The locus of possible positions of a heavy bomber in space after a 12-second time interval

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Material Information

Title:
The locus of possible positions of a heavy bomber in space after a 12-second time interval
Alternate Title:
NACA wartime reports
Physical Description:
7, 10 p. : ; 28 cm.
Language:
English
Creator:
Mathews, Charles W
Wood, Clotaire
Langley Aeronautical Laboratory
United States -- National Advisory Committee for Aeronautics
Publisher:
Langley Memorial Aeronautical Laboratory
Place of Publication:
Langley Field, VA
Publication Date:

Subjects

Subjects / Keywords:
B-24 bomber   ( lcsh )
Aeronautics -- Research   ( lcsh )
Genre:
federal government publication   ( marcgt )
technical report   ( marcgt )
non-fiction   ( marcgt )

Notes

Summary:
Introduction: At the request of the National Defense Research Council, calculations have been made to determine the loci of possible positions of a heavy bomber in space following a 12-second interval. The airplane flight paths corresponding to various limiting maneuvers were calculated to determine the position of the airplane at the end of the 12-second time interval. The calculations were made for a hypothetical airplane having characteristics similar to those of a B-24 airplane.
Statement of Responsibility:
by Charles W. Mathews and Clotaire Wood.
General Note:
"Report no. L-206."
General Note:
"Originally issued June 1943 as Memorandum Report."
General Note:
"Report date June 1943."
General Note:
"NACA WARTIME REPORTS are reprints of papers originally issued to provide rapid distribution of advance research results to an authorized group requiring them for the war effort. They were previously held under a security status but are now unclassified. Some of these reports were not technically edited. All have been reproduced without change in order to expedite general distribution."

Record Information

Source Institution:
University of Florida
Rights Management:
All applicable rights reserved by the source institution and holding location.
Resource Identifier:
aleph - 003594257
oclc - 70925711
System ID:
AA00009445:00001


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PcA-(* L-2(r


NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS





WARTIME RE P ORT
ORIGINALLY ISSUED
June 1943 as
Memorandum Report

THE LOCUS OF POSSIBLE POSITIONS OF A HEAVY BOMBER


IN SPACE AFTER A 12-SECOND TIME IITEIRVAL
By Charles W. Mathews and Clotaire Wood


Langley Memorial Aeronautical
Langley Field, Va..


Laboratory


WASHINGTON

NACA WARTIME REPORTS are reprints of papers originally issued to provide rapid distribution of
advance research results to an authorized group requiring them for the war effort. They were pre-
, viously held under a security status but are now unclassified. Some of these reports were not tech-
nically edited. All have been reproduced without change in order to expedite general distribution.
L 20r5


DOCUMENTS DEPARTMENT







































Digilized by hie Iniernei Archive
in 2011 wilh landing Irom
University oi Florida, Geoige A. Smathers Libraries wilh suLppori from LYRASIS and the Sloan Foundation


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-7 0 2 57 If




rEr.OR ANrDU REPORT

for the

NTational Defense Rcsearch Council

-T: LOCUS OP POSTI3L1. PO2TIrO. OF A- -EUAVY 3 _BO3r

-1 SPAC7 AFTER A 12-SECOI-D TIM E TI,'TRaL

3y Charles '7. Mathews and Clot-ire '..ood

INTRCD'rCmTIO:

At the request of the Jlational Defense Research Coun'il,

calculations have been made to determine thie loci of possible

positions of a heavy bomber in space following a 12-second

interval. The airplane flight paths corresponding to various

limiting maneuvers were calculated to determine the position

of the airplane at the end of the 12-second time interval.

The calculations were made for a hypothetical airplane

having characteristic s similar to those of a 3-21. airplane.

PROCEDURE !I!D .S'.'PT'TO,'TS

Flight paths ':ere detcrr'mined by ste--by-step integration

for various extreme ia.'eav.c- rs entered from level flight at

an altitude of 13,39- f e.. Entran-e speeds of 225 .,iles per

hour and 276 miles )er hour -orres.ondcing to 6'D perch -At and

100 nerc:-nt rs.ted oov.er, reset ve'ly, vw2re invest ated.

Exce
the 9irolane- wre determined for two povw.'r chan-ces t.cst were

made at the start of the maneuvers. Thesc chan cs consisted

of applying full throz-tl? (13 perc. ni rte-d encina over)

and comnol-tecly throttlinri the engines.








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Tne loci of possible airplane positions were determined

by calcul.,tinng the airol..ne flight paths for the following

extreme maneuvers:

1. Abri'pt climbing and divirn maneuvers in the vertical

plane limited by ma.inmui lift coefficient or

maximum per.issiole ni.)rmal accele?rcatiouj.

2. Climr.Lin, and di' rin,. maneuvers i. the vertical plcne

at fixed flight path anrgles.

5. Level turns limited by Ina:..1-mum lift coefficient or

'a-ax;rum perrmssible norm.- acceleration.

4. Level turns .Ith r-.ecovery after vari ous time incre-

ments.

5. ..ull-throttle clirbinr turns :i. th a 6'. angle of bank

li, :ited by ia:xiir.'.imr lift co efficientt or rma:imumn

permissible n.:.rral .ccc.lerat ion.

6. Full-throttle diving ti,.;rV-." viLh a )', *-u-le of. bank

limited b-: rD,;.lr'.. p rnis s.' L1; : a ti v: r .r'm:al.

] ?,eleration.

7. Diving turns consisting of st'-aiLgt dives for 5

seconds follc,-'d by turns Od.th vertical b.an'- limited

b, mo na.'-.", permissible norn.ul 5c. '-1-l:ration.

8. T'urnf with vertical b-n'-: ir.ited by rciaximumr lift coif-

ficient or :o.Ai ~.u, prm s-:n i i. :.-orr.l acc'.lr.'ation.








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The ass'uaed ,-heradtctrist. cs of the ai r.lane investi-

gated are l1!sted blow: (Th wini,3 ara, cn- ine oower, ,rross

w-i ht, and U'miting Ia.2eleratio .ns w -er La]'n from srp-ci-

fications of the .3-24 j rplanec.)

1. i:'ng area: 10.. sq,,Uare feet

2. ;ross ,'rei. ht: 5.',C',O pounds

3. Power: four ergLnn-.s, normal rating 1100 h--rsenower

e- ch

:. "aximurr lift ccefficient:

ov.'er :f 1.. j5

full throttle 1.-

5. 'axi-n.um rolling vel. ity:

For t.me .'mneuver.ns v inr'olvin rD'.1., Lhe rates of

roll w.vre determined on the .aCis of a w'ing-tip

helix angle of 0.'.J. rali::.n at 2&2 miles per hour.

For hi her- ?.)Peds, the rate of roll was sszumed to

droo off .inversely ith increase in speeC because of

inzrc.sed sti '-' forces.

6. Prof'ile-dra3, coeff'. cint: 3. 2'5

7. 'a.:i:'u Jllo',,'..rlj normal I cc.elicratli:r: J -1,:

3. Pover abs.-rbe=d by e.ch 'rndr:ili-n p.rocller:

-) hrFseoo-:er (reference 1)

The variation of oran.-l acceleration and

rol .i-ng 'vr'-: locit y "ith t-r.e 'used in calcult'.tin;; the

rat of eit ry into the various r,:anciv-rs3 were









- I -
- LL -


estimated from available flight test data showing

response of airplanes to s',ruit control manipulations.

RESULTS .s'D DTSCUSSIOiT

The r1Esdlts of the cnlzilations arc pr'es-:nted as plots

of the flight n &ths and as sid,: view;,s and horizontal sections

of the loci. Fiar-s 1 thr:uJh show the results obtained

for the 6C-percenit rower entrarne c-onr.ition. Figures 6

through 1D sh:.1w the- results ootainr'd for the 100-percent

oower entrance can.'i7ti .

Figures 1 tr.rcuch ;. ..nd 6 th-:rough ? show plots- of the

calculated flig-.t -ths for 'll the maneuvers investigated.

The points sho'."n on these ;:s:hs represent the posi tions of the

aiir-clane at 1-sezond. intervals. The locus of airplane positions

for any period of tire les3 than ld seconds can be determined

by fair-ng the points ;orrespondi. to a given time.

Filur-e sno-:" th- side view and horizontal sections of

the calculated locas for t-h 60---.rcent entrance over con-

dition. Filure 10 snr-.'s th: .;ide view and horizontal sections

of the calculated lo-us for the 10'-p-ernt entrance over

condition.

It nmy b-e note-d that th. lor.i of airplane positions for

either the '-nerzent or lOO-percent ":'eer '-ntr9n:-.e cc-ndition

is bou'indd oy t,'.: .curved s.urfsce vi,-tnh their concave sides

facing th, initisl .-osit ion of th, airplane. The inner sur-

face is determined ay cnrini,-thrott lid r;aneuvers and the

outer surfax- b': full-thrnttle man'-ve.rq. The distance








-5-


between these two surfaces is relatively small and averages

about 5300 feet for the eO-.-ercent pov;er entrance condition

and 250 feet for the 130-percent oov.rer entrance condition.

The follov.in. maximumir displacements from the initial

position of the airplane at the end of the 12-second

interval v.er3 obtain.red from the two assumed entrance power

condi tions;

1. '"axi.-:TLu ain in altitude -

cC-percent power, 7'D feet

10D-percent [power, 15O feet

2. i'axi.numn loss in altitude -

j,-p, rcE_.'t power, -'.' feet

1,0-,.-ercGeit oo-'er, .- D f,-et

5. "axiam 1m lateral diszilace:r, nt -
.O3-p.:rc.cnt w': r, .&30 feet

1',-:,< rcmt ow r, .L';? feet

4.. "'ax-eiu ..i ol ac .c rent paral1 :-1l to ori.inil line of

flight -



lO0'>-ar2 :vit oo"'cr, y' L.-t

It should be r'rnmmbcred thet ti,: loci calculated

re;rc :-t th-e liitino nosit'.ons of the airol.cnec that would

b' obtained by flying th.- air.,)lanc at its structural and

a,' rodynamilc limits. The ext.ent to vhich the extrcrJ"e











boundaries of the loci -.would be utilized would depend to some

extent on the skill of the pilots and primarily on the incen-

tive involved.



LanI,:y "-emorial Aeron-'utical Lsborator;,
Ilations.l Advisory Trnr:itt-ce for Aeronautics,
Ls.a~-y Field, Va., June ., IlL.}.









7 -
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