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The results from analysis of data obtained from wind tunnel tests, which were conducted to determine the effect of various external stores on the aerodynamic characteristics of the model F-4C airplane, are presented and discussed. The analysis includes evaluation of the static longitudinal stability, drag, and longitudinal control characteristics of the F-4C when loaded with the Pavestorm missile series, Modular Weapons series, Mark 84 EOGB, M-118 LGB, SUU-51B/B, SUU-30H/B, and Rockeye stores. Moreover, analysis of the probable cause as well as the wind tunnel verification of a pilot-reported 'tuck-under' problem with the F-4C when carrying the Pavestorm series of stores is presented and discussed. Incremental drag rise and neutral point shift associated with store loading are compared with results obtained from existing prediction methods and techniques. Data are presented for aircraft weights representative of each store loading at altitudes of sea level, 10-, 20-, and 30-thousand feet for aircraft center-of-gravity locations of 25, 33, and 36 percent of the mean aerodynamic chord over the Mach number range from 0.4 to 1.3. (Author).
The results obtained from wind tunnel tests, which were conducted to determine the effects of external carriage of several configurations of winged stores on the aerodynamic characteristics of the F-4C aircraft, are presented and discussed. The analysis includes evaluation of the static longitudinal stability, drag, and longitudinal control characteristics of the F-4C aircraft with winged stores. Incremental drag rise and neutral-point shift associated with some of the store loadings are compared with results obtained from existing prediction techniques and methods. (Modified author abstract).
BOMB RACKS, CONFIGURATIONStudies were made of experimental data to determine the effects of various external store characteristics, spanwise positions, and Mach number on the static longitudinal stability of various aircraft. Data used included results of wind tunnel tests run at the USAF Academy as well as tests run at the Arnold Engineering Development Center, the Naval Ship Research and Development Center and Breguet Aviation. External store characteristics considered were store frontal area, volume, and side projected area. The correlation between any of the three characteristics and change in static margin was approximately the same. Loss in static margin tended to increase to a maximum at moderate values of frontal area, volume, or side projected area and then to decrease for higher values. (Author).
Longitudinal aerodynamic characteristics of 0.05-scale models of A-7D and F-4E aircraft were obtained at Mach numbers from 0.50 to 1.30 to determine the effects of store configuration and location on stability and drag. Prototypes, as well as a family of proposed store configurations, were tested. (Author).
Force and moment data were botained with a 0.05-scale model of the F-4D aircraft at Mach numbers from 0.75 to l.30 to determine the effects of different store and rack configurations on the static stability and drag of the aircraft. Six proposed rack launchers and four proposed store shapes were tested for a total of 57 external loading configurations. (Author).
Summary: The effects of static margin and rotational damping in pitch on the longitudinal stability characteristics of an airplane have been determined by flight tests of a model in the NACA free-flight tunnel. In the investigation, the rotational damping in pitch was varied over a wide range by using horizontal tails that varied in area from 0 to 24 percent of the wing area. A range of static margins from 2 to 16 percent of the mean aerodynamic chord was covered in the tests. For each test condition the model was flown and the longitudinal steadiness characteristics were noted. It was found in the investigation that longitudinal steadiness was affected to a much greater extent by changes in static margin than by changes in rotational damping. The best longitudinal steadiness was noted at large values of static margin. For all values of rotational damping, the steadiness of the model decreased as the static margin was reduced. The model was especially unsteady at low values of static margin (0.03 or less). Reduction in rotational damping had little effect on longitudinal steadiness, except that with low values of static margin (0.03 or less) the longitudinal divergences were sometimes more violent with the tailless (low rotational damping) condition.