,AI D-Ai25 297 INTEGRATED AERODYNAMIC TESTS OF THE SPACE SHUTTLE 1/1VEHICLE DURING SOLID RO.'U R RNOLD ENGINEERINGDEVELOPMENT CENTER ARNOLD RFS TN N A CROSBY ET AL.

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AEDC-TSR-82-V15

ADAi 25297_-- -- INTEGRATED AERODYNAMIC TESTS OF THE_.___ SPACE SHUTTLE VEHICLE DURING

SOLID ROCKET BOOSTER SEPARATION ATMACH 4.5 (IA193)

W. A. Crosby and D. L. Lanham,

... Calspan Field Services, Inc.

June 1982

Final Report for Period March 9 through 31, 1982

Approved for public release; distribution unlimited.

DTICFr

ARNOLD ENGINEERING DEVELOPMENT CENTERARNOLD AIR FORCE STATION, TENNESSEE

AIR FORCE SYSTEMS COMMANDUNITED STATES AIR FORCE

* @ 0

- ',. -.

NOTICES

When U. S. Government drawings, specifications, or other data are used for any purpose other than adefinitely related Government procurement operation, the Government thereby incurs no responsibilitynor any obligation whatsoever, and the fact that the government may have formulated, furnished, or inany way supplied the said drawings, specifications, or other data, is not to be regarded by implication orotherwise, or in any manner licensing the holder or any other person or corporation, or conveying anyrights or permission to manufacture, use, or sell any patented invention that may in any way be relatedthereto.

References to named commercial products in this report are not to be considered in any sense as anendorsement of the product by the United States Air Force or the Government.

APPROVAL STATEMENT

Thsreport has been reviewed and approved.

J. T. BESTAeronautical Systems BranchDeputy for Operations

Approved for publication:

FOR THE COMMANDER

HNm. R PDirectorfAerospace Flight Dynamics nTestSDeputy for Operat ions

SEUYUNCLASSIFIEDSECRITY CLASSIFICATION OF THIS PAGE (When DstaEntered)

READ INSTRUCTIONSREPORT DOCUMENTA.TION PAGE BEFORE COMPLETING FORM

* I. REPORT NUMBER 2. GOVT ACCESSION NO. 3. RECIPIENT'S CATALOG NUMBER

AEDCTSR82-V15 1,4D -/ 2 97_4. TITLE (and Subtitle) 5. TYPE OF REPORT & PERIOD COVERED

INTEGRATED AERODYNAMIC TESTS OF THE SPACE Final ReportSHUTTLE VEHICLE DURING SOLID ROCKET BOOSTER March 9 through 31, 1982

SEPARATION AT MACH 4.5 (1A193) 6. PERFORMING OIG. REPORT NUMBER

7. AUTHOR(*) S. CONTRACT OR GRANT NUMBER(s)

W. A. Crosby and D. L. Lanham,Calspan Field Services, Inc.

. 9. PERFORMING ORGANIZATION NAME AND ADDRESS 10. PROGRAM ELEMENT, PROJECT, TASKCente S '/u JAREA & WORK UNIT NUMBERS

Arnold Engineering Development CenterfOT

Air Force Systems Command Program Element 921E01

Arnold Air Force Station, TN 37389.I CONTROLLING OFFICE NAME AND ADDRESS 12. REPORT DATE

June 1982NASA/Johnson Space Center, EX43 NUMBER OF PAGESHouston, TX 77058 65• 65

14 MONITORING AGENCY NAME & ADDRESS(f different from Controlling Office) IS. SECURITY CLASS. (of this report)

Unclassified

Ia. DECLASSIFICATION DOWNGRADINGSCHEDULE N A

16. DISTRIBUTION STATEMENT (of this Report)

Approved for public release; distribution unlimited.

17. DISTRIBUTION STATEMENT (of the abatract entered or Block 20. if different from Report)

I. SUPPLEMENTARY NOTES

Available in Defense Technical Information Center (DTIC).

19. KEY WORDS (Continue on revera aide if necessary and identify by block number)

space shuttlebooster separation motors

supersonic staging

captive trajectory system

20 ) BSTRACT (Continue on reverse side if necessary and identify by block number)

Static force and moment tests were conducted in the VKF Tunnel A using thecl)tive trajectory system to simulate solid rocket booster (SRB) separation ma-neuvers from the space shuttle orbiter/xternal tank at Mach 4.5. Phase I test

objectives were to determine proximity interference aerodynamics of the SRBs with

the' booster separation motors active. The Phase II effort developed an expanded

aerodynamic data base, up to longitudinal separation distances of 1700 in., with

a single SRE and no motor modeling. Limited testing was accomplished at Mach 4.0

to determine Mach number effect. These tests are identified by NASA as IA193.

DD, 'oA 1 1473 EDITION OF I NOV 65 IS OuSOLETE UNCLASSIFIED

SECURITY CLASSIFICATION Of THIS PAGE (ften Data Enferft'

S ". " " " ". .- " "- - - --'* " ". "". . . . " . " -"." "-

CONTENTS

Pago

NOMENCLATURE ....................... 21.0 INTRODUCTION ....................... 10

2.0 APPARATUS2.1 Test Facility ....... .................... ... 112.2 Test Articles ....... .................... ... 112.3 Test Tnatrumentation ..... ................ ... 13

3.0 TEST DESCRIPTION3.1 Test Conditions ...... ................... ... 133.2 Test Procedures ..... .... ........... 143.3 Data Reduction ...... ................... .... 163.4 Uncertainty of Masurements ............ 17

4.0 DATA PACKAGE PRESENTATION ......... ........ 18REFERENCES... . . . .................. 19

APPENDIXES

I. ILLUSTRATIONS

Z Fixure

1. Tunnel A ................ ......... 21

2. Model Details . . 223. Integrated Space Shuttle Vehicle Configuration ...... 254. Phase I Test Installation Sketch . .. . ....... 265. Dual Model Support Mechanism . . . ........... 276. Phase IITest Installation Sketch . . . . .. .. .. .. 287. Base Pressure Location 29... . • 298. Artist's Conception of the "TS-Installed in Tunnel A 309. Sign Convention . . . . . . .. ........ .. . . 31.10. Verification Plots . . . o . ............. . 32

I. TABLES

Table

1. Data Transmittal S mary ............ 352. CTS Motion Capabilities in Tunnel A . .. .. .. . 363. Estimated Uncertainties .............. . . 374. Test Smmary - Phase . ................. 41 ston For5. Test Sumary - Phase . . . . . . . . . . . 466. Grid Numbering Scheme for Bypercubes ........ . 54 GRA&i J7 J

TABIII. SAMPLE TABULATED DATA Ounced

1o Tabulated Hypercube Format 592. Tabulated Isolated Data ... . . . . . ....... 623. Tabulated CTS Position ................. 644 4. Tabulated SRB Thrust Calibration Data .. .......... 65.......

W *? i

NOMCLATURE

A Reference area, 38.736 in. 2

" An Thrust tare curve fit coefficient

ALP 'BL, ALP-BR SRB angle of attack, left and right SRB, deg

ALPHAC CTS pitch drive, deg

ALP-OT 0 + ET angle of attack, deg

ALP-T CTS model angle of attack, deg

BETA-BL, BETA-BR SRB sideslip angle, left and right SRB, deg

BETA-OT 0 + ET sideslip angle, deg

BETA-T CTS model sideslip angle, deg

BSM Booster Separation Motor

CATOT 0 + ET total axial-force coefficient, totalaxial force/Q8.A

CLLOT 0 + ET rolling-moment coefficient, rolling"p moment/Q8.A.L

CLNOT 0 + ET yawing-moment coefficient, yawingmoment/Q8-A.L

CLNL, CLNR SRB aero y~aing-moment coefficient, left andright SIB, CLNTL - (ZJL/QSA*L) or CLNTR -

(MZJR/Q8.A.L)

CLNTL,CLNTR SRB total yawing-moment coefficient from bothaerodynamic and thrust loads, left and right SRB,yawing moment/Q8.AoL

.O)T 0 + ET pitching-moment coefficient, pitchingament/Q8*A.L

CML, CMR SRB aero pitching-moment coefficient, left andright SRB, CTL-(YJL/Q8'A-L) or CMTR-(MYJR/Q8.A-L)

2

".-'',; .'';'. '. '.,' ',." ,' " .' . / ' " '. "." " .- .' ; ."". "" .' ..... -' -. .."."' " -' -" ".'" ". ."- . .. -" .",, ." '-"

O.TL, C4TR SRB total pitching-moment coefficient fromboth aerodynamic and thrust loads, left andright SRB, pitching moment/Q8*AoL

" CNOT 0 + ET normal-force coefficient, normal force/Q8-A

CNL, CNR SRB aero normal-force coefficient, left and rightSR, CNTL-(YNJL/Q8-A) or CNTR-(FNJR/Q8-A)

CNTL, CNTR SRI total normal-force coefficient from bothaerodynamic and thrust loads, left and rightSn, normal force/Q8sA

CODE Configuration code number

CONFIG Model configuration designation

CYOT 0 + ET side-force coefficient, side"'. force/Qa-A

CYL, CYR SRB aero side-force coefficient, left and rightSRB, CYTL-(FYJL/Q8.A) or CYTR-(FYJR/Q8*A)

CYTL, CYTR SRB total side-force coefficient from bothaerodynamic and thrust loads, left and rightSRB, side-force/Q8.A

DATA TYPE Test matrix identifier

DELA Aileron deflection angle, deg

DEL-AL, DEL-AR Relative angle of attack between 0 + ET andSRn, (ALP-BLI-(AL-OT) or (ALP-BR)-(ALP-OT), deg

. DELBF Body flap deflection angle, deg

DEL-BL, DEL-BR Relative sideslip angle between 0 + ET andSRB, (BETA-BL)-(ETA-OT) or (BETA-BR)-(AETA-QT),deg

DELE Elevon deflection angle, deg

DEL- Venturi mass flow meter differential pressure,psia

DEL-PL, DEL-PR Relative roll angle between 0 + ET and SRn,-' (JlHI-BL)-(_PHI-OT) or (M1-BR)-Q(Pli-OTj, deg

3

o - :1-., w -. *

DELR Rudder deflection angle, dog

DELSB Speed brake deflection angle, dog

DEL-XL, DEL-XR Relative longitudinal separation distance ofSRB nose from mated position, positive aft, in.

DEL-YL, DEL-YR Relative lateral separation distance of SRBnose from mated position, positive nose rightfrom pilot's point of view, in.

DEL-ZL, DEL-ZR Relative vertical separation distance of SRBnose from mated position, positive nose downfrom pilot's point of view, in.

ETAC CTS aft yaw drive, dug

FNJL, FNJR SRB thrust normal force, left and right SRB,A0 + A1 (PSL) or A8 + A9(PSR), lbs

FYJL, FYJR SRB thrust side force, left and right SRB,S A4+ A5 (PSL) or A12 + A13 (PSR), lbs

GRID A predetermined set of model positions usedf• to command the CTS model motion in computer

control

L Model reference length, 12.903 in.

LTAFT, RTAFT Aft balance temperature for left and right SRB,respectively, OF

LTFW, RTYW Forward balance temperature for left and rightSRB, respectively, 'F

MACE Free stream Mach number

MDOTV Computed venturi mass-flow meter mass flow, lbm-sec -

MTL, MTh Computed BSM mass flow for left and right SRB,respectively, lbu-sec-

MYJL, MYJR SRB thrust pitching-moment, left and right SRB,A2 + A3(PSL) or A10 + A11(PSR), in.-lbf

4

,. ** *,V.. ,.,-,--... .... .

1IZJL, MZJR SRB thrmst yawing moment, left and right SRB,A 6- A5 7 7 ( P S L ) or A 14

+ A 15 (PSR), in.-lbs

0 + ET Integrated orbiter/external tank configuration

PA Supply pressure of the venturi mass flow meter,psia

PB1, PB2 Orbiter base pressure, psia

PC Orbiter balance cavity pressure, psia

PCHAL, PCHAR Chamber pressures for aft BSM on left and rightSRB, respectively, psia

PCHFL, PCHFR Chamber pressures for forward BSM on left andright SRB, respectively, psia

PHI-BL, PHI-BR SRB roll angle, left and right SRB, deg

PHIC CTS roll drive, deg

PHI-OT 0 + ET roll angle, deg

c PHI-T CTS model roll angle, deg

PN Data point number

PO Tunnel stilling chamber pressure, psia

PSL, PSR Pressure in sting mass flow supply to BSMon left and right SRB, respectively, psia

PSWB Tunnel sidewall static pressure at Station 47.5,psia

PSWT Tunnel sidevall static pressure at Station 75.0,psia

P8 Free-stream static pressure, plas

Q8 Free-stream dynamic pressure, psia

RE/FT Free-stream unit Reynolds number, ft

5

- -.-. - ..

REL Free-stream Reynolds number based on orbitermodel length (12.903 in.)

R RUN Data set identification number

SRB Solid rocket booster

TA Supply temperature of venturi mass flowmeter, *R

TDP Dew point temperature of the air in the highpressure bottle used to supply the BSM jetsimulation, PF

TO Tunnel stilling chamber temperature, 'R

T8 Free-stream static temperature, oR

X CTS model axial position, in.

XC CTS axial drive, in.

Y CTS model lateral position, in.-4°

YAWC CTS forward yaw drive, deg*1

YPOT1, YPOT2 Potentiometer readings of the forward and'4 aft drive motors on the SRB strut assembly

(Phase I only), in.

Z CTS model vertical position, in.

ZC CTS vertical drive, in.

6

S. 4 .41'4.4 4 4 44

MODEL CONFIGURATION DESIGNATION

The following nomenclature was used to designate the model componentsin the test suamaries and the data package.

O(Orbiter) - B6 2 C1 2 E4 4 F 1 M1 6 N8 9 N1 0 3 R5 VW 1 1 6

r here

SYMBOL COMPONEIT DESCRIPTION

B Body62

C1 2 Canopy

E44 Elevon

F1O Body Flap

,16 0KS pod

N 8 9 MPS Nozzles

N103 OMS nozzles

K5 Rudder

V8 Vertical tail

W 1 1 6 Wing

ET( Exter-al Tan W T3 5AT28 AT1 3 0AT1 31 F io 11 FRF 14 FR 15 FR 1 6 F& 17

FR18 F R19PT2 3 PT2 5 PT2 6 PT2 9 PT3 3 PT3 9

where

SYMBOL COMPONENT DESCRIPTION

T3 5 Modified vehicle 5 ET

AT2 8 Aft orbiter/ET attach structure

AT13 0 Forward orbiter/ET attach structure

AT13 1 Aft orbiter/ET attach structure cross-member

n 10 LK12 Feedline

FL1 1 LO2 Feedline

FR0 Fairing

7

SYMBOL COMPONENT DESCRIPTION

FR 14 ET nose cable fairing

FR15 ET nose fairing for PT39

.FR 16 LO2 feedline (FL11) Fairing

FR1 7 LO2 anti-geyser line (PT2 3) fairing

FR1 Aft electrical conduit (PT25 ) fairing

FR 2 pressure line (PT33) fairing

PT23 LO2 recirculation line

PT25 Aft electrical line

PT26 LO2 pressure line

PT29 Electrical conduit

PT33 L2 pressure line

PT39 ET nose probe

SRB(Solid Rocket Booster) - S2 4 ' 1 0 1 ' 1 0 2 N1 0 6 PS 2 0 PS 2 6 PS 2 7 PS 2 8 PS 2 9

PS31 PS32PS33PS34PS35

where

SYMBOL COMPONENT DESCRIPTION

S 24 Modified vehicle 5 SRBNaN01 Forward booster separation motor nozzle block

NI02 Aft booster separation motor nozzle block

N106 SRB nozzle

PS20 Electrical cable tunnel

PS26 SRB aft attach ring

PS 27 Separation motor nozzle actuator struts

PS28 Alt booster separation motor fairing

8

: qo o~o+-'o' "o° -'-

..... +. .. . . . ..•.- . . . _ , -. . . . . . . .- - . . . . •....

SY11BOL COMPONENT DESCRIPTION

PS 9 Tiedown struts (4)

PS 31Command antennae (2)

PS 2 Data capsule camera

PS 33Intermediate structural rings (3)

PS 34 Aft cable housing

PS3 A-ft structural ring

9

1.0 INTRODUCTION

The work reported herein was performed by the Arnold EngineeringDevelopment Center (AEDC), Air Force Systems Command (AFSC), underProgram Element 921E01, Control Number 9E01, at the request of NASA/Johnson Space Center, Houston, TX 77058 for the Rockwell International(RI) Space Systems Group, Downey, CA 90241. The NASA project managerwas M. K. Craig and the RI project engineers were H. S. Dresser, J. W.McClymonds, R. H. Spangler, and R. P. Clark. The results were obtainedby Calspan Field Services, Inc./AEDC Division, operating contractor forthe Aerospace Flight Dynamics testing effort at the AEDC, AFSC, ArnoldAir Force Station, Tennessee. The tests were conducted in the vonKarman Gas Dynamics Facility (VKF) supersonic Tunnel A during the periodof 9-31 March 1982 under AEDC Project Number C696VA (Calspan ProjectNumber V41A-1G).

The primary test objectives were to obtain proximity interferenceaerodynamics of the Space Shuttle Vehicle Orbiter/External Tank (0 + ET)and Solid Rocket Boosters (SRB) during separatiou maneuvers both with

and without the influence of the SRB's booster separation motors (BSM),refine the separation aerodynamic uncertainties during vehicle staging,and expand the BSM jet-off data base. Visual documentation at selectedtest conditions and attitudes of the BSM plume interaction was recordedusing the tunnel schlieren system.

The test program was accomplished in a two phase effort. Phase Itesting utilized a dual SiB installation with active BSM simulation at

* - various jet to free-stream pressure ratios. Other test variables(included 0 + ET angle of attack (-10 to +10 deg), 0 + ET sideslip (0

to +10 deg), SRB angle of attack (-17 to +10 deg, SRB sideslip angle(-17 to +10 degl, and SRB roll angle (0 and 3 deg). The staging processwas simulated by moving the 0 + ET model away from the SRA's using thetunnel's 6 DOF Captive Trajectory System (CTS). The full-scale separa-tion varied longitudinally from 0 to 200 in., laterally 0 to 150 in.,and vertically from 0 to 280 in. The start point for all positioningsequences was the mated position, which is defined to be the launch con-figuration. Six-component force and moment data on the 0 + ET and 4-component force and moment data on each SRB were obtained.

The Phase II entry, designed to expand the BSM plume-off database, also utilized the positioning flexibility of the CTS to locatea single SRB (right) relative to the 0 + ET configuration. The full-scale separation variables included longitudinal distances from 0 to1700 in. with lateral and vertical separation of 0 to 800 in. and 0 to1000 in., respectively. SRB angle of attack (-44 to +10 deg) and side-slip angle (-30 to +18 deg) were also varied. The entire matrix wasrepeated at selected 0 + ET angle of attack and sideslip angle combina-tions from -10 to +10 deg. Mated position again served as the startingpoint for the grid sequences. Six-component force and moment data onthe 0 + ET and 4-component force and moment data on the SRB were obtained.

10

-' _, . : _.".-'.. ', -..'. -. - -- • -- . - .. - -- " -- . " . -"

i - , . -, ., , .

Typically the data were obtained in a hypercube test matrix

format. Hypercubes are a data management technique whereby discrete

test data points are selected to represent the boundaries of nominaland off-nominal trajectory paths. The trajectory paths are identifiedin multi-dimensional space (the number of dimensions is equivalent tothe number of test variables) of which the corners, when projected ina 2D plane, represent the required data points that give the bestlinear interpolation during execution of off-line trajectory programs.The use of hypercubes avoids obtaining voluminous and often unnec-

qessary test data. In addition, trajectory and isolated vehicle testmatrices were completed for both phases, as well as an asymmetrymatrix (i.e., asymmetry between SRB and 0 + ET arrangement) in PhaseI. An asymmetry matrix was not required for the Phase II entry as

the installation was asymmetric by definition. All testing wasaccomplished at Mach 4.5 and free-stream unit Reynolds number of 1.5-

*" million/ft. The trajectory matrix was also run at Mach 4.0 and free-stream unit Reynolds number of 1.3-million/ft.

The tests complement similar entries designated IA40, IA142,

and IA143 conducted in Tunnel A during 1976.

All test data have been transmitted to the Rockwell Inter-

national Space Systems Group and NASA/JSC as described in Table 1.Inquiries to obtain copies of the test data should be directed toNASA/Johnson Space Center, EX43, Houston, TX 77058. Only a micro-film record has been retained in the VKF at AEDC.

2.0 APPARATUS

2.1 TEST FACILITY

Tunnel A (Fig. 1) is a continuous, closed-circuit, variable densitywind tunnel with an automatically driven flexible-plate-type nozzle

and a 40- by 40-in. test section. The tunnel can be operated at Mach

numbers from 1.5 to 6 at maximum stagnation pressures from 29 to 200

psia, respectively, and stagnation temperatures up to 7500 R at Machnumber 6. Minimum operating pressures range from about one-tenth toone-twentieth of the maximum at each Mach number. The tunnel is equipped

with a model injection system which allows removal of the model fromthe test section while the tunnel remains in operation. A description

of the tunnel and airflow calibration information may be found in the

Test Facilities Handbook (Ref. 1).

2.2 TEST ARTICLES

The test articles were 0.01-scale stainless steel and aluminum

models of the space shuttle vehicle (designated model 75/72 OTS)orbiter, external tank, and solid rocket boosters. The orbiter bindiwas the 140C modified configuration with the 140 A/B wing. The

external tank was built to the VC78-000002C lines and the solid r,,, etboosters were built to the VC77-000002 specifications. Model conti;-uration designations are provided in the nomenclature. Componentguidelines are included in Ref. 2. Model details are shown in Fi.,. 2,

and Fig. 3 gives a three-view drawing of the integrated vehicle.

.1

Model configuration components remained constant throughout thetests, except for the SRB separation motor thrust vector which wasmanually offset 3-deg more inboard during part of the Phase I tra-jectory runs. Nominal 20-deg BSM thrust vector outboard of thevertical centerline was common for all other test data. Orbitercontrol surface deflections were set at zero for these tests. Allaerodynamically relevant surface protrusions and penetrations weresimulated except for the SRB attach structure to the ET.

The booster separation motors consisted of four-nozzle clustersat the extreme forward and aft ends of each SRB. Full-scale dimensionswere maintained except where it was necessary to provide nozzle con-tour changes for proper plume simulation and sufficient wall thicknessto fabricate the nozzles. The model BSM nozzle geometry was based )npretest calibrations performed by RI during which the geometry (tiicatdiameter, expansion angle) was adjusted to obtain the desired free-flight combination of plume shape, chamber pressure, and thrust. Airwas supplied to each nozzle cluster through a common plenum. Themodel was constructed such that both forward and aft plenums oper;atedat the same pressure.

The Phase I installation (see Fig. 4) included dual SRB's eachmounted to a 4-component flow-through balance on a special support system(see Fig. 5) attached to the primary tunnel support. The RI fabricatedSRB support rig combines manual and remote adjustments for modelpositioning. The support mechanism is capable of manual changes inpitch of each SRB independently from -25 to +25 deg in 1-deg increments(half-degree increments for odd numbered angles), as well as providingfor yaw of the entire support assembly in 5-deg increments. Pinnedposition settings allow for vertical position changes also. Remotesimultaneous lateral displacement and sideslip angle was accomplishedby using two electric motors each driving a worm gear. Two offsetsaccommodating the SRB's balance-sting were designed and fabricated forthis test to permit greater sideslip angle at close-in (small lateraldisplacement from mated position) separations than previously obtain-able. The 0 + ET was mounted to a 6-component balance on the CTS.

Model inversion was required for the Phase II installation (seeFig. 6) since the single SRB (right) was mounted on the CTS. The0 + ET model was mounted on a special single support mechanism attachedto the primary tunnel support. This device allows for manual pitchclutch face changes of 0 to 25 deg in 5-deg increments while providingyaw angle adjustment for the entire rig in 5-deg increments. as well

as vertical positioning at several pin settings. Vertical relocationof the support rig is required to keep the lower model in the same areaof the test section and free from the influence of the tunnel boundarylayer as the model pitch angle is changed. The same considerations forthe CTS model, as well as the CTS drive limits, are included in determin-ing the vertical shaft pinned position. The model/balance arrangementswere the same as used in Phase I.

* In both phases, base and balance cavity pressures were obtainedon the orbiter model. The measurement locations are shown in Fip. 7.

12

,'. . .. . . . . .. . . . . ...!': -'T i'-.' *, v '; , - - -. . , - -".. . . . "-,. ,"* . ' . . i

. , o .. , . .. . . . . . °- . . . . . . . , ' L, . .•.- .. " •.

" " .. ' ' . " . -. '-

2.3 TEST INSTRUMENTATION

A six component moment-type balance was used in the 0 + ETand four-component moment-type flow-thru balances were used in theSRB's. The 0 + ET was mounted to the Captive Trajectory System (CTS)in Phase I and the right SRB was mounted on CTS in Phase II. TheCTS (Ref. 3) consists of a model support with electro-mechanicaldrive systems for six degrees of freedom and is attached to the topof Tunnel A as shown in the conceptual drawing given in Fig. 8. Theaxial and vertical motions (XC and ZC) are obtained using linear driveunits while lateral motion is achieved by rotating the roll-pitch-yaw

" support arm about the vertical support arm at the vertical supportaxis with the aft yaw mechanism (ETAC) and compensating for the result-ing yaw with the forward yaw mechanism (YAWC). The forward yaw andpitch (ALPHAC) motions are obtained through two kunckle joints withaxes 90 deg to each other (the pitch axis is upstream of the yaw axis),and finally the most upstream motion of the system is the roll (l'IIICB).The excursion bands and rates of travel of the CTS drives are given inTable 2. The measuring devices, recording devices, calibration method,and estimated measurement uncertainties of the six degree of freedommotions of the CTS along with all other measured parameters are givenin Table 3.

Remote positioning of the SRB's in the Phase I test was accomplishedwith a specially designed position controller. The controller incorporatedexisting tunnel pitch and roll system electronics with computer interfaceto position the two potentiometers of the SRB separation rig.

Model flow-field photographs were obtained using the Tunnel Adouble-pass optical flow visualization system. Color schlieren stillsand movies (both high speed and low speed) were made at selected testconditions and model attitudes using this system. Video cassetterecordings of the schlieren screen provided continuous documentationof the test.

3.0 TEST DESCRIPTION

3.1 TEST CONDITIONS

A summary of the nominal test conditions at each Mach number isgiven below.

MACH PO, psia TO,OR Q8, psia P8, psia RE/FT x 10- 6

4.5 23.5 590 1.15 0.081 1.5

4.0 15.7 590 1.15 0.102 1.3

Additional test data for BSM thrust calibrations were obtainedwith the tunnel evacuated as the initial and concluding runs of all PhaseI test shifts.

13

At some test conditions, particularly at sub-atmospheric stag-nation pressures, the air humidity level affects the test section L.achnumber. The Tunnel A sidewall Mach number probe is used periodicallywhen testing at these conditions to monitor deviations from the stan-dard calibrated Mach numbers. When a deviation is measured, the free-stream conditions are corrected and the actual Mach number is printedon the data tabulations.

Test summaries showing all configurations tested and the vari-ables for each ae presented in Table 4 (Phase I) and Table 5 (Pha'w II).

3.2 TEST PROCEDURES

3.2.1 General

For CTS tests in the continuous flow wind tunnels (A, B, C), aparent lower model is mounted on a sting support mechanism in aninstallation tank directly underneath the tunnel test section. Tilttank is separated from the tunnel by a pair of fairing doors and asafety door. When closed, the fairing doors, except for a slot forthe pitch sector, cover the opening to the tank and the safety doorseals the tunnel from the tank area. After the parent model is prc-pared for a data run, the personnel access door to the installationtank is closed, the tank is vented to the tunnel flow, the safety andfairing doors are opened, the model is injected into the airstreamn usingthe short inject stroke, and the fairing doors are closed. The shortinj ect stroke is used to keep the sector out of the airstream. Thisreduces the possibility of tunnel blockage and also provides for moremaneuverability of the CTS by reducing mechanical interference. Themodels are positioned and the data obtained. After this, the sequenceis reversed and the tank is vented to atmosphere to allow access t(, themodel in preparation for the next data set. The sequence is repeaitedfor each configuration change. CTS model configuration changes reqjirea tunnel shutdown to gain access to the model since the CTS cannot 'eretracted from the airstream. CTS model configurations remained con-stant for the tests.

CTS (upper) model attitude and positioning and data recording wereaccomplished using the CTS in the grid mode of operation. The gridmatrices, which are tables of model attitude and position, were loadedinto the DEC 10 computer prior to the test. During the test, the requiredgrid was selected and the positioning of the model was controlled by thecomputer which automatically recorded all the data inputs at each gridpoint location. The process was repeated until the grid matrix was com-pleted. The data recording for the parent model was accomplished usingthe tunnel data acquisition system which was also automatically controlledby the computer.

Initial alignment of the upper and lower models was provided hyprecision wind-off alignment using a docking spike and fixed targetsystem. Aerodynamic deflection of the models and model support wasassumed to be negligible.

41

Prior to initiating the Phase I test, two calibrations were per-formed. The first calibration provided BSM plenum chamber pressurecorrelation to SRB sting pressure levels. This was required as thechamber pressure tubing would affect balance measurements. Once thecalibration was complete, the tubing was cut and crimped at the baseof each SRB. During testing, sting pressures were set to achievedesired chamber pressure levels. The right SRB sting pressure wasmonitored for these set points. The chamber pressure levels werenaturally balanced between the two SRB's without the use of throttling

* devices in each supply line. Sting pressure to BSM thrust componentswere also calibrated prior to test start. This was incorporated intothe data reduction program to provide SRB forces and moments with andwithout the BSM thrust loads. As previously mentioned, the thrustcalibration was repeated each test shift as a check on the balancesand mass flow system. The Phase II test had no BSM simulation; thusthese calibrations were not required.

During.Phase I testing, the sequence of events is outlined in thefollowing. The SRB's pitch and roll and the separation rig yaw andvertical positions were manually set to the desired locations. (SRBpitch angle was actually set 1.0 deg more positive than required tonominally compensate BSM thrust-induced deflection.) The CTS was thenmanually driven to position the 0 + ET for initial aligment. Oncethis was accomplished, CTS operation was switched to computer controlfor grid execution providing relative pitch, axial, and vertical separa-tions. The SRB separation rig was used tO set relative lateral positions mdsideslip angles. This operation was also computer controlled utilizingthe Model Attitude Control System Q(ACS) and control hardware specifi-cally fabricated for this test. High pressure air supplied the BSMplenums through the Tunnel A auxiliary mass flow system. The SRB stingpressure was set automatically by a proportional integral derivative(PID) process controller. Once the BSM simulation parameters were set,the SRB's and then the 0 + ET were positioned. Vertical-plane deflec-tion and displacement corrections were utilized to maintain requiredrelative model locations. Uorizontal-plane corrections were removedfrom the CTS drive equations in order to center the 0 + ET between thetwo SRB's and reduce asymetry effects. This was done for each simulatedBSM condition until all requirements for one manual setting of the SRI'sand the separation rig were fulfilled. At this time, new settings weremade and the procedure was repeated. Isolated 0 + ET data were obtainedwhile model changes were in progress. It shouMd be noted that parentmodel motion is typically not permitted, for safety considerations, whenthe CTS is located elsewhere than the stowed position. However, addi-tional safety features were incorporated into the SRB position controllersuch that when model collisions did occur, the internal ground loopcircuit was completed and all motor drive power was disengagedo thuspreventing damage to the models. Extensive pretest checkout was per-formed to verify this circuitry.

"4

BSM simulation at chamber pressures of 0 (DEL-XR=100, only), 900,1200 (ALP-OT - BETA-OT = 0.0 deg), and 1500 psia was. typical. At some

relative model positions, however, a zone of instability existed where

severe model vibration occurred, particularly at chamber pressures of

1500 psia. When this phenomenon presented itself, chamber pressures

were imediately reduced to 1000 psia. Data were then obtained at every

100 psia increment until the onset of model vibration. For data atALP-OT - BETA-OT - 10.0 deg and chamber pressure 1500 psia, tunnel

blockage with associated loss of flow was encountered. The maximum

allowable chamber pressure was reduced to 1300 psia for data at this

attitude.

For Phase I testing, the required test procedures were signifi-cantly simpler. The 0 + ET was mounted on the lower model support where

manual pitch and support rig yaw and vertical positions were set to de-sired attitudes. Again, the CTS was manually driven to position the SRB

for initial alignment. Following transfer to computer control, the SRBwas moved through pre-prograsmed grid sequences providing relatvo axial,

vertical, lateral, pitch, and sideslip separations from the 0 + ET. This

process was typical for each 0 + ET attitude. Isolated SRB data wereobtained during model changes.

3.2.2 Data Acquisition

As described in Section 3.2.1, data were taken in the grid mode of

operation using the CTS and tunnel data systems. The data were obtained

at finite values of 0 + ET (Phase 1) or SRB (Phase II) position and

attitude. Each data point represents ten data samples averaged to

obtain a single value. The ten samples obtained from the CTS and tunnel

data systems were taken over a time span of 0.320 and 0.208 sec,

respectively.

d 3.3 DATA REDUCTION

The model's static stability data were obtained utilizing the CTS

and tunnel data acquisition systems as described in Section 3.2. The

force and moment measurements were reduced to coefficient form using the

averaged data points and correcting for first and second order balance

interaction effects. Aerodynamic coefficients were also corrected for

model tare weight, balance-sting deflections, and, where applicable, BSM

thrust loads. Model attitude and tunnel stilling chamber pressure were

also calculated from averaged values.

Model force and moment coefficients are presented in the body axis

system. SRIB pitching and yawing moment coefficients are referenced to

a point on the model centerline which was 10.585 in. aft of the nose.

0 + ET moment reference point was located 0.500 in. above the ET's

longitudinal centerline.7.745 in. aft of the ET nose. Orbiter model

body length (12.903 in.) and wing area (38.736 in.2) were used as the

reference length and area for all model force and moment coefficients.

16

.. ,.. . - , .... , . ,.- . . -- ,. " ., ., , - - .' " - ', d =. ;..., , " ,, s ,. --- , ., -J ,

During the pressure calibration, discussed in Section 3.2, thefollowing correlations between sting and chamber pressures wereobtained:

PCHFR = PCHAR = 0.9569 * PSR

PCHFL = PCHAL = 0.9626 • PSL

Thrust produced by BSM simulation was subtracted from SRB totalbalance loads to obtain the aerodynamic loads. The calibrations wtreevaluated from individual SRB data runs using a linear least-squarscurve fit. Curve fit coefficients were determined for each thrustcomponent for the two SRB's as a function of sting pressure. Thenomenclature describes use of the curve fit coefficients (see below)for resolving thrust and aerodynamic loads from total measured bal;i:iceloading.

LEFT SRB RIGHT SRBPHI-BL=0.0 PHI-BL=3.0 PHI-BR=0.0 PHI-BR--3.0

A0 0.3584440 0.2083180 A8 0.6973800 0.203060

A 1 -0.0328247 -0.0321087 A9 -0.0324081 -0.0315005

A2 -0.3009130 -0.1272030 A -0.7035660 -0.19964602 10

A3 -0.0609367 -0.0594144 A11 -0.0576084 -0.0560194

A4 0.0482443 0.1542480 A12 -0.2267810 -0.1577710

A5 -0.0121350 -0.0139028 A13 0.0123690 0.0141093

A6 -0.0633086 0.6025380 A14 -0.3263960 -0.2118560

A 7 -0.0231435 -0.0260361 A15 0.0273331 0.0298195

Relative position between the 0 + ET and SRB(s) was given in till-scale vehicle inches. Figure 9 describes the sign convention for llseparation parameters.

BSM mass flow was computed as a percentage of the supply sysLtmmass flow rate for each SRB ratioed to the left and right sting prt,-

"% sures.

3.4 UNCERTAINTY OF MEASUREMENTS

In general, instrumentation calibrations and data uncertainty esti-mates were made using methods recognized by the National Bureau ofStandards (Ref. 4). Measurement uncertainty is a combination of bias andprecision errors defined as:

U - ±(B + t9 5 S)

where B is the bias limit, S is the sample standard deviation, and t.is the 95th percentile point for the two-tailed Student's "t" distri-bution, (95-percent confidence interval) which for sample sizes greaterthan 30 is taken equal to 2.

" [~best avail&b oy

17

.4.-"- .. *-.., % .. ,t . . . . . .r .r.i . . .. " *•, . . . . .. . - , • .L. ,. ,..,,,. ,,

Estimates of the data uncertainties in the basic measurements ofthis test are given in Table 3a. With the exception of the force andmoment balance, data uncertainties are determined from in-place cali-brations through the data recording system and data reduction program.Static load hangings on the balance simulate the range of loads andcenter-of-pressure locations anticipated during the test, and measure-ment errors are based on differences between applied loads and corre-sponding values calculated from the balance equations used in thedata reduction. Load hangings to verify the balance calibration aremade in place on the assembled model.

Propagation of the bias and precision errors of measured datathrough the calculated data are made in accordance with Ref. 6 andt lhe results are given in Table 3b.

4.0 DATA PACKAGE PRESENTATION

The data package contains tabulated Orbiter/External Tank andSRB model aerodynamic force and moment data. Tabulated tunnel condi-tions, position, and BSM mass flow (Phase I) data are also included.The measured SRB model force and moment data from Phase I providesboth total coefficients (aerodynamic and thrust) as well as aero-dynamic coefficients. Sample tabulations are given in Appendix I1.To facilitate comparison of IA193 test data with data from previoustest entries, data run numbers were not duplicated. The data runs forIA193 were begun at Run 3000.

Data considered to be incorrect were deleted from the datapackage. Nonpertinent individual parameters within a run weresuppressed from tabulation. For example, SRB aerodynamic and massflow data were suppressed during isolated 0 + ET runs.

To aid sorting routines of NASA and RI for hypercube data, agrid numbering scheme was devised which identifies individual hyper-cube corners. An explanation of this technique is given in Table ()and corresponds to all runs with data type equal I (HYPC, on tabulateddata).

Other data types are categorized by the following, where thtmnemonics on the tabulated data are given in parentheses, ( ) andthe numeric categorization is supplied on the magnetic data tape.Trajectory data are designated data type 2 (TRAJ); Asymmetric, PhaseI, runs are data type 3 (ASYM); isolated 0 + ET or SRB runs are d.it;atype 4 (ISOL); and data type 5 (MDOT) represents thrust calibrations.

Sample verification plots providing comparison of previous ;,'tpresent test data as well as hypercube data repeatability are givonin Fig. 10.

18

. . .

REFERENCES

1. Test Facilities Handbook (Eleventh Edition). "von Karman GasDynamics Facility Vol. 3," Arnold Engineering DevelopmentCenter, April 1981.

2. Clark, R. P. and Spangler, R. H. "PreLest Information of SRBSeparation Test IA193 Using the 0.010-Scale SSV Model 75/72OTS in the AEDC VKF Tunnel A." Rockwell International STS 81-0690, December 2, 1981.

3. Billingsley, J. P., Burt, R. H., and Best, J. T., Jr. "StoreSeparation Testing Techniques at the Arnold Engineering Develop-ment Center, Volume III: Description and Validation of CaptiveTrajectory Store Separation Testing in the von Karman Facility."AEDC-TR-79-1, March 1979.

4. Thompson, J. W. and Abernethy, R. B. et al. "Handbook Uncertaintyin Gas Turbine Measurements," AEDC-TR-73-5 (AD-755356), February1973.

19

-'-. 'oi .j ;-' '. v ," . -,".' ". . '- '. i" . . " . - . • • . " "- _ -; / .,- ."."."

4.. APPEMIX I

MIUSTRATIONS

20

mMU L POOM O MaWL bRlaleM 1tu 19W? INNOMII11"~ STSUM

a. Tunnd amuub

b. Tunnul tat notionFig. I Tunnd A

21

'pn

P-4

, 7

0 0

ale V

Ga a

- aa

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'A

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01

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41. F4 O

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1.4'

"41 41 10

ca an

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00 a

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00

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4-64

"4 CLM -C" U3 C

284C0

Notes:1. Base pressure tubes (0.093 in. dia.) Positioned

0.15 in. aft of locations shown.2. Aft view of orbiter

PB1 ZB

* PC

* Figure 7. Base Pressure Location

29

Figure S. ARTIST'S CONCEPTION OF THE CTSINSTALLER IN TUNNEL A

30

~x

I A-.J

00

ca I I I

"a., bcpJ 0w

I -

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cot 33

APPENDIX II

TABLES

34

TABLE 1. Data Transmittal Summary

The following items were transmitted to the User and Sponsor.

User Sponsor

H. S. Dresser, ACO7 M. K. Craig, EX43Rockwell International NASA/JSC12214 Lakewood Blvd. Houston, TX 77058Downey, CA 90241

I Item No._of Copies ___No.: of -o-Cp i

:. Final Tabulated Data*"* Phase I - 6 ;,olumes 1 1

Phase 11 -3 volumes 1*Thrust Tares - 1 volume 1 1

Plotted Thrust Tare Dataw/curve fits

Final Data Microfilm 1

Magnetic Data Tape+

w/format and sample listing

70 mm Color Schlieren Stills* 2 contact prints I contact print1 dup. negative 1 dup. negative

" 16mm Color Schlieren Movies 1 work print 1 work print1 optical master

Flowfield Photographic Log*

* C. Dill, ED32 + J. E. Vaughn

" NASA/MSFC Chrysler Data Management System" Huntsville, AL 35812 102 Wynn Drive

Huntsville, AL 35805

Receives same distribution as Sponsor Receives magnetic tape onlyfor "*" items

35

TABLE 2. CTS Motion Capabi'ities in Tunnel A

MAXIMUM1 MAIM 2

MOTION TRAVEL LIMITS RATE OF TRAVEL

XC ±20 in. 1.2 in.-sec -

ZC ±15 in. 1.2 in.-sec 1

ETAC3 ±25 deg 2.7 deg-sec-

YAWC3 ±45 deg 10.4 deg-sec-

ALPHAC ±45 deg 11.7 deg-sec

PHICB ±180 deg 20.5 deg-sec 1

NOTES: 1. Travel limits are set up for each test as a functionof model location in the tunnel and the test require-ments*.

2. Rates are continuously variable up to the values shownand can be computer controlled to allow all drives toreach a commanded point simultaneously.

3. YAWC and ETAC combine to provide a lateral motion of±15 in.

36

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1003 02 .

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2 1 a00. .41 4.a a ns

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22 V Coc co a c cac4

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14 6w E-O -4 c' O S 1 0Ih .2. 9 9 . . 0W 4 !

70 0

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t. - 1. 4t4 4444- 4M4a444vi o_ _ ____4__4 _ _t- -00a

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cc cco an Qn (00 co cc 0 c m 0 ;C ;C+A

14 04 -zf *e 080000 08008 o 0 00 00 ~~ 0 S 08

* ~ anve cc 001 000 000000 0000 000

C; a c 1<,.O .c 6 6 ;C;C ;6C ;(a 0

a'- 2UPUOx~4 cc

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02Uf 0 4 40 00 00 0vQO 0l 0000 00" 000 004 el ras "4080 004 00000 00000S0 000 0000 00 00

;. F.

I. 6 0

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cc -R o a10U

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-4 (39

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40.

7 . . 7-.

TABLE 4 . Test Smary - Phase I

a. Hypercube",2,3 ,4

DEL-XR-100

CORNERCUBE NO. DEL-YR DEL-ZR DEL-AR 1 DEL-BR

Outer 1 110 150 -7.0 -5.52 1 -7.0 1.03 0.0 -5.54 0.0 1.05 90 250 -7.0 -4.56 -7.0 1.07 0.0 -4.58 I' 1 0.0 1.09 50 40 -4.0 -2.510 -4.0 1.011 0.0 -2.512 -0.0 1.0

13 10 60 -4.0 -0.514 -4.0 1.015 0.0 -0.516 1 .1 0.0 1.0

Itmer 1 60 110 -4.0 -1.52 -4.0 0.0

7 3 0.0 -1.54 0.0 0.05 70 -4.0 -1.56 -4.0- 0.07 0.0 -1.5-8 0.0 0.09 30 110 -4.0 -1.5

10 -4.0 0.01i 0.0 -1.512 1 0.0 0.013 70 -4.0 -1.514 J -4.0 0.015 0.0 -1.516 0.0 0.0

Cent~e(no E.O.)5 40 90 -4.0 -1.0

Center(one E.O.)5 80 170 -4.0 -2.0

4

41

TABLE Co. Continued

a. Concluded

DEL-Xf - 200

CORNERCUBE NO. DEL-YR DEL-ZR DEL-AR DEL-BR

Outer 1 150 180 -7.0 -6.52 I -7.00.

4 0.53 0 .0 -6.5

5 80 280 -7.0 -3.56 -7.0 0.57 0.0 -3.58 -0.0 0.59 60 -7.0 -3.5

12 -0.0 0.5

13 20 90 -7.0 -1.014 -7.0 0.515 0.0 -1.016 0.0 0.5

Inner 1 110 130 -7.0 -2.51 2 -7.0 -0.5

3 -4.0 -2.54 ' -4.0 -0.5

. 5 I 200 -7.0 -2.56 -7.0 -0.5' 7 !-4.0 -2.5

-"8 -4.0 -0.59 60 130 -7.0 -2.510 i -7.0 -0.511 -4.0 -2.512 1 -4.0 -0.513 200 -7.0 -2.514 -7.0 -0.515 -4.0 -2.516 I -4.0 -0.5

Center(no E.0.) 1 90 160 -4.0 -1.5

Center(one E.O.)5

4

-" 42

---------- - .

TABLE 4. Continued

b. Isolated O+ET1

-' BETA-OY! ALP-OT

-10.0 -10.0 to +10.0

-8.0 in 2.0 deg increments

-6.0

-4.0

-2.0

0.0

2.0

4.0

6.0

8.0

10.0

I

c. Asymmetry1,6

ALP-OT BETA-OT DEL-XR DEL-YR DEL-ZR DEL-AR DEL-BRI

0.0 -0.5 100 60 100 -2.5 -0.5

0.0 -1.0 200 120 190 -5.0 -1.0

ALP-OT BETA-OT DEL-XL DEL-YL DEL-ZL DEL-AL DEL-BL

0.0 -0.5 100 -50 105 -3.0 1.5

0.0 -1.0 200 -90. 235 -6.0 3.0

;.': 43

TABLE 4. Continued

d. Trajectory1 ,4'7

TRAJECTORY ALP-OT !BETA-OT' DEL-XRI DEL-YR DEL-ZR -DEL-AR :DEL-BR DEL-PRSi o ,

Inner cube -3.0 0.0 0 0 0 0.0 0.0 10.0,-3.0(nomina) -2.0 50 20 40 -1.0 -0.5

0.0 100 50 100 -3.0 -1.0

1.0 150 70 140 -4.0 -1.5

2.0 200 90 180 -5.0 -2.0

Outer Cube -3.0 0 0 0 0.0 0.0" (engine out -3.0 20 0 0 0.0 0.0

-1.0 50 40 100 -2.0 -1.5

2.0 100 90 200 -5.0 -3.0

Close-in -3.0 0 0 0 0.0 0.0

-2.0 50 20 30 -1.0 -1.0( -1.0 100 40 60 -2.0 -2.0

-1.0 150 60 80 -2.0 -2.5

0.0 200 80 100 -3.0 -3.5

44

TABLE 4. Concluded

e. Test Summary Notes

1. All matrices executed at Mach 4.5, Re/ft 1.5-million except the trajectory

matrix which wan accomplished at Mach 4.0, Re/ft 1.3-million.

2. Hypercube matrix testing accomplished at the following O+ET attitudes

and BSM chamber pressures:

ALP-OT BETA-OT Chamber pressure. paia

0.0 0.0 O(DEL-XR-l00 only), 900, 1200, 15000.0 10.0 0(DEL-XR-100 only), 900, 1500

10.0 0.010.0 10.0

-10.0 0.0-10.0 0.04.0 5.0-4.0 5.0

At some test points with BSM chamber pressure of 1500 psia, model

vibrations were experienced and intermediate chamber pressures

-C (l00 psia) were selected. See detailed test run log accompanying FDP.

3. Mated vehicle (DEL-XRmDEL-YmDEL-ZRmDEL-ARmDEL-BR-DEL-PR-O.0) tested

at all conditions specified in Item 2.

4. Position and attitude variables specified for right SRB; left SRB is

similar.

" 5. Center hypercube points: E.O. is space shuttle main engine (SSME)

engine out.

6. Asymmetry matrix testing accomplished at BSM chamber pressures of 0.

900. 1200, 1500 psia.

7. Trajectory matrix testing accomplished at BSM chamber pressure of 1200

psia only.

45

TABLE 5. Test Summary -Phase II

a. Hypercube 112 ,3

DEL - XR - 100

COMNECUBE NO. ALP-OT BETA--OT DEL-YR DEL-ZR DEL-AR DEL-DR

Inner 1 0.0 0.0 60 110 -4.0 -1.5

2 j -4.0 0.0

3 j 0.0 -1.5

4 0.0 0.0

5 70 -4.0 -1.5

6 J -4.0 0.0

70.0 -1.5

8 0.0 0.0

44

TABLE 5. Continued

a. Continued

C~ORNE E-XR - 300,• - '.CORNER

I CUBE NO. DEL-YR i DEL-ZR DEL-AR I DEL-BR

Outer 1 260 400 -14.0 -15.02 -14.0 2.03 -6.5 -15.04 -6.5 2.05 160 550 -17.0 -9.0:-6 -17.0 2.07 I -9.0 -9.0

8 -9.0 2.09 130 40 -7.0 -7.0

10 -7.0 2.011 I 0.0 -7.012 0.0 2.013 30 150 -9.0 -1.014 -9.0 2.015 -2.0 -1.016 1 1 -2.0 2.0

Inner 1 170 280 -9.0 -4.02 -9.0 0.03 -5.0 -4.04 $ -5.0 0.05 180 -9.0 -4.06 -9.0 0.07 -5.0 -4.08 -5.0 0.09 90 280 -9.0 -4.0

10 i -9.0 0.011 -5.0 -4.012 -5.0 0.013 180 -9.0 -4.014 -9.0 0.015 -5.0 -4.016 11-5.0 0.0

Center(no E.0.)4 130 230 -7.0 -2.0

Center(one E.O.)4 170 400 -10.0 -5.0

47

TABLE 5. Continued

a. Continued

DEL-XR - 600

CORNER-CUBE NO. DEL-YR, DEL-ZR DEL-AR DEL-BR

Outer 1 510 660 -26.0 -20.0• 2 -26.0 3.0

3 -7.0 -20.04 _-7.0 3.0

5 250 800 -30.0 -12.06 -30.0 3.07 -9.0 -12.08 -9.0 3.09 220 140 -11.0 -11.0

10 -11.0 3.011 0.0 -11.012 1 0.0 3.013 90 280 -15.0 -7.014 -15.0 3.015 -2.0 -7.016 -2.0 3.0

/

Inner 1 290 480 -15.0 -8.02 -15.0 -1.0

4-5.0 -. 05 300 -15.0 -8.0.6 -15.0 -1.07 -5.0 -8.0

8 -5.0 -1.09 140 480 -15.0 -8.0

10 I -15.0 -1.0':11 -5.0 -8.0

12 _-5.0 -1.0

13 300 -15.0 -8.014 -15.0 -1.0

15 I -5.0 -8.016 _ _ t -5.0 -1.0

' )4Center(no E.O.) 220 380 -10.0 -5.0

Center(one E.O.)4 350 600 -15.0 -8.0

44

48r

TABLE 5. Continued

a. Continued

DEL-XR - 1100

~CORNER

CUBE NO. DEL-YR DEL-ZR DEL-AR I DEL-BR

Outer 1 700 900 -33.0 -20.02 -33.0 3.03 -13.0 -20.04 1 -13.0 3.05 370 -33.0 -18.06 -33.0 3.07 -13.0 -18.08 -13.0 3.09 180 -17.0 -18.0

10 -17.0 3.011 0.0 -18.012 0.0 3.013 100 400 -22.0 -16.014 -22.0 3.015 -4.0 -16.016 ___--4.0 3.0

Inner 1 450 630 -21.0 -15.02 I -21.0 -3.0

I -10.0 -15.04 1 -10.0 -3.05 380 -21.0 -15.06 -21.0 -3.07 -10.0 -15.08 11F -10.0 -3.09 250 630 -21.0 -15.010 -21.0 -3.011 -10.0 -15.012 $ -10.0 -3.013 380 -21.0 -15.014 -21.0 -3.015 -10.0 -15.016 4 -10.0 -3.0

Center(no E.O.)4 350 500 -16.0 -9.0

Center(one E.O.)4 500 750 -22.0 -11.0

49

TABLE 5. Continued

a. Concluded

DEL-XR - 1700

CUBE NO. DEL-YR DEL-ZR DEL-AR DEL-BR

Outer 1 800 1000 -34.0 -20.02 -34.0 0.0

3 -15.0 -20.04 -15.0 0.05 300 -27.0 -20.06 J -27.0 0.07 -5.0 -20.08 -5.0.09 200 1000 -34.0 -16.0

10 -34.0 8.011 I-15.0 -16.012 -15.0 8.013 300 -27.0 -16.014 -27.0 8.015 -5.0 -16.016 __ -5.0 8.0

Inner 1 650 800 -30.0 -15.0

k . 2 -30.0 -5.0

3 -15.0 -15.0

4 -15.0 -5.05 500 -30.0 -15.06 -30.0 -5.07 -15.0 -15.08 ' * -15.0 -5.0

9 350 800 -30.0 -15.010 -30.0 -5.011 -15.0 -15.012 -15.0 -5.013 500 -30.0 -15.014 -30.0 -5.015 I -15.0 -15.016 -15.0 -5.0

Center(no E.O.)4 500 650 -23.0 -10.0

Center(one E.0.) 4 500 900 -25.0 -18.0

50*1

TABLE 5. Continued

b. Isolated SEE1

BETA-ER ALP.PBR

-30.0 -44.0 to +20.0in 5.0 deg increments

-25.0

-20.0

-15.0

-10.0

-5.0

( 0.0

5.0

10..0

15.

51

TABLE 5. Continued

c. Trajectory

TRAJECTORY ALP-OT BETA-OT DEL-XR DEL-YR. DEL-ZR DEL-AR DEL-BR

Inner cube 3.0 0.0 0 0 0 0.0 0.0(nominal) 100 50 100 -3.0 -1;0: 150 70 140 -4.0 "-1. 5

i 200 90 180 -5.0 -2.0300 140 260 -8.0 -3.0S 450 190 350 -11.0 -5.0

S 600 240 I 430 -13.0 -7.0850 280 510 -16.0 -8.01100 320 580 -19.0 -9.01400 370 640 -23.0 -10.01700 410 700 -27.0 -11.0

7.0 5.0 0 0 0 0.0 0.0100 50 100 -3.0 -1.0150 70 140 -4.0 -1.5200 90 180 -5.0 -2.0

300 140 260 -8.0 -3.0450 190 350 -11.0 -5.0600 240 430 -13.0 -7.0850 280 510 -16.0 -8.0

1100 320 580 k19.0 -9.01400 370 640 -23.0 -10.0

___ r 1700 410 700 -27.0 -11.0

Outer cube 3.0 0.0 50 40 100 -2.0 -1.5(engine out 100 90 200 -5.0 -3.0

200 160 280 -9.0 -5.0300 220 350 -12.0 -7.0450 320 450 -16.0 -9.5600 410 550 -20.0 -12.0850 480 700 -24.0 -13.0

1100 550 850 -27.0 -14.01400 640 880 -29.0 -16.0

_ 1700 730 900 -31.0 -18.0Close-in 3.0 0.0 100 40 60 -2.0 -2.0

150 60 80 '-2.0 -2.5200 80 100 -3.0 -3.5300 90 130 -8.0 -2.0450 120 180 -11.0 -3.5600 150 230 -13.0 -5.0850 220 270 -16.0 -6.5

1100 280 310 -19.0 -8.01400 360 360 -22.0 -9.01700 400 400 -25.0 -10.0

52

4,

TABLE 5. Concluded

d. Test Summary Notes

1. All matrices executed at Mach 4.5, RE/ft 1.5-million.

Trajectory matrix also accomplished at Mach 4.0, RE/ft 1.3- million.

2. Hypercube matrix testing accomplished at the following O+ET attitudes

(unless otherwise noted):

ALP-OT BETA-OT ALP-OT BETA-OT

0.0 0.0 -10.0 10.0

0.0 10.0 -10.0 -10.0

0.0 -10.0 4.0 5.0

10.0 0.0 4.0 -5.0

1 .Q 10.0 -4.0 5.0

10.0 -10.0 -4.0 -5.0

C -10.0 0.0

3. Mated vehicle (DEL-XR-DEL-YR-DEL-ZR-DEL-AR-DEL-BR-DEL-PR-'0.0) tested

at all attitudes specified in Item 2.

4. Center zypercube points: E.O. is space shuttle main engine (SSME) engine

out.

.4

-4

i53

1I

'TMTABLE 6. Grid Numbering Scheme for Hypercubes

a. Phase I

Basic Format: xxy-zz.n

where the grid number (xxy),xx- (ALP-OT, BETA-OT) combinationy - DEL-AR - DEL-AL

the sub-grid number (zz),zz - (DEL-XR, DEL-ZR, DEL-YR, DEL-BR) combination(s) for each

hypercube corner

and n is the data point number in a given Data Run.

EXAMPLE: 107-11.2

ALP-OT - -4.0 1 see table belowBETA-OT +5.0DEL-AR - -4.0DEL-XR - 100.0 - see table next pageDEL-YR - 60.0DEL-BR - 0.0, see TABLE 4aDEL-ZR - 110.0

The primary grid classifications are given as follows:

ALP-O! BETA-OT DEL-AR GRID NO.* ALP-OT BETA-OT DEL-AR GRID NO.*

0.0 0.0 0.0 016 -10.0 0.0 0.0 0864 4. 017 -40 087-7.0 018 1. -7.0 088

0.0 10.0 0.0 026 -10.0 10 0.0 096S -4.0 027 I -4.0 097

-7.0 028 -7.0 09810 10.0 0.0 036 -4.0 5.0 0.0 106S -4.0 037 -. 107

-7.0 038 -7.0 10810.0 0.0 0.0 046 4.0 5.0 0.0 116

:4.0 047 -4.0 117-7.0 048 -7.0 118

*Grid numbers xxO are mated position at each (ALP-OT, BETA-OT) combination.

Note: Grids xx6: DEL-AR - 0.0xx7: DEL-AR - -4.0xx8: DEL-AR - -7.0

I5

54

. .. . *..... .. . . . . .-- -. - . - . ...-- - - . - -•

TABLE 6. Continued

a. Concluded

The sub-grid correlation to hypercube corner is provided by the following:

IGRID ;SUB-GRID*: CORNER GRID JSUB-GRID* ICORNERNO. NO. iDEL-XR CUBE NO. NO. NO. IDEL-XR CUBE ' NO.

xx6 01 200.0 OUTER 3 05 200.0 CENTERI No E.O.02 4 06 100.0 OUTER 903 7 07 1 0

04 8 08 1305 11 09 14

06 12 10 INNER 507 15 10.2 108 t 16 11 609 100.0 3 11.2 210 4 12 1311 7 12.2 912 8 13 1413 11 13.2 1014 12 14 CENTER No E.0.15 15 15 CENTER One E.O.16 16 xx 01 200.0 OUTER 117 INNER 7 02 217.2 3 03 518 8 04 618.2 4 05 919 15 06 1019.2 11 07 1320 16 08 1420.2 12 09 INNER 1

xx7 01 200.0 3 09.2 501.2 7 10 202 4 10.2 602.2 I 8 11 903 11 11.2 1303.2 I15 12 1004 12 12.2 14

04.2 16 13 100.0 1_ _-14 2

15 516 6

*Data point number (n) is equal 1, unless otherwise noted.

55

* -~~ -. -- -

TABLE 6. Continued

b. Phase II

Basic Format: xxy-z.nn

where the grid number (vcy),xx - (ALP-OT, BETA-OT) combinationy - DEL-Xl

the sub-grid number (zz),z - (DEL-ZR, DEL-AR, DEL-YR, DEL-BR) combination(s) for each

hypercube corner

'-' and nn is the data point number of the sub-grid.

*EXAMPLE: 024-4.01

ALP-CT - 0.0 "BETA-OT = +10.0 see table belowDEL-XR - 1100.0DEL-ZR - 900.0 jDEL-AR - -13.0 see TABLE 5aDEL-YR - 700.0

DEL-BR - 3.0

The primary grid classifications are given as follows:

GRID+. GRID+ GRID+ALP-OT BETA-OT DEL-XR NO. ALP-OT BETA-OT DEL-XR NO. ALP-OT BETA-OT DEL-XR NO.

0.0 0.0 100 011 0.0 -10.0 100 061* -4.0 5.0 100 101*4 300 012 300 062 300 102600 013 600 063 600 103

1100 014 1100 064 1100 104".1700 015 1700 065 1700 105

0.0 10.0 100 021* -10.0 -10.0 100 071* 4.0 5.0 100 111*• 300 022 j 300 072 j300 112

* II 600 023 600 073 600 113

- 1100 024 1100 074 1100 114" - 1700 025 1700 075 1700 115

10.0 10.0 100 031* -10.0 0.0 100 081* 4.0 -5.0 100 121*I f300 032 I 300 082 300 122600 033 .600 083 600 123

1100 034 1100 084 1100 1241700 035 1700 085 1700 125

10.0 0.0 100 041* -10.0 10.0 100 091* -4.0 -5.0 100 131*

II 300 042 300 092 300 132* 600 043 600 093 600 133

I 1100 044 1100 094 1100 134r 1700 045 1700 095 1700 135

10.0 -10.0 100 051*4 300 052I 600 053

l 1 1100 054'11700 055

+ Grid numbers xxO are mated position at each (ALP-OT, BETA-OT) combination.* Grids not used. NOTE: Grids xxl:DEL-XR - 100 xx4:DEL-XR - 1100

xx2:DEL-XR - 300 xx5:DEL-XR - 1700n3:DEL-XR a 600 56

- * *

TABLE 6. Concluded

b. Concluded

The sub-grid correlation to hypercube corner is provided by the following:

GRID NO. SUB-GRID NO. CUBE CORNER NO.*

Oil 5.01-5.08 INNER 8-1

]MY 1.01-1.04 OUTER 16-13

2.01-2.04 12-9

3.01-3.04 8-54.01-4.04 4-1

5.01-5.16 INNER 16-16.01 CENTER No E.G.

7.01 CENTER One E.O.

* Hypercube corner numbers listed are inclusive decreasing sequentially

* (i.e., 16, 15, 1.4, 13, .... 3, 2, 1).

' 5* . .

APPENDIX III

SAME TABULATED DATA

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