1、Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA RM No. 627 Tind-tunnel tests were made to aetemine the lml-speecl Lift, drag, and pitchj2g-moment characteristics of a 40 swept-back wing tested with high-1i.X and stall-control flaps and tested wi
2、t.h a fusehge having a fineness ratio of 10.2 to 18. The wing had an aspect ratio OT 4, tqer ratio of 0.627, md NACA 641-112 sections perperxYi.cular to the qnarter-cho:rd- line. control flaps tested on the wing without the fuselage at Reynolds nmbers of 3,000, COO and. 6, e00,OOO included semispm-
3、normal split flaps, semispan split flaps hinged at the wing trailing edge, constant-chord LeWIing-edge flags, .mil uTger-mrface Plays. Lov-, middle- anr7, hi -wing-fuselaf.;e combinations wem tested at Re.ynoLds numbers of 3,OO COO and 8,100,000 High-lift and stall- At a fieynolds number of 6,eOo,oo
4、o, the mmlmum lift coefficients of the dng with no flaps? with semispan nomnoZds nLmber of 8,100,000, the forward shift of the aerodynamic center with flaps off varied from about 3 percent for the low-wing posi?;ion to 13. percent for the high-wing position. Provided by IHSNot for ResaleNo reproduct
5、ion or networking permitted without license from IHS-,-,-2 NACA RM No. 6527 In the hided.ge flap8,- The addition of leading-edge flaps extended the lift curve 80 that maximum lifL occurred at a much higher m.e of attack than was observed for the plain wing. (See fig. 6.) The 0.575$-span and 0.72$-sp
6、an leading-edge flaps equa to 0.12 and 0.18, respectively, gave increases in C but the largest galns resulted when the 0.725#-qan flaps were teated in coqjunction with the split flaps. Wfth normal. split flaps Ck increased to 1.53, equal to a M alone teat results or 0.23 above noma-split-flap tekt r
7、esults. TZrith extended split. flaps C all values of up to wlthin 0.1 of Ch. In this same range, i?l slight destabilizing effect was obtained. As can be seen from figure 10, large rearward shifte in the aerodynmia center occurred Just belowrmxiwun lift and, at the stall, the pitch characteristi e co
8、nsidered sstisfactory. These characteristics, differing rad leadinped$e in figures 11 and 12. Without leading-edge flaps, a .sudden stall %lax Cz from the results f the wing tested wi can%e expxained by the ui$ed any fuselage drag incremes The large forward movsment of the aerodynamic center obtalne
9、d just below the moment-curve bretik with the high-wing configuration at R = 8,090,om was not obtained at R E: 3,Ob,OOO, but a somewhat similar shift was obtained ata lower lift coefficient. Except for this difference the effects of the fuselage were about the 8ame at R = 3,Q4o9000 3n outboard leadi
10、ng- edge flaps were 1.29, 1.57, and 1.73. 2. The leading-gdge flaps tested eliminated both the tip stalling aad longitudind instability that were objained at maximum lift with the plain wing, 3 The outboae-d upper; surfke flaps, as .tested, caused a large rearward shift in aerodynmic -center locatio
11、n but were unsatfsfactory became of large reductions in. lift, large changes in trim, large increases in drag, asla no imgrovement of the wing- tip stalling characteristlcs. -_ 4. At Reynolds nm%ers 0s 3,040,000 and. 8,090,000 the fuselage in the low-, middle-, and hi$h-wing positions had little eff
12、ect on lift and stalling, and at low angles of attack, inoved the aerodynamic center ximum lift and at a Reynolds number of 8,090,000, the fornard shift of the aerodynmic center with flaps off varied from aBout 1. t Provided by IHSNot for ResaleNo reproduction or networking permitted without license
13、 from IHS-,-,-3 percerxk for wing position . coefficient caused by addin wrflapped wing mounted to wing area = 4643 sq in. jM.A.C. 534.71in. (AI I dimensions in inches.) Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Fig. 2 NACA RM No. L6L27 Provide
14、d by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA RM No. L6L27 Fig. 3 I Figure 3.- Leading-edge flap mounted on 40 sweptback wing. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA RM No. L6L27 Fig. 4a
15、 a, M cd a, w 4 3 n S -w E k Fr n td v a, 5 .a M $3 u1 a, .A 4 c, k 0 a a, 3 0 Ei Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA RM No. L6L27 Fig. 4b (b) Support details. Figure 4. - Concluded. Provided by IHSNot for ResaleNo reproduction or ne
16、tworking permitted without license from IHS-,-,-NACA RM No. L6L27 Fig. 5 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-ig. 6a NACA RM No. L6L27 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA R
17、M No. L6L27 Fig. 6b Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Fig. 7a NACA. RM NO. L6L27 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA RM No. L6L27 Fig. 7b Provided by IHSNot for ResaleNo
18、 reproduction or networking permitted without license from IHS-,-,-Fig. 8a NACA RM No. L6L27 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA RM No. L6L27 Fig. 8b Provided by IHSNot for ResaleNo reproduction or networking permitted without licens
19、e from IHS-,-,-Fig. 9a NACA RM No. L6L27 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA RM No. L6L27 Fig. 9b n 3 2 0 U m a U 0 #-I a 0 I4 - P a 5 I-l fi 0 0 I o t 4 !il a Provided by IHSNot for ResaleNo reproduction or networking permitted with
20、out license from IHS-,-,-Fig. 10 NACA RM No. L6L27 Figure 10 .- Aerodynamic-center location for various leading- edge and trailin -edge flap combinations on a 40 swept- back wing. R = f,840,000. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA RM
21、 No. L6L27 Fig. 11 04 0 Crn 04 c, cross flow -04 1, Rough Completely stalled Inzteryt;ntly CL 08162432 0 8 16 24 32 cc cc (a) Flaps off. (b) Normal split flaps on. Figure 11.- Stalling characteristics of 40“ sweptback wing. R = 6,840,000. NATWNAL AWSORY CMlUlTlif fa uy*LUTKz Provided by IHSNot for R
22、esaleNo reproduction or networking permitted without license from IHS-,-,-Fig. 12a,b NACA RM No. L6L27 2.0 cross flow 1.6 HRough Cm Completely 0 CL 1.2 stollecl -.08 .8 XIIIIII 411 I I I I I I 0 8 16 24 32 08 16W32 a; cc NATWNAL AOVISORV co*wm m wwtics (0) 0725b/Z span leading- (b) 0 725 b/z span leading- edge flaps on. edge flaps and extended split flaps on. Figure 12: Stalling characteristics of a 40“ sweptbaek wing with stall control flaps. R=6,840,000. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-
