NASA NACA-TN-3818-1956 Wind-tunnel investigation to determine the horizontal- and vertical-tail contributions to the static lateral stability characteristics of a complete-model sws《测.pdf

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1、TECHNICAL NOTE 3818WIND-TUTIIWIL INVESTIGATION TO THEHORIZONTAL- AM) VERTICAL-TAIL CONTRIBUTIONS TO THE STATICLATERAL STABILITY CHARACTERISTICS OF A COMPLETE-MODELSWEPT-WING CONFIGURATION AT HIGH SUBSONIC SPEEDSBy James W. Wiggins, Richard E. Kuhn,and Paul G. FournierLangley Aeronautical LaboratoryL

2、angley Field, Va.WashingtonNovemkxw 1956Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-TECH LIBRARY KAFB, NMN.*NATIONAL ADVISORY COMMITTEE FOR AERONAU I!llllllllllllllllllll:llulllllll01Jbb7LllTECHNICIUNom 3818WIND-TUNNEL INVESTIGATIONTO DETERMINE T

3、HEHORIZONTAL- AND VERTICAL-TAIL CONTRIBUTIONS TO THE STATICLATERAL STABIIXTY ISTICS OF A COMPLETE-MODELSWEPT-WING CONTIGURA!TIONAT HIGH SUBSONIC SPEE161By Jsmes W. Wiggins, Richard E. Kuhn,and Paul G. FournierSUMMARYAn investigateion was conducted in the Iangley high-speed 7- by10-foot tunnel to det

4、ermine the horizontal- and vertical-tail contribu-tions to the static lateral stability of a complete-model swept-wingconfigurationat high subsonic speeds. The results indicate that, ingeneral, Mach nunibereffects within the range studied and wing effectson the tail contributionwere small and the ov

5、erall trends of the data.of the present investigationagreed with those which have been establishedat low speeds. The contribution of the vertical tail to the directionalstability CnB at zero angle of attack increases slightly with Machnumber and can be adequately predicted when the load is assumed t

6、o actat the aerodynamic center of the vertical tail 5v/4 and when the end-plate effect of the fuselage on the theoretical lift-curve slope of thetail is considered. The vertical tail contributes a stabilizing incre-ment to the directional stability CnP at all angles of attack; however,at the higher

7、singlesof attack the tail contribution is greatly reduced.The vertical-tail contributionto the effective-dihedralderivative CZPat zero sngle of attack increases slightly tith Mach number and can beestimated satisfactorilywhen the geometric center of load Ev/4 andthe end-plate effect of the fuselage

8、on the theoretical lift-curve slopeof the tail are considered. The rate of chsage of the effective-dihedralYCV)Vderivativewith angle of attackmeasurements made to fuselage center line, b2/Seffective aspect ratio, determined from expertiental datalift-curve slope of vertical tail based on mea of vert

9、icaltail per degacnC%= er eg%P= per egSubscripts:w wing. F fuselage.Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-4 NACA TN 3818v vertical tailH horizontal tailMODEL AND APPARATUS.Details of the model tested are shown in figure 2. The 45 swe2twing

10、and the fuselage of reference 1 were used in the present investiga-tion. A new steel resr fuselage sectionwas used with an aluminum-alloyvertical ad horizontal tail. The wing and horizontal tail had a sweepangle of 45 at the quarter-chord line, an aspect ratio of 4, taper ratioof 0.6j and em NACA 6!

11、5Ao06airfoil section. The vertical tail was sweptback 45 at the trailing edge, had an aspect ratio of 1.177, and had anNACA 63(10)AOQJ airfoil section.The model was tested on the sting-supyortsystem shown in figure 3With this support system the model can be remotely operatedthrough a28 angle-of-atta

12、ckrange in the plane of the vertical strut. The useof couplings in the sting behind the model makes it possible to supportthe model at angles of sideslip of -4 or 4 while the model is testedthrough the angle-of-attackrange.TESTS AND CORRECTIONS.The tests were conducted in the Iangley high-speed 7- b

13、y 10-foottunnel through a Mach number range from approximately0.4 to 0.95. Thesize of the model caused the tunnel to choke at a Mach number of about0.96. The blocking corrections,which were applied, were determinedbythe method of reference 2.The jet-boundsry corrections,which were applied to the ang

14、le ofattack, were determinedby the method of reference 3. The correctionsto the lateral force, yawing moment, and rolling moment were investigatedand were considerednegligible.No tare corrections,for the effect of the sting support,have beenapplied to the data. The results of an investigationto dete

15、rmine taresindicated that for the model without the ve?ticaltail there were notare forces present; however, with the addition of the vertical tail,small tsre corrections to Cn and CyP were apparent at angles ofattack above 8. The data herein have not been correctedfor thesetares. Howeverj if it is d

16、esired to apply these correctionsem incre-ment of P equal to -0.00025 and of Cy!3 equal to O.000 should be.-.Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACATN 3818 5added to the data of the vertical-tail-on configurationsabove 8 angle. of attack

17、. The tare correctionsto the effective-dihedralderiva-tive CzP were negligible for all configurationstested. During the actual running of the tests, difficulty was experiencedwith the lateral-force component of the strain-gagebalance not main-taining a constant zero. Because of the erratic nature of

18、 this zerodrift, it was not possible to correct the latersl-force data. The magni-tude of the lateral-force derivative CyB may be in error (generallylow) by as much as 0.001; however, it is-believed that the variationsof CyB with Mach nuniberand angle of attack are fairly accurate repre-sentations o

19、f the correct variations.The angle of attack and angle of sideslip have been corrected forthe deflection of the sting-support system smd balance under load. Correc-tions to rolling moment for the aeroelastic distortion of the wing havenot been applied to the data. These correctionswere evaluated, ho

20、wever,and were discussed in reference 1.The variation of mean test Reynolds number with Mach number is pre-sented in figure 4-. Presentation of ResultsThe results of the investigation sre presented in the followingfigures:FigureBasic data CyP, CnP, andCZP sgalnsta . . . . . . . . . . . . . . Basic d

21、ataCyPCnPYmdCZP against . . . . . . . . . . . . . . 6Vertical-tail contributions . . . . . . . . . . . . . . . . . .TtogCenter of pressure of load due to tail . . . . . . . . . . . 10 and lZEffective aspect ratio of vertical tail . . . . . . . . . . . . . 12Effect of Mach nrmiberon vertical-tail con

22、tribution . . . . . . . 13Wing interference increments on vertical-tail contributions . . . 14The wing-fuselage data ad fuselage-alone data shown in figures and 6 sre the ssme data presented in reference 1 and are included here.for completeness and for easy comparisonwith the other results.Provided

23、by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-6The system fordefined as follows:NACATN 38U3designatingthe vsrious model configurationsareComplete model. . . . . . . . . . . . . . . . . . . . . . . . . .WFVEWing, fuselage, and vertical tall . . . . . . . . .

24、 . . . . . . . WFVWingandfuselege . . . . . . . . . . . . . . . . . . . . . . . . WYFuselage, vertical tail, and horlzonted.tail . . . . . . . . . . . FVHFuselage endvertlcaltail . . . . . . . . . . . . . . . . . . . . FVFuselage alone. . . . . . . . . . . . . . . . . . . . . . . . FMethods of Analy

25、sisThe results of the investigationsre analyzed in terms of the wing-on and wing-off vertical-tail contributions. In the application of thewing-on results herein, it should be remembered that the model is a mid-wing configuration. The vertical-tail contributionswere determinedfrom the data by the fo

26、llowing expressions:For the wing-on condition(%), =p,) - (%J4Fand for the wing-off condition(1)(2)The contributions()CyPvmanner and these increments sreand()% vpresented inwere determined in a likefigure 7.The contributionof the vertical tail can also be expressedby thefollowing equations:(3)(4)Prov

27、ided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACATN 3818 7. (%),=. however, at the higher anglesthis stabilizing increment is greatly reduced.2. The contribution of the vertical tail to the effective dihedralderivative CZP at zero angle of attack incr

28、eases slightlywith Machnuniberand can be satisfactorilyestimatedwhen the geometric center ofload q/k and the end-plate effect of the fusela ,!-YProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-, * *.0/2-.CZ78c%-.00404?/!4=.94-.004-.m2o.002.004-.W2o.05

29、2-4 0 4 81216 (ZU24Angle of ahbc a,dq* ,IW=.95-.0/2-.0CI!3700404D4-mo.002.(W4-.m2o.m2-4 04 812162t224Angle of of fack,a,dkgFigure .- Concluded.Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-4/2 Q=oO-.m-.CW oa75o 0h!3-.034 A-.CWo.m2.Lw-.C04-m2o.CW 4.

30、5 .6 -? .8 .9 DMach number,h?WFVHWFVWFFVHFVF.0/2=GO .-m-.mo.Cw020.CW-404-.0220.4 .5 .6 .7 .8 .9 /.0Mch number, Mgure 6.- Lateral stabili charact=istica of various modelconPiguratiom through the Mach nmiber rmge.IvIv. ., a71IProvided by IHSNot for ResaleNo reproduction or networking permitted without

31、 license from IHS-,-,-* sCzp4/2-.008-.m4o-.C04-m2o.W-.W4220.032.4 .5. .6 .7 J99ff?A&h number, M0 WFVHa75 WFVO WFk FVHb FVAF-D12 a.18-.(W8-0040-.CW-.(22o.Gz?.W-.m-.0020.002f? ,5 6 .7 .8 .9 LOMach number, MFigure 6 Concluded.Provided by IHSNot for ResaleNo reproduction or networking permitted without

32、license from IHS-,-,-24 NACA TN 388. . .0 W/rig on ( WF V- WF)a75 Wing off (F V- F)oM.002 - .93-0.(22 .9/- 0“.m2 .800m2 , .60-4 0 4 8 /2 16 20 24Angle of u#rlYck, a,”oeg- -a71.a71._ - .s.(a) Cv.Figure .- Vertical-tail contributionto thederivative, lateral-forcederivative, andderivative.directional-s

33、tabilityeffective-dihedral-Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NNACATN 3818 25.0 Wing on ( WFV- WF)a75 Wing off (F V- F)-.008-.0040-.008404-.C08-.0040-.Ocw-.0040.9/.80I I I I I I I I 1 1 I I 1 I I (.60I t t 1 1 1 1 I I I I-4 0 4 8 /2 /6 2

34、0 24Angle of ottock, a, deg Figure 7.- Continued.Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-260 wing 0/?(WFV- WF)a75 Wing off FV-F)./vo .93.Oa?o .9/.002-.0020.002,0 .60.002-4 0 4 8 /2 /6 20 24Angle of ottock, , deg - a“”(c) Czp. .Figure 7.- Conc

35、luded.Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-,-.00(?2.0002c1a75Wing on (WFV- WF)Wing off (FV-FJCulculoted (Refs. 4,5,0nd.5 .6 .7 .8 .9Mach wnber, MFigure 8.- The rate of change of the effecti.ve-d.ihetieJ-derivative withangle of attack throu

36、gh the Mach numb= range./.0Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-28 NACAm 38187“ Reference 6.80.6040.20.-4 0 4 8 /2 /6 20 24Angle of uttock, a, degFigure 9.- The angle-of-attackcorrectionfactors to the vertical-tailcontributionto Cn and CyP

37、. *Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-a71 *.642o Wing on (WFV - WF)a75 wing off (FV-F) Geometric4 .54-f-_r.7Much number, M.8 .9 1.0Figure 10 Comparison of the experimen delmm.rimd center-of -piiesmrelocation with the gmmtric cen of load through the Mach number range.a = 00.Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-