NASA NACA-RM-L9B02-1949 Full-scale investigation of a wing with the leading edge swept back 47 5 degrees and having circular-arc and finite-trailing-edge-thickness ailerons《带有前缘47 .pdf

1、RESEARCH MEMORANDUM FULL-SCALE INVESTIGATION OF A WING WITH THE LEADING EDGE SWEPT RACK 47.5dAND HAVING CIRCULAR,-ARC AND FINITE-TRSIILING-EDGE-THIC-S epan outboard aileron on a 42.7 sweptback wing showed that thing the circ-c aileron contour to a flat+ sided aileron contour with finite trailme thic

2、hess eliminated UNCLASSFtED Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-2 “ IWA RM NO. 902 reversal of control in most cases and generally -proved the aileron cantrol characteristics (reference 1). In addition, an investigation at a Mach number o

3、f 1.9 (reference 2) also showed some improvement in rolling effectiveness resulting from the we of the thick afleron. Inasmuch as the aileron with finite trallingdge thickness produced desirable control characteristics for high-speed flight, it was of particular intereet to detemnine the characteris

4、tics of thie aileron for lawdpeed, hi-ttitude flight conditiom . Theref ore, incidental to a general investigation in the Langley full-scale tunnel of a 47.5O sweptback wing with sgmnretrical circular-arc airfoil section8 , tests were made of the wa with 8 2CLgercentcchord, ppercent-epan outboard ai

5、leron with both the circ-c contour and the flahided contour with finite trailing-. As a result, the flow over- the outer w-ing semispan was tmpoved through the low and ,moderate a,ngle-of+ttack range which resulted in an increase in the lift over this portion of the wing and more stabilizing pftchin

6、g character- istics. However, at the higher angles of attack there was no signifi- cant difference in the stall progressions. Aileron Effectiveness The rolling-nt data presented in figure 5 were used to obtain the aileron-effectiveness results presented in figure 6, and the rolling- moment coefficie

7、nts presented in figure 6 represent the coefficient at a given deflection minus the coefficient at zero deflection. In,general, the f init+trailing-ed.ge-thichess aileron gave a mre nearly linear variation of rofng-nt coefficient with aileron deflection for a range of angle of attack from Oo to 16O

8、by eliminating the reduction in la the aileron effectiveness - %R for deflections between 10 and 15 characteristic of the baaic Xing aileron. For angles of attack greater than 16O, there is no appreciable difference in the effectiveness of the two aileron configurations. The aileron effectiveness at

9、 the highest deflection tested (5% = 19.6“) decreased from values of 4.00118 and “0.00111.8 for the baaiwwing aileron and finite- trai .02 0 702 OC, de9 (b) Finite-trailing-edge-thicbss aileron inetaLLed. 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-,-,-Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-