NASA Technical Memorandum 84600

SUPERSONIC AERODYNAMIC CHARACTER1 ST1 C S OF A

TAI L-CONTROL CRUC lFORM MANEUVERABLE MI SS lLE Q
WITH AND WITHOUT WINGS 4
(NASA-Tfl-84600) S U P E R S O N I C ABIiODYN2CIIC N83- 17506
t H A R A C I E R I S T I C S O F 3 TAIL- CCNTI;CL C ' E I I C I F O t M
ElANEUVERABLE M I S S I L E RITH A N D WX'IBCITT K I N G S
(NASA) 13 p EIC A02/8F A O I CSCL O I A Uncl as
63/02 02752

M. Leroy Spearman

January 1983

National Aeronautics and

Space Administration
bngley Research Center
Ham~ton,Virginia 23665

*-', La-- *- \\&< " -- ----.

-. -- - . -- ^I_--.-
 The aerodynami c characteri s t i c s f o r a w i nged and a w i ngl ess cruciform m i s s i 1e
c o n f i g u r a t i o n were exami ned. The configuration had an ogi ve-cyl inder body w i t h a
3.5 c a l i b e r forebody; an o v e r a l l length-to-diameter r a t i o o f 11.667; and had cruci-
form t a i l s t h a t were trapezoidal i n planform. Tests were made both w i t h and without
72.9-degree cruciform. d e l t a wings. The i n v e s t i g a t i o n was made f o r Mach numbers from
1.50 t o 4.63, r o l l a t t i t u d e s o f 0 degrees and 45 degrees, angles o f attack from
-4 degrees t o 22 degrees, and t a i l control d e f l e c t i o n s from 10 degrees t o -40 degrees.
I n general, the r e s u l t s i n d i c a t e d t h a t t h e w i nged m i s s i I e w i t h i t s more 1inear
aerodynami c characteri s t i c s and higher 1i f t-curve $1ope, shoul d provi de the highest
maneuverability over a l a r g e operational range. The wingless missile, w i t h a lower
1i f t-curve slope and m r e nonlinear characteristics, b u t w i t h lower m i nimum drag,
might be more s u i t a b l e f o r mfssions where acceleration time i s important and where
1i f t can be generated from high dynamic pressure incurred a t low a1ti tudes o r a t
higher Mach numbers. Hence, f i n a l trades i n missile/mi ssion concepts may lead t o two
extremes--a m i s s i l e capable o f reaching the t a r g e t area r a p i d l y b u t being unable t o
perform t h e required end-game maneuver, or, a m i s s i l e t h a t has the p o t e n t i a l o f aer-
forming a h i g h l y maneuverable i n t e r c e p t b u t may have l i m i t a t i o n s i n the time required
t o reach t h e t a r g e t area. A s u i t a b l e concept between the Wo extremes may be d i f f i -
c u l t t o achieve i f a s i n g l e system i s required t o operate over a wide range. A pre-
f e ~ r e ds o l u t i o n may be t o design s p e c i f i c m i s s i l e configurations t o perform s p e c i f i c
mission requirements, thus g i v i n g the user a wider choice o f weapons t o fill a v a r i e t y
o f possible mission needs.

INTRODUCTION
A continual need e x i s t s f o r reviewing and updating the state-of-the-art i n
maneuverable m i s s i 1e conceyjts. O f ciirrent i n t e r e s t are means f o r improvi ng m i s s i l e
effectPveness while a t the same time reducing the complexity and cost, p a r t i c u l a r l y
f o r highly maneuverable a i r - t o - a i r o r surface-to-ai r m i ssiles. Factors t h a t a f f e c t
m i s s i l e effectivezoss include aerodynamics, guidance and control, propulsion,
structures, and warhead and fusing. Complete trade studies, o f course, must consider
such t h i ngs as size, weight, carriage and storage, launcher compati b i 1ity, and system
complexity. Each o f these f a c t o r s can be impacted by the c o n f i g u r a t i o n aerodynamics,
f however. Therefore, it was the purpose o f t h i s study t o examine the aerodynamic
behavior o f a cruciform, a f t - t a i l control m i s s i l e both w i t h and w i t h o u t a highly
swept d e l t a wing i n order t o assess the r e l a t i v e merits o f the concepts and t o con-
s i d e r possible i m p l i c a t i o n s on design choice. Basic data f o r the concepts are pre-
sented i n references 1 and 2. There being no unusually s i g n i f i c a n t c h a r a c t e r i s t i c
d i f f e r e n c e between the r e s u l t s obtained a t r o l l a t t i t u d e s o f 0 degrees and 45 degrees,
o n l y i l l u s t r a t i v e r e s u l t s for a r o l l a t t i t u d e o f 45 degrees are used i n t h e present
study.
 SYMBOLS

The r e s u l t s are r e f e r r e d t o the s t a b i l i t y axis system. The c o e f f i c i e n t s ,

symbols, and abbreviations are defined as follows:

A maximum cross-sectional area o f body

a.c. aerodynamic center

an instantaneous normal acceleration i n g-uni t s

drag c o e f f i c i e n t , drag
qA

CD ,o drag c o e f f i c i e n t a t a = 0"
c.g. center o f g r a v i t y
1i f t
l i f t coefficient, -qA

1 i f t - c u r v e slope a t a = 0°, -
aci
aa
i t c h i n g moment
p i t c h i ng-moment c o e f f i c i e n t ,
qA,
h a1ti tude
1 body length
M Mach number

q dynamic pressure
W weight

Xac 1ocation o f aerodynamic center, percent body length

a angle o f attack, degrees
1
6 p i tch-control deflection, degrees, p o s i t i v e t r a i 1ing edge down

4) r o l l angle o f wing-chord plane w i t h respect t o l a t e r a l reference plane, '!

degrees
 APPARATUS
Tunnels
The i n v e s t i g a t i o n was conducted i n the Langley Unitary plan wind tunnel which i s
a variable-pressure continuous-fl ow f a c i l i t y . The Unitary plan wind tunnel has two
1.22-meter-square t e s t sections and the nozzles leading t o the t e s t sections are o f
t h e asymnetri c s l id i ng-bl ock type which permi t s a continuous v a r i a t i on i n t e s t - s e c t i on
Mach numbers from 1.5 t o q.9 i n the low Mach number t e s t section and from 2.3 t o 4.7
i n the high Mach number t e s t section.

Model
Dimensional d e t a i l s o f the model are shown i n f i g u r e 1. The body was a c y l i n d e r
w i t h a 3.5-cal i b e r forebody and an o v e r a l l length-diameter r a t i o o f 11.667. The
wings and t a i l s were made o f f l a t p l a t e s w i t h approximately a 21.5 degree angle nor-
mal t o the ~Jeadingand t r a i l i n g edges. The wings had a l e a d i ng-edge sweep angle o f
72,9 degrees, an exposed panel aspect r a t i o o f 1.23, a r o o t thickness r a t i o o f about
1.5 percent, and a r a t i o o f t o t a l span t o body diameter o f 3.667. The t a i l s had
a t r a p e z ~ i d a lplanform symmetrical about a 0.50-chord hinge l i n e and were made from
f l a t , p l a t e s having an average thickness r a t i o o f about 8.4 percent. T a i l d e f l e c t i o n
angles o f 0, 10, 20, 30, and 40 degrees were provided.

Tests
Tests were made f o r Mach numbers o f 1.50, 1.90, 2.36, 2.86, 3.95 and 4.63. The
Reynolds number was 8.2 x lo6 p e r meter. The dewpoint was maintained s u f f i c i e n t l y
1ow t o assure n e g l i g i b l e condensation e f f e c t s . I n order t o provide boundary-layer
t r a n s i t i a n t o t u r b u l e n t conditions, 0.16-cm wide s t r i p s o f No. 60 carborundum g r i t
were placed 1.02 cm a f t o f the leading edge o f the wings (measured streamwise), j u s t
behind the l e a d i ng-edge bevel on the t a i l s , and 2.54 cm a f t on the model nose.
The angle of attack was varied from about -4 degrees t o 22 degrees. Results
were obtained w i t h the surfaces horizontal and v e r t i c a l ($ = 0') and w i t h the
surfaces i n 45-degree planes ($ = 45"). I l l u s t r a t i v e r e s u l t s a t $ = 45' only are
used i n the present paper. Aerodynamic forces and moments on the model were measured
by means o f a six-componei~t e l e c t r i c a l strain-gage balance which was housed w i t h i n
t h e model.
The angle of attack has been corrected f o r d e f l e c t i o n o f the balance and s t i n g
due t o aerodynamic loads; angles o f attack have a1 so been corrected f o r tunnel
a i r f l o w misalignment. The r e s u l t s have been adjusted t o correspond t o freestream
s t a t i c pressure a c t i n g over the model base. Values f o r the base a x i a l - f o r c e coef-
f i c i e n t s can be found i n references 1 and 2.

D e t a i l e d r e s u l t s f o r both the 0-degree and the 45-degree r o l l planes may be

found i n references 1 and 2. - I n 'addition, r o l l - c o n t r o l data f o r d i f f e r e n t i a l
d e f l e c t i o n o f the t a i l s w i l l be found f o r the winged model i n reference 1.
 DISCUSSION
Longitudinal Aerodynamic Characteri s t i cs
P
Representative l o n g i t u d i nal resul t s f o r both the w i nged and t h e wingless m i s s i 1es

M = 1.90 f o r 8 = 0" and -20'

.
a r e presented i n f i g u r e s 2 t o 4 f o r Mach numbers o f 1.90 and 4.63 f o r $ = 45' and a
reference center o f g r a v i t y o f 60 percent The l i f t and drag c h a r a c t e r i s t i c s a t
( f i g . 2) i n d i c a t e t h a t the winged m i s s i l e provides
s u b s t a n t i a l l y higher l i f t f o r a given angle o f attack o r w i l l maintain a given l i f t
a t s u b s t a n t i a l l y lower angles o f attack. 4 desirable goal f o r a maneuvering m i s s i l e
would obviously be t o a t t a i n the highest l i f t possible a t the lowest angle possible.
The l i f t a v a i l a b l e i s d i r e c t l y r e l a t e d t o the maneuverability. The angle o f attack
has several imp1i c a t i o n s re1ated t o regions a t which flow separation (and possible
aerodynamic nonl ineari t i e s ) occur, i n l e t flow character1 s t i c s f o r a i rbreathing pro-
p u l s i on systems, and "1 ook-angl e" requi rements f o r guidance seekers. The s l igh t l y
more nonlinear v a r i a t i o n o f CL w i t h a f o r the wingless m i s s i l e r e s u l t s from, the
i n f l u e n c e o f the f o r e b o a l i f t which increases w i t h increasing a . Thl s e f f e c t i s
l e s s evident w i t h the winged m i s s i l e since the t o t a l l i f t i s dominated more by the
wing l i f t than the forebody I f ft.
The drag-due-to-lift i s l e s s f o r the winged m i s s i l e thus o f f e r i n g the p o s s i b i l i t y
o f higher usable l i f t and greater maneuverability. A t the higher l i f t s obtainable
w i t h the winged missile, the maximum values o f t ~ t a drag l are, o f course, substan-
t i a l l y higher than those incurred w i t h the wing1 ess missile. An obvious trade t o
consider here i s the amount o f l i f t ( o r maneuverability) required and the amount o f
t h r u s t ( o r speed) imposed. As an i n d i c a t i o n o f the t h r u s t requirements, a drag coef-
f i c i e n t o f 4 equates t o about 3,400 pounds f o r an 8-inch diameter m i s s i l e a t
20,000 feet and M = 1'90.
The t r i m , s t a b i l i t y , and control c h a r a c t e r i s t i c s a t M = 3.90 ( f i g . 3) i n d i c a t e
a more l i n e a r v a r i a t i o n o f C, w i t h CL and higher values o f t r i m CL f o r the
winged m i s s i l e . The nonlinear v a r i a t i o n o f Cm w i t h CL f o r the w i ngless m i s s i l e
r e f l e c t s the dominate influence o f the forebody 1i f t which increases w i t h a and
r e s u l t s i n a forward s h i f t o f center o f pressure. Because o f the decrease i n s t a b i l -
i t y and the s l i g h t l y higher control effectiveness, i t would be possible t o t r i m the
wingless m i s s i l e a t the lower l i f t s w i t h less c o n t r o l d e f l e c t i o n and l e s s t r t m drag
than would be required f o r the winged missile. Here again t h e trade e f f e c t s invol we
t h e lower t h r u s t requirements f o r the w i ngless m i s s i l e a t the expense o f higher 1f f t
capabi 1it y .
S i m i l a r aerodynamic r e s u l t s f o r the winged and the wingless m i s s i l e a t M = 4.63
a r e shown i n f i g u r e 4. The l i f t , drag, and t r i m c h a r a c t e r i s t i c s are e s s e n t i a l l y the
same as those a t M = 1.90. However, the increased control effectiveness f o r the
wingless m i s s i l e i s somewhat more pronounced and the decrease i n s t a b i l i t y i s more
severe for t h e case of a constant c.g. location. I n fact, for t h i s Mach number, a
forward s h i f t i n c.g. would be required i n order t o provide s t a t i c l o n g i t u d i n a l
s t a b i l i t y and t r i m f o r the wingless missile.
I t i s recognized t h a t weight differences due t o wing s t r u c t u r e i s a l s a a
necessary consideration t o a comparative study. However, i t i s believed t h a t f o r a
maneuveri ng m i s s i 1e, the aerodynamic d i f ferences woul d be o f more s i gni f I cance than
wing weight differences.
 Longi tudS nal Aerodynamic Parameters

Three key l o n g i t u d i n a l parameters--the 1if t curve slope, t h e m i nimum drag, and

t h e aerodynamic center location--are summarized as a f u n c t i o n o f Mach number i n
f i g u r e 5 f o r the two m i s s i l e s . The s u b s t a n t i a l l y higher C L ~ f o r the winged m i s s i l e
and the h i g h e r C D , ~ are evident across t h e Mach number range. The l i f t - c u r v e slope
i s increased by a f a c t o r o f 2 t o 3 and has important impl i c a t i o n s on weight-sustaining
c a p a b i l i t y as we1 1 as on maneuverability. The minimum drag difference, w h i l e
seemingly small, could have important impl i c a t i o n s on t h e t h r u s t requirements and the
f l y - o u t time during f l i g h t under nearly b a l l i s t i c (zero l i f t ) conditions. It should
be remembered, however, t h a t the 1ower drag-due- to-1 if t f o r the w i nged m i s s i 1e tends
t o o f f s e t t h e minimum drag penalty as the f l i g h t l i f t c o e f f i c i e n t increases.
A considerably greater v a r i a t i o n i n aerodynamic center l o c a t i o n w i t h M occurs
f o r the wingless m i s s i l e than f o r t h e winged m i s s i l e . This v a r i a t i o n i s caused by
t h e changes i n forebody l i f t , which I s a primary producer o f l i f t f o r t h e wingless
m i s s i l e , and r e s u l t s i n complicating the problem o f maintaining a compatible c.g.1a.c.
l o c a t i o n f o r s t a t i c s t a b i l i t y over the Mach number range. The wingless m i s s i l e was
found t o be s t a b l e a t Mach numbers from about 1.5 t o 2 w i t h the c.g. as f a r a f t as
70 percent I . However, i n order t o provide s t a t i c s t a b i l i t y f o r Mach numbers up t o
about 4.7, the c.g. f o r the wingless m i s s i l e would have t o be a t about 50 percent
w i t h the p r o b a b i l i t y then o f excessively high s t a b i l i t y l e v e l s a t Power Mach numbers.
The small v a r i a t i o n o f xac f o r t h e winged m i s s i l e (about 5 percent I 1 considerably
r e l i e v e s t h e problem o f c.g.1a.c. c o m p a t i b i l i t y . With the c.g. a t 60 percent I, f o r
example, t h e winged m i s s i l e i s s t a b l e over t h e M range from 1.50 t o 4.63 whereas
t h e wingless m i s s i l e i s unstable above about M = 3.

Maneuver Characteri s t i cs

The t a i l t r i m l i f t effectiveness f o r t h e winged m i s s i l e a t various c.g. l o c a t i o n s

i s shown i n f i g u r e 6 f o r a l l t e s t Mach numbers a t 4 = 4 5 O and f o r t a i l d e f l e c t i o n s
t o -40 degrees. These r e s u l t s show a general decrease i n e f f e c t i v e n e s s w i t h increas-
i n g 6 a t the lower Mach numbers f o r the more forward c.g.'s. It i s important t o
n o t i c e t h a t t h i s c h a r a c t e r i s t i c changes w i t h increasing M, however, and t h e e f f e c -
tiveness increases progressively up t o the maximum d e f l e c t i o n angle. This character-
i s t i c i s i n d i c a t i v e o f t h e b e n e f i c i a l e f f e c t s o f t h e l o c a l increase i n dynamic
pressure i n the v i c i n i t y o f the t a i l and i s apparent e i t h e r w i t h a r w i t h o u t the wing.
The r e s u l t s o f f i g u r e 6 a l s o show the expected increase i n t r i m c a p a b i l i t y as t h e
c.g. moves rearward. The r e s u l t s i n d i c a t e d t h a t a c.g. l o c a t i o n o f 62 percent I was
t h e most rearward f o r which p o s i t i v e s t a t s i c s t a b i l i t y could be maintained f o r t h e
winged m i s s i l e throughout t h e range o f these tests. S i m i l a r t r i m l i f t curves were
developed f o r t h e w i ngl ess m i s s i l e and i n d i c a t e d t h a t t h e most rearward permi s s i b l e
c.g. over t h e range o f these t e s t s was about 51 percent I. The t r i m l i f t a t t a i n a b l e ,
as depicted by such curves, when d i v i d e d by t h e l i f t r e q u i r e d f o r a s p e c i f i e d weight
and a1ti tude, determine t h e instantaneous normal a c c e l e r a t i o n p o t e n t i a1 l y avai 1able.

An i l l u s t r a t i o n o f the normal a c c e l e r a t i o n p o t e n t i a l f o r a W/A o f 35.gCkN/m 2

w i t h t h e c.g. a t 60 p e r c e n t 1 i s shown i n f i g u r e 7 f o r the winged and wingless
m i s s i l e s a t three a l t i t u d e s . These curves are a r b i t r a r i l y l i m i t e d t o a maximum g
o f 50 o r t o the Mach number a t which s t a t i c i n s t a b i l i t y occurred. Operational bounds
f o r given f l i g h t c o n d i t i o n s can be determined from such curves and s i m i l a r curves can
be developed f o r other a1ti tudes, loading condi ti ons, o r c .g. 1ocations. Several
observations can be made from the r e s u l t s shown i n figure 7. For example, the an
values f o r a given f l i g h t c o n d i t i o n are always less for the wingless m i s s i l e than f o r
t h e winged m i s s i l e as would be expected from the difference i n l i f t c a p a b i l i t y , A t fi
t h e lower a1ti tudes, the winged m i s s i l e indicated g-loadi ngs a t Mach numbers above
about 3 t h a t woul d probably approach normal s t r u c t u r a l 1Srni tations. I n addition, i

s i g n i f i c a n t high a l t i t u d e g c a p a b i l i t y i s indicated f o r the winged missile, espe- r'

c i a l l y when f l y i n g a t the higher Mach numbers. For example, f o r the highest a l t i t u d e
shown (21,336 m o r 70,000 f t ) , the winged m i s s i l e a t M = 4.63 has an an value o f
about 18 g's.
There are regions where substantial g c a p a b i l i t y e x i s t s f o r the wingless
missile. A t h = 6,096 m (20,000 f t ) , f o r example, the wingless m i s s i l e achieves an
an of about 26 a t M = 2.86. The same g-level f o r the winged m i s s i l e occurs a t a
somewhat lower Mach number o f about 1.8. Hence, the advantages o f speed and lower
a l t i t u d e s f o r developing dynamic pressure are apparent. Higher speed f o r a constant
g-level a l s o r e s u l t s i n a l a r g e r t u r n i n g radius, however. A d e f i n i t e advantage o f
t h e higher possible speed f o r the wingless m i s s i l e would be i n the reduced f l y - o u t
time during acceleration toward the t a r g e t before end-game maneuvering i s required.
T h i s time t o i n t e r c e p t can be extremely important.

COMGLUDIMG REMARKS
A study has been made o f the aerodynamic c h a r a c t e r i s t i c s o f a t a i l - c o n t r o l
cruciform maneuverable m i s s i 1e w i t h and without 72.9 degrees cruciform d e l t a wings a t
Mach numbers from 1.50 t o 4.63.
The r e s u l t s i n d i c a t e d t h a t the w i nged m i s s i 1e provides substanttal ly higher 1if t
f o r a given angle o f attack o r w i l l provide a given l i f t a t s u b s t a n t i a l l y lower angles
o f attack. The winged m i s s i l e does, o f course, have higher values o f drag near zero
1 i f t b u t the drag-due-to-lift i s lower and for maneuvering f l i g h t tends t o o f f s e t the
minimum drag penalty. The winged m i s s i l e has more l i n e a r p i t c h i n g moment character-
is t i c s and substanti a1 l y l e s s aerodynamic center s h i f t w i t h Mach number. The presence
o f the wing does s l i g h t ? y reduce the control effectiveness o f the t a i l . However, the
winged missile, f o r a given f l i g h t condition, always provides the highest p o t e n t i a l
instantaneous normal accel e r a t i on.

The w i ngl ess m i s s i 1e shoul d be capabl e of higher 1ongi t u d i nal accel e r a t i on

during b a l l a s t i c f l i g h t because o f lower minimum drag. Hence, f i n a l trades i n
mi s s i l elmi ssion concepts may evolve t o two possible extremes--a m i s s i l e capable o f
reaching the t a r g e t area r a p i d l y but being unable t o perform the required end-game
maneuver, o r a m i s s i l e t h a t has the p o t e n t i a l o f performing a h i g h l y maneuverable
i n t e r c e p t but may have l i m i t a t i o n s i n the time required t o reach the t a r g e t area. F
The best possible concept l i e s somewhere between the two extremes and, even w i t h
c a r e f u l trade studies, would be d i f f i c u l t t o achieve i f a s i n g l e system i s required
t o operate over a wide range. An obvious preferred s o l u t i o n would be t o design spe- d
c i f i c m i s s i l e configurations t o perform s p e c i f i c m i ssion requirements, thus g i v i n g
t h e user a wider choice o f weapons t o f i l l a v a r i e t y o f possible mission needs.
1t REFERENCES
I

t
1. Spearman, M. Leroy; and Fournier, Roger H.: Aerodynamic Characteristics of a
j
Maneuverable Missile With Cruciform Delta Wings and A f t T a i l Controls a t Mach
I Numbers From 1.50 t o 4.63. NASA TM X-1863, 1969.
t

2. Spearman, M. Leroy; and Fournier, Roger H.: Aero4ynamic Characteristics o f a

, $4
Wingless Maneuverable Missile With Cruciform A f t Tail Controls a t Mach Numbers
From 1.50 t o 4.63. NASA TM X-2365, 1971.
I ALL DlMlrJSlONS ARE I N CENTIMETERS UNLESS OTHERWISE NOTED

I WING DElAlLS

i ~ i ~ u 1.
re
FlFs' DFlAlLS

- Details o f model. Dimensions i n

I
I
centimeters unless otherwise
noted.
 .a - 6, df4 WiNG
L----.e-* -20
- ---- ON
OFF

Fic~urc3. - Stability c h a r a c t e r i s t i c s , c . g . = O.GO\,

9 = 4S0, M = 1.90.
 ORIGINAL PAGE FS
OF POOR QUALIW

0.0 I T- -
u -
0 -1 ...L-,.L .d-J--~--LJ

' Figure 5. - Longitudinal aerodynanlic parameters.

$I = 450.
 QRlGlNAL PACE E23
OF POOR QUALIP

0 4 8 0 4 8 1 2 0 4 8 1 2
I
c~ c~ c~
I1
I
Figure 6. - T a i l trin l i f t effectiveness w i t 1 1 wing
on, I#J = 450.

- h
- 70 000 ft
21 136 m

WING
n' ON
g's - OFF
-

-
0
$5-
2
/ 4
1 )
6
M

l icjurc> 7. - Ins tdntaneous nor~l~a1 accelcration,

-. 450, W/A = 35.9 ~ N / I I I ~ ,
c.y. = 0.601.