STUDY AND RESEARCH PROGRAM OF CRITICAL TECHNICAL AREAS TO SUPPORT THE DEVELOPMENT OF A COMMERCIAL SUPERSONIC TRANSPORT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP70B00584R000200120001-9
• Release Decision: RIFPUB
• Original Classification: U
• Document Page Count: 45
• Document Creation Date: December 16, 2016
• Document Release Date: March 17, 2005
• Sequence Number: 1
• Publication Date: January 1, 1962
• Content Type: REPORT

Approved For Release " - 00584R000200120001-9
Tab I Title
Tab II Foreword
Tab III Introduction
Tab IV Statement of Mission
Tab V Work Statement Synopses
Tab VI Estimated Research Project Cost
NASA, DOT (FAA) reviews completed
Approved For Release 2/ :IWtMPMp$D0584R000200120001-9
 Approved For Release 2
STUDY AND RESEARCH PROGRAM OF CRITICAL TECHNICAL
AREAS TO SUPPORT THE DEVELOPMENT OF A COMMERCIAL
SUPERSONIC TRANSPORT
A Report by the Joint FAA-NASA-DOD Working Group
FAA: Mr. F. G. Hoffman, Chairman
NASA: Mr. D. D. Baals
DOD: Maj. C. E. Fairbank
This report is not for publication as it constitutes advanced
procurement data.
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 Approved For Release 2005/"OF,k',x,CT[,,MA-G R000200120001-9
The "Commercial Supersonic Transport Aircraft Report," June 1961,
outlined, in general terms, the critical technical areas in which
research is required during the initial phase of the program.
The Working Group reviewed these general areas and reduced them
to a series of project areas and prepared work statement synopses.
The purpose of these synopses is to establish a more definitive work
requirement which can be reviewed by higher authority. This also serves
as a guide for the procuring agency in the writing and negotiation of
definitized contracts.
Congress has appropriated $11 million in fiscal year 1962 to
support direct contracts with organizations outside the government.
An exhibit has been made which shows the possible funding of the work
statement synopses. These amounts are to serve as a guide for
contract negotiations and indicate the approximate limits of
financial negotiation.
It is desired to retain as much flexibility as possible in the
use of this report until the submission of contractor proposals or
the execution of purchase requests. A final review of the definitized
program should be made prior to the commitment of the government to
contracts.
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 FOR OFFICIAL USE ONLY
Approved For Release 20t1T512d~CT - 584R000200120001-9
INTRODUCTION
The Federal Aviation Agency, in conjunction with the Department of
Defense and the National Aeronautics and Space Administration, is
undertaking a research and study program to assist the aviation
industry in the development of an economically competitive commercial
supersonic transport aircraft.
As a result of a joint analysis of industry and government views, a
report entitled "Commercial Supersonic Transport Aircraft Report"
was published in June 1961. The initial program requirements are
contained therein and form the foundation of this FY 1962 research
and study program. This program defines the direct contract
support to industry required to complement the already existing
knowledge and research prior to the design and fabrication of a
specific aircraft.
The FY 1962 and FY 1963 budgets are considered to be a phased two-
year research program which will provide industry with information
for the design of a specific competitive aircraft. It will also
provide government with a sufficient basis for review and considera-
tion of the necessity and desirability of assisting industry in a
development program. The fiscal year 1962 funds will provide for
the initial investigation and study confined primarily to
exploration and concept which is considered necessary before
embarking upon the next phase of applied research.
Some research areas will require effort beyond one year; however,
FY 1962 provides funds to initiate the research effort. The
research areas recommended represent a minimum requirement and the
relative effort may be adjusted within the limits of funds available.
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 Approved For Release 20 51 YO i 13270I 84R000200120001-9.
STATEMENT OF MISSION
In order to compete in the world market in the 1970 period, a
commercial supersonic transport having the following general
characteristics and capabilities is indicated:
1. Cruise speed - Mach 3.0 regime.
2. Gross weight - 400,000 pounds maximum. The runways of present
international airports are strong enough to permit the con-
sistent operation of aircraft in the 400,000 pound class.
3. Runway length - 10,500 feet maximum (sea level). Shorter
runway lengths are desirable.
4. Direct operating costs should be competitive with commercial
subsonic jet aircraft.
5. Range - Approximately 3500 N.M.'
6. Payload - 100-150 passengers (32,000 pounds approx.).
7. Safety and comfort should be comparable to commercial subsonic
jets.
8. Utilization life - minimum of 30,000 hours (40,000 hours
desirable).
9. Takeoff, landing, holding, and traffic pattern speeds must
be comparable to commercial subsonic jets.
10. All weather capability.
11. Aircraft should operate without flight schedule limitations
due to sonic boom or airfield noise.
12. The airplane must be eligible for type certification under
Civil Air Regulations and be capable of operation under
pertinent FAA operating rules. .
13. Maintenance and reliability - the design of this aircraft
should incorporate features of maintenance and reliability
consistent with airline requirements.
FOR OFFICIAL USE ONLY
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
 FOR OFFICIAL USE ONLY
Approved For Rele - P70B00584R000200120001-9
WORK STATEMENT SYNOPSES
1 OFF-DESIGN PERFORMANCE
2 SKIN FRICTION
3 CRUISE LIFT-DRAG RATIO
4 /STABILITY AND CONTROL
5 brCONTROL SURFACES, SPEED BRAKES AND GLIDE CONTROL DEVICES
6 HIGH-LIFT DEVICES
7 /STABILITY AUGMENTATION
8 CONFIGURATIONS
9 HANDLING QUALITIES
10 -STRUCTURAL DESIGN CONCEPTS
11 - THERMAL STRESSES
12 "NOISE PREDICTION TECHNIQUES
13 - CRACK PROPAGATION
14 -,CREEP TESTS OF TITANIUM ALLOYS
15 LARGE SCALE TEAR TESTS
16 , FATIGUE
17 - NONMETALLIC MATERIALS
18 FLUTTER PREDICTION TECHNIQUES
19 PANEL FLUTTER
20 v ,BUFFETING LOADS
21 GROUND LOADS
22 e.- MANEUVER LOADS
23 ?t' ELECTRICAL LIFE
24 .-ENVIRONMENTAL CONTROL
25 -HAZARD PROTECTION
26 'MAINTENANCE ANALYSIS
27 -INTEGRATED FLIGHT CONTROL DATA
28 ENGINE CYCLE STUDIES
29 -ENGINE COMPONENT TEST PROGRAM
30 INLET-EXHAUST-THRUST REVERSER SYSTEM
31 DUCT HEATER AUGMENTATION
32 _AUXILIARY POWER EXTRACTIONS
33 .-'ENGINE SEALS AND BEARINGS
34 ENGINE NOISE CRITERIA '
35 ENGINE RELIABILITY AND LONG LIFE
36 ..,FUELS AND OIL TESTS
37 - ENGINE CONTROLS
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 FOR OFFICIAL USE ONLY
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
SST Work Synopses Categories for FY 62 Research and Study Effort
Each work synopsis item has been placed in one of the following
categories:
Category 1. In-house work in progress - industry capability
required to supplement government program,
Category 2. In-house work inadequate, either no a.crivity
or extremely limited - industry capability
required as main effort.
The purpose of placing the work synopses in different categonles
is to recognize in-house efforts to prevent duplication and to
reflect the relative strength of government programs. lr will
serve as a guide to FAA, NASA and the USAF in preparing
contractor guidance data on related programs. These data tails
he supplemental to the formal Work Statements.
Approved For Release 2 9gJO ]gI - Q0584R000200120001-9
 Approved For Release 2F00055/05/F0:CIA--RDP~700~B00584R000200120001-9.
USE
In addition to a high-performance level for the cruise condition,
the mission profile of the supersonic transport calls for relatively
high lift-drag ratios during other flight regimes. The critical
off-design conditions requiring immediate research and development
attention include take-off and subsonic climb, transonic climb,
transonic acceleration, letdown, terminal hold, and emergency low-
altitude subsonic cruise. In addition to the latter, it is highly
desirable that the subsonic cruise performance be adequate for
alternate scheduling to increase aircraft utilization as is done
for the present intercontinental jet transports.
Most conceptual arrangements for the supersonic transports thus
far proposed appear to have serious deficiencies with regard to
off-design performance and the operating flexibility vital to
commercial airline operation. The use of extensive wing-variable
geometry in some form appears almost necessary to overcome these
deficiencies. The research proposed in the area outlined should
therefore include, but is not necessarily restricted to the variable
geometry approach.
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE nwT-v
 Approved For Release 2009R%ME IVISVf `,84R000200120001-9
As skin friction is expected to contribute a major portion
(approximately 40 percent) of the cruise drag of the supersonic
transport, its prediction must be based upon accurate experimental
data at conditions near those of full-scale flight, rather than
from unsubstantiated extrapolation of low Reynolds number, zero
heat transfer data. Flight and wind-tunnel studies at conditions
of Reynolds number and temperature associated with supersonic
cruise are therefore needed. (RN = 300 X 106, M = 3)
max
Investigations can_be focused mainly on the fully turbulent
boundary-layer case, as the prospect: for any substantial runs of
laminar boundary layer is small. The subject investigations
should include study of both the skin friction of smooth surfaces,
and the drag (both shear and pressure) of rough surfaces that are
typical of what may be expected to occur on the transport as a
result of construction imperfections. Heat transfer effects on
skin friction at-high Reynolds numbers also should be considered.
The results obtained should be of a sufficiently fundamental
nature as to have application over the range of configurations
from which the transport may evolve.
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 Approved For Release 20M85 U& 4 84R000200120001-9
ITEM 3: CRUISE LIFT-DRAG RATIO
One of the more important factors controlling the economic
feasibility of the supersonic transports will be the lift-drag
ratio obtainable for the cruise condition. A major effort
should be expended to obtain the highest possible supersonic
lift-drag ratio compatible with satisfactory volume, structural,
and off-design requirements. The variables to be considered are
the zero-lift drag, drag-due-to-lift, and the turbulent skin
friction drag.
Previous research on wings with the leading edge behind the Mach
angle,conducted by the Ames-and Langley Research Centers of NASA
and several manufacturers,has indicated that a substantial program
must be continued to determine the proper shape of the section of
the wing (twist and camber) to realize the gains indicated as
possible by linear theory. This work should be directed toward
wing planforms, including variable-geometry arrangements, that
would be applicable to the supersonic transport configurations
being considered.
Preliminary theoretical and experimental work has indicated that
the turbulent skin friction drag can be reduced by the injection
of air into the boundary layer. At the present time, the magni-
tude of the possible gains that can actually be obtained through
such an approach is in doubt since the penalty associated with
such injection has not been thoroughly assessed. Studies to
evaluate these penalties must be made.
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 FOR OFFICIAL USE ONLY
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
ITEM 4: STABILITY AND CONTROL
The supersonic transport, in accelerating from subsonic to super-
sonic speeds, may encounter performance and control problems as a
result of changes in static stability characteristics. These
changes, which are usually evidenced as increased longitudinal
stability and reduced directional stability, are a result of
various changes in the aerodynamic characteristics of the lifting
surfaces and of changes in the interference effects between various
components of the aircraft that occur with increasing Mach number.
Research effort should be directed toward:
1. Development of self-trimming supersonic cruise
configurations.
2. Reduction of aerodynamic center shift withMach number
and with variations in geometry.
3. Developing means of achieving longitudinal and directional
stability with a minimum of stabilizing surface area.
4. Development of lateral control devices for highly swept
and variable-geometry wings?
5. Development of analytical techniques to treat effects
of aeroelastic.ity and thermal elasticity and on stability
and control characteristics.
CATEGORY #1
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
OR OFFICIAL USE ONLY
 FOR OFFICIAL USE ONLY
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
ITEM 5: CONTROL SURFACES, SPEED BRAKES AND GLIDE CONTROL DEVICES
The supersonic transport, because of its wide range of flight
environments will require highly reliable and versatile control
systems. Since these configurations will be unique in that very
thin fixed or variable-geometry wings will be used, studies are
needed to properly adapt control surfaces, speed brakes and
glide control devices to such configurations. The over-all
criteria must be that supersonic performance should not adversely
affect the handling qualities of the airplane in any other speed
regime, nor should the conditions of supersonic speed be allowed
to add unduly to the complexity of the control systems.
The realization of these goals will require an extemsive study to
ascertain the control requirements and to determine the control
configuration necessary to meet these requirements and still be
compatible with the over-all airplane design. The aim of these.
studies should be accomplished through extensive use of present
methods of attaining control and adaptation of these methods
to new and different airplane configurations. However, it is
anticipated that new and unique devices should be investigated
which will improve the effectiveness and adaptability of the
controls for use in emergency and off-design operations as well
as normal operating conditions. Canard and wing control devices
should be investigated to determine their adaptability, effective-
ness and in addition their effect on the aeroelasticity of the
complete airplane. The study should be general enough to allow
for the application of the resulting information to the various
supersonic transport configurations under consideration.
Approved For Release 200 ;Iap/ ,ipikL[ SIO0 ng84R000200120001-9
 FOR OFFICIAL USE ONLY
Approved For Release 2005/05/20 - 584R000200120001-9
ITEM 6: HIGH-LIFT DEVICES
Since the civil air carriers, based on their experience with the
current jet transports, feel that the current take-off and landing
speeds are about as high as can be handled in commercial opera-
tions out of the Free World's airports, an intensive study of
high-lift devices is needed.
This work should be directed toward improving the lifting capa-
bilities of both fixed-wing and variable-geometry configurations.
Studies are also needed relative to emergency landings in the
supersonic cruise configuration as a consequence of the failure
of variable-geometry or flaps.
It would be anticipated that this wind-tunnel and/or flight study
would come up with original contributions in the field of new or
unique combinations of leading- and trailing-edge devices that will
improve the lifting capabilities and take-off performance of the
thin wings anticipated for the supersonic transport. Boundary
layer control should be considered in forms that will be suitable
for commercial operations. The study should be general enough to
allow application of the devices to other planforms using existing
methods of estimation.
Approved For Release 20 , IR5b2, R PE7 g584R000200120001-9
 FOR OFFICIAL USE ONLY
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
The supersonic transport airplane, because of its high operating
altitude, speed and weight, is expected to exhibit very low
inherent damping of oscillations about all three axes and will
therefore require some artificial augmentation of its natural
dynamic stability. Studies are needed to define the requirements
of the stability augmentation system in all phases of the flight
profile.
These studies should provide information in the following areas:
1. Definition of the relationships between period, damping,
and mode shape of the various aircraft motions which
must be satisfied to provide adequate handling qualities
and passenger comfort in normal airline use.
2. Determination of the types and amounts of stability
augmentation required to satisfy the above relations.
3. Determination of the effectiveness of aerodynamic control
surfaces required to implement the above stability
augmentation system.
4. Determination of effects of aerodynamic control cross-
coupling on stability augmentation requirements.
5. Study of effects of structural elasticity on performance
of the stability augmentation system.
6.. Determination of the period, damping and mode-shape
relationships which must be satisfied for safe operation
by airline pilots following sudden, partial or complete
failure of the stability augmentation system.
7. Determination of pilot capabilities for detecting
stability augmentation failure and taking appropriate
action.
8. Determination of control data sensing techniques
It: s I anticipated that this work will require flight simulation
studies as well as analysis and literature surveys.
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
 FOR OFFICIAL USE ONLY
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
ITEM 8: CONFIGURATIONS
The supersonic commercial transport must be able to operate
efficiently over the Mach number range and must possesss low-
speed characteristics at least equivalent to the improved
present-day commercial jet transports. Aerodynamic studies are
required for complete configurations which incorporate new
research results. These configurations must be capable of
performing the entire supersonic transport mission which is
defined in the Statement of Mission. It is desired that complete
configurations be wind-tunnel tested to demonstrate aerodynamic
coefficients used in all phases of flight. The wind-tunnel
results should be extrapolated to full-scale results using the
T' method considering the effects of heat transfer with a 10-
percent increase in turbulent Cf due to unknown roughnesses,
gaps, etc. It is believed that research configurations suitable
for the mission should have subsonic cruise lift-drag ratios of
not less than 15, supersonic L/D of at least 7.5, and a take-off
speed at maximum weight of not more than 150 knots, and a touch-
down speed at 60 percent of maximum weight of not more than
110 knots.
CATEGORY #1
Approved For Release 20OR05/0)FFI 5/20: C uRDPOIR900584RO00200120001-9
 FOR OFFICIAL USE ONLY
Approved For Release 2003/05/20 : CIA-RDP70B00584R000200120001-9
ITEM 9: HANDLING QUALITIES
Since a commercial supersonic transport must be operated over
diversified route structures and into many different airports, the
airplane handling qualities are of paramount significance in attain-
ing the high level of safety and economy required of public air
carriers. This study will consist of ground based simulator
investigations, and/or variable-stability flight investigations to
assure satisfactory handling qualities over the entire flight
profile and includes the following items:
1. Static and Dynamic Stabilit
2. Stall Characteristics. Definition of stall speed for
configurations that do not exhibit conventional stall
behavior. Development of control techniques for mini-
mizing uncontrolled motions and recovery from stalls.
3. Trim Changes. Determination of special conditions of
supersonic transport operation that introduce critical
trim changes.
4. Control Effectiveness. Definition of critical control
effectiveness situations considering the entire mission,
including emergencies, and levels of effectiveness
required.
5. Maneuver Capabilities. Investigation of unusual situa-
tions in mission profile that involve maneuvers.
Determinations of stability and control levels required
for restraining airplane motions within design limits
during unusual situations.
6. Buffet Characteristics. Including the determination of
effects of mild buffet in masking onset of an emergency
condition.
7. Gust Response. Definition of handling qualities required
for passenger comfort and for minimizing structural loads
and piloting problems in gusty conditions. Development
of optimum piloting techniques to be used after encounter-
ing areas of heavy turbulence.
8. Display Techniques. Determination of the most satisfactory
display techniques to inform the pilot of the airplane
motion to assure a minimum pilot workload during emergency
conditions as well as during normal flight.
9. Aeroelastic Effects. Methods are required for predicting
structural response in relation to piloting problems,
passenger comfort and autopilot sensor locations. Defini-
tions of maneuverability limitations due to dynamic
overshoots.
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
CATEGORY #1 FOR OFFICIAL USE ONLY
 Approved For Release WEI" U 0584R000200120001-9
ITEM 10: STRUCTURAL DESIGN CONCEPTS
This program will provide design parameters, fabrication techniques,
detailed testing, structural analysis, and evaluation of various
wing and fuselage structural components representative of typical
construction required for supersonic applications for speeds up to
Mach 3 or greater, altitudes up to 80,000 feet, and a minimum
service life of 30,000 hours (40,000 hours desirable). The
structural concepts shall be investigated for a temperature range
of -65? F. to 650? F. under a combination of loads utilizing
selected materials of stainless steel and titanium alloys.
The program will develop methods and procedures for predicting
optimum structural utilization of the various selected concepts
by considering the physical and mechanical properties, and
producibility characteristics of the materials selected as well
as the desired mission requirements. In addition, it would be
anticipated that the proposed study should provide a basis for
evaluating various design and fabricating methods and materials
for (a) weight and cost per unit area, and (b) obtainable
aerodynamic surface smoothness.
CATEGORY #2
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 Approved For Releas~LEOB00584RO00200120001-9
ITEM 11: THERMAL STRESSES
The following problem areas shall be investigated:
Rectangular Plate Analysis
An experimental and theoretical analysis development program
shall be developed to determine stresses and deformations in
panels (including transparent assemblies) subjected to three
dimensional temperature gradients. This program shall
consider various degrees of edge support so that the
analysis is applicable to any structure that can be resolved
into flat plate elements.
Internal Heat Transfer
Techniques shall be evolved to improve existing heat transfer
analyses to account for the new environment encountered in
the supersonic transport regime. Consideration shall be
given to such items as variable joint conductivity, variable
thermophysical properties of the internal structure, and
computer techniques to handle complex structures. In order
to have reliable thermal stress information, the transient
temperature distribution must be known in each primary load-
bearing-element of the structure.
General Thermal Stress Problems
Analyses shall be developed to examine simple structural
elements subjected to asymmetric thermal loads such as beam-
columns, circular bulkheads, semimonocoque shells, etc. In
addition to thermal stresses per se, the effect of changes in
geometry caused by various thermal inputs upon the stability
of compression elements shall be evaluated. This program
shall also consist of the verification of some existing
analytical techniques and the presentation of all data in a
form which can be directly applied by the designer.
CATEGORY #1
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
ITEM 12: NOISE PREDICTION TECHNIQUES
Extend present methods for predicting noise. Probable engine
arrangements shall be included (i.e., clustered, side by side,
individual pods, etc.). This method shall apply specifically
to the engine types considered for the SST. Methods shall also
be developed to more accurately predict noise generated by flow
phenomena such as boundary layer pressure fluctuations, wakes
around discontinuities (i.e., cavities, canard surface-fuselage
intersections, etc.). The above improvements in noise predicting
techniques shall be capable of predicting the noise (levels,
spectrum, distribution, etc.) at specific locations both interior
and exterior on the aircraft at any time in the mission profile
from engine start to engine shutdown at conclusion of the mission.
Model testing techniques will be considered for the above.
Statistically define the noise loading encountered throughout
the life of the aircraft. That is, define the time spent at
high thrust during ground maintenance, take-off, thrust reversal,
high speed flight, etc. The information derived shall be
utilized in preparing a test program suitable for evaluation of
the SST structure susceptible to sonic fatigue.
Investigate more efficient methods of controlling interior noise
such as integrating soundproofing with the load carrying structure
and making the soundproofing material structural rather than a
special provision which decreases the useful load.
Approved For ReleaswOROO e@A-iCMIRM @'B00584R000200120001-9
 FOR OFFICIAL USE ONLY
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
The need for fail-safe designs of pressure cabins for high-altitude
flight is well recognized. However, principles of such fail-safe
design are very poorly understood, and there is considerable
doubt whether the methods used previously for aluminum-alloy
designs are adequate for steel and titanium.
A literature search of recent applied and basic research programs
will be accomplished and all pertinent data will be incorporated
into the program. This is expected to yield useful data on
crack propagation and residual strength of several of the alloys
considered for the supersonic transport. A study of all of the
recently generated formulations for crack propagation and
fatigue life prediction must be studied and will be used or
modified as required.
Pressure-cycling tests should be undertaken on stiffened
cylinders made of titanium alloys and steels to establish whether
these materisl behave in a similar manner as the alwinum alloys
previously used as structural materials. The behavior during
cycling and at failure must be studied over the range service
temperatures anticipated. The crack-stopping abilities of rings,
stringers, straps, and possibly other devices should be studied.
Structural configurations will be studied with special emphasis
on crack-stopper methods and radius to thickness ratios. This
information will be incorporated into typical panels which will
subsequently be tested.
When the preliminary work has been accomplished, a limited
number of stiffened cylinders will be tested. These cylinders
will have design parameters based on the supersonic transport.
They will be tested with loads derived from the mission of the
supersonic transport (internal pressure, external load and
temperature) and special emphasis will be placed on crack
stopper effectiveness.
An attempt will be made to formulate an analysis which accounts
for the complex stress field in a practical structure, the
temperature, and the random load input. This analysis is
expected to be semiempirical and may contribute to a parametric
presentation of design data.
This effort will include development of improved inspection
methods and techniques.
CATEGORY #2
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 Approved For Release 510 1~-ADEJL00584R000200120001-9
FUR
The airplane structure should not deform or elongate when subjected
to long periods of operation under the 600 to 700 F. temperatures
associated with Mach 3 flight as a result of creep. There is a
definite lack of creep data in this temperature range; consequently,
creep test of the more promising alloys are indicated. Some of
these alloys are: (8A1 - 1 Mo - IV), (6A1 - 4V), and (4A1 - 3 Mo - 1V).
Tests will be Wade with special emphasis on equipment that can measure
very low secondary creep rates. Some studies of the effect of tempera-
ture and stress variations representative of supersonic transport
operating conditions on creep will also be made.
Approved For Release J 4 II P 00584R000200120001-9
 Approved For Relea FO C7AL ESE ONLY
~9~fi2n'-GTA=Ri3PT0B00584R000200120001-9
ITEM 15: LARGE SCALE TEAR TESTS
The airframe companies have been engaged during the past decade in
the development of tests designed to evaluate the tendency of
various materials to catastrophic failure. Extensive work has
been done to correlate such test results with the actual tests of
pressured fuselages. This work was chiefly conducted with aluminum
alloys at atmospheric temperatures for application to the current
generation of subsonic transports. The same type of testing is
now required for the supersonic transport utilizing the new
materials at their operating temperatures. Large tear tests at
high temperatures (600?F) to low temperatures (-60?F) will
started in FY 1962. The more promising alloys of each class such
as: (15->Mo), (AM350), (8A I - 1Mo - 1V), (6A1 - 4V) can be utilized
provided the materials and test methods are carefully selected for
this preliminary phase.
CATEGORY #2
Approved For Release 2O0QS/$/A~Pd00584RO00200120001-9
 gnu nFF7cTAL USE ONLY
Approved For Relea - OB00584R000200120001-9
The supersonic transport will encounter fatigue inducing conditions
throughout its entire flight envelope. Higher magnitude cyclic
loading can be expected during take-off, climb out and flight at
subsonic and transonic speeds at the lower altitudes. This will
occur at the surfaces of panels and supporting structures which
will be subject to sonic fatigue. In supersonic flight relatively
low frequency flexure will occur as a result of local air flow
disturbances. The intensity of sonic fatigue and air flow flexure
will vary over the vehicle.
Very little is known of the fatigue properties of the various
alloys under consideration for use in the supersonic transport.
Consequently, fatigue tests will be undertaken as soon as possible
utilizing some of the more promising alloys such as: (15-7Mo),
(AM350), (8Al - 1Mo - IV), (6A1 - 4V).
CATEGORY #2
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 Approved For Release'&24i RQ%0B00584R000200120001-9
ITEM 17: NONMETALLIC MATERIALS
Research in this area will consist of the following:
Development of design criteria and the. generation of design
data for various glass compositions up to temperatures of
6500 F. This will cover such important materials parameters
as finishing techniques, specific coatings for de-icing and
defogging, transparent interlayer materials for bird
resistance, heat transfer for extended flight profiles, etc.
Hydraulic Fluids
Derive a hydraulic fluid having improved thermal stability,
liquid range and fire resistance. The problem of cost and
supply along with compatibility of this new fluid with
standard hydraulic systems will be considered.
Solid Film Lubricants
Develop solid films capable of operating at supersonic transport
skin temperatures for use on control surface actuators. These
materials will operate under high loads and slow speed but at
temperatures in the range of 6500 F.
Aircraft Tires
Tires on current aircraft are failing because of heat (greater
than 3000 F.) being generated from various sources including
excessive loads, high brake heat, high deflection, etc. The
SST will not only be exposed to these sources of heat but
also aerodynamic heating.
The natural rubber compounds and nylon reinforcing fiber
which are presently used in all aircraft tires seriously
degrade at temperatures in excess of 3000 F. These materials
are inherently unstable above this temperature and no amount
of design modification or compound innovation has been
found to overcome this basic deficiency.
Research is required to develop high temperature resistant
elastomer compounds, reinforcing fibers and adhesives
suitable for fabrication of aircraft tires which will
operate on SST aircraft at temperatures up to 4500 F.
Elastomers to be studied will include butyl and those based
on copolymers of ethylene-propylene. Both of these materials
have exhibited in laboratory evaluations outstanding retention
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 . FOR OFFICIAL USE ONLY
Approved For Rel : CIA-RDP70B00584R000200120001-9
of physical and mechanical properties after exposure to
temperatures up to 5000 F. High temperature resistant
fibers to be considered should include the experimental
HT-1 and wire. Adhesives which maintain high strength at
elevated temperatures as well as compatibility with the
elastomer and reinforcing fiber will also be investigated.
Sealing Materials
Currently available organic elastomers which are used for
fabrication of seals, sealants, gaskets, flexible connectors,
etc., will not meet SST requirements.
Research is required to derive elastomeric and compliant
materials which will be resistant for extended periods of
time to the temperatures and fluids to be encountered in the
SST. New inorganic elastomeric polymers and resilient
composite systems of materials will be investigated to
determine applicability to critical sealing problems.
The most promising elastomeric materials will be fabricated
into shapes for use as seals, gaskets, flexible connectors,
etc., for use in components and equipment simulating actual
SST aircraft systems.
CATEGORY #1
Approved For Release 2005/05/20 : CIA-RhpP 00584R000200120001-9
FOR OFFICIAL US_ 0
 FOR OFFICIAL 'USE ONLY
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
ITEM 18: FLUTTER PREDICTION TECHNIQUES
The structural design of the supersonic transport may in many
cases be influenced more by stiffness requirements to avoid
aeroelastic instabilities than by strength requirements. Because
of the wide range of operating conditions for the airplane and
because of the wide range of configurations proposed, an extensive
flutter program will be required.
The work should include tests of component designs under consider-
ation and would include canard surfaces at the front of long,
flexible fuselages, variable-sweep wings with various joint
arrangements, fixed wings, and empennages. Large-scale models
should be used in the component tests so that structural details
and such devices as flutter dampers can be adequately simulated.
Models of complete airplanes,which would include both fixed-wing
and a variable-sweep wing design,also should be investigated.
Tests of components and complete models should be made throughout
the Mach number-altitude regime. Flutter analyses should be
made in conjunction with all the tests.
The flutter study will provide information on which to base the
structural designs, will help in determining the best component
designs and over-all airplane designs on a weight basis, and will
establish criteria for which weight and flight plan trade-offs
may be made.
CATEGORY #1
Approved For Release.Q5099 C0'~ 00584R000200120001-9
 FOR O1FILIAL USE ONLY
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
ITEM 19: PANEL FLUTTER
The skin material for the supersonic transport is likely to have
higher strength and; therefore, will be somewhat thinner than
the skin on subsonic airplanes. Experience with current airplanes
has indicated that the use of thin skins can lead to severe panel
flutter problems. The use of currugated stiffened and honeycomb
sandwich skin will not prohibit flutter unless the skin supports
and restraints are carefully designed.
Panel flutter tests should be conducted at Mach numbers from
transonic to supersonic speeds and should cover appropriate ranges
of dynamic pressure, panel thickness ratio, panel aspect ratio,
surface curvature, pressure differential, edge restraints, stress
fields, aerodynamic heating, and size of acousting cavity behind
the panel. Because of uncertainties in applying small-scale
model test results to full-size designs, the tests should be made
with large-size specimens.
The results of the panel. flutter studies will help insure that the
final design will not require extensive panel modifications.
CATEGORY #1
USE ONLY
FOR OFFICIAL _
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
 Approved For Release 2/~F40584R000200120001-9
In flight through transonic speeds it may be necessary to permit
limited buffeting during normal operation. It will be necessary
to insure that the buffeting does not result in excessive loading
on any part of the structure and is acceptable from a fatigue
standpoint.
Buffeting investigations should be conducted in conjunction with
flutter model investigations and, where possible, in conjunction
with "force test model" investigations,. The important structural
frequencies should be simulated in the model to obtain the
structural loadings for cases where buffet and structural fre-
quencies coincide. The investigations should be made at subsonic
to transonic speeds to determine buffeting characteristics and to
develop techniques for predicting and analyzing buffeting on a
typical supersonic transport.
The results of the buffeting studies may influence the aerodynamic
and structural design and the aircraft operating requirements at
transonic speeds.
Approved For Release
 FOR OFFICIAL USE ONLY
Approved For Release (AA-KUP 00584R000200120001-9
ITEM 21: GROUND LOADS
Current subsonic jet transports are experiencing significantly
higher vertical. velocities at touchdown than did previous piston
airplanes. Although considerable effort has been expended to
determine the cause of these increased velocities, the reasons
are as yet unknown. In view of this situation, there is
considerable question as to what vertical velocities may be
experienced by the supersonic transport embodying new con-
figurations. The vertical velocities will have an important
bearing on the strength required in the landing gears, fuselage
and wing structures.
In order to define the supersonic transport vertical velocities,
analytical and simulator work must be carried out to determine
the important parameters affecting the touchdown conditions.
This work will make use of measurements on current transports
for correlation of piloting techniques with sinking speeds.
Simulator studies are required to validate this technique as
a means of studying the effect of various parameters on the
vertical velocities. If these simulator studies prove valid,
then the flight characteristics of supersonic transports can
be simulated as a means of studying the vertical velocities
for the new transport.
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 Approved For Rele " B00584R000200120001-9
ITEM 22: MANEUVER LOADS
As with present subsonic jets, maneuver loads experienced by
the supersonic transport will constitute a major source of loads
in regard to both fatigue and limit design considerations. The
maneuver loads will depend to a large extent on the manner in
which the supersonic transport is integrated into the existing
air traffic system and on the procedures required for test and
pilot check flights.
Analytical and simulator studies of the maneuvers required for
collision and weather avoidance and for emergency maneuvering
(rapid descents, engine-out, etc.) are needed.
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 Approved For Rele
ITEM 23: ELECTRICAL LIFE
Investigate extended.life electrical power systems and equip-
ment suitable for commercial SST airline operation at 6000
ambient temperature conditions and altitudes to 80,000 feet.
Investigations shall include systems under development as
well as other approaches.
CATEGORY #2
Approved For Releaser p ACI LREBO0584R000200120001-9
 3 V1` V1 .V J_%1.u-,b U O ULil
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
ITEM 24: ENVIRONMENTAL CONTROL
To obtain techniques for pressurization, humidity and temperature
control of cabin and equipment compartments under SST temperature
conditions, including preliminary analysis of the following:
1. Catastrophic pressure loss criteria and emergency
pressurization methods.
2. Analytical techniques for making heat transfer and
control trade-off studies and determining cabin and
equipment heat loads will be developed. Optimization
of environmental control systems from the bases of
parametric studies (size, weight, etc,), air cycle
versus vapor cycle system, redundancy versus relia-
bility, and integration with other vehicle subsystems.
3. Use of cryogenic fluids, liquid oxygen, and other
nonconventional refrigerants for equipment and
personnel cooling, including heat sink control
techniques.
4. Non-conventional, air conditioning cycles with maximum
utilization of high temperature heat sinks.
5. Investigation of contaminant removal systems.
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 Approved For Releas00584R000200120001-9
ITEM 25: HAZARD PROTECTION
Preliminary studies to cover the following items:
1. Establish design criteria (equipment and vehicle) for
minimizing the fire and explosion hazards associated
with fuel and other combustibles utilized., induced and
operational environment and the design configuration of
the vehicle.
2. Provide rapid and reliable means of fire detection suit-
able for use up to 1300?F ambient temperatures, and
capable of positive identification of fire in engine
compartments and other fire zones located within the
vehicle.
3. Provide a fire extinguishing agent effective for appli-
cation on supersonic transport fuels and other combustibles
and suitable for storage in 500?F ambient temperature areas
of the vehicle. Present agents are unsatisfactory for
storage in ambients in excess of 350?without provision for.
insulation or cooling means. This would require either
heavier equipment for protection against excessive heat
or a limitation placed upon location of agent containers.
Such a limitation could result in a considerable weight
increase and penalize system performance insofar as such
factors as discharge time, etc. are concerned.
4. Establish design parameters and requirements for a crash
fire prevention system for supersonic transport. Limited
research and tests have thus far shown feasibility of such
a system for subsonic aircraft only.
5. Establish significant data on fire and explosion charac-
teristics of various combustibles utilized in the
supersonic transport so that dangers can be recognized
and appropriate fire and explosion preventative measures
taken in storage, handling and utilization of these
combustibles on the vehicle.
CATEGORY #2
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 Approved For Relea 2O t 5 O': t tb Kgf*70B00584R000200120001-9
An analytical framework will be developed for use in the
formulation of a maintenance plan for the SST. This analytical
framework is a. simulation of the entire maintenance system
including all maintenance locations (in-flight will be
considered), all equipment levels, and all maintenance pro-
cedures. This will be programmed on a computer.
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 Approved For Release 00584R000200120001-9
ITEM 27: INTEGRATED FLIGHT CONTROL DATA
The precise measurement and total integration of the data
defining the dynamic and stored energy of the SST is necessary
to achieve vehicle control, energy management, and mission
accomplishment. Adequate measurement techniques must be
provided, the interrelationships of these techniques and the
required control data must be defined, and methods of integration
must be established.
The effort will define through study and certain laboratory
tests the requirements for the SST flight control data sensing
system.
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 Approved For FOR 4 T .. L USE OP~LY
2b'`."CI'A=RDP70B00584R000200120001-9
ITEM 23: ENGINE CYCLE STUDIES
Studies which are currently under way will be expanded in scope
anad Accelerated.. These studies have already indicated in a
general. sense what type of engines are of interest for different
cruise Mach number regimes. Further study of several types of
engine cycles will be required in order to establish what engine
design. characteristics appear to provide the best compromise
among the var ious factors affecting the performance and economics
of a supersonic commercial transport aircraft. These, factors
include acceleration characteristics of the aircraft, sonic boom.,
cruise ;.1H it-i,ade, required aircraft range, mission profile., engine,
and fuel testa maintenance cost, engine weight, and engine noise
levels. After an extensive study, of the interaction of all these
factors by both aircraft and engine manufacturers, it will be
possible to narrow the choice of engines considerably, perhaps,
to two or three, attractive configurations. These configurations
will be deserving of a very detailed study (including thorough
design study) at least through the layout stage and complete
p(arfor%v-tra.ee estimation so that bona fide airplane design work
can be carrie=d, to an advanced stage.
FOR OFFICIA USE ONLY
Approved For Release ?296&kW*TCIK RUP70B00584R000200120001-9
 FOR OFFICIAL USE ONLY
Approved For Release 2005/05/20 CIA-RDP7000584R000200120001-9
Ytr`Essor .:re.sti1
'113-e supersonic transport must combine extremely broad operating,
ranges with good performance capabilities. It is necessary to do
rig testing on advanced aerodynamic compressors which may be util-
ized tit new and/or novel engine designs and cycles. The purpose
of rig testing will be to improve the surge margin throughout:
the. e>c.c :fs~e operating range; to increase the pressure rise per stage;
pexin:i..t, variation in airflow to match inlet requirements; and conduct
satrs.e uraal testing on different rotor concepts. Specific require-
ments for mean time to failure of at least 4,000 hours will be
established as a design criteria for, the compressor rotor parts.
Burner investigation is required to determine conditions and oet.ptit::
while. dander supersonic flight. These tests should include conveen
ti.ona.l.. fuels and modifications of conventional fuels. Testing of
the modified fuels will be limited to those which have been, proven
by Laboratory tests to be suitable for the commercial, supersonic
transport environment, and are also economically competitive.
Tests will also be run on conventional fuels to determine whether
they are suitable and to determine what compromises are required if
these fuels are used. It is necessary to determine from this
program the proper design criteria for high intensity burner
systems which are required for this application. A minimum life
of 2,,000 hours without repair will, be established as design, goal
for the combustor.
brine Investigation
Investigate the potentials of variable turbine configurations to
obtain a broader operational range than is now possible. It is
anticipated that a reduction of 20-30 percent in SFC can be obtained.
at loiter" conditions if a suitable solution can be found.
Very little is known of the effects of high turbine inlet tempera....
turees on engine life resulting from sustained supersonic cruise
operation.. It is proposed that rig testing of a turbine be
conducted simulating the supersonic transport operation. It is
expected that this type of a test will provide design data based
on qualitative values of disc and blade creep, high temperature
oxi(1,xt.ion and erosion and other factors due to sustained high turf ir,ne
inlet temperatures. These test results will establish a feasible
level. of turbine inlet temperature for economical operation..
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 Approved For Rel FOR ease - t?P70B00584R000200120001-9
ITEM 30: INLET-EXHAUST-THRUST REVERSER SYSTEM
i -).e .inlet ducts and exhaust nozzles are considered sensitive and
important components affecting the performance of the supersonic
transport: and matching their performance will be a difficult: task.
Since these. components affect each other's performance, it is
nece.s:cary to explore their operation with regard to such variables
s area variation, flow distortion, pressure recovery, flow
c,e.?i'ficicinI- control parameters, and mechanical design, These
problems are, in. addition, complicated by the use of thrust
rev-er.sers, and both mechanical and aerodynamic ingenuity will be
required to provide design compromises in a selected propulsion
e:.yst oma
Analytical and experimental research is needed for proper component
)Yat:C'hin m
OA.T..EGO'? #1
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 Approved For ReleaAOOP; ?-F0B00584R000200120001-9
Studies to date indicate that an attractive engine configuration
which gives good fuel consumption for both subsonic and super sonic,
operation consists of a turbofan engine with some fuel burned ira
the fan discharge air during transonic and supersonic cruise
operation. Some recent research work has indicated that the
problem of supporting combustion in the relatively cool, fan
discharge air may be overcome by the use of unconventional
flameholders. Additional investigations are required for
commercial application in order to achieve the highest possible
combustion efficiency and to investigate problems associated
wit :11 long-time operation.
Approved For Releas@D80Qffffi 1k IN-FO XOB00584R000200120001-9
 FOR OFFICIAL USE Ogg
Approved For Release 2 - 0584R000200120001-9
ITEM 32: AUXILIARY POWER. EXTRACTIONS
It is recognized that large auxiliary or accessory power requirements
for the SST will exist. An efficient means of obtaining this power
is not known at this time. Therefore, it will be necessary that
various means of power extraction be analyzed. Design and
development will progress into rig testing which will simulate
extreme-of load conditions, high temperature, altitude and other
environmental conditions introduced by supersonic flight.
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 Approved For Release 20 5//0 /~C CI PP7 005848000200120001-9 U
In order to achieve the long life and reliability that will be
required for economical commercial operation of a high Mach
number power plant, additional development of bearings and
seals is required beyond what has been accomplished to date.
Most of the design knowledge required is already in hand and
suitable materials are available, but an intensive rig testing
program is required to provide assurance that the expected
durability can be achieved in practice. Since the lubricants
currently proposed for use in military Mach 3 engines are
expected to cost in the order of $50 per gallon, it is essential
to accomplish development running of bearings and seals using
less expensive oils in order to establish limiting temperatures
that are consistent with an acceptable oil cost.
Approved For Release 5/BPRIA&L
PPE00584R000200120001-9
 Approved For Release 20 R[7584R000200120001-9
ITEM 34: ENGINE NOISE CRITERIA
It is essential for newly designed engines to produce the greater
power required without an accompanying rise in noise level;
preferably a reduction in noise level is to be sought. Due to
lack of standards and criteria in this area, it is of great
importance that an extended acoustical analysis relating to
general engine noise from compressors, burners, engine inlets
and exhaust ducts, etc. be made, and from this to establish
general engineering methods for predicting, analyzing and correct-
ing generated and radiated sounds. This will involve systematic
exploration of engine components under varying flow conditions and
configurations and arriving at a correlation between design
parameters and noise characteristics. The data received from
these tests will be compiled and referenced in the form of
applicable design guides.
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 Approved For Release 0584R000200120001-9
ITEM 35: ENGINE RELIABILITY AND LONG LIFE
In the course of the proposed engineering study of propulsion
systems for supersonic transport aircraft, particular attention
must be given to the reliability of the various engine configur-
ations considered to be of interest because of their performance
potential. All the propulsion systems given active consideration
will be investigated in detail as to their complexity, structural
and functional integrity, ability to endure the physical and
operational environments defined by mission requirements and
specified flight envelopes. Estimates will be made of the
inherent reliability of all the systems studied. The permissible
tradeoff in maintenance expenditure and fuel cost to determine
minimum DOC shall be identified. The selection of maintenance
effectiveness shall not prejudice the mean time to failure of
the components, nor degrade the reliability of the total engine.
These estimates, together with performance considerations, will,
be used to evaluate the relative over-all merits of the different
engine cycles and configurations.
CATEGORY #2
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 FOR OFFICIAL USE ONLY
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
ITEM 36: FUELS AND OIL TESTS
Differences in aircraft speed and in treatment of the aerodynamic
heating problem cause extreme changes in the conditions of the
fuel and oil that are delivered to the engine. Fuel and oil
system simulation tests must be made which will reproduce the
extreme environmental variations including temperature and soak
time. In addition to establishing parameters of airplane system
variations, these tests also will serve as a method of determining
the most desirable fuel and oil. The cost of fuel is one of the
most acute problems in airline operations and will be even more
pronounced for the supersonic transport.
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY
 Approved For ReleasbI:MG ^c"''"`'V-G:l B00584R000200120001-9
Controlling the engine of a supersonic transport will dictate
systems more complex and sophisticated than currently used in
commercial service. Some use will be made of analytical programs
on current engines in the design of the controls for the SST
engine. With this as a background, further research will then
be needed prior to the development of a new integrated control
system. The range of all control parameters increases; therefore,
a more accurate control of engine speed, exhaust nozzle area, and
compressor and inlet geometry must be obtained for all cycles, be
they single or dual cycle engines. A thorough analysis of engine
stability and control problems in system design is required.
Simplicity and reliability must be emphasized in design.
Approved For Release 2005/05/20 : CIA-RDP70B00584R000200120001-9
FOR OFFICIAL USE ONLY