Engineering topics

Beissner, F. L., Jr.

Publications and source records attributed to Beissner, F. L., Jr..

5 records

NASA NTRS1986

Effect of emerging technology on a convertible, business/interceptor, supersonic-cruise jet

This study was initiated to assess the feasibility of an eight-passenger, supersonic-cruise long range business jet aircraft that could be converted into a military missile carrying interceptor. The baseline passenger version has a flight crew of two with cabin space for four rows of two passenger seats plus baggage and lavatory room in the aft cabin. The ramp weight is 61,600 pounds with an internal fuel capacity of 30,904 pounds. Utilizing an improved version of a current technology low-bypass ratio turbofan engine, range is 3,622 nautical miles at Mach 2.0 cruise and standard day operating conditions. Balanced field takeoff distance is 6,600 feet and landing distance is 5,170 feet at 44,737 pounds. The passenger section from aft of the flight crew station to the aft pressure bulkhead in the cabin was modified for the interceptor version. Bomb bay type doors were added and volume is sufficient for four advanced air-to-air missiles mounted on a rotary launcher. Missile volume was based on a Phoenix type missile with a weight of 910 pounds per missile for a total payload weight of 3,640 pounds. Structural and equipment weights were adjusted and result in a ramp weight of 63,246 pounds with a fuel load of 30,938 pounds. Based on a typical intercept mission flight profile, the resulting radius is 1,609 nautical miles at a cruise Mach number of 2.0.

Beissner, F. L., Jr.↗

NASA NTRS1985

Preliminary performance of a vertical-attitude takeoff and landing, supersonic cruise aircraft concept having thrust vectoring integrated into the flight control system

A performance study was made of a vertical attitude takeoff and landing (VATOL), supersonic cruise aircraft concept having thrust vectoring integrated into the flight control system. Those characteristics considered were aerodynamics, weight, balance, and performance. Preliminary results indicate that high levels of supersonic aerodynamic performance can be achieved. Further, with the assumption of an advanced (1985 technology readiness) low bypass ratio turbofan engine and advanced structures, excellent mission performance capability is indicated.

Robins, A. W.↗

NASA NTRS1984

Application of near-term technology to a Mach 2.0 variable-sweep-wing, supersonic-cruise executive jet

The impact of variable sweep wing technology with relaxed static stability requirements on a supersonic-cruise executive jet with transatlantic range was assessed. The baseline vehicle utilized modified, current-technology engines and titanium structures produced with superplastic forming and diffusion bonding; this vehicle meets study requirements for both supersonic-cruise and low-speed characteristics. The baseline concept has a ramp weight of 64,500 pounds with a crew of two and eight passengers. Its Mach 2.0 cruise range is nearly 3,500 nautical miles; its Mach 0.9 cruise range is over 5,000 nautical miles. Takeoff, landing, and balanced field length requirements were calculated for a composite variant and are all less than 5,000 feet.

Beissner, F. L., Jr.↗

NASA NTRS1983

Effect of advanced technology and fuel efficient engine on a supersonic-cruise executive jet with a small cabin

An analytical study of a supersonic-cruise, executive, jet aircraft indicated the effects of using advanced technology. The twin-engine, arrow-wing vehicle was configured with a cabin of minimum practical size to hold one pilot, eight passengers, and their baggage. The primary differences between this configuration that of a previous report were the reduction in cabin size and the use of engines that are more fuel-efficient. Both conceptual vehicles are capable of forming the same mission. The current vehicle has a range of 3,350 nautical miles at Mach 2.3 cruise and 2,700 nautical miles at Mach 0.9. The concept description includes configuration definition, aerodynamic and propulsion-system characteristics, and mass properties. Performance analyses are documented for intercontinental and transcontinental flight profiles. In the latter case, a reduction in sonic-boom overpressure from 1.3 to 1.0 pounds per square foot was achieved by varying the flight profile slightly from that for optimum performance.

Beissner, F. L., Jr.↗

NASA NTRS1983

Application of variable-sweep wings to commuter aircraft

The effects of using variable-sweep wings on the riding quality and mission-performance characteristics of commuter-type aircraft were studied. A fixed-wing baseline vehicle and a variable-sweep version of the baseline were designed and evaluated. Both vehicles were twin-turboprop, pressurized-cabin, 30-passenger commuter aircraft with identical mission requirements. Mission performance was calculated with and without various ride-quality constraints for several combinations of cruise altitude and stage lengths. The variable-sweep aircraft had a gross weight of almost four percent greater than the fixed-wing baseline in order to meet the design-mission requirements. In smooth air, the variable sweep configuration flying with low sweep had a two to three percent fuel-use penalty. However, the imposition of quality constraints in rough air can result in advantages in both fuel economy and flight time for the variable-sweep vehicle flying with high sweep.

Robins, A. W.↗