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278 SMITHSONIAN ANNALS OF FLIGHT 3 K FIGURE 1.—Model of DFS-194, a further development of the DFS-39 which was flown by R. Opitz without engine in 1937. The next model, DFS-40, since the H202 rocket engine was not ready yet, was equipped with an Argus aircraft engine in 1938 and flown by H. Dittmar. The follow-on, DFS-194, was flown by H. Dittmar in the winter of 1938-39 and became the forerunner of the Me 163. Alexander Lippisch was the designer of all of these planes. Photo courtesy R. Opitz. glide flight. Dr. Werner Spilger, one of my teammates, developed a linear accelerometer (Figure 2), sensitive to a single measuring axis only, which deflected the mirror of an Askania 4-element optical recorder. The link between the mirror and the accelerometer mass consisted of a small metal channel with flexures of specific axis of rotation, so as to minimize the effect of the linkage of inertial components on the measured acceleration. These flexures caused real problems owing to the fatigue resulting from high frequency vibrations caused by boundary-layer separations. Dr. Spilger at that time invented a link, consisting of a very small beryllium-copper alloy channel, flexible on the suspension points at each end. This solution proved very successful, and not only permitted measurement of large variations in linear acceleration, but also reproduced the fine structure of acceleration and vibration. These accelerometers (used in triplets with their axes mutually perpendicular to each other) were later used at Peenemunde for early rocket flight-path and velocity-control purposes. Because electric outputs rather than optical light-beam deflections were needed to produce the control signals for flightcontrol equipment, pickups were developed which used a differential change in capacity ratio or differential impedance to produce the desired signal. While he was at Darmstadt Institute of Technology, Dr. Helmut Schlitt, later at Peenemunde, originally used the same type of accelerometer to develop a lateral inertial flight-path control for missiles. However, he changed the pickup to an a.c. current-modulation system, the current was proportional to lateral acceleration and the integral of the current proportional to the lateral velocity. For stability measurements, of interest were not only deviations in attitude and the easily determinable damping increment—to determine deviation from linear behavior during flight-path oscillations —but also the angular rates, angular accelerations, and angle of attack. Also important were changes in pitot pressure during, for instance, a complete Phugoid oscillation cycle, and changes in actual attitude to account for all effects either observed or recorded. Although rate gyros were initially satisfactory to determine pitch, yaw and roll rates, their own deflection introduced errors due to their finite spring constants. Introduction of angular accelerometers—in which was measured the torque of an inertial mass constrained to movement in one axis of rotation—permitted resolving errors of angular rates and attitudes. Since, particularly for Phugoid analysis, angles of attack were of importance, a dual-vane angle-of-attack meter was developed. Due to the inertia of the vanes, this instrument was sensitive to angular accelerations and gave reading errors proportional to the instantaneous acceleration; it also tended to oscillate. To eliminate this effect, a rotating mass of equal inertia was installed, with its steel wire pulleys reversing the sense of rotation of the compensating mass torque. If no aerodynamic forces were acting, and only angular acceleration tended to displace the angleof-attack meter, the inertia of the compensator prevented any deflection. In the event of the presence of aerodynamic forces, these permitted proper rotation of the angular acceleration compensation and the angle-of-attack meter. With this arrangement, angular acceleration effects on angle-of-attack measurements were satisfactorily eliminated, but its overall inertia to aerodynamic forces was twice as high as that of the vane alone. In order to measure the actual pitch displacement, either optical cinetheodolite measurements
NUMBER 10 279 Time reference 5 sec separation FIGURE 2.—a, Rear view of Askania light beam optical recorder with acceleration sensor in lower left side. Three other instruments are ambient pressure, pitot pressure and rate of climb, b, Sensor traces of Askania optical recorder, c, Linear accelerometer element on instrument mount. Accelerations deflect light beam by deflecting mirror, d, Linear accelerometer sensor for Askania 4-trace optical recorder, e, Accelerometer sensor installed in housing. Deflectable mirror in center. Photos courtesy Dr. W. Spilger.
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A Bibliographic Note The series Smi
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1 Some Jet Propulsion Formulas of O
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SMITHSONIAN ANNALS OF FLIGHT FIGURE
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18 3. French Patent 318,667, 13 Feb
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Appendix Considerations Concerning
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NUMBER 10 In the present case, ther
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42 Figure 15. The dispersion of the
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Robert H. Goddard and the Smithsoni
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NUMBER 10 to help Mr. Goddard in de
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NUMBER 10 61 flash powder which mig
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NUMBER 10 63 FIGURE 5.—Modificati
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NUMBER 10 tion for a U.S. patent on
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NUMBER 10 69 70. Goddard to Abbot,
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Recollections of Early Biomedical M
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NUMBER 10 r FIGURE 2.—First biome
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FIGURE 4.—Presentation by Dr. Con
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Astrodynamics is defined in terms o
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NUMBER 10 83 But it should be recog
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NUMBER 10 85 were experimenting in
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Vladimir Mandl: Founding Writer on
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NUMBER 10 89 PATENTNl OftAD REPUBLI
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10 Developments in Rocket Engineeri
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NUMBER 10 93 FIGURE 2.—The first
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NUMBER 10 97 FIGURE 9.—ORM-50 eng
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NUMBER 10 99 Section along AA Firin
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11 A Historical Review of Developme
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NUMBER 10 109 the contrary; we then
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NUMBER 10 111 rocket combustion cha
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12 On the GALCIT Rocket Research Pr
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NUMBER 10 115 The undertaking we ha
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NUMBER 10 117 advise on the support
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NUMBER 10 methyl-alcohol rocket mot
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NUMBER 10 123 FIGURE 5.—Overall v
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15 Ludvik OcenaSek: Czech Rocket Ex
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NUMBER 10 159 FIGURE 2.—Ludvik Oc
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NUMBER 10 161 FIGURE 5.—Ludvik Oc
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NUMBER 10 163 FICURE 6.—a, Launch
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NUMBER 10 165 quarry near Prague. E
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17 First Rocket and Aircraft Flight
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NUMBER 10 179 The rocket project wa
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NUMBER 10 181 FIGURE 2.—Second st
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NUMBER 10 187 FICURE 3.—Launching
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NUMBER 10 195 2000 rpm by rotating
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NUMBER 10 197 Lubricant ^ 9a' " FIG
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