dvanced ch airplane

62 Pages·2005·24.11 MB·English

NA-55-221
NOTICE: This document contains information
affecting the national defense ofthe United States
within the meaning of the Espionage Laws, Title
18, U.S.C., Sections 793 and 794. Its transmission
or the revelation of its contents in any manner to
an unauthorized person isprohibited by law.
Thisdocument contains proprietary information of
North American Aviation, Inc., and is submitted
inconfidence. Information contained herein should
not be disclosed to other than military organiza-
tions of the U.S.Government.
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NORTH AMERICAN AVIATION, INC.
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REPORT NO. NA-55-221
9 MAY1,955
SERIAL NO.
DVANCED
CH AIRPLANE
DESIGN SUMMARY
NORTH AMERICAN AVIATION,
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I NT ERN A TION A l A I RPO RT lO 5 A N GEL E5 4 5, CALI FOR N I A
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NA-55-221
Introduction
In response to a request for proposals for a New Research Aircraft
"Project 1226," North American Aviation presents in this brochure
a summary of a proposed design. Additional detailed reports cover-
ing all phases of this proposal are listed under Supporting Data.
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DESIGN CONCEPT
PROORAMOBJECTIVE: The program objective is DESIGNOBJECTIVE: It follows that the design ob-
interpreted as exploration of the flight spectrum jective must be to provide a minimum practical
which will be traversed by a future generation of and reliable vehicle capable of thoroughly ex-
military aircraft. The regime of interest en- ploring this regime of flight. Limiting factors are
compasses an altitude of 250,000 feet and speed of time, safety, state of the art, and cost.
6600 feet per second. The program, to be suc-
cessful, must provide information which is useful DESUNSOLUTION: It has been determIned that the
in the design of aircraft in the near future. The specification performance can be obtained with
element of time is therefore important, and the very moderate structural temperatures; however,
attainment of flight within 2-1/2 years, as spec- the airplane has been designed to tolerate much
ified, is vital. more severe heating in order to provide a practical
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temperature band within which exploration can be The basic philosophy regarding the thermal prob-
conducted, and to provide a safety margin for the lems associated with bearings, lubricants, elec-
unpredictable. trical insulation, seals, actuating fluids, etc, is
to provide a controlled environment to suit present
Available aerodynamic data indicates that the thermal capabilities rather than attempt to extend
configuration presented is reasonable when the the thermal limits o~these components by further
complete speed range is considered. The all- development.
movable surfaces for pitch, roll, and directional
control are known to be satisfactorily effective The basic concept of a specialized research air-
at the higher Mach nwnbers. Negative dihedral is craft, of which only several will be produced and
incorporated on the horizontal tail to lessen abrupt which do not require being rapidly serviced as in
trim changes due to shock impingement or wake a combat aircraft permits considerable compro-
immersion. Small variable thrust rocket motors
mise in favor of extreme simplicity in order to
arranged to provide moments about the three con- assure a high degree of ruggedness and reliability.
trol axes comprise a separate space control sys- NAA, through detailed study of current research
tem during periods of ineffectiveness of the aero- aircraft and as a result of conferences with the
dynamc cmtrols due to reduced dynamic pressures. operating personnel is acutely aware of and has
incorporated this concept in the preliminary de-
The problem of providing a landing system com- sign of the proposed aircraft.
patible with a simple fixed lower vertical tail has
been solved by simply allowing the airplane to Detailed definition and solution of all problems
touch down and "rotate in" about the tail bumper which will be encountered in this program are
and providing adequate energy absorption in the believed impossible for a proposal of this scope;
main and nose gears. indeed, if this were possible, there would be little
need for a research airplane. However, it has
.
The airplane presented is based upon a specific proved possible to design an airplane capable of
propulsion system; however, it appears feasible successfully coping with these problems byallow-
to use any engine or engines in the same perform- ing for easy modification of critical areas if the
ance category. need arises.
A secondary, but important, factor considered in CONCLUSION: North American Aviation has the
preliminary design is the desirability of meshing technical ability, the facilities, and the desire to
with the present operational pattern for research produce a successful research vehicle having the
aircraft. By following the established pattern desired performance and operational flexibility
of operations, a considerable saving in learning required for a long-range research program.
time should be achieved.
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DESIGN BRIEF
PERFORMANCE
MAX. VELOCITY AT BURNOUT (DESIGN MISSION). 6800 FT. PER. SEC.
MAX.ALTITUDEDURINGCOAST(DESIGNMISSION).. . . .. 250,000 FT.
.
. . . . . . . . . . . . . ..
TOTAL FLIGHT TIME (DESIGNMISSION) 20 MIN.
MAX.ATTAINABLAELTITUDE... . . . . . . . . . . . . . . . ..
800,000 FT.
MAX.TIMEOF "WEIGHTLESS"FLIGHT. . . . . . . . . . . . . . .. 6.5 MIN.
WEIGHT
EMPTY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 9, 959 LB.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
USE FUL LOAD . 17, 763 LB.
(PROPELLANTONLY).. . . . . . . . . . . . . . . . . . . . . . ..
. (16,410 LB. )
GROSS.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 27,722LB.
POWER PLANT
REACTION MOTORS INC. XLR-30RM2
MAX.THRUST4,0,000FT. . . . . . . . . . . . . . . . . . . . . . ..
57,000 LBS.
WING
AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 200 SQ. FT
SWEEP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 25 DEGREES
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
THICKNESS 5 PERCENT
ASPECTRATIO.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2. 5
22'
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GENERAL ARRANGEM
FLIGHT CONTROLS ELECTRONICS
Rolling tail; horizontal tail surfaces operate UHF Command set AN/ARC-34.
in unison for longitudinal control and differentially Radio homing AN/ARA-22.
for lateral control.
Voice recorder ANIANH-3.
All-movable vertical tail provides directional control.
ELECTRICAL
SPACE CONTROLS
Two 28-volt, 100-ampere generators.
Hydrogen peroxide rocket motors for three-axis control
750-volt-ampere, 115-volt, three-phase inver
SPEED BRAKES FLIGHT TEST INSTRUMENTATION
Independently operable split trailing edge surfaces 40 cubic feet environment free.
on upper and lower vertical tail.
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ROCKET ENGINE
HYDRA ULIC
RMI XLR -30RM2 rated at 57,000 pOWlds of Two 8 gpm 3000 psi pumps supply independent
thrust at 40.000 feet altitude.
systems powering flightcontrols, speed brakes, and
PROPELLANT landing flaps.
Forward integral tank contains 907, 5 gallons ALIGHTING GEAR
of liquid oxygen. Manually released free-fall extension assisted
'ter. Aft integral tank and center fuselage tank contains by air drag and b\lngee springs.
1240 gallons of anhydrous ammonia. Skid-type main gear; dual nose wheels
Suppression pressure supplied by stored helium.
COCKPIT ENVIRONMENT
AUXILIARY POWER UNIT
Liquid nitrogen provides refrigeration and pressure,
Two RMI X50API: modified for hydrogen peroxide fuel, 2-1/2 literliquid oxygen breathing system.
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