United States. National Aeronautics and Space Administration Search this
Extent:
0.36 Cubic feet ((1 letter box))
Type:
Collection descriptions
Archival materials
Newsletters
Correspondence
Notes
Charts
Photographs
Motion pictures (visual works)
Reports
Drawings
Articles
Place:
Outer space -- Exploration -- United States
Date:
bulk 1959-1970
Scope and Contents:
This collection consists of material chronicling the NACA/NASA career of Dennis Hasson, notably his work on Project Mercury, his work with a lenticular manned reentry vehicle for planned lunar missions; and his work with deep-space probes. The following type of material is included: Langley NASA newsletters; memos and correspondence; phone lists and organizational charts; newspaper articles; photographs; one 16 mm film of wind tunnel testing; reports; and drawings.
Biographical / Historical:
Dennis Hasson received his Mechanical Engineering BES from The John Hopkins University, his Aerospace Engineering MS from Virginia Polytechnic Institute, and his Engineering Material Ph.D. from the University of Maryland. Hasson worked at NACA-NASA at Langley Research Center, as well as the Goddard Space Flight Center. Hasson's work started with experimental aerodynamic studies on advanced aircraft, such as the X-15 and Mach 3 transport. In March 1959, Hasson was assigned to the Aerodynamics Group at Langley Field. That group was responsible for the aerodynamic performance of the manned space vehicle in the earth's atmosphere. Hasson was responsible for the wind-tunnel program for the Mercury project and he and two coworkers received a patent for a manned reentry vehicle for planned lunar missions. In 1961, he became involved in advanced control thruster and power systems for deep-space probes, using advanced materials including fabricators and metallic, polymeric and ceramic materials. He is a Fellow of both ASM international and ASME Internal. He received the Meritorious Civilian Service Medal, and was Pi Tau Sigma USNA Chapter Teacher of the Year. He is currently a Professor at the US Naval Academy in the Mechanical Engineering Department.
Provenance:
Dennis F. Hasson, Gift, 2004
Restrictions:
No restrictions on access.
Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests
The supercritical wing concept was developed by Dr. Richard T. Whitcomb of the NASA Langley Research Center in Hampton, Virginia. Whitcomb's airfoil was designed to delay formation of shock waves at high speeds.
Scope and Contents:
This collection contains documents gathered from Langley Research Center on the development of the supercritical wing concept and the F-8 test bed program. The material primarily consists of notes and reports covering the wind tunnel development, flight testing, and evaluation of the concept. The collection also includes general and press information about the program.
Series and Subseries Organization:
The NASA F-8 Supercritical Wing Collection is divided into four series:
Series 1 - Background Information
The Background Information Series contains publicity material, articles, general information, and technical reports. The technical reports are then arranged chronologically.
Series 2 - Wind Tunnel Testing
Test reports of the Wind Tunnel Testing Series are arranged numerically, and reports are arranged alphabetically by folder title.
Series 3 - Development and Flight Testing
The Development and Flight Testing Series begins with work statements and requests for proposal (RFP) information. These are followed by notes arranged in chronological order. Developmental technical reports are in alphabetical order by folder title. The flight test reports are arranged chronologically. These reports are then followed by photographs.
Series 4 - Evaluation of the Supercritical Wing
Evaluation reports on the Supercritical Wing Series are in chronological order
Biographical Note:
Richard T. Whitcomb (1921- ) was born in Evanston, Illinois. His family later moved to Worcester, Massachusetts, where Whitcomb attended public schools. He received a B.S. degree in mechanical engineering from Worcester Polytechnic Institute in 1943. Following graduation he accepted a position with the National Advisory Committee for Aeronautics (NACA, the forerunner of NASA) at Langley Laboratories, Virginia. Whitcomb devoted much of his career to research in the problems of supersonic flight.
In the early 1950s Whitcomb discovered the transonic area rule concept. This rule amounts to a sensitive balance of fuselage and wing volume, which minimizes drag at transonic speeds. This concept was applied to post World War II fighters and resulted in operational military aircraft capable of supersonic flight.
Whitcomb earned international acclaim through his accomplishments with the area rule concept and the supercritical wing. Until his retirement from NASA he worked on aircraft energy efficiency and new winglet configurations.
Historical Note:
The supercritical wing concept was developed by Dr. Richard T. Whitcomb of the NASA Langley Research Center in Hampton, Virginia. Whitcomb's airfoil was designed to delay formation of shock waves at high speeds.
In comparison with conventional wing cross sections, the supercritical wing was flattened on top, delaying the formation of shock waves and moving them further aft along the wing to increase total wing efficiency. To compensate for the lift lost with the flattened wing top, the rear lower surface was shaped with a deeper, more concave curve. The Mach number (the speed of the aircraft calculated as a percentage of the speed of sound) at which the relative airflow reaches the speed of sound at some point on the airframe is called the critical Mach number. Below the critical Mach number the flow is said to be subcritical, and above the critical Mach number it is called supercritical. The initial wind tunnel tests of the supercritical wing indicated that the new airfoil shape could allow highly efficient flight near the speed of sound of approximately 660 mph at cruising altitudes.
Initial designs for the supercritical wing were produced in 1964. The development of the supercritical airfoils included three phases: slotted (1964-1966); integral (1967); and thickened trailing edge integral (1968-1969). Flight testing of the supercritical wing began in 1971 and ended in December 1972. A Ling-Temco-Vought (LTV) F-8 aircraft modified with the supercritical wing was used in these tests, making its first flight on 25 March 1955. The LTV F-8 was a single place land or carrier based supersonic aircraft equipped with radar to provide an all-weather capability. Its most unusual feature was the hydraulically operated variable incidence wing.
The blunt leading edge of the supercritical wing led to better takeoff, landing, and maneuvering characteristics. Subsonic transports, business jets, STOL (short takeoff and landing) aircraft, and remotely piloted vehicles made use of the supercritical wing technology, using less fuel and flying more efficiently than aircraft with conventional wings.
The F-8 Supercritical Wing Collection was received by the National Air and Space Museum in July 1984 from NASA's Langley Research Center. The collection was assembled originally by Dennis W. Bartlett Richard Whitcomb's colleague at Langley's 8-Foot Transonic Dynamics Tunnel. The material in the collection came from the offices and warehouses of the tunnel facility.
This donation includes the following: eighteen diaries of Sellers, 1899-1903 and 1907-1909; his laboratory daybook in which he wrote many of the details of his aeronautical work; Sellers' personal correspondence, 1899-1917; photographs, including images of Sellers quadruplane hang gliders, wind tunnels, and biplane; photographs by Sellers of the Wright Model A at the 1909 Fort Myer Military Trials; miscellaneous reports; and family papers.
Biographical / Historical:
Matthew Bacon Sellers II (1869 - 1932) received a LL.B. from Harvard Law School in 1893 and during 1893-94 studied chemistry, physics, and mechanical arts from the Lawrence Scientific School at Harvard University, and Drexel Institute. From childhood, Sellers exhibited an interest in artificial flight, making his own kites, hot-air and hydrogen balloons, and various kinds of 'mechanical birds.' In 1903 Sellers began to direct his full attention to aeronautical research and invention. From 1903 to 1925, Sellers was involved with building gliders, aircraft and wind tunnels to accurately measure lift and drag of various airfoil curves. Sellers made his first powered hop in 1908 and among the mechanical innovations that he received patents on was an undercarriage design featuring retractable wheels. He was considered a leading authority on aerodynamics and was appointed to several boards, including the Aerodynamic Laboratory Commission, and the Naval Consulting Board as an expert on aviation and related matters. Sellers was also the technical editor of 'Aeronautics' and authored 30 articles on aerodynamics.
General:
NASMrev
Provenance:
John Clark Sellers and Matthew Bacon Sellers III, Gift, 1986, 1986-0050, NASM
Restrictions:
No restrictions on access
Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests
Physical Sciences, Division of (NMAH, Smithsonian Institution). Search this
Container:
Box 5, Folder 24
Type:
Archival materials
Scope and Contents:
It Will Solve Guided Missile Ballistic Problems and New Aerodynamics for Navy: Thrice Forerunner's Size: Mark II Twelve Times as Fast, Doing in a Second a Multiplication Running into Billions William M. Blair (Special to the New York Times), 8 January 1947, Mark II dedication, 47 Symposium 1st day.
Collection Restrictions:
Collection is open for research.
Collection Rights:
Collection items available for reproduction, but the Archives Center makes no guarantees concerning copyright restrictions. Other intellectual property rights may apply. Archives Center cost-recovery and use fees may apply when requesting reproductions.
Collection Citation:
Grace Murray Hopper Collection, 1944-1965, Archives Center, National Museum of American History
F-8 Notes - includes 621 data; papers "Aerodynamic smoothness" by John P. Morris, "Scale Effect Studies of Airfoil Profile Drag at High Subsonic Speed" by Dezso George-Falvy and "Review of Drag Measurements from Flight Tests of Manned Aircraft with Com...
Collection Creator:
National Aeronautics and Space Administration. Langley Research Center Search this
Container:
Box 9, Folder 6
Type:
Archival materials
Date:
undated
Collection Restrictions:
No restrictions on access
Collection Rights:
Permissions Requests
Collection Citation:
NASA F-8 Supercritical Wing Collection, Acc. XXXX-0104, National Air and Space Museum, Smithsonian Institution.
Reimar continues to discuss loan of second engine used in H II, lent by Helmut Hirth (Wolf's brother) but returned, per agreement, in 1937; Reimar on lift distribution [3:44] decided to experiment with waggle wingtip configuration to measure effect on wingtip negative drag/thrust, work done at Lohmar(sp) near, 7 kilometers, from Troisdorf, details on design and construction of waggle-wingtips; [9:55] results of flight tests; end of the first H II [14:00]; more on properties of materials used to make waggle-wingtips, spars; [19:03] Hanna Reitsch flew H IIIc? D-11-347?; [19:37] Reimar on father and mother, 3 doctorate degrees, around 30 books [24:14], spoke several languages; [24:37] father lost his money after the war, offered better paying job in University of Breslau, Max retired in 1934 with pension; Elizabeth died in 1945; moved parents to Gut Tierstein to avoid bombing, father suffered heart attack at 71 and died about a week later; [31:41] Reimar on he and Walter, working in Bonn while their father worked in Breslau; Max's philosophy of life to Reimar at age 14 [33:00]; Reimar continues discussion on relationship with his father; [37:13] Reimar's grandfather and grandmother, great houses, stone quarry, loss of foreign investments; [42:47] working on H I in the family home, damage to the home not great; [45:00] 12-room house but Reimar only used 3-4 rooms; [47:05] Reimar's relationship with teachers at school, he got along with math/physics/chemistry teacher, Reimar was "a poor student" because he had little time to study; age 67 at time of interview [53:28]; Reimar's publishing record; [55:52] Reimar's favorite books as a boy, engineering and aerodynamics, Prandtl.
Collection Restrictions:
No restrictions on access.
Collection Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Walter and Reimar Horten Interviews [Myhra], Acc. 1999-0065, National Air and Space Museum, Smithsonian Institution.
Reimar continues on problems with wing placement on Pulqui Dos, several crashes, Behrens, Manuel killed, Reimar disagreed with Tank [16:00]; [18:00] Reimar continues to discuss problems with Pulqui Dos, using photos; [26:33] Tank was an excellent pilot, as an engineer OK, not a very good designer, he was not an "architect" - combination of engineer and designer. [26:58]...Therefore the Pulqui had failed, but you didn"t write that it had failed, the Argentine authorities would be outraged, you said "the Pulqui has been in difficulties" - Peron's personality, lack of education, inferiority complex, Reimar draws parallels to Scheidhauer (did not finish secondary school) and his personality traits [43:05]. [45:07] Reimar discusses why Multhopp and Tank could not work together to fix Pulqui II. [52:47] to [54:10] niceties about Myhra's next visit, etc… [54:12] Reimar elaborates on Tank, "one of the best pilots I ever have seen," Tank flew Pulqui II most times. Reimar on Manuel, title and rank, tasks Scheidhauer to help him fly Pulqui II, Scheidhauer refuses, flying qualities of Pulqui II, etc. [60:24] Reimar draws Pulqui II, talks about lift disribution and aerodynamics.
Collection Restrictions:
No restrictions on access.
Collection Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Walter and Reimar Horten Interviews [Myhra], Acc. 1999-0065, National Air and Space Museum, Smithsonian Institution.
Reimar discusses aerodynamics, lift distribution, on Pulqui II; a sailplane flown to test Pulqui II characteristics, problems with lift distribution and flow [8:20]; [8:22] Reimar on tailless, first bell distribution "for twist" (using sketch or photo)..."a secret...[9:24] and therefore I told, and Walter knows also, that I have, since number two (Horten II all-wing glider design) always designed with bell-wing distributions," Reimar back to Pulqui II...too little taper and twist made the Pulqui II a dangerous airplane...[17:00] Reimar on Mig 15 wing twist; more aerodynamics, comparison between Mig 15 and F-86. Reimar on qualities of Mig 15 and F-86 (R reads extended passage from reference book) Reimar on new wing for Pulqui II; Reimar and Myhra discuss various aspects of Ta 183 built by Soviets...to [57:00] Tank's unwillingness to accept criticism..."overestimating of himself" doomed Tank in Argentina, now Tank without Multhopp.
Collection Restrictions:
No restrictions on access.
Collection Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Walter and Reimar Horten Interviews [Myhra], Acc. 1999-0065, National Air and Space Museum, Smithsonian Institution.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
The Lunar Landing Research Vehicle (LLRV) was designed by Bell Aerospace as a free-flight simulator to investigate piloting and operational problems involved in lunar landing approach and takeoff. To simulate lunar atmosphere and gravity the LLRV compensated for aerodynamic drag and the higher gravity of earth by vectoring the thrust from the single turbofan engine and using rockets to balance five-sixths of the weight of the vehicle.
Collection Restrictions:
No restrictions on access
Collection Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permission Requests.
Collection Citation:
Bellcomm, Inc Technical Library Collection, Accession XXXX-0093, National Air and Space Museum, Smithsonian Institution.
Following the post-accident investigation into the AS-204 (Apollo 1) fire of 27 January 1967, the launch vehicle from that mission (Saturn IB SA-204) was used to launch the unmanned Apollo 5 mission, also designated AS-204, on 22 January 1968. This mission was the first launch of a Saturn launch vehicle carrying a Lunar Module (LM-1), with an aerodynamic fairing replacing the normal Apollo Command/Service Module atop the booster. Documents pertaining to both AS-204 launches or specifically to the cancelled Apollo 1 mission are filed under subseries III.D.3.h.2.e. (AS-204 (Apollo 1)); documents pertaining only to the subsequent Apollo 5 mission are filed under subseries III.D.3.h.2.f. (AS-204 (Apollo 5)).
Collection Restrictions:
No restrictions on access
Collection Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permission Requests.
Collection Citation:
Bellcomm, Inc Technical Library Collection, Accession XXXX-0093, National Air and Space Museum, Smithsonian Institution.
