CASE F

RESEARCH MEMORANDUM
for the
Bureau of Aeronatitics, Z)epaY*tment of the Navy

AT A MACH fatJMl@B OF 2.01

TEX) NO. NACA AD 398

By Rose B. Robfsson and Cozglelius Driver

Langley Aeronazlt;ical Laboratory

Laagley Field, Va.

NATIONAL ADVl SORY COMMITTEE

FOR AERONAUTICS
WASHINGTON
 NACA RM SL55115 UONFP~~TIAZ
Q I i

RESEARCH MEMORANDUM
.id) 0
e 8
0 Q. f o r the

Bureau of Aeronautics, Department of t h e Navy

EFFECTS OF VARIOUS MODIFICATIONS ON

THE STATIC LONGITUDINAL STABILITY AND CONTROL

CHARACTERISTICS OF A 0 - 0 6 5 - s ~ M
~OD
~EL
; ~OF THE

CHANCE VOUGHT REGULUS I1 MISSILE

AT A MACH NUMBER OF 2.01

TED NO. NACA AD 398

By Ross B . Robinson and Cornelius Driver

SUMMARY

An i n v e s t i g a t i o n has been conducted i n t h e h n g l e y 4- by 4-foot

supersonic pressure t u n n e l t o determine t h e e f f e c t s on t h e s t a t i c longi-
t u d i n a l s t a b i l i t y and c o n t r o l c h a r a c t e r i s t i c s of various modifications
t o a 0.065-scale model of t h e Chance Vought Regulus I1 m i s s i l e . The
modifications consisted of a c o n t r o l housing on t o p of t h e f u s e l a g e , two
s i z e s of canard s u r f a c e s with f i x e d incidence angles, various angles of
nose droop, and two types of i n l e t boundary-layer bleed d i v e r t e r s . The
t e s t s were made a t a Mach number of 2.01 and a Reynolds number, based on
t h e mean aerodynamic chord of 1.54 x 1 06 .
INTRODUCTION

One of t h e most s i g n i f i c a n t r e s u l t s of a previous i n v e s t i g a t i o n of

t h e Regulus I1 m i s s i l e a t Mach numbers of 1.41 t o 2.01 ( r e f . 1) was t h e
l a r g e negative value of pitching-moment c o e f f i c i e n t a t zero l i f t (cm0)
f o r zero c o n t r o l d e f l e c t ion. A f ree-f l i g h t rocket model t e s t (unpublished)
showed t h e same r e s u l t , t h e value of t h e negative obtained being
Cmo
somewhat l a r g e r t h a n t h a t f o r t h e t u n n e l model. The occurrence of t h e s e
.
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e
0
cae l a r g e values of Cmo n e c e s s i t a t e s l a r g e c o n t r o l d e f l e c t i o n s f o r t r i m w i t h
a r e s u l t a n t i n c r e a s e i n drag and l o s s of maneuverability.

The r e s u l t s presented i n reference 1 i n d i c a t e t h a t t h e negative i n c r e -

ments of Cmo might be a t t r i b u t a b l e , i n p a r t , t o e f f e c t s of t h e underslung
scoop-type i n l e t . I n a d d i t ion, s t a t i c loadings of t h e f ree-f l i g h t model
produced moderate d e f l e c t i o n s of a long s e c t i o n of t h e nose. Since both
t h e f r e e - f l i g h t model and a production m i s s i l e would be more f l e x i b l e t h a n
t h e wind-tunnel model, a d d i t i o n a l negative increments i n Cmo might be
expected.

Means of reducing t h i s i n i t i a l negative CQ a r e of considerable

importance. The b a s i c t u n n e l model previously t e s t e d was modified t o pro-
v i d e experimental information on t h e use of canard s u r f a c e s t o produce a
p o s i t i v e increment i n Cmo f o r zero c o n t r o l d e f l e c t i o n and on t h e e f f e c t s
of nose droop on t h e l o n g i t u d i n a l c h a r a c t e r i s t i c s . Other modifications t o
t h e configuration included an e x t e r n a l c o n t r o l housing on t o p of t h e f u s e -
l a g e and means f o r varying t h e amount of flow through t h e boundary-layer
bleed of t h e scoop-type i n l e t .

This r e p o r t p r e s e n t s t h e r e s u l t s of an i n v e s t i g a t i o n of t h e e f f e c t s
of t h e s e modifications on t h e aerodynamic c h a r a c t e r i s t i c s i n p i t c h of t h e
Regulus I1 m i s s i l e a t M = 2.01 i n t h e Iangley 4- by 4-foot supersonic
pressure tunnel.

COEFFICIENTS AND SYMBOLS

The r e s u l t s of t h e t e s t s a r e presented a s standard NACA c o e f f i c i e n t s

of f o r c e s and moments. The d a t a a r e r e f e r r e d t o t h e s t a b i l i t y - a x e s system
(fig.1) with t h e reference c e n t e r of moments on t h e l o n g i t u d i n a l c e n t e r
l i n e of t h e b a s i c body of r e v o l u t i o n a t a l o n g i t u d i n a l s t a t i o n corresponding
t o t h e leading edge of t h e wing mean geometric chord ( f i g . 2 ) .

The c o e f f i c i e n t s and symbols a r e defined a s follows:

C~ l i f t coefficient, -z/~s
CD drag c o e f f i c i e n t , ~ r a ~ / q s

'rn pitching-moment c o e f f i c i e n t , MI SF
pitching-moment c o e f f i c i e n t a t CL = 0
C%

f o r c e along X-axis
 >
NACA RM SL55115 , 'C~;)NF%D~PIIL/XT,

f o r c e along Z-axis

.M' moment about Y-axis

q free-stream dynamic pressure

M Mach number

S wing a r e a including body i n t e r c e p t , 88.47 s q i n .

c exposed a r e a of canard surface

r a t i o of exposed a r e a of canard t o t o t a l wing a r e a

b wing span, 15.63 i n .

c chord, i n .
-
c wing mean geometric chord, 5.78 i n .

angle of a t t a c k of fuselage c e n t e r l i n e , deg

a i r f o i l thickness, i n .

x chordwise d i s t a n c e from leading edge of a i r f o i l s e c t i o n , i n .

6, canard d e f l e c t i o n with r e s p e c t t o fuselage c e n t e r l i n e , deg

&e elevon d e f l e c t i o n normal t o hinge l i n e , deg

LID l i f t -drag r a t i o , cL/cD

m/mo mass-flow r a t i o

Subscripts :

trim measured f o r C, = 0

R right

L left
 I I

.
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MODEL AND APPARATUS

e ..e
a A three-view drawing of t h e b a s i c model and d e t a i l s of various com-

.
eee0ee
a 0 ponents a r e presented i n f i g u r e s 2 and 3 . D e t a i l s of t h e various modifi-
e
.e
oe c a t i o n s a r e shown i n f i g u r e 4. The geometric c h a r a c t e r i s t i c s of t h e model
eee e a r e presented i n t a b l e I.

The model was equipped with a wing having 43.5O of sweep of t h e

quarter-chord l i n e , aspect r a t i o 2.75, t a p e r r a t i o 0.6, and modified
.
c i r c u l a r - a r c a i r f o i l s e c t i o n s of 4-percent t h i c k n e s s -chord r a t i o (see
t a b l e I . ) The wing was mounted 0.26 inch above t h e fuselage c e n t e r l i n e
and had zero incidence and d i h e d r a l .

Elevons of t h e p l a i n t r a i l i n g - e d g e - f l a p type provided both longi-

t u d i n a l and l a t e r a l c o n t r o l ( f i g . 2 ) . The model had a swept v e r t i c a l
t a i l and movable rudder ( f i g 2 ) . . Deflections of a l l c o n t r o l s u r f a c e s
were s e t manually. The rudder d e f l e c t i o n was O0 f o r t h e e n t i r e t e s t .

Coordinates of t h e b a s i c fuselage a r e presented i n t a b l e 11. A

simulated s t a t i c pressure probe was attached t o t h e nose of t h e f u s e l a g e .
A scoop i n l e t equipped with a boundary-layer d i v e r t e r ( f i g . 3) was incor-
porated i n t o t h e fuselage t o simulate t h e i n t e r n a l flow conditions of t h e
m i s s i l e . The i n l e t airflow, which could be t h r o t t l e d manually t o provide
v a r i a b l e mass-flow r a t i o s , was discharged out t h e r e a r of t h e f u s e l a g e
around t h e s t i n g . A s o l i d f a i r i n g ( f i g . 3) was used t o permit i n v e s t i g a -
t i o n s of t h e model with no i n t e r n a l a i r f l o w ( " i n l e t f a i r e d closed"
configuration) .

Modifications t o t h e b a s i c model ( f i g . 4 ) consisted o f : ( a ) a con-

t r o l housing on t h e t o p of t h e fuselage; ( b ) two fixed-incidence horizon-
t a l canard surfaces, t h e l a r g e r having a 9.5O incidence angle, t h e smaller
having a 19.1° incidence angle; ( c ) various wedges t o provide nose-droop
angles of 00, -1.65O, and - 3 . 0 0 ~ ; and ( d ) i n l e t boundary-layer bleed
d i v e r t e r s t o provide 40-percent and 100-percent closure of t h e o r i g i n a l
bleed. When t h e boundary-layer bleed was completely closed, t h e bleed
o u t l e t under t h e wing was a l s o sealed.

Force and moment measurements were made through t h e use of an experi-

mental, a l l welded, six-component strain-gage balance furnished by t h e
NACA. This experimental balance i s characterized by an extremely small
s i z e but has an a t t e n d a n t increase i n balance d e f l e c t i o n s and i n t e r a c t i o n s .
Space l i m i t a t i o n was t h e primary consideration i n i t s s e l e c t i o n .

The following pressure measurements were made:

(1)t h e s t a t i c pressure i n t h e balance chamber i n s i d e t h e model,

( 2 ) t h e s t a t i c pressure on t h e r i m base a r e a of t h e fuselage, and (3) t h e
 NACA RM SL55115 , z

eeI
e r
e ere t o t a l and s t a t i c pressures of t h e e x i t a i r f l o w with open i n l e t by means
of a t o t a l head rake fastened t o t h e s t i n g a t t h e base of t h e model.

TEST CONDITIONS AND PROCEDUIIF:

The conditions f o r t h e t e s t s were:

Mach number . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.01

Reynolds number, based on E . . . . . . . . . . . . . . . . 1.54 X 106
Stagnation pressure, l b / s q i n . . . . . . . . . . . . . . . . . . . 13
Stagnation temperature, ?' F . . . . . . . . . . . . . . . . . . . . 100
Stagnation dewpoint, ?F . . . . . . . . . . . . . . . . . . . . . < -25
Mach number v a r i a t i o n . . . . . . . . . . . . . . . . . . . . . f0.013
. . . . . . . . . f0.1
Flow angle i n h o r i z o n t a l or v e r t i c a l plane, deg

T e s t s were made through an angle-of - a t t a c k range from about -4' t o

about +lzO a t zero angle of s i d e s l i p .

CORRECTIONS AND ACCURACY

The angles of a t t a c k and s i d e s l i p were corrected f o r t h e d e f l e c t i o n

of t h e balance and s t i n g under load. The nominal values f o r elevon d e f l e c -
t i o n presented i n t h i s r e p o r t a r e not corrected f o r d e f l e c t i o n due t o load.
Although t h e v a r i a t i o n of rudder deflect.ion was not known, it was assumed
t o be small ( w i t h i n & 0 . l 0 ) s i n c e t h e s u r f a c e was r i g i d l y f i x e d i n t h e
d e s i r e d p o s i t i o n by a bead of s o l d e r along t h e leading edge of t h e rudder.

Base pressure measurements were made and t h e longitudinal-force coef-

f i c i e n t s of a l l configurations were a d j u s t e d t o free-stream s t a t i c pressure
at t h e base. For a l l configurations with t h e open i n l e t , t h e i n t e r n a l
pressure i n t h e model balance chamber was measured and c o r r e c t i o n $ f o r a
buoyant f o r c e on t h e balance were applied t o t h e r e s u l t s . The i n t e r n a l
drag was determined from t h e change i n momentum from free-stream conditions
t o measured conditions a t t h e duct e x i t . Base drag, buoyant f o r c e , and
i n t e r n a l drag have been subtracted from t h e t o t a l longitudinal-force meas-
urements so t h a t a net e x t e r n a l longitudinal-force c o e f f i c i e n t was obtained.
The ,mass-flow r a t i o was 0.93. The magnitude of t h e base, i n t e r n a l , and
buoyant drag c o e f f i c i e n t s at a = o0 i s i n d i c a t e 2 by t h e following t a b l e :

Base CD . . . . . . . . . . . . . . . . . . . . . . . . . . . . -0.0001
I n t e r n a l CD
. . . . . . . . . . . . . . . . . . . . . . . . . . 0.0050
BuoyantCD . . . . . . . . . . . . . . . . . . . . . . . . . . -0.0123
8.8
B
e
0
ees
The estimated e r r o r s i n t h e i n d i v i d u a l measured q u a n t i t i e s a r e a s
e%
e e
follows :
Ieee
0
eeemoe C L . B . . . e e e . . . e "................. f0.003

a,deg ............................ f0,l

, deg . . .
6, ( c o r r e c t e d f o r d e f l e c t ion of elevon under load) f0.1
M .............................. f0.015

RESUETS AND DISCUSSION

E f f e c t s of Nose Droop

Negative d e f l e c t i o n of t h e nose produced a progressive negative

s h i f t of pitching-moment c o e f f i c i e n t ( f i g . 3 ) . It i s p o s s i b l e t h a t nose
bending contributed t o t h e more negative Cmo experienced by t h e f r e e -
f l i g h t rocket model (unpublished r e s u l t s ) . The r e s u l t s of t h e present
wind-tunnel t e s t s i n d i c a t e t h a t a nose droop of about 2' would be required
t o produce t h e f r e e - f l i g h t Cmo value.

It might be expected t h a t p o s i t i v e d e f l e c t i o n of t h e nose could

p r o f i t a b l y be used t o produce a p o s i t i v e Cmo s h i f t and thereby reduce
t h e c o n t r o l d e f l e c t i o n required f o r t r i m .

There was no appreciable e f f e c t of nose droop on t h e s t a t i c s t a b i l i t y

and no e f f e c t on t h e l i f t or drag except above CL = 0.3 where nose droop
caused a decrease i n CL, and increased CD f o r constant CL.

E f f e c t s of Canards

Addition of e i t h e r t h e l a r g e or small canards e s s e n t i a l l y eliminated

t h e l a r g e negative value of Cmo ( f i g . 6) ; consequently, t h e elevon
d e f l e c t i o n s required f o r t r i m would be reduced. The l a r g e p o s i t i v e incre-
ment df C, provided by t h e l a r g e r canard a t higher values of CL prob-
a b l y r e s u l t s from a g r e a t e r p o r t i o n of t h e body nose being a f f e c t e d by t h e
carry-over l i f t from t h e canard. The more l i n e a r l i f t and pitching-moment
c o e f f i c i e n t v a r i a t i o n above CL .= 0.4 f o r t h e configurations having t h e
canards may r e s u l t from downwash from t h e canards reducing t h e e f f e c t i v e
angle of a t t a c k of t h e inboard p o r t i o n of t h e wing.
e
e
see The e f f e c t s of elevon d e f l e c t i o n on t h e aerodynamic c h a r a c t e r i s t i c s
e
B - i n p i t c h f o r t h e model with t h e l a r g e canard a r e shown i n f i g u r e 7. The
eeo
e f f e c t s of t h e l a r g e canard on %he l o n g i t u d i n a l c h a r a c t e r i s t i c s f o r
a = 0' and f o r t r i m (Cm = oO) a r e presented i n f i g u r e s 8 and 9, respec-
t i v e l y . Results f o r t h e b a s i c configuration were obtained from r e f e r -
ence 1. A t a = O0 t h e canard produced a s l i g h t decrease i n t o t a l l i f t
c o e f f i c i e n t and a p o s i t i v e increment i n pitching-moment c o e f f i c i e n t ,
which l a r g e l y eliminated t h e negative value of Cmo of t h e b a s i c con-
.
f i g u r a t i o n ( f i g . 8) As a r e s u l t , about 10' l e s s elevon d e f l e c t i o n i s
required t o t r i m t h e model a t zero lift ( f i g . 9 ) . I n a d d i t i o n , t h e maxi-
r a m value of C L
obtainable
~ ~ ~
with an elevon d e f l e c t i o n of -209 i s
increased and t h e t r i m drag c o e f f i c i e n t i s reduced considerably so t h a t
higher t r i m l i f t - d r a g r a t i o s a r e indicated.

E f f e c t s of Closure of I n l e t Boundary-Layer Bleed

The e f f e c t s on t h e l o n g i t u d i n a l c h a r a c t e r i s t i c s of closing t h e
boundary-layer bleed of t h e open-inlet configuration f o r zero elevon
d e f l e c t i o n (6, = 0 ) a r e shown i n f i g u r e 10. Reducing t h e bleed a i r flow
40 percent had only n e g l i g i b l e e f f e c t s , but completely c l o s i n g t h e bleed
produced a s l i g h t l y higher l i f t - c u r v e slope and a p o s i t i v e s h i f t of t h e
pitching-moment curve, reducing t h e negative value of Cmo t o h a l f t h a t
obtained f o r t h e open bleed. Similar e f f e c t s were obtained f o r 6, = 20'
with t h e 100-percent closed bleed ( f i g , 11). The elevon e f f e c t i v e n e s s
was about t h e same f o r t h e open and f u l l y closed bleed ( f i g , 11).

Large l o n g i t u d i n a l e f f e c t s were found when t h e complete i n l e t was

f a i r e d closed. The more l i n e a r l i f t curve and t h e l a r g e p o s i t i v e incre-
ment i n Cm f o r t h e faired-closed i n l e t configuration probably r e s u l t
from t h e a l t e r e d pressure d i s t r i b u t i o n on t h e underside of t h e wing and
t h e a f t p o r t i o n of t h e fuselage. F a i r i n g t h e i n l e t i n t h i s manner pro-
duces t h e e f f e c t of a cambered surface with a r e s u l t i n g down load behind
t h e c e n t e r of moments.

E f f e c t s of Control Housing

The a d d i t i o n of t h e c o n t r o l housing had l i t t l e e f f e c t on t h e longi-

t u d i n a l c h a r a c t e r i s t i c s except f o r a s l i g h t negative s h i f t of t h e pitching-
moment curve ( f i g 12) . .
 CONCLUSIONS

The r e s u l t s of an i n v e s t i g a t i o n of t h e e f f e c t s of various modifica-

t i o n s t o a 0.065-scale model of t h e Chance Vought Regulus I1 m i s s i l e i n d i -
c a t e t h e following conclusions:

1. Negative d e f l e c t i o n of t h e nose produces a progressive negative

s h i f t of t h e pitching-moment curves. It appears p o s s i b l e t h a t nose
bending contributed t o t h e more negative value of pitching-moment coef -
f i c i e n t f o r zero l i f t (cm0) experienced by a f r e e - f l i g h t rocket model.

2. The a d d i t i o n of a fixed-incidence h o r i z o n t a l canard s u r f a c e

r e s u l t e d i n a p o s i t i v e s h i f t i n Cmo and a l a r g e increase i n t h e trim
l i f t c o e f f i c i e n t and t h e t r i m l i f t - d r a g r a t i o obtainable.

3. Complete closure of t h e i n l e t boundary-layer a i r bleed r e s u l t e d

i n a p o s i t i v e increment of pitching-moment c o e f f i c i e n t throughout t h e
l i f t - c o e f f i c i e n t range.

4. Addition of t h e c o n t r o l housing had n e g l i g i b l e e f f e c t on t h e

longitudinal characteristics.

Langley Aeronautical Iaborat ory,

National Advisory Committee f o r Aeronautics,
Iangley ~ i e i d ,Va., August 31, 1955.
A
Ross B. Robinson
Aeronautical Research S c i e n t i s t

Aeronautical Research S c i e n t i s t
Approved :
//
v John V. Becker
Chief of Compressibility Research Division
m jg

REFERENCE

1. Robinson, Ross B., Driver, Cornelius, and Spearman, M. Leroy: S t a t i c

Longitudinal and Lat e r a 1 S t a b i l i t y and Control C h a r a c t e r i s t i c s of an
0.065-Scale Model of t h e Chance Vought Regulus I1 M i s s i l e a t Mach
Numbers of 1.41, 1.61, and 2 . 0 1 - TED NO. NACA AD 398. NACA
RM SL55E31, Bur. Aero., 1955.
NACA RM SL55115

TABLE I

GEOMEZRIC CHARACTERISTICS OF MODEL

Wing:
T o t a l area. including fuselage i n t e r c e p t . s q i n . . . . . . . . 88.47
Span) i n . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.63
Root chord. i n . ....................... 7.08
Tipchord.in . . . . . . . . . .- . . . . . . . . . . . . . . . 4.27
Length of mean geometric chord. c. i n . . . . . . . . . . . . . 5.78
Aspect r a t i o . . . . . . . . . . . . . . . . . . . . . . . . . 2.75
Taper r a t i o . . . . . . . . . . . . . . . . . . . . . . . . . . 0.60
Sweep angle of ?/4 l i n e . deg . . . . . . . . . . . . . . . . . 43.5
A i r f o i l section. streamwise -
Maximum thickness. percent chord . . . . . . . . . . . . . . 4.0
Location of maximum thickness. percent chord . . . . . . . . 53.7
. . . . . . . . . . . 0.04
T r a i l i n g - e d g e t h i c k n e s s ) percent chord
Symmetric a i r f o i l s e c t i o n defined by

112
o . o ~ ~ o ~ ~ (+x 0.0150052)
/c)
Dihedral. deg ........................
Incidence. deg .......................
Elevons :
..............
Area behind hinge l i n e . each. s q i n 4.61
..................
Moment of area. each. i n . 3 2.49
Span. i n ............................ 3.43
...................
S w e e p o f h i n g e l i n e . deg 37.3
Vertical Tail :
. . . . . . . . . . . . . . . 5.07
Span ( t o m o d e l center l i n e ) . i n
. . . . . . . . . . . . . 23.08
Area ( t o model center l i n e ) . s q i n :
. . . . . . . . . . . . . . . . . 2.35
Tip chord ( t h e o r e t i c a l ) . i n
Rootch0rd.i.n . . . . . . . . . . . . . . . . . . . . . . . . . 7.16
Length of t a i l mean geometric chord. i n . . . . . . . . . . . . 5*28
Aspect r a t i o . . . . . . . . . . . . . . . . . . . . . . . . 1.12 e

. . . . . . . . . . . . . . . . 0.33
Taper r a t i o ( t h e o r e t i c a l t i p )
Rudder area. s q i n . . . . . . . . . . . . . . . . . . . . . . . 2.35
Airfoil section . . . . . . . . . . . . . . . . . . . . Same a s wing
NACA RM SL55115 cOWDEE
IAL

TABLE: I1

COORDINATES OF THE BASE FUSELAGE

i s d i s t a n c e from nose i n inches;

r is radius i n inched
 NACA F
W SL55115
me
' e e
e ose
NACA RM ~~55115 C ~ N F ; ' D Z N ~ ' ~.
 oe PD
NACA RM SL55115
e 0 .
e ee,

ee
(B e
e ees

e (PO
B e , s
ese e

Hinge line Hinge line

Rudder

13.42 L

E levon

(b ) Details of rudder and elevon.

Figure 2. - Concluded.

CONFIDrnTIAL
 ( a ) Closed i n l e t .
Areas.
Capture (Normal to center I~ne) 206 square inches
Boundary- layer bleed, lnlet 0.37 square inches
Boundary-layer bleed, outlet (each) 1.08 square inches

(b ) Open i n l e t .

Figure 3.- I n l e t d e t a i l s , open and f a i r e d closed.

NACA
8 =9.5O;exposed area =1.28 sq in
8=19.1°;exposed area = 0.64 sq in.
(b ) Details of canards.
Figure 4.- Continued.
NACA RM SL55115
NACA RM SL55115

Figure 5.- Effects of nose droop on the aerodynamic characteristics in

pitch. GeL - GeR = 0'.
Figure 6.- Effects of canards on the aerodynamic characteristics in pitch.
SeL = SeR = 0'.
NACA RM SL55115

Figure 7.- Effect of elevon deflection on the aerodynamic characteristics

in pitch. Large canard, 6c = 9.5O.
 e 6be NACA RM SLfS5117
e e e

-
e2 %)
%) @
e (Bee
OQ
, Q @
%I me*

B ee
e * 5
aee o

8,9deg
Figure 8.- Effect of t h e l a r g e canard, 6, = 9.5', on t h e v a r i a t i o n of
lift, drag, and pitching-moment c o e f f i c i e n t s with elevon d e f l e c t i o n .
a = oO.
 NACA RM SL55115

8, deg
8

- off Ref I
---- 9.5

a
D) trim
trim

ts

trim

Figure 9.- Effect of the large canard, 6, = 9.5', on the longitudinal

trim characteristics.
NACA RM s~551lfs ~ F D P ~ P~IAL
T
"

Figure 10.- Effect of varying the amount of boundary-layer bleed closure

on the aerodynamic characteristics in pitch. SeL = SeR = OO; open
inlet.
NACA RM SL55115 cO ~ : I D E I ~ ~ I A L
< '

0 100% Closed Faired closed 20

a 100°/~Closed Open

Figure 11.- E f f e c t s on t h e aerodynamic c h a r a c t e r i s & i c s i n p i t c h of v a r i -

ous combinations of boundary-layer closure and open and f a i r e d closed
i n l e t f o r two elevon d e f l e c t i o n s .
 NACA RM SL5511
ee e
% e e
B BO,

Figure 12.- Effect of control housing on the aerodynamic characteristics

in pitch, tieL = EeR = oO.