1、NASA CONTRACTORREPORTNASA CR-2214by authority 0 NAChacgo Metises flo.-CEISSIFICATIOS CHABCEUNCLASSIFIED.t -;c,i by OC , .“, i:Cied Dcour.-.v.SUBJECT TOEXECUTIVE ORDERAT TWO YEAR IIIIMlW III! DECLAIM igIHUJ)EC 31“*W. *. b-ation, HAdA. jand TecLnical Inioration Facility; *.VvO vTWO-DIMENSIONAL WIND-TU
2、NNEL TESTS 0 VOF A NASA SUPERCRITICAL AIRFOIL J WITH VARIOUS HIGH-LIFT SYSTEMS Volume I - Data Analysisby E. Omar, T. Zierten, and A. MahalPrepared byTHE BOEING COMPANYSeattle, Wash. 98124for Langley Research CenterNATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON, D. C. APRIL 1973Provided by
3、 IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-1. Report No.NASA CR-2212. Government Accession No 3 Recipients Catalog No.4. Title and SubtitleTWO-DIMENSIONAL WIND-TUNNEL TESTS OF A NASA SUPERCRITICAL AIRFOIL WITHVARIOUS HIGH-LIFT SYSTEMS - VOLUME I - DATA ANA
4、LYSIS5. Report DateApril 19736 Performing Organization Code7. Author(s)E. Omar, T. Zierten, and A. Mahal8. Performing Organization Report No06-1*1063-19 Performing Organization Name and AddressThe Boeing CompanyCommercial Airplane GroupSeattle, Washington 98121)10 Work Unit No760-6U-60-0111. Contrac
5、t or Grant NoNASl-1082l(12 Sponsoring Agency Name and AddressNational Aeronautics and Space AdministrationWashington, D. C. 205613. Type of Report and Period CoveredContractor Report14 Sponsoring Agency Code15 Supplementary Notes16 AbstractIn fulfillment of NASA contract NAS1-1082U, “Two-Dimensional
6、 Wind Tunnel Tests of a NASASupercritical Airfoil With Various High-Lift Systems,“ three high-lift systems for a NASA, 9.3/S,blunt-based, supercritical airfoil were designed,fabricated, and wind tunnel tested. In addition, amethod furnished by NASA for calculating the viscous flow about two-dimensio
7、nal multicomponentairfoils was evaluated by comparing its predictions with test data.The primary objective of ttfeigrjramtwasi tgpfdetermiffeyheher high-lift systems derived fromsupercritical airfoils would have performance “comparable to high-lift systems derived fromconventional airfoils. The high
8、-lift systems for the supercritical airfoil were designed to achievenaximum lift and consisted of: (l) a single-slotted flap, (2) a double-slotted flap and a leading-edge slat, and (3) a triple-slotted flap and a leading-edge slat.This volume contains a summary of the wind-tunnel data obtained for t
9、hese high-lift systemsand a comparison between their performance characteristics and those of high-lift systems for moreconventional airfoils. Agreement between theoretical predictions and experimental results are alsoliscussed.17. Key Words (Suggested by Author(s)Supercritical Airfoilligh-Lift Flap
10、 SystemsPwo-Dimensional Data18 Distribution StatementHHHImkvailable to U. S. GovernmentAgencies and their contractors only19. Security dassif. (of this report) 20 Security Classif (of this page)Unclassified .NATIONAL SECURUMjKglWWiON11Subject to Criminal SanctionsProvided by IHSNot for ResaleNo repr
11、oduction or networking permitted without license from IHS-,-,-Page Intentionally Left BlankProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-FOREWORDThis report was prepared in fulfillment of National Aeronautics and Space Administration con-tract NAS1
12、-10824. The contract was awarded 26 May 1971 to the Aerodynamics Research Unit ofThe Boeing Company Commercial Airplane Group as part of a systems study for defining anadvanced-technology transport aircraft system.The contract study involved the design, fabrication, and two-dimensional wind tunnel t
13、estingof three high-lift configurations of a 9.3% thick NASA supercritical airfoil. The high-lift configurationsconsisted of a single-slotted trailing-edge flap and no leading-edge device, a double-slotted trailing-edge flap and a leading-edge slat, and a triple-slotted trailing-edge flap and a lead
14、ing-edge slat. The slotgeometry and deflections of the high-lift systems were varied to achieve maximum lift.In addition, an analytical method furnished by NASA for calculating the viscous flow abouttwo-dimensional multicomponent airfoils was evaluated by comparing its predictions with test data.Pro
15、vided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Page Intentionally Left BlankProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-CONTENTSPageSUMMARY 1INTRODUCTION 3SYMBOLS 5TEST PROGRAM 9ModelsHigh-Lift Syst
16、em DesignExperimental Optimization Procedure 11Test Facilities - 12Data Acquisition 12TEST RESULTS 3Sectional Characteristics 3Comparison of High-Lift Systems 17Comparison of Leading-Edge Slats 9High-Lift System Optimization 9Boundary-Layer Profiles 21COMPARISON OF DATA AND THEORY 23Aerodynamic Char
17、acteristics 3Boundary-Layer Properties 5CONCLUSIONS 27REFERENCES 8Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-TWO-DIMENSIONAL WIND TUNNEL TESTS OF A NASASUPERCRITICAL AIRFOIL WITH VARIOUS HIGH-LIFT SYSTEMSVolume IData AnalysisBy E. Omar, T. Ziert
18、en, and A. MahalThe Boeing CompanyCommercial Airplane GroupSUMMARYIn fulfillment of NASA contract NAS1-10824, “Two-Dimensional Wind Tunnel Tests of a NASASupercritical Airfoil With Various High-Lift Systems,“ three high-lift systems for a NASA, 9.3%,blunt-based, supercritical airfoil were designed,
19、fabricated, and wind tunnel tested. In addition, amethod furnished by NASA for calculating the viscous flow about two-dimensional multicomponentairfoils was evaluated by comparing its predictions with test data.The primary objective of this program was to determine whether high-lift systems derived
20、fromsupercritical airfoils would have performance comparable to high-lift systems derived from conven-tional airfoils. The high-lift systems for the supercritical airfoil were designed to achieve maximumlift and consisted of: A single-slotted flap A double-slotted flap and a leading-edge slat A trip
21、le-slotted flap and a leading-edge slatThe secondary objective was to produce high-quality two-dimensional data to verify the NASAtheoretical method for predicting the flow characteristics about multicomponent airfoils. The datawould also serve as a basis for future improvements of the method.To ach
22、ieve these objectives, wind tunnel tests were conducted in the Boeing research wind tun-nel (BRWT), which is equipped with wall boundary-layer control to ensure two-dimensionality.Tests of the basic supercritical airfoil were conducted at Mach numbers ranging from 0.08 to 0.284.The corresponding Rey
23、nolds numbers ranged from 1.1 million to 4.02 million. All high-lift systemProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-tests were conducted at a Mach number of 0.2 and a Reynolds number of 2.83 million. The testswere conducted over sufficient ran
24、ges of angle of attack to adequately define the aerodynamic char-acteristics of each configuration. Tests were conducted for a range of settings of the leading-edgedevices and trailing flaps to determine the maximum lift of the high-lift systems. Boundary-layer andwake measurements for comparison wi
25、th theory were conducted only on the single-slotted flapconfiguration.The maximum lift produced by each configuration of the NASA supercritical airfoil is tabu-lated below along with the trailing-edge flap deflection at which the maximum lift occurred.Maximum Lift Flap DeflectionConfiguration Coeffi
26、cient for Maximum LiftBasic airfoil 1.73Single-slotted flap 2.79 30Double-slotted flap 4.85 29/50Triple-slotted flap 5.5 20/45765The maximum lift coefficient produced by the supercritical airfoil is considered excellent com-pared with conventional airfoils under similar test conditions. The performa
27、nce of the high-lift con-figurations of the supercritical airfoil was found to be comparable to that of high-lift configurationsof the NACA 23012 airfoil and the Boeing 707 airfoil. Neither the supercritical airfoil contoursfrom which high-lift components were derived, nor the blunt trailing edge (O
28、.Olc thick) had anappreciable effect on high-lift performance.Test data of configurations having little or no boundary-layer separation were compared withpredictions of the analytical method furnished by NASA. The comparisons indicate that the tendencyof the NASA method is to: Predict lift, pitching
29、 moments, and surface pressures reasonably well for single airfoils andairfoils with slotted flaps at low deflection angles Underpredict the lift at high angles of attack of airfoils with slotted flaps at high deflec-tion angles Overpredict the drag of flapped and unflapped airfoilsProvided by IHSNo
30、t for ResaleNo reproduction or networking permitted without license from IHS-,-,-INTRODUCTIONA research and development program has been initiated by the National Aeronautics and SpaceAdministration to exploit the characteristics of the NASA supercritical airfoil, which has a transonicdrag rise at s
31、ubstantially higher speeds than conventional airfoils. The program includes systemstudies that would lead to the definition of an advanced-technology transport aircraft and identifyareas of needed research. One area of interest has been the evaluation of the high-lift systems thatwould provide the a
32、ircraft with the necessary low-speed capabilities to meet field length and low-speed handling requirements. To determine the high-lift characteristics of the supercritical airfoil,NASA contracted with The Boeing Company to design and test various two-dimensional high-liftsystems for a NASA supercrit
33、ical airfoil having a thickness of 9.3% of its chord. NASA provided theairfoil coordinates and specified that the high-lift systems include a single-slotted flap and a configu-ration with a double-slotted flap and leading-edge slat. A third high-lift system was recommended byBoeing and consisted of
34、a triple-slotted flap and a leading-edge slat.The primary technical objectives of this contract were to: Design the high-lift systems for maximum lift conditions Evaluate their aerodynamic characteristics through wind-tunnel tests Experimentally determine the orientations of airfoil components that
35、will produce themaximum lift Compare these high-lift systems with systems designed for conventional airfoilsAn additional objective was to make comparisons between experimental data and results of aNASA theoretical method for calculating the viscous flows about multicomponent airfoils.In accordance
36、with the terms of NASA contract NAS1-10824, this document is submitted asthe final technical report. The report consists of two volumes. Volume I contains: A discussion of the designs of high-lift systems and optimization procedures A discussion of test resultsi A comparison of the NASA method with
37、test resultsProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-The contents of volume II (NASA CR-2215) consist of:A description of the test facilities and modelsA discussion of data acquisition and reductionPlots of selected wind tunnel dataProvided by
38、 IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SYMBOLSAll geometric airfoil parameters defined below are illustrated in figure 1 .c airfoil reference chord length, metersc camber-hne length of a deployed high-lift system measured from the wing leadingedge (0,0
39、) to the trailing edge of the last flap component, metersCf camber-line length of a deployed trailing-edge flap, metersCf chord length of a retracted flap, meterscge chord length of a deployed leading-edge device, metersC section drag coefficient, C = D/qSsection lift coefficient, Cg =max“m0.25mmDGH
40、LL/Dthe maximum lift coefficient an airfoil configuration generates as angle of attackis variedsection pitching moment coefficient about a moment center located at (0.25c,0),Cm0 25= m/9Scpressure coefficient, (P - PoJMoopressure coefficient of airfoil component suction peakdrag, newtonsslot gap size
41、,.meters“boundary-layer shape factor, H = 5*/6lift, newtonsratio of lift to dragProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-m pitching moment, newton-metersMOO freestream Mach numberPT local static pressure, newtons per square meterPt freestream
42、total pressure, newtons per square meterPOO freestream static pressure, newtons per square meterqoo freestream dynamic pressure, q = p UooZ/2, newtons per square meterRe Reynolds number based on airfoil reference chord lengthS wing area, square metersTj. freestream total temperature, KU local veloci
43、ty, meters per secondUOQ freestream velocity, meters per secondUp local potential velocity based on freestream total pressure and local static pressure,meters per secondx, y horizontal and vertical Cartesian coordinates, metersxo, yo location of the leading-edge point of a high-lift component in a d
44、eployed position,metersfAx airfoil component overlap measured parallel to the chord line of the most forward oftwo overlapping components, metersyj. the elevation (measured from the wing chord line) of the trailing edge of a leading-edge device, metersa airfoil angle of attack, degrees6f trailing-ed
45、ge flap deflection measured from the. wing chord line to the flap componentchord line, degreesProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-eq equivalent plain flap deflection angle (the deflection of a plain flap having the samechord and producing
46、 the same potential flow lift as a deployed slotted trailing-edgeflap), degreesdeflection of a leading-edge device measured from the wing chord line to the devicechord line, degrees5eboundary-layer displacement thickness, metersboundary-layer momentum thickness, metersfreestream density, kilograms p
47、er cubic meterProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Page Intentionally Left Blan!?Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-TEST PROGRAMMODELSFour configurations were fabricated and te
48、sted. These include:Model Abasic 9.3% chord thick NASA supercritical airfoilModelBa 0.295c single-slotted flap configurationModel Ca configuration with a 0.325c double-slotted flap and a 0.156c leading-edge slatModel Da configuration with a 0.325c triple-slotted flap and a 0.155c leading-edge slatThe first three configurations were required by NASA; the fourth was Boeings recommenda-tion. The four configurat
