-
the pressure sensitive element. Because the output of the crystal was
quite low, significant amplification of the signal was required prior
to recording. At the oscilloscope-camera recording wait the signal was
fed into two amplifiers, one set to produce full-scale deflection for
2 pai insut and the other set for a full-scale deflection with a 6 psi
input. The equipment was designed with a frecuency response of 50 to
250,000 cps.
The other method for measuring overpressure inputs employed a
Model 3PaD1OW Wiancko pressure transducer capable of measuring pressure
differentials to 10 psi. The pressure pick-up consisted of a torsional,
straight line Bourdon pressure element. To this was attached a variable
reluctance armature which was caused to rotate in aceordance with pres-
gure variations on the sensing element. Consolidated Engineering Corpo
ration 3 ke carrier equipment was used to amplify the gage output and
supply a rroportional DC signal to a recording oscillograph.
The response
to pressure was linear within a £3 per cent up to 5) cps with a maximum
rise time of 0.7 msec to 90 per cent of the full-scale output.
2.3.1.2
Altitude
The altitude of the aircraft above MSL was determined by sever~
al pieces of non-recording equipment, namely: Radio altimeter SCR-718,
Radar bomoing System ("K" system), and the standard aneroid altimeter
used by the navigator.
The aneroid altimeter was the least accurate of
the three; however, it. was the only instrument that could be used during
zero tise.
The procedure followed was to check the radio altimeter and
"K" syste= radar against each other.
If agreement wa obtained the aner-
oid altimeter was made to correspond with the more atcurate electronic
equipment. The aneroid altimeter was continually checked against the
radio aitimeter until shortly before zero time when the radio altimeter
was shut off. Periodic aititude readings were recorded by the navigator
in the flicsht log.
2.3.1.3
Airspeed
Airspeed measurements were made by means ef the navigator's
airspeed indicator installed in the aircraft. in beth aircraft the ine
strument «was calibrated using the "K" system radar, The radar eauipment
was used to determine wind velocity and aircraft velocity relative to
the ground. with this information the correct indicated airspeed could
te calculated.
Airspeed indicator readings were rerorded in the flight
log periodically by the navigator,
2.3.1.4
Position
In this paragraph are described the equipment used to deter-
mine the location of the aircraft as projected on ad measured with re-
spect to some point on the earth's surface; i.e., pasition without regard
to aircraft altitude (in some instances altitude was also determined as
a secondary result). Methods and equipment are riren-celow:
a.
Radar Navigation