-SCALE SPACE SHUTTLE LAUNCH CONFIGURATIONREFERENCE DIMENSIONS
Parameter Full Scale Model Scale
Reference Area (Sref)
(Wing Theoretical Area)
Reference Length (ref)(M.A.C.)
Reference Span (bref)(Wing Span)
Balance Location (BMC)(Balance Moment Center)
(from base of HO tank)
Moment Reference Point(MRP)
Base Area (Ab)
Q1
S1, S2, S3, S4, S6
S5
T1, T2, T3, T4, T
T5, T6
T9
'7, T8, TlO
3420.0 ft2
507.0 in.
1115.0 in.
840.0 in.
318
133
173
653
872
530
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ft 2
ft 2
ft
ft 2
ft 2
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LMSC-HREC TR D306346
2.8 ORBITER PRESSURE DISTRIBUTION OF A 0.004-SCALE ORBITERWHILE MOUNTED IN THE LAUNCH CONFIGURATION (TWT 550)
2.8.1 Test Purpose
Mounting of the orbiter in proximity to the external HO tank and the solid
rocket motors imposes interference loads upon the orbiter. To determine the
localized loads on the panels of the orbiter wing, static pressure taps were
located on one wing panel on both upper and lower surfaces and down the lower
surface centerline of the body. The orbiter was then tested in the launch con-
figuration to determine local panel loads.
The test Mach number range was from 0.6 to 4.96, the angle of attack
range was -8 to 8 degrees and the angle of sideslip was -6 to 6 degrees. A
pretest report for this test was published in July 1972 (Ref. 30).
2.8.2 Test Facility
The test was conducted in the MSFC 14 x 14-Inch Trisonic Wind Tunnel
This facility is described in Section 2.1.2.
2.8.3 Model Description
The HO tank and the solid rocket motors for the launch configuration
are the same as those described in Section 2.7.3. The orbiter is the same
configuration as the one described in Section 2.2.3 except that it lacks the
wingtip pods of the attitude control propulsion system. The orbiter is physic-
ally different in that the wing is made of aluminum and has static pressure
taps on the upper and lower surface of the left-hand panel. A row of taps is
also located on the lower surface longitudinal centerline. Table 18 and Fig. 26
show the location of these static pressure taps. The body of the orbiter is made
of Stycast and the vertical fins are made of aluminum.
121
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
Figure 27 shows the model installed in the tunnel. The model nomen-
clature for the test is:
Symbol Definition
01 baseline orbiter (including the abortsolid rocket motors)
02 baseline orbiter less abort solidrocket motors
T1 346-in. diam. HO tank with 22-degnosecone
T3 346-in. diam. HO tank with 17-degnosecone
S1 156-in. diam. solid rocket motor with17-deg nosecone (baseline)
2.8.4 Data Reduction
Static pressure data were recorded by the use of Scanivalves containing
5 psid transducers for Mach numbers of 0.6 to 1.96 and 50 psid transducers
for Mach numbers of 2.74 and 4.96. The data were referenced to tunnel static
pressure and reduced as nondimensional pressure coefficients.
The data were entered into the Chrysler SADSAC program and will soon
be published as a data report (Ref. 31).
2.8.5 Discussion
This test was a follow-on of an earlier orbiter pressure test of the
same configuration. Orbiter-to-tank incidence angle, SRM radial location,
and a new HO tank nose were evaluated during this test. Table 19 shows
a listing of all configurations tested.
Sixty-nine hours of wind tunnel occupancy time were required to complete
the study.
122
LOCKHEED -HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
Table 18
ORBITER SURFACE PRESSURE TAP LOCATIONS
Tap Number X/Llocal 1 Y/0.5 brefLlocal 0.5 bref(inref .local (inref.____________j (in.) { in.)
1 .230 .844 .944 2.23
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3 .243 .564 1.623
4 .497 - -
5 .750
6 .134 .294 3.225
7 .292 -
8 .466
9 .647
10 .823 - -
11 .044 0 5.275
12 .091 - - -
13 .148 - - -
14 .225 - - -
15 .304 - - -
16 .455 -
17 .944 - -
18 .135 .286 3.225
19 .293 - -
20 .469 -
21 .646 -
22 .823 -
23 .223 .555 1.623
24 .498 - -
25 .749 - -
26 .246 .846 .944
27 .768 - -
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2.9 PRESSURE DISTRIBUTION ON 0.004-SCALE HO TANK AND SRMSWHILE MOUNTED IN THE LAUNCH CONFIGURATION (TWT 543)
2.9.1 Test Purpose
Just as local loaddistributions were needed for the orbiter, local load
distributions were also needed for the HO tank and the SRMs. To accom-
plish this, static pressure taps were located in the HO tank and the SRMs. Test
parameters for this study included Mach numbers from 0.6 to 1.96, angles of
attack from -10 to 10 degrees and angles of sideslip from -10 to 10 degrees.
A pretest report was published in June 1972 for this study (Ref. 12).
2.9.2 Test Facility
The test took place in the MSFC 14 x 14-Inch Trisonic Wind Tunnel.
For a description of this facility see Section 2.1.2.
2.9.3 Model Description
The orbiter used for this test is the same as described in Section 2.2.3.
The HO tank and SRMs have the same general dimensions as those described
in Section 2.7.3. However, to provide for surface static pressure locations,
new HO tank and SRMs were constructed of Stycast in which the static pres-
sure orifices were molded. Figures 28 through 30 show the general arrange-
ment of the HO tank and the SRMs and the location of the pressure taps. The
sting was permanently molded into the tank, as shown in Fig. 31. The HO tank
had 152 pressure orifices and each SRM had 38 orifices for a total of 230 orifices.
Figure 32 shows the model as installed in the wind tunnel
129
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
The model nomenclature for this test was:
Symbol Definition
01 baseline orbiter (including the abortsolid rocket motors)
T1 346-in. diam. HO tank with 22-degnosecone (baseline)
S1 156-in. diam. solid rocket motor with17-deg nosecone (baseline)
2.9.4 Data Reduction
The local surface static pressures were measured by 50 psid transducers
contained in Scanivalves. The static pressures were referenced to tunnel free-
stream static pressure and presented in the form of nondimensional pressure
coefficients.
The data are currently being incorporated in the Chrysler SADSAC pro-
gram and will be published as a data report (Ref. 32).
2.9.5 Discussion
The test was run to give a preliminary look at local loads on the HO tank
and SRMs while in the launch configuration. The small model scale (0.004)
prevented locating as many pressure locations as is usually felt to be desirable
on the bodies. This problem was alleviated somewhat by providing three different
mounting positions, each spaced 15 degrees radially apart for each SRM. By
rotating the SRMs through four positions and then combining the data from
both SRMs, pressure distributions at 15-degree intervals could be determined
for the entire diameter of an SRM.
Pressure distributions obtained were sufficient for determining load
distributions, but more pressure taps would have been necessary to deter-
mine local flow singularities such as shock impingement.
The test program is outlined in Table 20. The test program required
132 hours to complete.
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2.10 MUTUAL INTERFERENCE STUDY OF THE ORBITER, HO TANK ANDSOLID ROCKET BOOSTER OF A 0.004-SCALE SPACE SHUTTLELAUNCH CONFIGURATION
2.10.1 Test Purpose
To optimize the space shuttle launch configuration and to size the attach-
ment points of the various components it was necessary to know the individual
loads of each component. To determine these loads, the North American Space
Shuttle launch configuration was tested on the MSFC Dual-Sting Mounting System.
Model parameters included orbiter-to-HO tank incidence angle, orbiter-to-HO
tank separation distance, SRB longitudinal position, SRBs attached to the HO
tank (metric) and SRBs attached to the lower sting (nonmetric). Test param-
eters included a Mach number range from 0.6 to 4.96, an angle of attack range
from -5 to 10 degrees, and an angle of sideslip range from -6 to 6 degrees
at zero degrees angle of attack. A pretest report for this test was published in
September 1972 (Ref. 13) and an addendum was published in October 1972 (Ref.14).
2.10.2 Test Facility
The test was conducted in the MSFC 14 x 14-Inch Trisonic Wind Tunnel.
For a description of this facility see Section 2.1.2.
2.10.3 Model Description
The orbiter was a 0.004-scale model of the North American Space Shuttle
Orbiter. Figure 33 shows a general arrangement of the orbiter. All model
parts are made of stainless steel except for the wing and orbital maneuvering
system pods which are made of aluminum. The model was designed and con-
structed at Lockheed-Huntsville.
The 0.004-scale HO tank and booster are shown in Figs. 34 and 35.
The tank body, SRB aft body and SRB fins are made of stainless steel. The
SRB nozzles are made of brass. All other parts are made of aluminum.
The tank and SRBs were designed by MSFC. The model nomenclature for
this test was:
140
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
Symbol Definition
O1 baseline orbiter less abort solidrocket booster
T3 318-in. diam. tank with ogivenosecone
S1 156-in. diam. solid rocket motorwith 17-deg nosecone and stabilizingfins.
For testing, the orbiter was mounted on the top sting of the MSFC Dual
Sting Mounting System. The tank was mounted on the lower sting. Figure 36
shows the mounting system. The SRBs were attached to the tank (metric) or
supported by separate stings attached to the lower sting (nonmetric). The
SRB nonmetric sting mount is shown in Fig. 37.
Figure 38 shows all components in proximity as for the test. Figure 39a
is an installation photograph showing the left SRB mounted in the metric posi-
tion. Figure 39b is an installation photograph showing the right SRB in the
nonmetric position.
2.10.4 Data Reduction
Orbiter forces and moments were measured by MSFC balance 231 and
tank forces and moments were measured by MSFC balance 232. The data
were corrected for weight tares and reduced to nondimensional coefficients
by the use of the reference dimensions shown in Table 21. Initially all data
were reduced about the moment reference points of the respective bodies as
shown in Table 21.
Since the deflection constants and loads are different for the two bodies,
angular and linear displacements are different for the two bodies when pitched
through an angle-of-attack sweep. To make consistent comparisons, the bodies
must remain in the same relation to each other regardless of configuration.
141
LOCKHEED - HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
To nominalize the relative positions of the orbiter and tank, a grid of three
incidence angles and two separation distances was tested. After initial data
reduction, a Northrop interpolation program (Ref. 33) was used to produce
nominalized data at the proper incidence angles and separation distances.
The program also transferred orbiter moments to the moment reference
point of the tank.
These data are currently being entered into the Chrysler SADSAC pro-
gram and will be published as a data report (Ref. 34).
2.10.5 Discussion
Data from this test can be used to determine the individual loads of the
launch vehicle components. Although the SRBs were not fitted with balances,
comparison of the metric and nonmetric SRB data for the tank balance allows
an SRB load increment to be computed. Comparison of the load data of a body
while in proximity with data obtained for the body while being tested alone will
allow computation of the interference loads.
Table 22 is a listing of the configurations tested. The test required 223
hours of wind tunnel occupancy time to complete.
142
LOCKHEED- HUNTSVILLE RESEARCH & ENGINEERING CENTER
LMSC-HREC TR D306346
Table 21
/NORTH AMERICAN LAUNCH CONFIGURATION REFERENCE DIMENSIONS
143
LOCKHEED - HUNTSVILLE RESEARCH & ENGINEERING CENTER
Parameter Full Scale Model Scale
Reference Area (Sref) 3220 ft 2 7.419 in 2
(Orbiter Wing Area)
Reference Length (2refrReference Length (If 1328.0 in. 5.312 in.
(Orbiter Body Length)
Reference Span (bref)1328.0 in. 5.312 in.
(Orbiter Body Length)
Balance Location
Orbiter (aft of nose) 3.719 in.
HO-Tank (forward of base) 3.113 in.
Moment Reference Point
Orbiter
XMRP (aft of nose) 863.2 in. 3.453 in.
HO Tank
XMRP (forward of base) 1205 in. 4.820 in.
Base Area (Ab)
Orbiter 382 ft 2 0.878 in 2
SRB (one) 132.8 ft 2 .306 in 2
HO Tank 553 ft 2 1.271 in
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Section 3
REFERENCES
1. Bradley, Dale, "Interim Results of Parametric Studies of Space ShuttleBooster and Orbiter Concepts," LMSC-HREC D225587, Lockheed Missiles& Space Company, Huntsville, Ala., January 1972.
2. Bradley, Dale, "Pretest Report for a 0.015-Scale Parametric SpaceShuttle Booster Model in the NSRDC 7x10-Foot Transonic Wind Tunnel,"LMSC-HREC D162856, Lockheed Missiles & Space Company, Huntsville,Ala., February 1971.
3. Bradley, Dale, "Pretest Report for Cruise Engine Interference Effects ona 0.015-Scale Space Shuttle Booster Model in the NSRDC 7x10-Foot Tran-sonic Wind Tunnel," LMSC-HREC D162968, Lockheed Missiles & SpaceCompany, Huntsville, Ala., April 1971.
4. Buchholz, Robert E., "Pretest Report for Directional Stability, LateralStability, and Cruise Engine Placement Studies of a 0.015-Scale SpaceShuttle Booster Model in the NSRDC 7x10-Foot Transonic Wind Tunnel,"LMSC-HREC D225297, Lockheed Missiles & Space Company, Huntsville,Ala., August 1971.
5. Bradley, Dale, "Pretest Report for Minimization of Base Drag on a 0.015-Scale Space Shuttle Booster Model in the CAL 8x8-Foot Transonic WindTunnel," LMSC-HREC D225393, Lockheed Missiles & Space Company,Huntsville, Ala., September 1971.
6. Bradley, Dale, "Pretest Report for Tests of 0.00227-Scale ParametricSpace Shuttle Pressure-Fed Booster Models in the MSFC 14x14-InchSupersonic Wind Tunnel," LMSC-HREC D225623, Lockheed Missiles &Space Company, Huntsville, Ala., January 1972.
7. Buchholz, Robert E., "Pretest Report for a Force Test of a 0.00513-Scale 156-Inch Solid Rocket Motor at Angles of Attack from -10 to 190Degrees in the NASA-MSFC 14x14-Inch Trisonic Wind Tunnel," LMSC-HREC D225833, Lockheed Missiles & Space Company, Huntsville, Ala.,April 1972.
8. Ellis, Roger R., "Pretest Report for a 0.00325-Scale Parametric SpaceShuttle Orbiter Model in the NASA-MSFC 14x14-Inch Trisonic WindTunnel, LMSC-HREC D225042, Lockheed Missiles & Space Company,Huntsville, Ala., April 1971.
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9. Ellis, Roger R., "Pretest Report for a Force Test of a 0.004-Scale SpaceShuttle Orbiter Configuration in the MSFC 14xl4-Inch Trisonic WindTunnel," LMSC-HREC D225857, Lockheed Missiles & Space Company,Huntsville, Ala., May 1972.
10. Gamble, M. D., "Pretest Report for a Wing Panel Loads Study of a 0.004-Scale Space Shuttle Orbiter When Mounted as Part of the Launch Vehicle,"LMSC-HREC D206148, Lockheed Missiles & Space Company, Inc., Huntsville,Ala., August 1972.
11. Ellis, Roger R., "Pretest Report for a Force Test of a Parametric SpaceShuttle Launch Configuration in the MSFC 14x14-Inch Trisonic Wind Tunnel,"LMSC-HREC D225929, Lockheed Missiles & Space Company, Huntsville,Ala., May 1972.
12. Lott, Robert A., "Pretest Report: Investigation of the Pressure Distri-bution on the HO Tank and SRMS of a 0.004-Scale Model of the Space ShuttleLaunch Configuration," LMSC-HRECD306027, Lockheed Missiles & SpaceCompany, Huntsville, Ala., June 1972.
13. Buchholz, Robert E., "Pretest Report for a Dual Balance Force Test toDetermine the Interference Effects Due to Proximity of the Space ShuttleOrbiter and HO Tank-Solid Rocket Motor Combination (Booster)," LMSC-HREC D306153, Lockheed Missiles & Space Company, Huntsville, Ala.,September 1972.
14. Buchholz, Robert E., "Addendum to Pretest Report for a Dual BalanceForce Test to Determine the Interference Effects Due to Proximity ofthe Space Shuttle Orbiter and HO Tank-Solid Rocket Motor Combination(Booster)," LMSC-HREC D306153-A, Lockheed Missiles & Space Company,Huntsville, Ala., October 1972.
15. Ellis, Roger R.,Robert E. Buchholz, and John W. Warr, III, "Results ofan Analytical Wing-Canard Study for the LOX-RP Booster," LMSC-HRECD225585, Lockheed Missiles & Space Company, Huntsville, Ala., January1972.
16. Ellis, Roger R., "Results of the MSFC 14x14-Inch Trisonic Wind TunnelChoked Flow Investigation During MSFC TWT 498 at Mach 1.1 and 1.3,"LMSC-HREC D225520, Lockheed Missiles & Space Company, Huntsville,Ala., December 1971.
17. Ellis, Roger R., "Results of the Sting Interference Study During MSFCWind Tunnel Test TWT 498/499," LMSC-HREC D306055, LockheedMissiles & Space Company, Huntsville, Ala., July 1972.
18. Simon, Erwin, "The George C. Marshall Space Flight Center's 14x14-InchTrisonic Wind Tunnel Technical Handbook," NASA TMX-64624, George C.Marshall Space Flight Center, Huntsville, Ala., November 1971.
19. "Static Aerodynamic Characteristics and Control Effectiveness of Two DeltaWing Orbiter Configurations at Mach' Numbers from 0.6 to 4.96," CR-120,020,MSFC 14x14-Inch Trisonic Wind Tunnel Test 498, George C. Marshall SpaceFlight Center, Huntsville, Ala., March 1972.
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20. "Aerodynamic Characteristics of a Double Delta Wing Space ShuttleOrbiter at Mach Numbers from 0.6 to 4.96," CR-120,057, MSFC TrisonicWind Tunnel, Test 542, George C. Marshall Space Flight Center, Huntsville,Ala., August 1972.
21. Thomas, Walter S., "The David Taylor Model Basin 7x10-Foot TransonicWind Tunnel Facility," Aero Report 985, Naval Ship Research and Develop-ment Center, Carderock, Md., July 1970.
22. "Directional and Lateral Stability and Interference Effects of Cruise EngineLocation on a 0.015-Scale Space Shuttle-Booster," CR120,019, NSRDC 7x10-Foor Transonic Wind Tunnel Test 3310, Naval Ship Research and Develop-ment Center, Carderock, Md., May 1972.
23. "8-Foot Transonic Wind Tunnel," WTO-300, Cornell Aeronautical Labora-tory, Inc., Buffalo, N. Y., March 1968.
24. "Experimental Investigations for Base Drag Reduction on a 0.015-ScaleModel MSFC Proposed Space Shuttle Booster at Mach Numbers from 0.4to 1.10," CR120,030, Cornell 8x8-Foot Transonic Wind Tunnel Test CAL-T-18-063, Cornell Aeronautical Laboratory, Inc., Buffalo, N.Y., February1972.
25. "Transonic Wind Tunnel Tests of a 0.015-Scale Space Shuttle BoosterModel," CAL No. AA-4018-W-7, Aerosciences Division 8-Foot TransonicWind Tunnel, Cornell Aeronautical Laboratory, Inc., Buffalo, N. Y.,January 1972.
26. "Aerodynamic Characteristics of Cone-Cylinder-Flare-Fin Configurationat Mach Numbers of 1.96, 2.74 and 4.96 and Angles of Attack from 50 to90 Degrees," CR120,042, MSFC 14x14-Inch Trisonic Wind Tunnel Test526, Marshall Space Flight Center, Huntsville, Ala., June 1972.
27. "Aerodynamic Characteristics of a 156-Inch Solid Rocket Motor at Anglesof Attack from -10 to 190 Degress," CR120,056, MSFC 14x14-Inch TrisonicWind Tunnel Test 541, Marshall Space Flight Center, Huntsville, Ala.,August 1972.
28. "Static Stability and Control Effectiveness of a Parametric Launch Vehicle,"CR120,059, MSFC 14x14-Inch Trisonic Wind Tunnel Test 544, MarshallSpace Flight Center, Huntsville, Ala., July 1972.
29. "Performance, Static Stability and Control Effectiveness of a ParametricSpace Shuttle Launch Vehicle," CR120,074, MSFC 14x14-Inch TrisonicWind Tunnel Test 544X, Marshall Space Flight Center, Huntsville, Ala.,October 1972.
30. Buchholz, Robert E., "Pretest Report for a Pressure Test of a 0.004-ScaleSpace Shuttle Orbiter in the Launch Configuration to be Conducted in theNASA-MSFC 14x14-Inch Trisonic Wind Tunnel," LMSC-HREC D306060,Lockheed Missiles & Space Company, Huntsville, Ala., July 1972.
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31. "Static Surface Pressures of the 0.004-Scale 049 Orbiter in the LaunchConfiguration," CR120,075, MSFC 14x14-Inch Trisonic Wind Tunnel TestTWT-550, George C. Marshall Space Flight Center, Huntsville, Ala.,(to be published).
32. "An Investigation of the Load Distribution over the SRM and HO Tank of a0.004-Scale Space Shuttle 049 Launch Configuration," CR120,058, MSFC14x14-Inch Trisonic Wind Tunnel Test TWT-543, George C. MarshallSpace Flight Center, Huntsville, Ala. (to be published).
33. Cole, Paul, "Double Interpolation Program for Use with MSFC StagingMechanism," M-9241-72-67, Northrop Services, Inc., Huntsville, Ala.,May 1972.
34. "Mutual Aerodynamic Interference Effects Due to Proximity of the ModifiedATP Space-Shuttle Orbiter, External Tank and Solid Rocket Boosters,"CR120,060, MSFC 14x14-Inch Trisonic Wind Tunnel Test TWT-545, GeorgeC. Marshall Space Flight Center, Huntsville, Ala., (to be published).
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