NASA NACA-RM-L8K19-1949 Wind-tunnel investigation at low speeds of various plug-aileron and lift-flap configurations on a 42 degrees sweptback semispan wing《低速下 42半翼展后掠翼上多种插头副翼和升力襟.pdf

《NASA NACA-RM-L8K19-1949 Wind-tunnel investigation at low speeds of various plug-aileron and lift-flap configurations on a 42 degrees sweptback semispan wing《低速下 42半翼展后掠翼上多种插头副翼和升力襟.pdf》由会员分享，可在线阅读，更多相关《NASA NACA-RM-L8K19-1949 Wind-tunnel investigation at low speeds of various plug-aileron and lift-flap configurations on a 42 degrees sweptback semispan wing《低速下 42半翼展后掠翼上多种插头副翼和升力襟.pdf（47页珍藏版）》请在麦多课文档分享上搜索。

1、Copy No. RM No. L8K19 RESEARCH MEMORANDUM WIND-TUNNEL INVESTIGATON AT LOW SPEEDS OF VARIOUS PLUG-AILERON AND LIFT-FLAP CONFIGUFLATIONS ON A 42 SWEPTBACK SEMLSPAN WING BY Leslie E. Schneiter and James, M. Watson Langley Aeronautical Laboratory kthoriy . “ “ “ NATIONAL ADVISORY COMMITTEE FOR AERONAUTI

2、CS WASHINGTON January 26, 1949 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-WLCA RM No. L8Kl9 By Leslie E. Schneiter and James M. Watson A wind-tunnel hvestigation haa bean performed on a 42O sweptback- wing model to determine the hteral control c

3、haracteristics of a plug- aileron configuration consisting of six segments extending frm the wing Wercen-pan to the wing Geroenhpan atations and placed perpendfcdar to the free-fltream flow with the center of each plug segment on the wing 70-ipercenWhord line. The basic plug aileron and several modi

4、fications thereof were investigated for a range of plug projections through a large angle-of-ttack range. In addition, several -8s of lift flape were Investigated and a full-span slotted-flap configuration was developed. The plug-aileran characteristios were determined with the “span slotted flap in

5、 the optimum looation. The lateral control characteristics of a partial-8pan plain sealed aileron were 00 determined for caparison with the plugdileron results. Of the various flap confi namely, a large reduction in rollbq+ncment coefficient at high anglee of attack and low or reversed effectiveness

6、 at amall spoiler projections for all mes of attack. Unpubliehed data showing the favorable rolling- moment characterietica in the transonic meed rmge obtained bs one of the more satisfactory Bpoiler configurations of reference 1 indicated that further work toward Impyoving the lowpeed characterieti

7、ce of spoilers on wept whga would be desirable. References 2 and 3 reported that the plug aileron (formed the inetdlation of a slot through the wing behind the epoiler) on unsvept wings eliminated the ob3ectionsble rollimoment characteristics exhibited by plain spoilere. Referenoee 2 and 3 further s

8、howed that the instdlation of a full-apan slotted flap, in addition to giving high maxfrmrm lift, coefficients for lapding, great* improved the rolliq+nment effectivenees of the plug ailerox. Reported herein me the resulte of a-high-lift and lateral-control inveetigation performed M a 42 sweptback e

9、emiepawwing model in the Langley 300 MPE 7-by 10-foot tunnel. The hielif% characteristics of a full-span slotted flap were determined on this model for a range of flap deflections ssd positions, and an attempt waa made to improve the maximum lift characteristice of the Full-epan dotted flap by the -

10、tal- lation of flap-slot flm-con4zrol vane. The high-15 characterletice of a half-epan dotted flqp at one deflection and position and of a half-span Zap flap were also determined. Aocomparison of the calculated trbnmed- gliding characteristics of the 42 eweptback wing under an flaps Wp and the chord

11、 plane of the model, aa ahown in figure 1. cL cLt CD cm c2 cn D M L N 9 S - C b C* lift; coefficient lift of semiman model ClS trfmmed lift coefficient twice pitching moment of semispan model about Y-is, foot- pounds r0U-m llkament due to plug projection or aileron deflection about Xais, foo-gounds

12、yawing martent due to plug projection or aileron deflection about Zis, f oot-po dynamic pressure, pounds per square foot ) twice area of semispan model, 32.24 square feet wing mean aerwc chord (M.A.C.), 2.89 feet b/2 (2 c2 5) twice man of semispan model measured along Y-axis, 11.36 feet local WLng c

13、hord measured along lines perpendicular to wlng trail- edge Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-4 NACA RM No. -9 -c local wing chord measured dong lines parallel to X-axis, feet v free-atream velocitg, feet per second sinking velocity, fe

14、et per second gliding velocity, miles per hour P m the lift, drag, and pitching-mconent coefficients represent the aerodynamic effects that occur on the camplete wing aa a result of deflection of the lif% flap on both semiapane of the ccmplete wlng. The test data have been corrected for blockage and

15、 jet4oundary effeote, including the reflection-plane corrections to the rolling-moment and yawlng-mrrment coefficients. The variation of the correction6 to the roll-nt and ya-ent coefficients with span of the ,lateral- control device ile presented in reference 1. The rolling-mment and yaw- moment co

16、efficient corrections applied to the data premnted herein were taken directly *am reference 1 for the span of the control device under consideration. Ro correctione were made to the data to account for wing twist caused by control deflectiona or projectians or flap deflection. Provided by IHSNot for

17、 ResaleNo reproduction or networking permitted without license from IHS-,-,-XACA RM No. L8ra9 5 , The right semispanmgtback-wing nude1 WBB mounted in the Langley 300 MPH 7- by lGfoot tunnel as ahown in figure 2. The root chord of the model was adjacent to the ceiling of the tunnel, the ceiling there

18、by serving as a reflection plane. The model waa mounted on the balance system in such a mer that all forcea and moments acting on the model could be measured. A nmfIl7 clearance was maintained between the model and the tunnel ceilfng so that no part of the model came in contact with the tunnel struc

19、ture. A root-fairing perc-pan station on a line parallel to the model plane of t33mm9m. The details of flap-slot flomontrol vanes A and B investigated on the emipa+ing del are presented in figures 5 and 6, respectively. A half-an Zaptype flap investigated on the semispan- wing model XBB built of thi

20、n plywood and was deflected darn 60 about a hinge line on the wing trailing edge (fig. 7) . The andl slot between the flap leading edge and the wing trailing edge was sealed. The plan form and section dimensions of the basic plug ailerone investigated are sham in figures 3 and 8, respectively. The p

21、lug ailerons were built Fn six segments of k-hnch almdnum plate and had knch-thick 4 a steel actuating 8118 ecrewed to the ends of each plug segment. A clamp Wpercent-chord by b+percent-semispan plain aileron investigated was formed by cutting the flap on a line parallel to the wing plane of symnetr

22、y. The plain aileron wg,a sealed and was held at the various deflec- tiona (ranging from 20 to -20 ) by steel etraps on both the wing upper and loner surfaces. Transition wae not fixed for any of the teats. The Blotted-flap, plu Aerodynamic Characteristics Flap retracted.- The aeroa;pnemic character

23、ietica of the wing with varima plug+lot configurations are ehown in figure 10. It may be seen from figure 10 that at an angle of attack of about 16O, regardlese of the plug-gap or lower-lip configuration, the slope of the pitching4noment- coefficient curve became8 markedly mutable and the drag st aa

24、 the full-span slotted flap at the same deflection and position. (See fig. 12.) The pr- portionately higher lifilng effectiveness of the inboard partid-pan flap as compared with the full-span flap has been noted previously in references 4, 5, and 6 for unawept wings. The pitch-nt coef- . ficients pr

25、oduced by the Full“8pan slotted flap is about three thea as great as that produced by the partial“Bpan slotted flap. This effect is EGE would be predicted an the basis of the analyses of references 7 and 8 which show that the center of load of the wing with the full-span flap is considerably farther

26、 behind the aerodynamic center of the wing than is the center of load of the wing with the partial-span inboard flap. Figure 13 presents a comparison of the aerodynamic characteristics in pitch of the plain wing and the wfng with the half-span Zap flap deflected 60. (These data were obtained at a Re

27、ynolds number of 1,600,000.) A camparison of the p1aiL-H-g data of figure 1-3 with the plaiming data of figure 12 (which was obtained at a Reynolds number of 2,400,000) shows that the maximmu value of CL and the slope of the cume of CL against a at the high lifts obtained at the lower Reynolds nmber

28、 are samewhat greater than the values obtained at the higher Reynolds number. In addition, a comparison of the Zap flap data of figure 13 with slotted- flap data of figure 12 shows that the Zap flap produced almost 88 high a maxfmum value of CL aa the full-span slotted flap but produced about the sa

29、me increment of CL 88 the partial-qan slotted flap at lift coef- ficients below m with the full-span slotted flap deflected 50 resulted in an increaee in both the wing lift, and dr% zm values of roll- moment coefficient produced by the plug aileron with the faired lower lip were about 130 percent la

30、rger with the full4pan slotted flap deflected than with flap nsubrel. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-ITACA RM No. L aspect ratio, 4.01; bper ratio, 0.625. All dimensions are inches unless otherwise noted. . . . . . . . . . . . m. Pro

31、vided 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-,-,-mcA RM No. Ian9 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from I

32、HS-,-,-Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-(b) Wing upper surface. Figure 2. - concluaea. I Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Provided by IHSNot for ResaleNo reproduction or

33、networking permitted without license from IHS-,-,-. . . - . . . . J . . . . . Figure 3. - Plug-aileron and slotted-flap locations on the 42 meptback wing. All dlmensiane are in 1o inches unless otharwise noted. P Provided by IHSNot for ResaleNo reproduction or networking permitted without license fr

34、om IHS-,-,-. . . . . . . . . . . . . . . . . tL Flgura 4. - Section dimneions of the slotted flap teated on tha 42 meptback dng. ? . . . . Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-. , , . I _. -. . . . . . . . . . . . . . . -1 W u Provided by

35、IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-. . . . . . “. . . and details of flap-slot flaw-control VWE B on the 42O eweptback wing. All dimensions In Inches u

36、nless otherwise indicated. v VI N 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 Section A-A Provided by IHSNot for ResaleNo reproduction o

37、r networking permitted without license from IHS-,-,-Y Figura 8. - Section dimensiona of the plug aileron with the sharp plug-slot lower lip teeted on the p back wing. All dimensions are ih hchae unless otherwise noted. o . Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-. . . . . I A- Figure 9. - Details of the faired plug-slot lower lip teetea on the 42 meptback wing. . Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-