|
FFM-5 |
Point
Petre Range 14 May. 1955 |
ACCURATE
SCALE MODEL |
-wings
had plain leading edge, 8% notch, .75% negative
camber |
-radar
nose 50 deg conical shape |
-J-67
intakes and ducts |
-intermediate
J-75 rear fuselage |
-fixed
control surfaces |
INSTRUMENTATION:
- Boost
Accelerometer
- Drag
Accelerometer
- Transverse
Accelerometer
- Normal
Accelerometer
- Pitch
Angular Accelerometer
- Separation
Indicator
- Yaw
Angular
- Roll
Rate
- Angle
of Attack (d)
- Angle
of Sideslip (B)
- Pitot
Pressure
- Static
Pressure
- Separation
- Static "Buzz"
- Base
Pressure
- Pitot "Rake" at
Duct Exit
|
|
RESULTS: |
-the
main purpose of this test was to determine from
data the supersonic drag coefficient of the CF-105 |
-also
2 subcarrier channels each commuted to give data
from 12 pressure points around and in the ducts
totaling 24 readings |
-at
this time AVRO decided that a reevaluation of the
Picton range was necessary |
-it
was noted that kine and radar tracking was erratic
and it was decided that the next two models to
Wallops Island for testing.
-this
was done to give CARDE time to repair their problems
at Pt. Petre and to give NACA an opportunity to
test it's new DOPPLER radar. |
Wallops
Island is a rocket test range, N.A.C.A. at Langley
Air Force Base, near Hampton Virginia (became N.A.S.A.).
Delay
due to radar tracking problems. Testing moved to
United States to use the new "DOPPLER" radar
system which was invented in New Mexico.
AVRO radar technicians were trained to use
this system. |
|
FFM-6 |
Wallops
Island Virginia 9 May. 1956 |
ACCURATE
SCALE MODEL |
-drooped
leading edge with 5% notch and 10% extension outboard
of notch |
-30
deg conical radar nose shape |
-J-75
intakes, ducts and rear fuselage |
-pressure
rakes in ducts |
-partial
area ruling of fuselage |
INSTRUMENTATION:
- Boost
Accelerometer
- Drag
Accelerometer
- Transverse
Accelerometer
- Normal
Accelerometer
- Pitch
Angular Accelerometer
- Separation
Indicator
- Yaw
Angular
- Roll
Rate
- Angle
of Attack (d)
- Angle
of Sideslip (B)
- Pitot
Pressure
- Static
Pressure (from probe on d-B vane)
- Separation
- Static "Buzz"
- Base
Pressure
- Pitot "Rake" at
Duct Exit
- Separation
Signal
- Roll
Rate
- Full "Rake" Pressure
- Instrument
Bay Temperature
- Commutated
Duct Pressures
|
|
RESULTS: |
-on
pre-firing one commuted duct pressure sensor was
found to be inoperative |
-during
boost the cover plate for the booster igniter came
off, but caused no damage |
-because
of firing out to sea, no kine theodilites were
available to track the model |
-radar
tracking was in automatic mode, except on model
separation, when an experienced radar technician
took control and manually tracked the model |
-tracking
corrections normally supplied by 2 boresight cameras
were not available |
"On
this model the d-B vane mounted on the sting was
modified to include a probe to measure the static
pressure. The assembly was balanced to within .1
ins. ozs. However, trouble was experienced in recording
d, although B seemed good. While transverse acceleration
and B correlated fairly well, normal acceleration
and d showed marked disagreement.
Later tests showed that the d trace error was entirely due to modifications
to the dB vane, but this was not immediately apparent.
Because of erroneous dB vane and the unstable oscillations the
test results were unsuitable for stability analysis but adequate
for drag calculations."
-high
rate of roll associated with the unstable oscillations
in the yaw plane |
|
FFM-7 |
Wallops
Island Virginia 15 May.1956 |
ACCURATE
SCALE MODEL |
-drooped
leading edge with 5% notch and 10% extension outboard
of notch |
-30
deg conical radar nose shape |
-J-75
intakes, ducts and rear fuselage |
-pressure
rakes in ducts |
-special
area ruling of fuselage (more complete, forward
upper part of fuselage) |
INSTRUMENTATION:
- Boost
Accelerometer
- Drag
Accelerometer
- Transverse
Accelerometer
- Normal
Accelerometer
- Pitch
Angular Accelerometer
- Separation
Indicator
- Yaw
Angular
- Roll
Rate
- Angle
of Attack (d)
- Angle
of Sideslip (B)
- Pitot
Pressure
- Static
Pressure (from probe on dB vane)
- Separation
- Static "Buzz"
- Base
Pressure
- Pitot "Rake" at
Duct Exit
- Separation
Signal
- Roll
Rate
- Full "Rake" Pressure
- Instrument
Bay Temperature
- Commutated
Duct Pressures
|
| |
RESULTS: |
-base
pressure did not function |
-buzz
pressure was a poor trace |
-roll
rate was more violent |
-static
pressure from the dB vane was calibrated with a
radiosonde ballon over the range of mach no. |
-with
the principal axis tilted down, models 5,6,and
7 were effected by inertia coupling |
dB
vane malfunctioned in d |
-due
to inertia coupling these results were unsuitable
for stability analysis, but suitable for drag |
-tracking
radar performance was better and boresight cameras
were used. |
|
FFM-9 |
| Point
Petre Range October. 1956 |
| Lateral
Stability Model |
No data available
at this time. |
| |
|
|
FFM-10 |
| Point
Petre Range December. 1956 |
| Longitudinal
Stability Model |
No data available
at this time. |
| |
|
|
FFM-11 |
| Point
Petre Range January. 1957 |
| Longitudinal
Stability Model |
No data available
at this time. |
| |
|
