1、INVESTIGATION OF azGR-LIFT AND STALL-CONTROL DEVICES ON AN NACA 64-SERIES 42 SWEPTBACK WIWG WITH AND WITHOUT FUSELAGE BY Robert R. Graham and D. William Comer Langley Memorial Aeronautical Laboratory Langley Field, Va. NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS WASHINGTON October 14, 1947 -D -. . N
2、 A C A LJBRARY Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-e s e f . .L By Robert R. Greham D: William Comer An investigation has boen conducted In the Imglejr 1Ffoot pressme tunnel on a 42O eweptbmk wing of aspect ratio 4, taper ratio 0.623, and
3、 with HAW. 6kriee airfoil-section8 to study severcl proposed device8 for increesing the maximum Lift coef-. ficient ;and improving the long-tudinal stability chnrscteristice E? -sweptbs:ck w3ngs at the stall. Device8 Tnvostigeted individually and in combination were leadin-dge flaps and slate, trail
4、ing-edge Bglit and. extended split f bps, uppe-eurfse split flaps, and uppsr- surface fences. The devices were investigated with an+ without 9. fuselpge mounted on the wing. The Reynolds nmber for the test redts presented. was 6,840,000 but the effects of var:Ting the Reynolds number throq$l 8. rang
5、e from 3,OoO,OOO to 6,840,000 were . also investigated on 3me configwatione. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-L berond maximum lift. Okkboard npper-surfaco flaps deflected up 30 , improved tho pitchiwmnt characteristics at the sL1.l fo
6、r those unsttble configurations where only enall positLve pitching-moment Increatsee occurred for angles of attsck beyoncl tho stell. Devices fnvestis teated on the wing am shown in figuro 3. The chord of the leading- edgo flep (fig. 3(a) ) wea epproxinately 14.3 parcent of the wing chord at the tip
7、 and 8.5; percent at the root. The b- Inch-diwter tube at the leeding edge of the flap was about tho same radiw as the everwe lesdinwQe radius of the wing. Figxre 4 shows the . flap installed on the wing. The slat (fig. 3(b) had the 8m contour at the leading edge and on tha upper 8,urface as the bas
8、ic wing. The wfng was cut out to fit the lwer surfece of the slat so tha$ in the retracted position the s1e.t fomd the leading oQe of tho wjng. Figure 5 shows the elat instelled on the wing. 2 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-. 5 c b T
9、he fences (fig. 3(g) insba3led on the upper surface of the wing wore mounted in a vertfcel plane perallel to the plene of smtry. A shaq lead- edge on the inbomd 9 percent of. the wing span was simulated by a l-inchd?ide thin metal respectively. In each of the. three pod- tions the wing chord plane h
10、ad a gosttive itmidence of 2O with . respect to the fuselege centor line. No fillets were used b- the wing-fwelege juncture. The high-wlng fuselage combination is shown raounted for testing in figure 6. . The- tests were made in the Langley 19-foot prebsure tunnel vtth the air in the thl. compressed
11、 to were“imde through a range of angle of attack of the wing Prom near zero lfft to beyond maximum lift. Stall charactelr- j.stice were Btudied by mm of visual observatfona of tWbs attached to, the wing upper 5urfege Seglnning, at 20 percent of tho wing chord. Tho tests were made at a Reynolds numbe
12、r of 6,840,000 ana a Mach number of 0.14, btt the e,ffects of varying the Reynolds nwber thr0u.gh.a range from 3,m,ooo to 6,840,000 wore detemined for. 80m configmatione. To obtabik indicatlon of the effecta of the leading“ flaps on .Lhe lateral stability characteristics of tho wing. meaeuremehts we
13、re. mde of the lift;, rolling moment, yawfng moment, md Bide force through a me of mes of attack at ea of yaw of 0“ and L?. Llft, drag, pjtching-rnorneht, rolling-moment, yawing-monaent, end aide-force msasiuements wore ah0 made through a rango of angle of yaw, at en ack ana, consequently, a higher
14、lift coefficient. Tho increment in C increased rapfdly as the, span of the lead$ configuration in figure 7(b) .(obtpimd before modification) . The ei“feat8 of the uppezwwrface flepe presented herein are believed to be unaffected by the wing of the -fuselage combination wfth 0.725 E- span leadinwdge
15、flaps rn summarized in ta3le II. The positive displacement in the pitching-nomnt coefficient caused by deflecting the uppeytervflace flaps, which decreased as the stall wa8 aFprrlached, m.s not large enough to off set the final unstable break be3Fond ths maximum lift coefficient. This arrangement of
16、 outboard snlit flape therefore appears to improve thepttching-mment characteristics at the stall for unstable conflguratlons where the change In pitching moment fS Only Elightly 608itiVe. I Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-EZACA RM No
17、. L7Go9 An attempt was (See figs. 3.4, 1.7, axla- 19.1 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-12 NACA RM No. L7GO9 Thyough most of the lift range the values of the drag coef- ficient for the slat-fence combinetione were =bout 0.03- hiFher +.
18、hm those for the le%ding“edge flaps of correspondin2 span. -.- Yaw ckarncteristics with leeding-edw flmc .- The chmmter- istics of the winG in yaw with 0.725 k-apan lead.ing:-odcs fln.?a and selnilapan spliit flaas and the effects of e. midwing fuocI.a on thoae chx*acterislics me presented in figure
19、s 21 and ?. Compmioon of YiBu7:e 21 with corresponding d coofficicnt and longltudinally stable characteristics at tho stall for* ewe?tb.-;k .wiwo, 01“ Llm two leadingddge devices Investigated, flap and slat, tho leadinp edge flnphad the better charscteristfcs. Provided by IHSNot for ResaleNo reprodu
20、ction or networking permitted without license from IHS-,-,-* 3 Ths Installation of upper-saxface fences for conflra- tlm with lea: /. , ,/ ,/ / . I4P.00 15.60 NI .m 16.60 162.00 16.80 170.95 fiwre 2.- Geometry of 42“ swept-buck wihg and fuseloge. Aspect rufio = 4.0/; taper ratio =0.625 ; arm= 4643 s
21、9 in. ; c = 34.7 in. No dihedral or twist. hll drinensions in inches.) Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA RM No. L7GW 19 . . I cb) Slat Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-
22、,-Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA RM No. L7GO9 21 Figure 4. - Leading-edge flap mounted on wing. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Provided by IHSNot for ResaleNo re
23、production or networking permitted without license from IHS-,-,-NACA RM No. L7GO9 23 (a) 0.725b-span slat on wing with midwing ?uselage. 2 (b) 0.575“span slat and upper surface fences on wing alone. Figure 5. - Installation of slat on wing. b 2 Provided by IHSNot for ResaleNo reproduction or network
24、ing permitted without license from IHS-,-,-Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-. 1 . . . . . . . . “ . . . . . . . . . . . . I L“ # 4 . . -1 (a) Front view 0% high-wing fuselage combination on normal supports. Figure 6.- Model mounted in
25、Langley 19-foot pressure tunnel. 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-,-,-. . . . . . . . -. - . . i.: . “. t- c - I F c (b) Rear view of midwiry
26、r uselage combination on yaw support. Figure 0.- Concluded. 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-,-,-. . . . . . . . . . . . . . . . . . . . . . .- I .* I . . . . -. . . . . . . . . : - I c *I F . . Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-
