NASA NACA-RM-L8G05-1948 Full-scale investigation of an equilateral triangular wing having 10-percent-thick biconvex airfoil sections《带有10%厚度双凸面的翼剖面的等边三角形机翼的全比例研究》.pdf

1、J RESEARCH MEMORANDUM FULL-SCALE INVESTIGATION OF AN EQUILATERAL TRUNCIULAR WING HAVING 10-PERCENT-THICK BICONVEX y as semispan inbosrd and outboard leading-edge flaps is shown in figuree 9 and 10 and their separate effect on C is shown in figure 12. Deflection of the catboard leading-edge flap. bqr

2、oved the flow at the wing kips, thereby providing more linear pitching-moment curves as cornpara to the pitching-mament cur CZ Cnv and C with CL in fipe 16 were obtained from the variatians of Cz, C, and Cy with $ (figs. 14 and 15) at mall angles of yaw ($ = so) Since the stability boundaries for a

3、triangular wing have not-boen y* Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-established, there is some question a8 to the sfgnificance of the maguitude of the stability paramstera. In general, harever, it is believed that positive values of CZ a

4、nd negative values of (2% are necessary for satisfactory flylng qualities. The value of C for the basic triangular wing increased fram 23r zero at zero lift to a maximum value of O .OOE at CL = O .4Oj and as CL Fncreased above 0.40,-Czs decreased, reaching zero at CL = 0.64 and -0 -004 at a CL of 1.

5、00. The vertical fin had no appreciable effect on the effective dihedrh. It is believed that deflection of the outboard leading-edge flap would extend the lift- coefficient range for positive effective dihedral, since these flaw bprove the flow at the wing tips. The basic triangular wing had a amall

6、 degree of directional sta- bility at lift coefficients between 0 -20 and 0 -90 * The minimum value of C for the basic w3ig was -0.0007 at a CL of 0.80, and at lift coefficientfl above this value C increased with CL to positive values at lift coafficients above 0.9. The vertical fln contributed a st

7、able increment of approximately -0.0012 to C throughout the lift-coefficient range but did not prevent from becaming positive above CL = 1.0. These values of C for the fin-on configuration are believed to be adequate for satisfactory flying qualities. nJC nllr n14 % * The basic triangular wing had a

8、 amall degree of Lateral-force effect at low lift coefficiente, due to asymmetry of the model high Reynolds number of a triangular Xing ham lO-percent-.thick biconvex airfoil sections Indicate the folbwlng concluaione: 1. Since the opt- flap. configuration teeted (inbod eami8pan trailing-edge and ou

9、tboard semispan leading-edge flaps deflected 20) only increaaed C to 1.20, it is believed that the maxFmum lift coefficient of an equilateral triangular wing having plain tyalling-od , . Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-. Provided by I

10、HSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-. i? 0 (b) Vertical fin installed for yaw tests, Figure 3.- Concluded. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Provided by IHSNot for ResaleNo reproduction o

11、r networking permitted without license from IHS-,-,-Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-20 0 c, a. das “ 1.2 .8 CL .4 0 P a. dsg “ .- Figure 5.- Stalling characteristics of the triangular wing. Provided by IHSNot for ResaleNo reproduction

12、 or networking permitted without license from IHS-,-,-Figure 6,- Effect of semlspaxl inboard trailing-edge-flap deflection on the aerodynamic characteristics of the trtangutar wing. w - 0. B Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-. Figufe 7.

13、- Wect of full-span trailing-edgedsp deflection on the aerodynamic characteristics of the trlw wing. * = op. . . . . . . . . . . . . . I . . . . . . . . . . . . . . . . . . . . . . . . . . . . Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-0 -2 0 .

14、/o 20 30 40 0 -2 -.L 76 -2 Augb ai &a&, U , de# hlgll-ioroa Cdlislsat, c, F,iwIilq“nt IlDafmmt, c, Figure 8.- Effect of full-span leading-edge-flap deflection on the aerodynamic characteristics of the triangular wing. * = oo. w N i . . . . . . . I Provided by IHSNot for ResaleNo reproduction or netw

15、orking permitted without license from IHS-,-,-. . -. . - . (a) CL plotted. against = and C,. of tk triwar wing. I = 0. Mgure 9.- Effect of semispan outboard leading-edge-flap deflection on the aarodynamic characterlstics I . . . .- Provided by IHSNot for ResaleNo reproduction or networking permitted

16、 without license from IHS-,-,-0 -. 2 0 (b) CL plotted against C,. Figure 9.- Concluded. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Figure 10.- Effect of semispan inboard leading-edge-flap deflection on the aerodynamic characteristics of the tria,ngular wing. 9 = oO. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-