# ••■ ■ • ■■■ f

January 1992

NASA Aeronautics Career of John P. (Jack) Reeder

John P. (Jack) Reeder is a native of the Upper Peninsula of Michigan.

He was born on May 27, 1916, in Houghton, in the Michigan Copper Country,

some 215 miles, as the crow flies, due north of Oshkosh. His father was a

mining engineer. While living outside of Sudbury, Ontario, in 1923-1924

his aviation interest was kindled by observing the WWI Curtiss HS-2L

single-engine biplane flying boats droning overhead at low altitude on

forest fire patrol. The observer often waved to him from the former

gunner's cockpit in the bow.

Back in the Upper Peninsula in Stambaugh in the Iron Country,

airplanes were scarce. By the time he was in Stambaugh High School,

Reeder decided he wanted to become an engineering test pilot, following

engineering school and Navy flight training. He played end on the Upper

Peninsula championship football team of 1933.

At the University of Michigan he joined the Glider Club for one year

and soloed in a Franklin glider in 1936 on his first tow (by truck), albeit

unintentionally, as he was preoccupied with rudder control. During his

aeronautical engineering course he was elected to Tau Beta Pi. He

received a B.S. in Aeronautical Engineering in 1938.

Recruited by NACA as a Junior Aeronautical Engineer in 1938 for

employment by June 1, his professors were so enthusiastic they waived

his exams, as for some others, also. He intended to stay only two years

before applying for Navy flight training. In his first interview at NACA he

expressed interest in flight research but was assigned to the Full-Scale

Wind Tunnel staff instead. The threat of war was hanging over Europe.

For the next four years Reeder took part in fundamental wind tunnel

research, interspersed with investigations to improve speed, stability and

control, and engine cooling of full-scale military airplanes.

No airplanes were available on the Virginia Peninsula for flight

instruction when Reeder arrived, but in the fall of 1938 he began

instruction in a J-3 Cub at about $3.00 per hour, and received a Private

Pilot's license in the summer of 1939.

A few of the old timers at NACA had built, modified and/or owned

their own airplanes. Reeder and a partner became owners of one of these,

a 1930 Monocoupe 90, NC 179K, with Lambert engine and Townend-ring

cowl, in 1939 and operated it until the war was about to close private

flying down, when it was sold to Jim Roye of Republic on Long Island.

The Monocoupe operation was marred by a crosswind landing

accident that Reeder had. He now owns a 1937-built Monocoupe 90

AL-125, N18054.

With the building and staffing of two new NACA Laboratories and the

beginning of war, the staff of NACA research pilots dwindled and the

sources dried up. Melvin Gough, the Head of NACA Flight Operations at the

time, obtained authorization to select and train willing and qualified

candidates from the NACA engineering staff. Reeder was one of two

initially accepted into the program, and he transferred to the pilot staff

of the Flight Research Division in October 1942 with 168 hours in 9 light

airplane types. In his first full year as an NACA pilot, 1943, he flew 19

new aircraft types, 9 of which were fighters.

Reeder's first fighter was the XP-42, a P-36 variant, which was

used by NACA for advanced cowling and all-moving horizontal tail

research. His first project assignment was part of a Navy-sponsored

stability and control investigation with a Brewster XSBA-1 dive bomber.

Characteristics were changed by physical changes to the aircraft. Today

we would use electronic systems to simulate varying physical

characteristics.

v.. .*

Reeder contributed as a research pilot for about 25 years, during

which time he became Head of Flight Operations and Chief Test Pilot in

1952 and, in 1963, Assistant Chief of the Flight Mechanics and Technology ?

(containing segments of the old Flight Research Division), while still

functioning as Head of Flight Operations until 1968. He remained on

active flight status to evaluate new concepts and research results until

he retired in 1980 after 42 years' service, including 38 years on flight

status. During this time he flew for research and evaluation 235 different

single- and multi-engine, civil and military, land and sea aircraft types.

Included were 38 jet airplanes, 40 fighters, 61 rotary wing, including

British, French and German, and 8 VTOL airplanes, including British and

Canadian. Most of these aircraft were highly instrumented and on a test

status, either with government or industry, and were flown either by

assignment or by invitation. He also took his turn at flying transport for

Langley and Washington Headquarters.

During his career Reeder played an active role in the early

development of airplane handling qualities requirements for satisfactory

mission performance for both civil and military aircraft, and in the

development of handling and performance improvements for WWII aircraft.

The loads acting on aircraft in maneuvers, including compressibility

effects, and propeller characteristics in transonic flight were

investigated. He performed early explorations of transonic phenomena and

their effects on aircraft characteristics and behavior, and was a pioneer

in the investigation of the effects of sweepback on the low speed

characteristics of aircraft. He is best known, probably, for his pioneering

in rotary wing (as NACA's first helicopter pilot) and V/STOL aircraft

aerodynamics, performance, instrument flight for terminal area

operations, and handling qualities, leading to the definition of

requirements for next generation aircraft.

Reeder was a member of the Bureau of Aeronautics team that

drafted the first military specifications for satisfactory flying qualities

of helicopters. NACA experience was used extensively in these

specifications and in many following revisions.

NACA became NASA in 1958. For a time, flight research and

operations were curtailed to helicopters, V/STOL, and necessary transport

(Headquarters administrators and astronauts). The core of the old Flight

Research Division formed the backbone of the Space Task Group. Some 32

airplane research projects were cancelled.

In 1962 Reeder and another NASA pilot from Ames, under

sponsorship of the NATO Mutual Weapons Development Program, performed

an engineering evaluation of the vectored-thrust Hawker Siddeley P-1127,

forerunner of the current Harrier, the only VTOL airplane out of many test

articles to go into production in the free world. Reeder was the first

American and non-U.K. pilot to fly the type. Also, during this period he

was a member of a NATO Advisory Group for Aeronautical Research and

Development (AGARD) working group which drafted and published in 1962

the Recommendations for V/STOL projects. One such aircraft was the

German VAK-191B, for which Reeder served as a member of a Navy review

team after flight status had been achieved. It was of the jet lift-cruise

type, but was cancelled by the German government after a short test

program and a Navy evaluation.

In 1964 Reeder was selected by the Assistant Secretary of the Army

for Research and Development (Willis Hawkins) as a member of a joint

German, U.K. and U.S. review team to evaluate the Kestrel aircraft (follow

on to the P-1127, and preceding the Harrier) development program, nine of

which were being built for trials by a Tri-Partite operational evaluation

squadron. Evaluation of V/STOL operations under wartime conditions was

the sole objective of this exercise. Discussions with Hawker-Siddeley

and other personnel involved in the evaluation indicated little interest in

the use of vectoring except for V/STOL operations at that time.

After the trials Reeder arranged to obtain two of the Kestrels for

NASA research at Langley. Initial NASA Langley Management guidelines

were to avoid investigation of military maneuvers. A planned study of

precision instrument approach procedures and techniques for V/STOL

operation applicable to the vectored thrust jet configuration was

conducted. During this period, 1969, John Attinello, of the Institute for

Defense Analysis, published an analysis of potential benefits in

deceleration rate and turn performance for fighters using vectoring.

He came to NASA Langley to explore the possibility of flight test

validation. Also, shortly thereafter in 1969, Reeder answered a Navy

inquiry of NASA about possible maneuvering advantages of thrust

vectoring. (See footnote.) This cleared the way for study by NASA Langley

of military applications of vectoring with the Kestrel. In 1970 Reeder, as

Chief of the new Research Aircraft Flight Division, initiated and guided

flight and simulation studies of the use of thrust vectoring (the gross

engine thrust is vectored; it's largeMhan net thrust which propels the

Excerpt from memo to NASA Headquarters dated December 16, 1969 by

John P. Reeder regarding use of thrust vectoring:

1. The rapid deceleration (speed reduction), possibly combined with

a high initial turn rate with actuation of vectoring should cause an

attacker or missile from the rear to overshoot if the maneuver is properly

timed. Rapid reversal of the maneuver and high acceleration (speed

increase) are then required to gain the initiative on the attacker.

aircraft in normal flight) as a maneuvering aid, particularly for abrupt

deflections of the engine nozzles (90 degrees per second max.) to large

angles (95 degrees max.). At high speeds increments in upward

acceleration and rearward deceleration, applied simultaneously by thrust

vectoring, can be greater than 2g, respectively, providing the capability

for "jump" maneuvers and "square turns" as evasive maneuvers, followed

within seconds by a "fall-in-behind" reversal for a kill. The British RAF

and the RAE (Royal Aircraft Establishment) and the U.S. Marine Corps, who

had been exploring vectoring within severe restrictions, were approached

by NASA and drawn into a joint evaluation called the VIFF (Vectoring in

Forward Flight) Program. The RAF provided a Harrier for the program with

the expectation of opening its envelope to over 600 knots for full

vectoring at full thrust. Parts of the program, which included simulation

as well as flight, were conducted both in the U.S. and in the U.K. Most of

the results are still classified. It was exciting to read of Harrier success

in air combat in the Falklands war.

Also, during this same time period, Reeder recommended, supported

and contributed to an expanded general aviation program. One example is

the current general aviation stall/spin program initiated by Jim Patton.

As another example, Reeder conceived and initiated the program for

8

development of a crosswind landing gear for light, tricycle-geared

transports for operation for single-runway landing strips regardless of

wind direction.

Also, Reeder conceived, formulated and led the so-called Terminal

Configured Vehicle (TCV) Program, now ATOPS (Advanced Transport

Operating Systems). The objective was to perform the necessary research

to develop advanced airborne system concepts that could take full

advantage of, and perhaps influence, the next generation navigation,

guidance and ATC system to solve current air transportation problems.

The current air transportation needs that require solution are improved

fuel and airspace utilization, increased terminal area capacity, and

improved landing capability in adverse weather for schedule reliability

with safety, and alleviation of community noise. The pilot will remain the

"intelligence" of the aircraft and must be kept in the control loop with

awareness of situation and trends, and with natural and immediate means

for maneuvering. Technology exists that can solve these problems, but

application for solutions will not occur overnight. It is necessary to

proceed now to find the way. The original B-737 was, after a thorough

search, procured at a bargain price for the program. The help of Boeing

was enlisted as a contractor.

After the program was established and gaining recognition, the

Langley Director asked Reeder to take over the TCV Program as a separate

entity. To date, significant contributions have been made by the Program

to the onboard systems and the flight decks of the new generation

transports in the United States and Western Europe. Very much more

remains to be done.

Soon after the TCV Program got started, FAA requested NASA

support in demonstrating the U.S. selected Time Reference Scanning Beam

(TRSB) Microwave Landing System (MLS) and its advanced guidance

capabilities before the International Civil Aviation Organization (ICAO) in

a competition for selection of a standard world-wide precision landing

guidance system to eventually replace the current ILS.

Before this demonstration, no aircraft had flown automatic close-in

curved, precision guided approach paths, similar to those performed in

visual flight, to a runway and throughout landing and rollout. With an

intensive effort NASA Langley implemented such capability in the TCV B-

737 on schedule, both for automatic control and for pilot manual control,

through an augmented system, while using advanced electronic display

formats. The first demonstration was at Atlantic City, followed by

10

Buenos Aires, New York Kennedy, and Montreal. Aircraft systems and

flight profiles became more sophisticated at each location. In New York

the final straight portion of the approach was less than half a mile. At

New York and Montreal the precision demonstration patterns flown

required no controller directions except clearance for takeoff and to use

our own navigation. All observers were impressed and fascinated with the

displays which had situation and predictive information, including time

scheduling, which they could all understand. These demonstrations were a

key factor in the decision of ICAO to adopt the TRSB as the world-wide

standard.

Other significant research developments during the period of these

demonstrations were two new flare laws, one of which reduced the

dispersion at touch-down under automatic control by a factor of three

compared to currently certified systems. Reduced dispersion is

considered necessary in the future to increase runway capacity by

assuring turnoff at designated locations to clear the runway for closely

spaced following traffic.

In order to encourage the early consideration and introduction of

advanced concepts to solve current problems, a TCV team visited the

Denver ATC Center to learn about the time-based metering and profile

11

descent concepts recently instituted there on an experimental basis.

Radar/Computer determined times were projected for all high altitude

arriving traffic at four metering fixes near Denver that would provide

sequencing to the active runway or runways (the landing runway

configuration changed frequently due to wind changes). The times were

projected far enough out from the fixes that holding or path stretching

could be done at high altitude, and so that a clean, idle thrust descent to

the fix could be accommodated - all conducive to saving fuel, primarily

for the fleet rather than for any one individual airplane. The controllers

had a high workload in giving speed, holding or path-stretching

instructions, and accuracy at the fix was about ±2 minutes. Fuel

conservation, although improved, was not as good as desired or achievable

because of inaccuracies in pilots' estimates of the wind profile, when to

start descent and the speed to use. Generally, they had to add thrust at

the bottom to arrive at the fix at correct speed of 250 knots. The TCV

team went home, with encouragement from the controllers, and devised on

board computations that would, with an assumed or measured wind profile

inserted, and given a metering fix time for arrival from the controllers at

about 200 miles out, compute the position at which to close the throttles,

the position at which the desired or optimum speed for descent would then

12

be reached (the top of descent), the vertical profile to fly, and where to

level off to arrive at the fix at 250 knots and proper time. These

positions, or waypoints, were shown on the map display and the vertical

profile was presented on the vertical situation display. The flying was all

done manually, in this case, using a "velocity vector" control wheel

steering mode (controls and maintains flight path and track angles). NASA

and several airline pilots flew many approaches in the normal traffic flow

without special consideration with an average error at the metering fix of

±6.5 seconds. The TCV aircraft also saved one-third of the fuel used by

comparable aircraft using arbitrary descents. Controllers were

enthusiastic about the accuracy and reduction in workload, as were the

pilots. The computations required can be handled by flight management

systems and will be included in some new generation transports, and can

be retrofitted in aircraft with flight directors or automatic pilots.

Reeder has authored or co-authored about 80 NACA/NASA technical

reports and papers. He is a Fellow of the Society of Experimental Test

Pilots, a Fellow of the AIAA, and an Honorary Fellow of the American

Helicopter Society. He is also a member and post president of Twirly

Birds who soloed helicopters before V-J Day, 1945, a member of the EAA,

the AOPA, the P-47 Thunderbolt Pilots Association, and several other

13

professional organizations. He has held offices, including president, in

local chapters of several organizations.

Among his awards have been the NASA Exceptional Service Medal,

the Octave Chanute Award of the AIAA, the Burroughs Test Pilot Award of

the United Aircraft Corporation and presented by the Flight Safety

Foundation, the Wright Brothers Medal of the Society of Automotive

Engineers, and the Certificate of Appreciation by the Boeing Commercial

Airplane Company. In 1976 Reeder accepted the NASA Group Achievement

Award to the Terminal Configured Vehicle-Microwave Landing System

Demonstration Team, including Boeing, following the initial demonstration

at Atlantic City, and in 1978 he received the NASA Outstanding Leadership

Medal for his role in conducting the series of demonstrations before the

ICAO of the TRSB MLS and its capabilities when combined with advanced

airborne systems. He was also awarded the Jorge Newbery Medal of

Argentina following the MLS operations in Buenos Aires. IN 1982 Reeder

was selected by NASA as one of 10 NASA Distinguished Aeronautical

Researchers to be honored by the Experimental A/C Association at its

annual fly-in at Oshkosh. Also, Reeder was selected as a Distinguished

Lecturer at George Washington University in 1986, the lecture series were

on Aerospace Research Development.

14

Reeder retired at the end of July 1980, as a charter member of the

Senior Executive Service after having been in super grade/executive

positions for 22 of his 42 years with NACA/NASA. He lives in Newport

News, Virginia, with his wife, Frances, a native of Hampton, Virginia, and

a former NACA employee, ^{g/hctofowo daughters, Shirley Randall of

Raleigh, North Carolina, with a son and a daughter; and Carol Throckmorton

in Houston, Texas, with two daughters. He owned a Cessna T-41B (R-

172E), and still has a Monocoupe 90AL-125. He also plays golf (or tries)

and he and his wife own a log cabin at Agate Harbor in the Upper Peninsula

of Michigan on Lake Superior where they spend about one month every

summer.

Reeder recently resigned as consultant to the NASA Aerospace

Safety Advisory Panel, reporting to the NASA Administrator and two

Congressional Committees, after 2 1/2 years of duty.

15

•i -,'•

FLIGHT RESUME - JOHN P. REEDER

SUMMARY (as of 10/26/1984)

GENERAL AIRCRAFT CLASSES

1. Single Engine Airplanes (includes VTOL and jet)

Light (W/S <15) 62

Heavy (W/S >15) 51

113 types

2. Multi-Engine Airplanes (includes VTOL)

Propeller 37

Jet 21

Rotary Wing

Helicopters

Autogiro

61 types

60

61 types

TOTALS 235 types

2338 hours

2315 hours

1010 hours

5663 hours

16

SUB-CLASSES:

Jet Airplanes

Single Engine

Multi-Engine

VTOL Airplanes

Propeller

Jet

Seaplanes

Amphibious

Float

16

22 (Does not include VTOL)

38 types

5

a

8 types

6

1

7 types

Fighters

Propeller

Jet

22

18. (7 supersonic level).

40 types

Airplanes with 3 or more engines

Propeller 6

Jet a

SPECIAL BREAKDOWNS

15 types

Actual Flight Test

Instrument Flight

1920 hours

450 hours

17

KINDS OF FLIGHT RESEARCH PERFORMED

Stability, control and handling qualities (establishing requirements

for services)

Aircraft and propulsion performance

Airframe loads

Airframe aerodynamics

Instrument flight in critical regimes

Advanced Terminal Area Operations (TCV Program)

EXPERIENCES INCLUDED IN ABOVE

Swept-wing and delta-wing research and service aircraft (includes

35 degrees tailless and 75 degrees delta)

Variable sweep (20 - 59 degs)

Supersonic propeller flight

Suction and blowing boundary layer control

iHllilt - tail seaplane hulls

Gust alleviation

Variable-Stability helicopters, airplanes and VTOL's

Fly-by wire, all modes of control

Castering landing gears

Two-control aircraft

Side-arm controls (including 3 axis)

On-off mode of control

Spoilers for drag and direct lift control on approach

Modulating thrust reversing for glide path control on approach

Hi subsonic & supersonic handling and loads

Pioneering in helicopter and VTOL aircraft concepts

Helicopter and V/STOL instrument flight

AWARDS AND HONORS

Fellow, Society of Experimental Test Pilots

Octave Chanute Award, AIAA

Honorary Fellowship, American Helicopter Society

Burroughs Test Pilot Award, United Aircraft Corporation and Flight

Safety Foundation

18

AWARDS AND HONOR^CONTINUED

Wright Brothers Medal, Society of Automotive Engineers

Fellow, AIAA

Honorary Member, Handling Qualities Technical Committee,

AHS (1971-1977)

Twirly Birds, who soloed helicopters before V-J Day, 1945

Convertible Aircraft Pioneers

Exceptional Service Medal (NASA)

Group Achievement Award to TCV/MLS Demonstration Team (NASA)

Outstanding Leadership Medal (NASA)

Newbery Medal from Argentina (MLS Demo.)

Award of Recognition from the Engineers Club of the

Virginia Peninsula

Distinguished Aeronautical Researcher, E.A.A. (One of 10 from NASA)

Charter Member of the Senior Executive Service

Boeing Certificate of Appreciation

19

FLIGHT RESUME - JOHN P. REEDER

AIRCRAFT TYPES FLOWN

as of 10/26/84

AIRCRAFT TYPES*

Light, Single Engine Propeller Airplanes, W/S <15

(numbers 1-9 Prior to NASA Piloting Assignment)

1. Franklin Glider

2. Cub J-3 (40 and 55-65 HP)

3. Taylorcraft (40 HP)

4. Waco INF

5. Cub J-4

6. Monocoupe (90 and 125 HP)

7. Cub J-5

8. Ercoupe (2-control)

9. Cub J-2

10. Cub J-3 (NACA Modified)

11. Ryan STA

12. Fairchild XR2K-1

13. Stinson SR-8E

14. Fairchild 24 (Warner and Ranger powered)

15. Culver Q-14b

16. Aeronca Champion (65 HP)

17. WacoC

18. Luscombe 65

19. Stinson (150 and Voyager)

20. Fairchild PT-19 (two-control development)

21. Cub (Spoilers and full span flaps)

22. Stinson L-5E (quiet propellers & standard)

23. Beech 35 Bonanza (instrument upset study)

24. Cessna 190 (Boundary Layer Control) and 195

25. Culver Model V

26. NAA L-17B Navion

27. Cessna 170

28. Swift (85, 125 HP)

29. Piper L-21 (bogey wheels and 100 HP)

20

Light, Single Engine Propeller Airplanes, W/S <15 (continued)

30. Piper Tri-Pacer

31. Piper Clipper

32. Cessna 182

33. Cessna 175

34. Cessna 150

35. Cessna 140

36. Cessna L-19A

37. Domier DO-27

38. Commonwealth 185

39. Piper Vagabond

40. Robertson STOL (original design)

41. Wren 460 STOL

42. Piper Cherokee (150,140 and 180 HP)

43. Mooney 21 (with wings leveller)

44. Lockheed Bushmaster

45. Cessna L-19 (Suction boundary layer control)

46. Helio Courier

47. Fairchild Heli-Porter

48. Champion Citabria (100 and 150 HP)

49. Schweitzer 222 Glider

50. Comanche 260

51. Beech Musketeer (Spoiler glide control)

52. Stearman PT-17

53. Cessna 172

54. Cessna Redhawk (NASA-Winged Cardinal)

55. American Yankee AA-1

56. Beech Sundowner

57. BD-4

58. Great Lakes 2T-1A2 (Biplane open cockpit)

59. Thorpe T-18

60. Piper Cherokee Arrow, T-tail, PA-28-R-200

61. Schweizer 2-33 glider

62. Piper PA-12 on floats

21

Heavy, Single Engine Propeller Airplanes, W/S >15

1. Grumman XTBF-1

2. Brewster XSBA-1

3. NAA AT-6 and SNJ (several models of each)

4. Curtiss XP-42 (all moving stabilizer & conventional tail)

5. Bell P-39D-1

6. Grumman F6F-3

7. Curtiss SB2C-1

8. Bell YP-39

-I 9. -»Vought F4U-1 (unbalanced controls, low tail wheel and cockpit) No Cj€turf a.U 10. _NAAP-51B J faJ>S [

11. Brewster F2A-2 (slot-lip ails, and full span flaps)

12. Republic P-47C

13. Republic P-47D-5

2.14. NAA XP-51 (NACA improved ailerons & standard ails.)

15. Vuitee SNV-1

16. Bell P63A-1

17. Vought F3A-1 and F4U-4

18. Supermarine Spitfire VII

19. Curtiss P-40F

J.20. NAAP-51D

21. Grumman XF6F-4

22. Curtiss SB2C-3 (tilted thrust axis)

23. Curtiss SC-1

24. Republic P-47D-30 and D-28

25. Grumman FM-2

26. Grumman F8F-1 And F8F-2 prototype

27. NAAP51H.

28. Douglas SBD-5

29. Republic P-47N

30. Bell L-39-1 (35 degrees Swept-wing research)

5". 31. NAA T-28A32. Vertol VZ-2 (tilt-wing VTOL)

33. Bell XV-3 (tilt-rotor VTOL)

34. Doak VZ-4 (tilt-duct VTOL)

35. Curtiss X-100 (tilt-propeller VTOL)

22

Multi-Engine Propeller Airplanes

1. Lockheed 12, NACA 99

2. Lockheed XC-35 (turbo-supercharged)

3. Douglas A-26B (nacelle drag reduction)

4. Cessna UC-78

5. Dehavilland F-8 Mosquito

6. Beech UC-45 (several models)

7. Grumman JRF-5

8. Douglas C-47 and R4D (several models)

9. Grumman J4F Widgeon (original hull)

10. Grumman J4F Widgeon (revised hull)

11. Grumman J4F Widgeon (planing-tail hulls)

12. NAA XF-82 and F-82b (aerodynamic drop models)

13. NAA B-25C

14. Dehavilland Dove

15. Grumman G-73 Mallard

16. Lockheed Lodestar (Learstar conversion)

17. Aerocommander

18. Gjumman SA-1619. Gonvair T-29B and C

20. Grumman Gulstream I

21. Dehavilland Caribou (STOL)

22. Varsity (British)

23. Beech King Air

24. Beech 18 Tri-gear (turbo-props)

25. Canadair CL-84 (tilt-wing VTOL)

26. Beech Queen Air BE-65

27. Cessna U-3A

28. Dehavilland DHC-6 Twin Otter (STOL)

29. Consolidated B-24D

30. Boeing B-17G

31. Boeing B-29 (2 models)

32. Douglas C-54D

33. Lockheed Electra

34. Brequet 941 STOL

35. Piper Aztec E

36. Rutan "Defiant" Prototype

37. Beech B-80

23

t

Single Engine, Jet Airplanes

1. Lockheed F-80A and B

2. Republic YF-84

S. 3. NAA F-86A

4. Grumman F9F-3 and 2 (fly-by-wire controls)

5. Lockheed TV-2 and T-33A

6. Bell X-5 (Variable sweep) V-^

7. NAA F-86D

8. Grumman F9F-6.-7 (autothrottle)

, 9. NAAF-100A&C

10. Convair YF-102 hand Lino

11. Chance Vought F8U-1 fhanglding & wing jackloads)

12. Grumman F11F-1 i^

13. Hawker Hunter (2 place)

14. Hawker P-1127 prototype (vectored thrust VTOL)

15. Handley Page 115 (75 degrees delta, W/S <15)

16. Lockheed TF-105G

Multi-Engine, Jet Airplanes (incls. VTOL)

//. 1. NAA B45A-1 (transonic and maneuver loads) v/^ i-f

2. Boeing B-47A

3. Chance Vought F7U-1

4. MacDonnell XF-88 (supersonic propeller vehicle) u-

5. MacDonnell F2H-1

6. Douglas F3D-2

7. MacDonnell F-101A

8. Cessna T-37A

9. Douglas DC-8

10. Bell X-14 (vectored thrust VTOL)

11. Short SC-1 (mixed propulsion VTOL)

12. Lockheed Jetstar

13. Boeing 367-80 (STOL, Blowing flap) u^"

14. Boeing 367-80 OSST Simulation)

'15. Norair T-38A

16. Lear Jet 23

17. Boeing 727

18. Grumman Gulfstream II

24

Multi-Engine, Jet Airplanes (incls. VTOL) continued

19. Boeing 737

11. 20. NAA Sabreliner 7521. Boeing 747

22. Boeing 737, "TCV", Aft Deck Control

23. Lockheed L-1011-500 Tri-Star

24. Concorde (cruise flight, M=2)

Helicopters

1. Sikorsky HNS-1 and YR-4b

2. Sikorsky HOS-1

3. Bell 47

4. Piasecki PV-3

5. Bendix Co-axial

6. Sikorsky HO3S-1

7. Hiller 360

8. Hiller UH-5

9. Bell H-13b

10. Sikorsky XHJS-1

11. Piasecki XHJP-1

12. Kaman K-190

13. Sikorsky S-52

14. Kaman K-225

15. Piasecki HRP-1

16. Piaescki HUP-1

17. Sikorsky XHO3S-2

18. Hiller Hornet (Ram jet)

19. Piasecki HRP-2

20. Hiller HTE-1

21. Sikorsky HRS-1 and HRS-3

22. Bell XHSL-1 (tandem)

23. LeDjinn (French tip jets)

24. Bristol 171 (British)

25. Bristoal 173 (tandem)

26. Sikorsky HSS-1

27. Cessna Ch-1

28. Vertol H-21

25

Helicopters continued

29. Bell 47J

30. Hiller YH-32 (ram jets)

31. Alouette II (French turbine)

32. Sikorsky H-37A & HR2S-1

33. Bell YH-40 and 204B

34. Cessna YH-41 and CH-1C

35. Bell HTL-7 (with contact analog display)

36. Vertol 107

37. Lockheed CL-475 (hingeless prototype), 2 versions

38. Hughes 269A

39. Kellett KD-1A (autogiro)

40. Bell H-13 with hingeless rotor

41. Hiller H-23D

42. Hiller 12L with prototype rotor

43. YROE-1

44. Lockheed XH-51A, XH-51N and Model 286 (hingeless)

45. Sikorsky S-62 (HH-52A)

46. Sikorsky S-61R (CH-3C)

47. Sikorsky S-61N

48. Sikorsky HSS-2

49. Bell Sioux Scout (prototype of Cobra)

50. Teicher Hummingbird (simiplied controls)

51. Bell OH-4A (LOH competitor)

52. Kaman H-43

53. Piasecki HUP-1 (Princeton Var. Stability)

54. Vertol YHC-1A (LRC Var. Stability)

55. Vertol-Boelkow 105 (German hingeless)

56. Bell OH-58A (outgrowth of OH-4A)

57. Sikorsky CH-54B (crane)

58. Bell AH-1E (Cobra)

59. CH-47 (Auto Systems)

60. Army Integrated Control OH-58

61. Sikorsky S-76 %Niz& fiiA*tdftnQ^ixt f)/ir,^ Lkj * /t 'lu*l a

235 TOTAL TYPES*

*TYPE DEFINED AS HAVING UNIQUE OPERATIONAL OR HANDLING

CHARACTERISTICS

26