NASA NACA-RM-L52C11-1952 Low-speed longitudinal aerodynamic characteristics of a twisted and cambered wing of 45 degrees sweepback and aspect ratio 8 with and without high-lift andolds.pdf

1、RESEARCH MEMORANDUM LOW-SPEED LONGITUDINAL AERODYNAMIC CRARACTEmTICS OF A TWISTED AND CAMBERED WING OF 45O SWEEPBACK AMD ASPECT RATIO 8 WrrH AND WITHOUT HIGH-LIFT APJD STALL-CONTROL DEVICES AND A FUSELAGE AT REYNOLDS NUMBERS FROM 1.5 x lo6 TO 4.8 x lo6 Foa REFEREMC By Rein0 J. Salmi Langley Aeronaut

2、ical Laboratory NOTTOTAKWFROMTXISR NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS WASHINGTON June 11, 1952 UNCLASSIFIED Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-RATIO 8 WITH AND WITHOUT HIGH-LIFT AND STALL-CONTROL DEVICES AND A FUSELAGE AT REYNOL

3、DS .“33RS FROM 1.5 x lo6 TO 4.8 x 10 6 By Reino J. Salmi A low-speed investigation of tke static longitudinal aerodynamic characteriskics of a twisted and cambered wing having 45O of sweepback. and an aspect ratio- of 8.0 wa8. conducted in the Langley 19-foot press.ure tunnel. .The te-sts included t

4、he effects of leang-:and trailing-edge through a Reynolds number range af 1.3 X 10 6 to 4.8 X 10 6 . flaps, .flowcontrol-fences, and a fuelage. -The inveatigation was made A comparispn of the resurts with thoee of a.eng of similar plan form, but with no camber i?r twist, indicated that, for the flap

5、s-neutral caae, camber and twist iqroved.the stability considerably in the lift- coefficient range below 0.7, increased the lift-drag ral, siuaC; Rou./* c23 C 21 design section lift co-efficient KL cnl pitching-moment . coefficient. (pitching moment/qSF) 4, . - cm ( fuse-ge on) .- C, (fuselage off)

6、. increment in lift coefficient . .“ “ . . . am/% - .- rate of change of pitching-moment coefficient with lift coefficient “ L/D lift-drag ratio M Mach number (V/a) Q R S t v X Y Z a 6f wing area wing thickness at any section -. . . free-atream velocity distance along chord line from leading edge sp

7、anwise cooranate . distance normal to chord line angle of attack of wing root chord line flap deflection angle measured- in a plane parellel to - plane of symmetry .P mass density of air Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-CL . . coeffici

8、ent of viscosity Subscripts : max a . maximum 5 The wing (fig. -1) yas similar-in plgn-.fom. $v the untwisted wing reported in reference8 1 to. 3,and The mean line used was a very close approximation of the wan line-derived from refer- ence k-and was obtained by increasing slightly the curvature nea

9、r tzle nose of .a .mean line of the type ,a = 1. The equations giving the-shape“ of .the mean 1ine.together with tabulated ordinates ?or-a design section lift coefficientW 1.0 are- given. in table I-. The mean-line ordfnates at -any spanwise. stawn- qre obtained by multiplying the ordinates given in

10、 table .I by the proper .values of. C given in figure. 2. The thick- ness dls-tmlbution of the NACA 631012 section was used. The twisted wing represents a aeries of. seet3o .sheared parallel to the plane 0f“aymmetry and rotated- a%out. the .8O-gercent-chord point, so that true. seckLoG .were. mainta

11、ined parallel 50. th-A- that.is, 3.182 inchesaboye the fuselage center line. The fallowing equations define the-fuselage nose and afterbody shapes: “ - -. . “ . . . .- . . . . . . . . . -. . Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-5 L c 4 Aft

12、erbody shape . - - . . 3/4 I (e)a = - (. “ where the length. of t-h cgnstant-diameter. dection was equal to 41.m inches and. . rO radius of constant-diameter section (6.36 in.) distance measured toward center of fuselage from fuselage nose 2n length of curved portion of fuselage nose (33.344 in.) .

13、. . distance measured toward center of fuseling.from 1.5 x 10. to 4.8 x 10 . Fgure 3 ihowe. the model mounted in the tunnel: Measurements of the forces and moments on the model were made for an angle-of-attack range from. -kO to 30. Most. of tpe data were obtained- with the fuselage off. V The lift

14、and pitching-momentcharacteriatics of %he cambered and twistial mcivemen$ of the. wing center of pressure. is evidently due mainly to smali reductions in the lift-curve slope of the tip sections,.possibly *en outbothe twisted and cambered wing The tuft. studies of figure 12 indicate Provided by IHSN

15、ot for ResaleNo reproduction or networking permitted without license from IHS-,-,-. -. . , . . .- . .-E .a maximum lift-c-oefficient of 1.50 .was obtained with an - aerodynamic-center shift of about 6 percent mean aerodynamic chord for a combination of 0.500b/2 extended-split llaps and a similar arr

16、angement of stall-control devices as that used on the cambered and twisted wing. z- Drag Characteristics The drag characterise would be desirable. 0 mf From a comparison of the curves of figure 27 the effects on the stabillty of a change i.n the wing incidence angle from Oo to relative to the fusela

17、ge-center line appeared mainly as a trim shift. Both the maximum lift coefficient and the lift-curve slope were slightly higher with the fuselage on, for both value8 of the wing- fiselage incidence tested.: At zero angle of attack, the fuselage caused a slight decrement in the lift coefficient (fig.

18、 27). he decrement in lift was greater for a wfng incidence adle of 4 than Oo because of the greater negative attitude of the fuselage. Reynolds Number Effects In the Reynolds number range investigated (1.5 X lo6 to 4.8 x lo6), the maximum lift coefficient obtained on the plain wing in the angle- oE

19、attack range tested increased from 1.22 at a Reynolds nwiber of 1.5 x lo6 to 1.30“at a Reynolb number of 4.8 -6 x 10 . An examination of the lift curves of figure 29 indicated, however, that the maximum -lift coefficient may not have been reached in the angle-of-attack range tested. The pitching-mom

20、ent curves of figure 29 indicate that t: .2 Summary of Airfpil Data. NACA Rep. 824, 1945. (Supersedes NACA ACR L5COg. ) I 6. Sivells, James C., and Sdmi, Rachel M.: Jet=Bounype a = I; =1 (reference 5). =xi ordiqates for an ItACA 230 series mean line; c = 0.3 ti . (reference 5). .: Provided by IHSNot

21、 for ResaleNo reproduction or networking permitted without license from IHS-,-,-TABU 11. - SUMMARY OF LONGITUDINAL STABILITY CHARACTERISTICS OF TE3 ASPECT RATIO 8.0 . Y 27.6 I I I “ I IL I7 . -1- l6 “ll 1.40 26.2 i Provided by IHSNot for ResaleNo reproduction or networking permitted without license

22、from IHS-,-,-NACA RM L5Xll 17 .3 P TABLE 11. - S“ARY OF LONGITUDINAL STABILITY CHARACTERISTICS OF TWISTED AND CAMBFJED -KUG OF 45 SWEEPBACK AND ASPECT RATIO 8.0 - Continued ILe I I. I I I Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-18 NACA RM L52

23、Cll TABLE 11. - “ARY OF LONGITUDINAL SThILITY CEXRACTERISICICS .OF THX .- ASPECT RATIO 8.0 - Continued t I I . - I - 9.4 k b t-,p L.T. n.p. -45 L.E. .50 n-rn Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-. 1. ! I lo.5 ! I I II I I Provided by IHSNo

24、t for ResaleNo reproduction or networking permitted without license from IHS-,-,-20 - NACA RM L52Cll TABU 11.- sSU“ARY OF LONGITUDINAL STABILITY CXARACTERISTICS OF THE TWISTED AEJD CAMBERED WING OF 45 SWEEPBACK AND ASPECT RATIO 8.0 - Continued , Provided by IHSNot for ResaleNo reproduction or networ

25、king permitted without license from IHS-,-,-HACA RM L5Xll 21 ASPECT RATIO 8.0 - Concluded CaUlg.matlon .- 0 mnco hslght = 0.15t- 9 .Ll !6.5O “1 9 li n I I I I . Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-22 NACA RM L52Cll . “. i I I “ I I “ . .

26、“ (a) Wing and fuselage. Figure 1.- Geometric details of-the twisted and cambered wing of 450 sweepback and aspect .ratio 8.0 and the various devices tested. All dimensions in inches unless otherwise noted. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS

27、-,-,-. NACA RM L52Cll 23 * w - . . Section A-A (enlafged) Typical section with split f/ups . rypjca/ section with extended split f/crPS Sf = 23“ and 52“ (30“ und 60“ in piane normal to 0.80C line/ (b) Trailing-edge flaps. L Horizonto! plane through root chord line Wooden block Section 6-0 (enlarged)

28、 - -. (c) kading-edk flaps. .- Figure 1.- Continued. -. I I I ! I I I - J Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-24 /&-sg300. UCA RM L5Xll Complete fence o.6rmux chord fence - 0.5?5&/2 Spunwise stafions ut which fences were tested 0.15tmax c

29、hord feme Chord fence height varies from O./5tmox Of 0.05 to 0.30tmox at /.ooc Kjx&7 (a) Fences. I “ “ “ I Figure 1.- Concluded. I Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-4P - NACA RM L52Cll _)_ t i 0 -2 -4 .6 .8 1.0 Figure 2.- Spanwise varia

30、tion of wing geometric twist and design section lift coefficient. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-. . . . . . . . . . . . . . . . . - . . - . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

31、. . . . Figure 3.- The twisted end cambered wing of 45O sweepback and aspect ratio 8.0 mounted in the Langley lg-foot pressure tunnel. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-I Figure 4.- Lift and pitching-moment characteristics of the camber

32、ed and twistea wing end the flak wing et a Fbqmolds number of 4.0 X 106. - - - .- . . . . . . . . . . . . Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-. . . . . . . . . -. . A . E, dw (a) CL against a. Figure 5.- Uft and pitching-moment characteristics of the wing with a single fence on each semispan at various spanwise locations. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-I I I Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-