L. M. Jones, W. Hansen, N. Spencer, W. Stroud, W. Berning
The Nike-Cajun all solid propellant sounding rocket is a two-stage combination, using the Nike booster as first stage and the Cajun as the instrument-carrying second stage. When fired at 85 deg launching angle and with a 15sec coast between stages, it has carried 50 lb to 100 miles altitude. Successful flights at Wallops Island, White Sands, Fort Churchill, and aboard ship have demonstrated that it is a simple and reliable sounding vehicle. It will be used during the IGY at Fort Churchill and at Guam. About 50 Nike-Cajuns will be instrumented to measure water-vapor distribution, the earth's magnetic field, cloud structure, pressure, temperature, density, winds, cosmic rays, and auroral particles.
{"title":"The Nike-Cajun Sounding Rocket","authors":"L. M. Jones, W. Hansen, N. Spencer, W. Stroud, W. Berning","doi":"10.2514/8.12713","DOIUrl":"https://doi.org/10.2514/8.12713","url":null,"abstract":"The Nike-Cajun all solid propellant sounding rocket is a two-stage combination, using the Nike booster as first stage and the Cajun as the instrument-carrying second stage. When fired at 85 deg launching angle and with a 15sec coast between stages, it has carried 50 lb to 100 miles altitude. Successful flights at Wallops Island, White Sands, Fort Churchill, and aboard ship have demonstrated that it is a simple and reliable sounding vehicle. It will be used during the IGY at Fort Churchill and at Guam. About 50 Nike-Cajuns will be instrumented to measure water-vapor distribution, the earth's magnetic field, cloud structure, pressure, temperature, density, winds, cosmic rays, and auroral particles.","PeriodicalId":304231,"journal":{"name":"Journal of Jet Propulsion","volume":"102 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-06-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121311648","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
S the advent of high speed aircraft and missiles, the damage to radomes and other parts from rain has become a problem requiring understanding and solution. Anticipating that this problem would become more important with increases in flight velocity, the materials laboratory of WADC sponsored a study of rain erosion testing techniques. One part of this study was undertaken by the Convair thermodynamics laboratories in 1952 and has continued since that time. A small group of engineers, under the direction of W. L. Dittmann, has been obtaining data on rain damage to radomes and radome materials at ever-increasing flight velocities. A large part of their task is to find methods that will accelerate the sample materials to high velocity without damage and with high probability of intact recovery. The first supersonic testing of materials was accomplished with a 20-mm aircraft cannon. Test specimens were mounted in the nose of a modified projectile and fired horizontally through 500 ft of simulated rainfall. Upon firing, a tracer element in the projectile was ignited and burned approximately f sec. A black powder charge then expelled the test specimen and parachute. The parachute checked the forward velocity of the test specimen within 10 ft and intact recovery was made. Speeds up to Mach 3.0 have thus been obtained. More recently, a 57-mm cannon was obtained. This increased the size of the test specimen to 2-in. diam. Data obtained from these studies show that erosion damage is a function of velocity, shape, material, water drop size and the distance the water drop must travel in the flow field aft of a shock. Thus, erosion damage obtained on an object with a 2-in. base diam will only simulate the damage to an equivalent nose portion of a corresponding larger specimen. The only method of obtaining quantitative results of rain damage to the total surface of a shape of much larger diameter is to test full scale. This was done by mounting fullscale radomes on a rocket sled and firing through a simulated rainfall.
随着高速飞机和导弹的出现，雨水对天线罩和其他部件的破坏已经成为一个需要理解和解决的问题。预料到这个问题会随着飞行速度的增加而变得更加重要，WADC的材料实验室赞助了一项关于雨蚀测试技术的研究。这项研究的一部分是由康维尔热力学实验室在1952年进行的，从那时起一直在继续。在w·l·迪特曼(W. L. Dittmann)的指导下，一小群工程师一直在获取在不断增加的飞行速度下雨水对雷达罩和雷达罩材料的损害的数据。他们的大部分任务是找到一种方法，使样品材料加速到高速而不损坏，并有很大的可能性完好无损地恢复。材料的第一次超音速测试是用一门20毫米机炮完成的。测试样本安装在一个改进的炮弹的前端，并在500英尺的模拟降雨中水平发射。在发射时，弹丸中的示踪元素被点燃并燃烧了大约5秒。然后黑色火药将测试样品和降落伞排出。降落伞在10英尺内检查了试样的前进速度，并进行了完整的回收。这样就获得了3.0马赫的速度。最近又获得了一门57毫米加农炮。这将测试样品的尺寸增加到2英寸。从这些研究中获得的数据表明，侵蚀损伤是速度、形状、材料、水滴大小和水滴在激波后流场中必须行进的距离的函数。因此，在一个2英寸的物体上得到侵蚀损伤。基础直径只能模拟对相应较大样本的等效鼻部部分的损伤。获得雨水对直径大得多的形状的总表面破坏的定量结果的唯一方法是进行全尺寸试验。这是通过在火箭雪橇上安装全尺寸的雷达罩并在模拟降雨中发射来完成的。
{"title":"Supersonic Rain Erosion Testing of Missile Radomes","authors":"K. Barr, E. Steeger","doi":"10.2514/8.12440","DOIUrl":"https://doi.org/10.2514/8.12440","url":null,"abstract":"S the advent of high speed aircraft and missiles, the damage to radomes and other parts from rain has become a problem requiring understanding and solution. Anticipating that this problem would become more important with increases in flight velocity, the materials laboratory of WADC sponsored a study of rain erosion testing techniques. One part of this study was undertaken by the Convair thermodynamics laboratories in 1952 and has continued since that time. A small group of engineers, under the direction of W. L. Dittmann, has been obtaining data on rain damage to radomes and radome materials at ever-increasing flight velocities. A large part of their task is to find methods that will accelerate the sample materials to high velocity without damage and with high probability of intact recovery. The first supersonic testing of materials was accomplished with a 20-mm aircraft cannon. Test specimens were mounted in the nose of a modified projectile and fired horizontally through 500 ft of simulated rainfall. Upon firing, a tracer element in the projectile was ignited and burned approximately f sec. A black powder charge then expelled the test specimen and parachute. The parachute checked the forward velocity of the test specimen within 10 ft and intact recovery was made. Speeds up to Mach 3.0 have thus been obtained. More recently, a 57-mm cannon was obtained. This increased the size of the test specimen to 2-in. diam. Data obtained from these studies show that erosion damage is a function of velocity, shape, material, water drop size and the distance the water drop must travel in the flow field aft of a shock. Thus, erosion damage obtained on an object with a 2-in. base diam will only simulate the damage to an equivalent nose portion of a corresponding larger specimen. The only method of obtaining quantitative results of rain damage to the total surface of a shape of much larger diameter is to test full scale. This was done by mounting fullscale radomes on a rocket sled and firing through a simulated rainfall.","PeriodicalId":304231,"journal":{"name":"Journal of Jet Propulsion","volume":"16 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-06-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124648989","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Abstract : The actual choice of a powered flight trajectory depends upon details of booster design and upon the particular orbit selected, the latter being determined by instrumentation and data requirements. Independent of these considerations, however, it is of interest to ask what type of trajectory will be optimal from the standpoint of missile efficiency. The approach used assumes that the characteristics of the booster, i.e., its thrust and mass as functions of time, are specified. The problem is then to determine what powered flight trajectory will put the satellite into an orbit of maximum altitude.
{"title":"ON THE POWERED FLIGHT TRAJECTORY OF AN EARTH SATELLITE","authors":"B. Fried","doi":"10.2514/8.12897","DOIUrl":"https://doi.org/10.2514/8.12897","url":null,"abstract":"Abstract : The actual choice of a powered flight trajectory depends upon details of booster design and upon the particular orbit selected, the latter being determined by instrumentation and data requirements. Independent of these considerations, however, it is of interest to ask what type of trajectory will be optimal from the standpoint of missile efficiency. The approach used assumes that the characteristics of the booster, i.e., its thrust and mass as functions of time, are specified. The problem is then to determine what powered flight trajectory will put the satellite into an orbit of maximum altitude.","PeriodicalId":304231,"journal":{"name":"Journal of Jet Propulsion","volume":"73 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-06-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121994300","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"Combustion in Turbulent Flow - A Summary of Remarks at a Special Panel Meeting","authors":"J. Żeliński","doi":"10.2514/8.7067","DOIUrl":"https://doi.org/10.2514/8.7067","url":null,"abstract":"","PeriodicalId":304231,"journal":{"name":"Journal of Jet Propulsion","volume":"55 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-06-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132418798","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"Lifetimes of Artificial Satellites of the Earth","authors":"Irvin G. Henry","doi":"10.2514/8.12560","DOIUrl":"https://doi.org/10.2514/8.12560","url":null,"abstract":"","PeriodicalId":304231,"journal":{"name":"Journal of Jet Propulsion","volume":"41 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-06-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123671952","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
NAA's current escape system test program was planned and approved by the Air Force over a year before the first test run. The over-all objective in this program was to develop and prove an escape system for a high speed aircraft. One objective was to test the individual elements of the system— canopies, seats, catapults, helmets, lap belts, flying suits and oxygen equipment—under the effects of ejection. All these items had to function properly under conditions which simulate the flight envelope of the airplane. Previous research had indicated that in order to attenuate the damaging effects of thrusting an escape unit into a high speed, high density airstream, the orientation of the escape unit must be controlled. Our principal objective was to demonstrate that the escape unit would provide protection to the crew member for escape from the airplane without injury, or with minimum injury at all speeds within the flight envelope of the airplane. This meant that all elements of the system must be tested together, and under the environmental conditions of the airplane. For instance, the ejection of the canopy must not cause injury to the crew member or even create a hazardous situation which might jeopardize the reliability of the remainder of the escape system. The pilot, or crew member, must retain his helmet, visor, clothing, survival gear, and oxygen system for protection and use during escape. Further, our primary objective must be accomplished within the time limitation set for qualification of the airplane. It would be desirable to qualify the escape system by the time the airplane prototype flight tests are completed, but this must be done before delivery of the first airplane to the customer. There were secondary objectives, such as correlation of test results with other data, developing test techniques for securing
{"title":"Sled Testing the Emergency Escape System: The Human Factor","authors":"J. F. Hegenwald, E. Murphy","doi":"10.2514/8.12437","DOIUrl":"https://doi.org/10.2514/8.12437","url":null,"abstract":"NAA's current escape system test program was planned and approved by the Air Force over a year before the first test run. The over-all objective in this program was to develop and prove an escape system for a high speed aircraft. One objective was to test the individual elements of the system— canopies, seats, catapults, helmets, lap belts, flying suits and oxygen equipment—under the effects of ejection. All these items had to function properly under conditions which simulate the flight envelope of the airplane. Previous research had indicated that in order to attenuate the damaging effects of thrusting an escape unit into a high speed, high density airstream, the orientation of the escape unit must be controlled. Our principal objective was to demonstrate that the escape unit would provide protection to the crew member for escape from the airplane without injury, or with minimum injury at all speeds within the flight envelope of the airplane. This meant that all elements of the system must be tested together, and under the environmental conditions of the airplane. For instance, the ejection of the canopy must not cause injury to the crew member or even create a hazardous situation which might jeopardize the reliability of the remainder of the escape system. The pilot, or crew member, must retain his helmet, visor, clothing, survival gear, and oxygen system for protection and use during escape. Further, our primary objective must be accomplished within the time limitation set for qualification of the airplane. It would be desirable to qualify the escape system by the time the airplane prototype flight tests are completed, but this must be done before delivery of the first airplane to the customer. There were secondary objectives, such as correlation of test results with other data, developing test techniques for securing","PeriodicalId":304231,"journal":{"name":"Journal of Jet Propulsion","volume":"65 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-06-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126628930","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"Combustion in Turbulent Flow - A Summary of Remarks at a Special Panel Meeting","authors":"B. Chu","doi":"10.2514/8.7069","DOIUrl":"https://doi.org/10.2514/8.7069","url":null,"abstract":"","PeriodicalId":304231,"journal":{"name":"Journal of Jet Propulsion","volume":"46 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-06-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122159204","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
T h e S e q u e n t i a l P robab i l i t y R a t i o Tes t is p r e sen t ed as a p r ac t i ca l s t a t i s t i c a l a p p r o a c h t o d e m o n s t r a t i n g t h e re l iab i l i ty r e q u i r e m e n t s of rocke t sy s t ems a n d s u b s y s t e m s . I n t h i s t e s t , t h e s a m p l e size is n o t p r e d e t e r m i n e d b u t , r a t h e r , t h e t e s t i n g is c o n t i n u e d a n d t h e r e su l t s ana lyzed af ter e ach s y s t e m is t e s t ed , u n t i l t h e r e su l t s a r e sufficient t o i n d i c a t e a dec is ion . T h e m a i n a d v a n t a g e s of t h i s p r o cedu re a r e (a) a general ly sma l l e r s a m p l e size t h a n t h a t r equ i red by o t h e r s t a t i s t i c a l p rocedu re s , (b) all ca l cu la t i o n s can be d o n e pr io r t o t e s t i n g a n d t h e t e s t d a t a c a n b e recorded graphica l ly w i t h o u t a d d i t i o n a l c o m p u t a t i o n s .
{"title":"Demonstrating System Reliability by the Sequential Prob-ability Ratio Test","authors":"B. Tiger, William H. Brewington","doi":"10.2514/8.12971","DOIUrl":"https://doi.org/10.2514/8.12971","url":null,"abstract":"T h e S e q u e n t i a l P robab i l i t y R a t i o Tes t is p r e sen t ed as a p r ac t i ca l s t a t i s t i c a l a p p r o a c h t o d e m o n s t r a t i n g t h e re l iab i l i ty r e q u i r e m e n t s of rocke t sy s t ems a n d s u b s y s t e m s . I n t h i s t e s t , t h e s a m p l e size is n o t p r e d e t e r m i n e d b u t , r a t h e r , t h e t e s t i n g is c o n t i n u e d a n d t h e r e su l t s ana lyzed af ter e ach s y s t e m is t e s t ed , u n t i l t h e r e su l t s a r e sufficient t o i n d i c a t e a dec is ion . T h e m a i n a d v a n t a g e s of t h i s p r o cedu re a r e (a) a general ly sma l l e r s a m p l e size t h a n t h a t r equ i red by o t h e r s t a t i s t i c a l p rocedu re s , (b) all ca l cu la t i o n s can be d o n e pr io r t o t e s t i n g a n d t h e t e s t d a t a c a n b e recorded graphica l ly w i t h o u t a d d i t i o n a l c o m p u t a t i o n s .","PeriodicalId":304231,"journal":{"name":"Journal of Jet Propulsion","volume":"42 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-06-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115930936","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"Redstone Arsenal Ballistic Ramp","authors":"K. Carroll, C. Northrop","doi":"10.2514/8.12429","DOIUrl":"https://doi.org/10.2514/8.12429","url":null,"abstract":"","PeriodicalId":304231,"journal":{"name":"Journal of Jet Propulsion","volume":"17 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-06-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124646415","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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