《x-15超音速试验飞机-X_15_Frontier_of_Flight》(NASA电子书)(NASA)[PDF]
中文名: x-15超音速试验飞机-X_15_Frontier_of_Flight
原名: NASA电子书
别名: NASA发布其第一本电子书---关于x-15超音速试验飞机的书。
作者: NASA
译者: 坐等大神
图书分类: 教育/科技
资源格式: PDF
出版社: NASA
书号: 20080008340
发行时间: 2010年
地区: 美国
语言: 英文
简介:
"X-15: Extending the Frontiers of Flight" by Dennis R. Jenkins
The X-15 was the ultimate "X" vehicle. Built in the 1950s, she became the fastest and
highest-flying winged aircraft of its time. During 199 flights from 1959 through 1968,
she collected data about hypersonic flight that was invaluable to aeronautics and to
developers of the space shuttle. This book describes the genesis of the program, the
design and construction of the aircraft, years of research flights and the experiments
that flew aboard them.
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FOREWORD: WILLIAM H. DANA
The X-15 was an airplane of accelerations. When an X-15 pilot looks back on his X-15 flights, it
is the accelerations he remembers. The first of these sensations was the acceleration due to B-52
lift, which held the X-15 at launch altitude and prevented it from falling to Earth. When the X-15
pilot hit the launch switch, the B-52 lift was no longer accessible to the X-15. The X-15 fell at
the acceleration due to Earth's gravity, which the pilot recognized as "free fall" or "zero g." Only
when the pilot started the engine and put some "g" on the X-15 was this sensation of falling
relieved.
The next impression encountered on the X-15 flight came as the engine lit, just a few seconds
after launch. A 33,000-pound airplane was accelerated by a 57,000-lbf engine, resulting in a
chest-to-back acceleration of almost 2 g. Then, as the propellant burned away and the
atmosphere thinned with increasing altitude, the chest-to-back acceleration increased and the
drag caused by the atmosphere lessened. For a standard altitude mission (250,000 feet), the
weight and thrust were closer to 15,000 pounds and 60,000-lbf at shutdown, resulting in almost
4-g chest-to-back acceleration. The human body is not stressed for 4 g chest to back, and by
shutdown the boost was starting to get a little painful. Milt Thompson once observed that the X-
15 was the only aircraft he had ever flown where he was glad when the engine quit.
On a mission to high altitude (above 250,000 feet), the pilot did not regain any sensible air with
which to execute a pullout until about 180,000 feet, and could not pull 1 g of lift until 130,000
feet. Flying a constant angle of attack on reentry, the pilot allowed g to build up to 5, and then
maintained 5 g until the aircraft was level at about 80,000 feet. There was a deceleration from
Mach 5 at 80,000 feet to about Mach 1 over the landing runway, and the pilot determined the
magnitude of the deceleration by the use of speed brakes. This ended the high-g portion of the
flight, except for one pilot who elected to start his traffic pattern at 50,000 feet and Mach 2, and
flew a 360-degree overhead pattern from that starting point.
Flight to high altitude represented about two-thirds of the 199 X-15 flights. Flights to high speed
or high dynamic pressure accounted for the other third, and those flights remained well within the
atmosphere for the entire mission. The pilot of a high-speed flight got a small taste of chest-toback
acceleration during the boost (thrust was still greater than drag, but not by such a large
margin as on the high-altitude flights). The deceleration after burnout was a new sensation. This
condition was high drag and zero thrust, and it had the pilot hanging in his shoulder straps, with
perspiration dripping off the tip of his nose onto the inside of his face plate.
Milt Thompson collected anecdotes about the X-15 that remain astonishing to this day. Milt noted
that at Mach 5, a simple 20-degree heading change required 5 g of normal acceleration for 10
seconds. Milt also pointed out that on a speed flight, the (unmodified) X-15-1 accelerated from
Mach 5 to Mach 6 in six seconds. These were eye-opening numbers at the time of the X-15
program.
Those of us in the program at flight 190 thought that the X-15 would continue indefinitely. Then,
on flight 191, Major Michael J. Adams experienced electrical irregularities that made the inertial
flight instruments unreliable and may have disoriented him. In any case, at peak altitude (266,000
feet), the X-15 began a yaw to the right. It reentered the atmosphere, yawed crosswise to the
flight path, and went into a high-speed spin. It eventually came out of the spin but broke up
during the reentry, killing the pilot.
The loss of the airplane and pilot was the death knell for the entire program. Program
management decided not to fly the X-15A-2 again, and to fly X-15-1 only for calendar year
1968. The X-15 flew its last flight on 24 October of that year, and then faded into aeronautical
history.
William H. Dana
Test Pilot, Dryden Flight Research Center
Pilot, last X-15 flight
嫌慢的可以到NASA去下
http://www.aeronautics.nasa.gov/ebooks/index.htm
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只是喜欢飞行类游戏
所以感兴趣
不懂鸟语 等待大神翻译成中文
用在线翻译看的 很雷