AD-AI 418 VOWUGHT CORP ADVANCED TECHNOLOGY CENTER DALLAS TX FlG 20/4.PROPLSION AUGMENTED CONTROU/LIFT SURFACE VALIDATION FOR MISStL--ETC(U)
APR 82 R L NASK, J 6 SPANGLER, C H HAIGHT N60921-80-C-A053UNCLASSIFIED ATC-R-91100/2CR-21 NL,2 3flfflfllfllflfflfm uIlEEE-JimEEEi~EE~hEmENhmhhmhhEEEE
EEIIEEEEEIIEIElEElhlllEEEEIEEEllll~lhhiI
ATC REPORT NO. R-91100/2CR- 21
CONTRACT NO. N60921-80-C-A053
Propulsion Augmented Control/LiftSurface Validation for MissileManeuver ApplicationOC
i-APRIL 1982
00R. L. Mask
.. G. Spangler Ora%(NCO,,C. H4. Haight )
Vought Corporation Advanced Technology Center
C P.O. Box 226144
Dallas, Texas 75266
APPROVED FOR PUBLIC RELEASE: DISTRIBUTION UNLIMITED
Prepared for:
Naval Surface Weapons Center
>, Dahlgren Laboratory
9 Dahlgren, Virginia 22448
L.IJ0 . VOUSHT CORPORRTIOn
LPm0vuncecd TUchflOlOqij cmatwi82 08 20 043
UNCLASSIFIEDSECURITY CLASSIFICATION OF THIS PAGE (Whm. Do@Ee~)_________________
REPORT DOCUMENTATION PAGE _____________________
1. REPORT HUSIER O S. R6CIPIMTS $CATALOG NUMBER
4. TITLE (and Subtile) S YEO EOT&PF0 OEE
Propulsion Augmented Control/Lift Surface Final_____Report ____
Validation for MIssile Maneuver Application 6. PERFORMING ORG. REPORT NUMBER
7. AUTNOR(.) S OTA NNM011
R. L. MaskJ. G. Spangler N6092 1-80-C-A053C._H._Haight______________
g. PERFORMING ORGANIZATION NAME AND ADDRESS 10. PROGRAM ELEMENT. PROJECT. TASK
Vought Corporation Advanced Technology Center AREA a WOR4K UNIT NUMBERS
P. 0. Box 226144Dallas,_Texas__75266 _____________
II. CONTROLLING OFFICE NAME AND ADDRESS 12. REPORT DATE
Naval Surface Weapons Center April 1982Dahl gren Laboratory IS. NUMBER OF PAGES
Dahlgren, Virginia 22448 1554.MONITORING AGENCY NAME A AODRESSI different froe, Controlling Office) 1S. SECURITY CLASS. (of this revolt)
UNCLASSI FIEDI.DELASSIFICATION/ DOWNGRADING
SCM DULIE
1S. DISTRIBUTION STATEMENT (of this Report)
Approved for Public Release; Distribution Unlimited
17. DISTRIBUTION STATEMENT (of the .bstroct entered In Block 20, it dlifferent from, Report)
ISl. SUPPLEMENTARY NOTES
* I19. KEY WORDS (Continue an revre. side liInecessav and identify by block namber)
Vertical -let, Propulsive Augmentation, Lift Augmentation, SupersonicManeuverability, Supersonic Lift Augmentation, Induced Lift, MissileControl Surfaces, Supersonic Jet Flap.
20. All! RIT (Continu On revese side It necessfhy And identify by bleek Mmber)
Improved maneuverability and controllability are prime goals in meetinga broad spectrum of tactical missile requirements. Configurations based onthe Vought "Propulsion Augmented Control/Lift Surface" (PACS) approach toaeropropulsive integration are candidates for satisfyiInR these requirements.The PACS concept utilizes a jet issuing from a trailing edge nozzle to induceaugmented control loadings over fin or wing planforms. The current workprovides expermental validation of PACS feasibility for a representative\
IO JAN72 1473 EDITION OF I NOVG IS 1 OBSOLETE UNCLASSIFIEDS/N 0 102- LP 0 14- 6601 SECURITY CLASSIFICATION OP Toll$ PAGE (1110o 0
Bi ii4
SUCUNTY CI.ASSICA1ION OF THIS PA6 (Wim DO& MI
tisslle fin geometry at typical supersonic/transonic conditions.L- testprogram was carried out for a series of. PACS arrangements as welT as fora baseline conventional fin/elevon. Significant advantages were quantifiedfor PACS in the. context of equi~valent baseline elevon/unitary fin deflectionsthrust vectoring force augmentation, high machinumber force generation, andcontrol surface sizing. The successful feasibility, results provide-strongmotivation for proceeding with coordinated technology and application studies
/'.
Ace' ,
U.
A'.
or
$/N 0102- LF- 014- 6601
UNCLASSIFIEDSECURITY CLASIWFICATION OF THIS PA@GUIR(W Date bEnmMe
FOREWORD
This investigation was performed by Vought Corporation Advanced Technology
Center, Dallas, Texas for the Naval Surface Weapons Center (Contract No. N60921-
80-C-A053). The NSWC contract monitors were Dr. F. G. Moore and Mr. Richard
Solis.
it
5 Jl
TABLE OF CONTENTS
PAGE
FOREWORD.. . . . . . . . . . . . . . .. i
LIST OF FIGURES . . . . . . . . . . . . . . . . . . . . . . . . . . .. iv
NOMENCLATURE ...... ........ . . , .......... v
1.0 INTRODUCTION . . . . o e a o o o a o o 9 1
2.0 PACS CONCEPT . . . . . * ............... . 2
3.0 TECHNICAL APPROACH ............ , ...... .. . . 4
3.1 MODEL INSTALLATION AND INSTRUMENTATION . . . . . . . . . . . . 43.2 HIGH SPEED WIND TUNNEL TEST PROGRAM ......... . .. 6
3.2.1 Test Facility . .. .. o. . .. .. .. .. .. . .. 6
3.2.2 Model Descriptions . . . . . . . . . . . o . . . . . . 6
4.0 TEST RESULTS AND DISCUSSIONS .. . ............. . 17
4.1 RUN SUMMARY . . . . . . . . .. . . o o . . . 174.2 LIFT AND DRAG PERFORMANCE o. .. .. .. .. ... 17
4.2.1 SIG-D Baseline Performance .............. 174.2.2 PACS-1 Performance , .. .............. 174.2.3 PACS-2/PACS-4 Performance . . . . . . . . . . . . . . . 22
5.0 CONCLUSIONS .... . . . ... 34
6.0 RECOMMENDATIONS . . . . . . . . ...... .. . 35
7.0 REFERENCES . . . . . . . . . o . . . . . . . . . . 36
APPENDIX . . .. . . . . .... . . . .. .... 37
iii
LIST OF FIGURES
FIGURE DESCRIPTION PAGE
2-1 PACS Concept - Two-Dimensional Analog 33-1 0.1364 Scale SIG-D Model 53-2 HSWT Model Support 73-3 HSWT Model Suppoft 8
3-4 HSWT End Plate Disc with a Metric SIG-D Fin Installed 93-5 Transonic Test Section and Ejector 103-6 SIG-D and PACS HSWT Fin Models 123-7 PACS Fin Configurations 133-8 PACS-1 Fin Installation 143-9 PACS-2 Fin Hardware 153-10 PACS-4 Fin Installation 164-1 Summary of HSWT Test 184-2 SIG-D Fin M = 1.8 194-3 Lift and Drag Comparisons of the SIG-D and PACS-l Fins 20
with 6F =00
4-4 Lift and Drag Comparisons of the SIG-D and PACS-l Fins 21with 6F =70
4-5 PACS-2 Fin Lift and Drag Performance - 6. = 1350 234-6 PACS-2 Comparison with Unit Fin 254-7 Effect of Jet Angle on Lift and Drag Performance - 26
PACS- 24-8 Comparison of Part and Full-Span Blowing - 6. 1350 274-9 Lift Generated by Transverse Jet Ejection - 6. = 900,1350284-10 Lift Force Amplification Generated by Transverse Jet 29Ejection
4-11 Lift Amplification vs. M for C =0.1 304-12 Comparison of Control Effectiveness 324-13 Wing Area Reduction Potentials 33
iv
NOMENCLATURE
A Planform reference area
c Chord length
CD Drag coefficient
CL Lift coefficient
Co Lift coefficient at zero angle of attackL0
Cp Pressure coefficientm V.
C Blowing jet momentum coefficient 1q. A
M Freestream Mach number
fij Jet Mass Flow
q. Freestream dynamic pressure
Re Reynolds number
V. Jet Velocity obtained by expansion from plenum total pressureto freestream static pressure
X Distance
Angle of attack
6F Flap/elevon deflection angle
6. Jet deflection angle
3v
iV
1.0 INTRODUCTION
Improved maneuverability and controllability are prime goals for a broad
spectrum of tactical missile requirements. These requirements cover conditions
for low dynamic pressure launch, cruise evasive maneuvers, high altitude con-
trol responsiveness, and high g terminal targeting maneuvers. Besides the
generation of basic maneuver and control forces, lift increments are often
required at constrained angles of attack to meet maneuver g requirements without
exceeding system limits (e.g., wing/fin effectiveness, inlet stall, adverse plume
interactions). Configurations based on the Vought "propulsion augmented control/
lift surface (PACS)" approach to aeropropulsive integration are candidates for
improving both the controllability and maneuvering lift necessary to satisfy the
above requirements. Fin applications provide the potential for increased control
effectiveness, reduced actuator force and size (weight) requirements, and improved
flexibility in low observable design. A forward wing application can provide
maneuvering lift at even low angles of attack In small-size, low-drag geometries.
The PACS concept is applicable generically to a wide range of missiles,
independent of propulsion system (i.e. rocket, integral rocket/ramjet, super-
sonic expendable turbine, etc.), and can also be applied specifically to standoff
intercept, wide-area defense, or short-range point defense configurations.
Missile applications have evolved from extensive IR&D and Navy 1-4 contract efforts
that have utilized propulsive flow injection at the trailing edge of subsonic
and transonic airfoil geometries to achieve high lift and tailored moment charac-
teristics while minimizing drag and propulsive bleed requirements. Benefits at
subsonic and transonic conditions are realized with rearward near-tangential
injection and the associated normal force increments relative to injection momentum
are typified experimentally in references 1-4. Benefits in supersonic flight
correspond to compatible rotations of the injection jet to normal or upstream
angles where jet interaction-induced loadings similar to those exhibited two-
dimensionally in reference 5 are realized. The present contract experiments
extend the PACS data base to include real missile planfonm effects from supersonic
down to transonic flight conditions and lay the groundwork for specific applica-
tion studies. The data serve as points of departure for simulations of propulsion
integration sources as varied as primary exhaust/combustor bleed, auxiliary high-
pressure gas supplies, and small solid fuel thrustors.
2.0 PACS CONCEPT
The effective force generated by a control or lifting surface is enhanced
if the surface loading can be influenced by auxiliary aeropropulsive flow field
perturbations. These flow perturbations can be generated at subsonic and
transonic speeds by utilizing active circulation or boundary layer control1-4
(e.g., blowing jets) at the trailing edge to alter the upstream surface loading
patterns. At supersonic speeds, planform loading can be enhanced by rotatable
trailing edge blowing jets, compatible with transonic systems, that utilize
the mechanism of forced shock wave-boundary layer interactions. Experiments5-8performed on flat plates have shown that a jet sheet issuing into a supersonic
flow region influences the upstream pressure distributions by establishing
a standing shock structure and associated boundary layer separation. The jet
sheet forces the external flow to stagnate and separate near the jet exit
creating a bow shock wave, as illustrated in Figure 2-1. A high local static
pressure region is established ahead of the jet location which adds a force on
the control surface in the same direction as the reaction force of the jet,
thus augmenting the overall control effect.
When properly integrated into a missile configuration this type of control
augmentation has the potential for enhancing performance and reducing or eliminat-
ing the requirements for movable control surfaces and their associated actuators.
The PACS concept offers significant control augmentation benefits with relatively
small bleed-off of propulsion energy. Applications for selected missions/
configurations also show trade benefits in weight and packaging by replacing
conventional fin actuators with compressed gas or small solid fuel impulse
thrusters to supply the control jet without bleeding the main propulsion. This
approach also provides control augmentation after engine burn-out for terminal
maneuver requirements.
The purpose of this study has been to generate PACS lift/control augmentation
data for a representative supersonic/transonic missile planform and to compare
the results with the forces achieved through conventional unitary or deflected
control surface configurations. Although the scope of the present program
precluded optimization of the benefits of a PACS system, it successfully demon-
strated the potential benefits that are inherent with this approach.
2
BOW WAVE(PRODUCED BY THE JET) ,/
MACH WAVE/
OBLIQUE SHOCK -/ ..- JET BOUNDARY
JET EJECTION(6.- = 900/1350)
Z WING SEPARATED FLOW REGION
A. REPRESENTATIVE SUPERSONIC FLOW FIELD WITH JET EJECTION
-0.4 - BLOWING CASE---C-0.2 , F NO-BLOWING CASE
-0.2
P0d- JET LOCATION
0.2
HIGH STATIC PRESSURE
0.6 (AUGMENTED FORCE)STAGNATED FLOW
0.8NEAR JET EXIT
1.0
B. PRESSURE DISTRIBUTION
FIGURE 2-1 PACS CONCEPT - TWO-DIMENSIONAL ANALOG
3
3.0 TECHNICAL APPROACH
The existing data base for supersonic missile maneuverability/controll-
ability is limited. There is a continual need to establish a foundation from
which generic configurations can be evaluated. Requirements for performance
seem to consistently exceed proven technology validations. The specializednature of most missile systems and missions has forced experimental and analyti-
cal efforts to consider point designs without the opportunity to assess basictechnology improvements. This program has been structured to investigate a
basic category of phenomena related to control/maneuver force effectiveness.
While some analytical background does exist, it is readily obvious that newexperimental data is critical to provide guidelines to future technology advances.
In keeping with this argument, the approach to preliminary evaluation of the PACS
concept has centered on a basic high speed wind tunnel test program, as described
in the following section.
Performance estimates for the several PACS configurations and the SIG-D
baseline (c.f. Section 3.2.2) were generated using a superposition calculation
approach. lhe isolated wing/fin geometry performance was estimated with a
linearized aerodynamic wing-body code utilizing a supersonic panel method. The
PACS supersonic performance estimates were determined from correlations given inreferences 1, 5, 9, and 10.
3.1 MODEL INSTALLATION AND INSTRUMENTATION
In order to fairly evaluate the potential benefits expected with the PACS
concept it was decided to focus the feasibility testing on three-dimensionalconfigurations. As an attempt at simplification and to avoid interaction effectswith the basic vehicle configuration, so as to test the performance of just the
planform surfaces, an existing end-plated test installation was utilized. This
allowed testing of three-dimensional control surface models in a manner thatprovided direct comparisons between a baseline and the various PACS configura-
tions. The fin from the Vought SIG-D missile wind tunnel model, shown in Figure
3-1, was chosen as the test baseline because of its representative control
requirements for a state-of-the-art supersonic missile. A large, thin, round
disk was selected 'r the mounting base to provide clean supersonic flow to the
test models, independent of angle of attack.
4
ti
-0 -
-JJ 05(.,0 -J
me
a 8
C--r000
No -142 ;: 4L I'
ao 0 N ca
LU
I~~ - U
z 00
I- z
;A - az -j
00ca (A
5z
A sketch of the model support assembly is shown in Figure 3-2. Photographs
of the model support installation in the tunnel are shown in Figures 3-3 and 3-4.
The metric models were attached to a force balance at the center of the end-
plate disc. The radius of the disc used with the models was 15 inches (38.1 cm).
This radius was twice as large as the model root chord and approximately 6.5
times the model span thus insuring unperturbed three-dimensional flow over the
fin models at both transonic and supersonic speeds. The fin and balance were
fixed to the disc reference axis and rotated as a unit on the sting support. The
high-pressure air source was connected through the hollow balance to the model
plenum, as shown in Figure 3-2.
The balance output measurements supplied lift, drag, pitching moment and
root bending moment information. The fin models and balance were dynamically
isolated from the disc. The end-plate disc had six static pressure taps located
in the surface to allow determination of local Mach numbers. Two static pres-
sure orificies located ahead of the model were used to identify local freestream
Mach numbers. Four orifices positioned near the upper and lower surfaces
identified root leading edge wedge Mach numbers and mid-wing section Mach numbers.
Discussion of the experimental results is presented in Section 4.0.
3.2 HIGH SPEED WIND TUNNEL TEST PROGRAM
3.2.1 Test Facility
The supersonic/transonic wind tunnel experiments were conducted in the
Vought Corporation High Speed Wind Tunnel (HSWT). This facility is a variable
pressure blow-down wind tunnel with a test section of 1.22 m by 1.22 m (4 ft
by 4 ft) capable of Mach numbers from 0.5 to 5.0 and unit Reynolds numbers
from 6 to 125 million per meter (2 to 38 million per foot). The HSWT has two
test chambers, one for transonic tests and another for supersonic tests. A
sketch of the HSWT transonic test section is shown in Figure 3-5. The PACS
concept validation tests covered both transonic and supersonic Mach numbers from
0.9 to 3.0, at Reynolds numbers ranging from 7-8 x 1O6 per foot.
3.2.2 Model Descriptions
The HSWT metric fin models include the baseline SIG-D missile fin configura-
tion and several PACS fin configurations. The SIG-D metric fin, shown in Figures
6
CL -
C-.
Or
L&I
VI-
CL-
cn
en~
wi0r
cc C
7L A
I-7
C
LO
LI)
-J
LL-
LiJ
-~j
.4:
ui
in,
u-
CD
A I-
< LL. C;c-j 00> ~
ILL LL.cc L x == 7 1
0 L) W CCL) 0..
u L)0 LL. z=0C
CL)
-j-
z ~tJE ILA-i
LLI
LA LA
-JJ a.
tn LAJ u
Z LA
LI 0
LAJc'.io.. c
'WI.
7.501"(19.05 cm) Hinge Location 7
2.2511(5.715 cm)
SIG-DCONFIGURATION
7. 501"(19.05 cm) Hinge Location Tangential Jet
1.25" 2.25"1
Full/Part Span2.1Flap 5. m
PAC SCONF IGURAT ION 135
A At ,,,,.-Transverse Jet Ejection 900/1350
AA' 900
WingFull/Part Span
Nozzle
FIGURE 3-6 SIG-D AND PACS HSWT FIN MODELS
3-4 and 3-6, is a 45-82 hex wing section, with a maximum thickness of 0.038C,
coupled with a double-wedge full-span metric flap/elevon. The elevon test modelwas designed with a O" and 7" deflection capability.
Several metric PACS configurations were sized to the envelope of the SIG-Dfin geometry. The HSWT PACS models consist of a main wing design with an internalducting plenum supplying high-pressure air (controling C conditions) to the
various blowing jet arrangements attached to the fin trailing edge. These model
variations are identified in Figures 3-6 and 3-7.
The PACS-1 geometry (see photograph In Figure 3-8) was designed for tangen-tial blowing over a flap/elevon arrangement to provide an improved Integrated
cruise performance. The PACS -2 and 4 configurations (Figures 3-9, 10) are fulland part-span vectored thrust (900/135 ° ) geometries designed for high maneuvering
lift augmentations at supersonic speeds. The PACS-3 and 5 configurations weredesigned and fabricated for cruise drag improvements but were not tested. A
discussion on the performance of each of these test configurations is presented in
Section 4.
12
0 C
- SW
0 0
Q t
I~13
-4
L
C?
uj
14
- -----
EllE
ff~
U-
105
0
-J-J
Cd,z
LA-
CdlC-,
0-
0
(~1
UJ
-4
U-
4.0 TEST RESULTS AND DISCUSSION
4.1 RUN SUMMVARY
A brief overview of the tests performed in the Vought HSWT is given in
Figure 4-1. A detailed summary of the specific runs is listed in the Appendix
including plotted data (CL vs a and CL vs CD) for each individual test case.
The initial test quantified the baseline SIG-D performance with/without flap
deflection at supersonic and transonic speeds. After establishing the baseline
performance, tests were then performed on the PACS configurations for the same
range of flow conditions. The first tests established the influence of tangen-
tial blowing coupled with flap/elevon deflection (PACS-l). The following tests
examined PACS transverse jet ejection (900 and 1350, PACS-2 and 4) for full
and part-span blowing. These tests covered the Mach number range from 0.9 to
3.0. The angle of attack ranged from 00 to 120, limited by the sting support
maximum pitch angle and tunnel run/pump-up time constraints.
4.2 LIFT AND DRAG PERFORMANCE
A limited discussion on the lift and drag performance of each individual
configuration is presented in the following sections. The performance of each
configuration is shown for M. = 1.8, followed by a detailed examination of the
PACS-2 and 4 configurations overall performances. Detailed information on each
individual test case is given in the Appendix.
4.2.1 SIG-D Baseline Performance
The SIG-D baseline fin performance at M. = 1.8 is shown in Figure 4-2.
The SIG-D baseline performance is defined for two elevon deflections, 6F = O0
and 70 At a = 00 the SIG-D fin CL and CD for 6F are 0.00 and 0.01,
respectively. For 6F = 70, a CL = 0.06 is generated providing a nominal lift
increment of ACL = 0.06 with ange of attack. The baseline SIG-D performance,
typical of conventional missile control systems, provides reference information
for the following discussions. The SIG-D fin performance at other Mach numbers
is summarized in the Appendix.
4.2.2 PACS-l Performance
The PACS-l tangential jet configuration performance at M = 1.8 is shown
in Figures 4-3 and 4-4 for a flap/elevon deflection of O0 and 70, respectively.
17
P.- LA m com ~ - O
cm (r C4 ON
o 0 0 0 0
0 0 0 0 W 0
k c 0 al C4 0%
LL *L . * .
cs Cc go 40; 4 CO &0 Cc
0 0) 1 0 -e0x
LL.
180
0.7
0.6 SIG-D _____
0.5 F=0CL= 7
0.30
0.2 0 00
0.00
0.5
0.2
0.1 '0 .
0.0 t
o1 2.0 -.4 0. 80 108 .12 .16 .20 .24
0.C6
FIUE42.5- IN .
0.19
0o.,7 )i
0.61-SIG-D
--- PACS-1 C = 0.0328
0.5 - PACS-1 C = 0.067
0.4
0.3 _ ,_
0.2 Z0.10.1 , 00, F = 0°°
0 -. - -- I I -
0 2 4 6 8 10 12 14 16 18
0.6
0.5
0.4
CL ,l
0 .3 0.
PACS-1 L
0.2 C=.0328, 0.1 /
S0. SIG-[
0.0 "PACS-T
C =0. 67-0.1 - - - - - - - - - - - --
-.12 -.08 -.04 0 .04 .08 -.12 .16 .20 .24
CD + CV
FIGURE 4-3 LIFT AND DRAG COMPARISONS OF THE SIG-D AND PACS-1 FINSWITH 6F = 00
20
0.7 1 -1
SIG-D0.6 __ _ _ _
PACS-1 C = 0
0.5 PACS-1 C 0.033PACS-1 Cu
= 0.0666
0.4 ,_ _
0.3
0.2
0.1 F
M 1.8
0 1 I--- I
0 2 4 6 8 10 12 14 16 18
0.6
0.5
0.4
0.3
0.2
0.1
0.0
-.12 -.08 -.04 0.0 .04 .08 .12 .16 .20 .24
CD + C
FIGURE 4-4 LIFT AND DRAG COMPARISONS OF THE SIG-D AND PACS-1FIN WITH 6F = 70
21
J!
No noticeable lift augmentation is seen over the baseline configuration. This
is because in supersonic flow, upstream flow perturbations can only be generated
by strong boundary layer perturbations and forced changes in the external shock
structure. At subsonic and transonic flow conditions, favorable perturbations
can be generated with a tangential jet near the trailing edge. I'4 The prime
benefit of tangential blowing at supersonic speeds is the ability to reduce
the total drag (CD + C)*, as shown by the drag polars in Figures 4-3 and 4-4.
This drag reduction is a result of the increase in boundary layer displacement
thickness associated with the jet mass addition, which reduces the wave drag.
However, with over blowing (i.e., C = 0.067) the total drag increased. This
is a result of increased skin friction, associated with higher jet velocities,
and adverse shock structure set up by the larger jet plume. Thus an optimum
blowing condition can be achieved, providing a minimum total drag. The optimum
drag condition for this fin arrangement is very close to the C = 0.0328 test
case. (6F=00 ).
4.2.3 PACS-2/PACS-4 Performance
The PACS-2 and 4 concepts utilize transverse jct injection (6. : 900, 1350)
to generate high maneuvering forces at supersonic speeds. (The concept was
discussed in Section 2.0.) The model hardware discussed in Section 3.2,
identifies the PACS-2 and PACS-4 geometries (c.f. Figure 3-6) as full and part
span slotted jet configurations, respectively. The initial discussion of
these configurations will address a limited number of test cases identifying
the general performance trends at M. = 1.8, followed with a detailed summary
of the overall performance from M., = 0.9 to 3.0. Additional lift and drag
information on the individual test cases can be found in the Appendix.
The PACS-2 (6. = 1350) lift and drag performance at M = 1.8 is shown in
Figure 4-5. This figure identifies the typical performance of the PACS-2
(. 1350) at different blowing conditions with reference to the baseline
SIG-D (6F = 00) performance. The data show that with increased blowing, large
increments in lift can be generated. The data also show that these lift incre-
ments remain constant with angle of attack. Accompanying the lift increments,
*C corresponds to the measured balance force in the drag direction. Since
tIs includes the blowing thrust force, adding C. to CD provides an upperbound for equivalent profile/planform drag. (Assumes total CP recovery.)
22
0.7
0.6
0.55
0.311 1
0.2 1001 Cil = 0.03150.2- - = 0.0425
____ ___ ____C 11 = 0.0861
- PACS-2 =1350
0 2 4 6 8 10 12 14 16 18
a0.6
0.5 __-
0.4 00_ _ - -
CL SIG-D 00 -l
0.3 -
0.2-1-
0.1 -----
0.0
-0-_-.12 -.08 -. 04 0.0 .04 .08 .12 .16 .20 .24
C D + C
FIGURE 4-5 PACS-2 FIN LIFT AND DRAG PERFORMANCE, 6.=135
233
generated by a new external shock structure, are related increases in drag.
However, for typical missile maneuver applications these drag increases are
small compared to the total vehicle drag. To clearly illustrate the potential
control effectiveness of the PACS-2 concept, selected Curves are replotted in
Figure 4-6. This example illustrates that the PACS-2 fin at = 00 with
C = 0.111 generates the equivalent lift of the baseline SIG-D fin at an
= 7.70. This increase in control effectiveness offers new potentials for
missile fin/wing designs.
Tests were also conducted to examine the sensitivity of jet incidence
angle on performance. The results of these tests are shown in Figure 4-7 for
the PACS-2 configuration with jet incidence at 900 and 1350. The jet incidence
angle of 1350 had the strongest influence on the upstream external shock
structure and generated the higher lift forces, thus showing jet orientation is
very important in the PACS design.
Tests were also performed to identify the effects of the jet slot length
on the lift augmentation. A performance comparison of full and part-span
blowing, PACS-2 and PACS-4, tested at the same C (0.042) is shown in Figure
4-8. For the same blowing condition the full-span slot (PACS-2) produces a
much higher lift value than the part-span geometry (PACS-4). These results
indicate that long narrow slots are more effective than the shorter slot
lengths, and furthermore show that effects from the inboard slot location do
not noticeably feed out onto the outer trailing panel of the PACS-4 fin.
A summary of the overall lift improvements (increased CLo at = 00)
generated by the transverse jet injection is presented in Figure 4-9. The
data for the full and part-span blowing configurations are presented for
65 = 900 and 1350 over the tested M range from 0.9 to 3.0. Lines of constant
amplification ratio (CLo /C U) identify zones where high lift augmentation of
the jet reaction force is generated. A replot of these data, Figure 4-10,
shows the lift amplification of each configuration as a function of blowing
conditions. At very low C values, high augmentation ratios are generated.
For the higher C values the lift augmentation is reduced, resulting from
diminishing returns on the jet influence on the upstream flow conditions. The
M. influence on the full and part-span blowing configurations is shown in
Figure 4-11 for a selected C = 0.1. This figure illustrates the typical
impact of M, on the PACS concept. For a constant blowing case, the augmentation,
in general, decreases with increasing M.
24
VEOr4T 1MT IECST '"4OPAGE NO. 0
.................. .! .........
.......... ...• • . .. . . . . . . . . . .
. .... ... 5,r
0
f a
•.. .. . ... .. 0
. .' .a .. .... . . . .
-.. ....... .. .. -
* ............................ ....... .......- a.. ......... ........ 1
. .I.. . . . .... . . . . . . .
c3c
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a-
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'4 CD
%>L~LL±LU JAILL.Lj~~j-JjjjjL..O 9 0 0 lh 0 c0 c0 1.0 0)3
-0 1 N3131 JJ303 ±.1-
25
0.7 - -
0. -6F -1350 Cl, = 0.0425--
0.06F - 900 Cu = 0.0425
0.5 PACS-2 -___ -
0.4
CL0.3 __
0.2
0.1 , ~ .
0.01 - - - -1
0 2 4 6 8 10 12 14 16 18OL
0.6
0.5
0.4 d
CL 03
0.30
0.2
0.1 ___
0.0 - _ _ - _
-0.1-I-.12 -. 08 -. 04 0.0 .04 .08 .12 .16 .20 .24CD + C.
FIGURE 4-7 EFFECT OF JET ANGLE ON LIFT AND DRAG PERFORMANCE -PACS-2L
0.7
0.6 - ~PACS-2 C1 = 0.0425.... __ __ __ __
C L -- PACS-4 C. = 0.0420.5 j
0.40
0.30
0.2
1.00
0.1 M, = 1.8
0.0 _ _- _ _ -
0 2 4 6 8 10 12 14 16 18CL
0.6- -- -- -
CL0.5
CL 0.4
0.3----
0.2 - _ _ - _ _
-0.1
-.12 -.08 -.04 0.0 .04 .08 .12 .16 .20 .24
C D + C
FIGURE 4-8 COMPARISON OF PART AND FULL SPAN BLOWING, 9 135 0
27
oo 0
CA 0 a'to
I C
'4 -~ -A
'4 - o'4 * 0
o co
cc 0
LaJ
'4 LLI
0'4
'4.. ' -,'4 0U
28%
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C; C4. ;.
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0
00
LI
Ij
LJ
-AJ
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LA-
LI.
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U-
29
I~ I
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y~ ~U LI LI
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- LLs-v-J
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-~ N -
zo w-6
-"C IU-o wU.- U
0r .. j. U."C LI
30
Over the full range of M , and C , the PACS-2 (6. = 1350) provided the
best overall performance. A summary of the control effectiveness of this
configuration over the tested M range from 0.9 to 3.0 is shown in Figure 4-12.
This figure compares the PACS-2 blowing effectiveness against the SIG-D control
surface (elevon) effectiveness. The SIG-D (8F = 17.50) extrapolated curve was
predicted analytically using the 6F -70 experimental data as verification of
the analytical method. The experimental data show that the lift increment
generated by a SIG-D elevon deflection of 17.50 can be generated by the PACS-2
configuration with a C,, = 0.05. It is important to note that the PACS-2
effectiveness does not drop off as fast as that of the baseline control surface
with M.. This indicates that the PACS-2 concept is more effective than conven-
tional control methods at increased M .
An important benefit of the PACS concept is its potential for reducing
the control surface size. Subject to vehicle angle of attack constraints,
the ratio of fin areas producing equivalent forces can be defined, Figure 4-13.
For a vehicle a orientation of 7.50 and 150, an area reduction of 30% can be
realized for the higher blowing case, C = 0.15. The capability of reducing
the fin/wing size offers an additional option to the missile fin/wing design.
31
040
II
IL
In IIa--
UU
x ex
'-
U-
OF U. :z
U
ccJ
0LL)-
32
cla
U~ 0 W
U.
In -J
cC.)
0 0CO
< c-
Li 0 0 0
0- (ALL
33-U.
5.0 CONCLUSIONS
The HSWT tests on missile fin configurations validated the feasibility
of the PACS concept for transonic and supersonic applications (M = 0.9-3.0)
o PACS-l, tangential jet configuration, tests validated drag (CO + C )
reduction with non-optimized blowing conditions. Drag reductions over
the baseline SIG-D fin of ACD = 0.007 were achieved with a C = 0.032.
0 PACS-2, transverse jet injection (6. 1350), with C 0.111 inducedlift coefficient increments at = 00 over 0.3, equivalent to a unitary
SIG-D fin at a deflection angle of 7.70 . This value was predicted to
be as high as 100 for an extrapolated C of 0.15.
o The HSWT test illustrated that lift increments equivalent to those
generated by a SIG-D elevon deflection of 17.50 could be generated
by the PACS-2 (6. = 1350) configuration with a C P 0.05.
o The PACS-2 and PACS-4, full and part-span transverse jet blowing tests,
showed the high aspect ratio blowing slot (full-span blowing) as being
the more effective in generating high lift augmentations for equivalent
blowing conditions.
o The orientation of the transverse jet is very important to the PACS
performance. The upstream blowing case, = 1350, was most effective
in generating higher lift augmentations.
o For PACS at a C = 0.15, control force increments 70% and 250% greater
than the baseline are projected at M = 1.8 and 3.0, respectively.
o Reductions in fin size of 25-40% are indicated, relative to the baseline
SIG-D operating at the same force levels.
o The limited testing of non-optimized PACS geometries provides guidelines
for optimization/application recommendations.
34
6.0 RECOMMENDATIONS
The success of the PACS feasibility tests provides strong motivation forproceeding with coordinated technology and application studies. Technologyrequirements include extended wind tunnel tests to produce an empirical data
base for a range of wing/fin candidates, concentrating on both the high effi-
ciency-low C and the high force-high C ends of the spectrum. Analysis/
optimization of planform effects and missile aeropropulsion integration isalso required. Application tasks must begin focusing on propulsion/bleed
candidates, structural/thermal requirements, and cost-effective design andfabrication techniques. The latter area would include methodology in super-
plastic metal forming, reinforced carbon/carbon materials, diffusion bonding,
and new steel alloys. Inherent modularism in the PACS concept permits early
entry into component validation testing and technology demonstration flight
tests.
35
7.0 REFERENCES
1. Mask, R. L., and Krall. K. M., "Low Speed Wind Tunnel Test of an ATC
Optimized High Lift Wing," ATC Report No. B-94300/4TR-34, August 1974.
2. Haight, C. H., and Spangler, J. G., "Test Verification of a Transonic
Airfoil Design Employing Active Diffusion Control," ATC Report No.
B-94300/5CR-34, June 13, 1975, NADC Contract No. N62269-74-C-0517.
3. Mask, R. L., and Haight, C. H., "Transonic Maneuver/Cruise Airfoil
Design Employing Active Diffusion Control", Published in Viscous Flow
Drag Reduction, AIAA Progress in Astronautics and Aeronautics,
Volume 72, 1980.
4. Mask, R. L., "Low Drag Airfoil Design Utilizing Passive Laminar Flow and
Coupled Diffusion Control Techniques," ATC Report No. R-91100/9CR-71,
September 1980, published in Viscous Flow Drag Reduction, AIAA Progress in
Astronautics and Aeronautics, Volume 72, 1980.
5. Amick, James L., "Circular-Arc Jet Flaps at hypersonic Speeds," AIAA Paper
No. 70-553, May 13-15, 1970.
6. Cubbison, R. W., Anderson, B. H., and Ward, J. J., "Surface PressureDistributions with a Sonic Jet Normal to Adjacent Flat Surface at Mach
2.92 to 6.4," NASA TN-D-580, 1960.
7. Romeo, D. J. and Sterrett, J. R., "Aerodynamic Interaction Effects Ahead
of a Sonic Jet Exhausting Perpendicularly from a Flat Plate into a Mach
Number 6 Free Stream," NASA TN-D-743, 1961.
8. Werle, M. J., Driftmeyer, R. T., and Shaffer, D. G., "Two-Uimensional JetInteraction with a Mach 4 Mainstream," NOLTR 70-50 May 1970.
9. Canrichael, Ralph L., "A Computer Program for the Estimation of the
Aerodynamics of Wing-Body Combinations," NASA Ames Research Center, 1970.
10. Werle, M. J., "a Critical Review of Analytical Methods for Estimating* .1 Control Forces Produced by Secondary Injection," NOLTR-68-5, January 1968.1 36
APPENDIX
~1. 37
The following figures identify the lift and drag performance of each
configuration tested. Table 1 Identifies, by run number, the test conditions;
M., M_ (M. at the end plate), a, P0 (freestream total pressure), Poj (jet
total-pressure), and C for each test case. The first set of figures identifies
C1 vs a for each run. The second set of figures plots C1 vs C0 for each run.
To account for the blowing influence on total drag, the addition of C (Identi-
fied in Table 1) to the CD is required to identify CD + Cp effects on measuredperformance.
38
b-
TABLE 1
HSW(T - TEST NO. 740
RUN CONF. l mm P 6F/J P Cp ojFJ o
1 SIG-D 1.8 1.845 0/15 32.5 0 -
2 3.0 3.02 0/20 60 0 -
3 3.0 3.02 0/20 60 -70 -4 1.8 1.845 0/15 32.5 70 -
5 3.0 3.02 0/20 60 70 -
6 PACS-1 0/15 60 0 0 0
7 0 9o 0.0678
8 0 120 0.093
9 7 90 0.068
10 4 7 120 0.0925
11 1.8 1.845 32.5 7 65 0.033
12 7 120 0.0666
13 7 0 0
14 0 120 0.0670
15 0 65 0.0328
16 PACS-2 90 0 0
17 4 65 0.0475
18 PACS-4 0/12.5 120 0.0697
19 3.0 3.02 60 120 0.0997
20 0 0
21 90 0.0715
22 PACS-2 1350 90 0.0866
23 120 0.1176
24 1.8 1.845 32.5 65 0.0425
25 I 120 0.0861
26 50 0.0315
27 150 0.1110
28 3.0 3.02 60 60 0.0555
29 1.3 1.46 28.7 0 0
30 1.4 1.54 30 40 0.0189
39
TABLE 1
HSWT - TEST NO. 740 (Cont'd)
RUN CONF. m MOp c Po 6 F/J Poj C
31 PACS-2 1.4 1.54 0/12.5' 30 135* 40 0.02032 J 35 90 0.048833 1 150 0.089234 PACS-4 4o 0.0120
351 90 0.033636 0/60 150 0.061637 1.8 1.84 0/12.50 32.5 40 0.016338 I I 90 0.04239 150 0.07640 3.0 3.02 60 60 0.039041 90 0.074842 150 0.130843 1.8 1.84 32.5 90 65 0.028444 1.4 1.54 0/60 35 40 0.012345 90 0.032546 1 150 0.06047 SIG-D 00 -- --
48 70
49 , + ....50 PACS-4 0.9 0.9 0/12.50 22 900 40 0.020551 + 4 + 150 0.11452 PACS-1 0.9 70 40 0.0248
53si 20* 40 0.0233
54 155 00
40
VARIATION OF LIFT COEFFICIENT WITH
ANGLE OF ATTACK
41
f 7
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