NASA NACA-TR-723-1941 Wind-tunnel investigation of NACA 23012 23021 and 23030 airfoils equipped with 40-percent-chord double slotted flaps《装配有40%弦双开缝襟翼的NACA 23012 23021和23030机翼的风洞研.pdf

《NASA NACA-TR-723-1941 Wind-tunnel investigation of NACA 23012 23021 and 23030 airfoils equipped with 40-percent-chord double slotted flaps《装配有40%弦双开缝襟翼的NACA 23012 23021和23030机翼的风洞研.pdf》由会员分享，可在线阅读，更多相关《NASA NACA-TR-723-1941 Wind-tunnel investigation of NACA 23012 23021 and 23030 airfoils equipped with 40-percent-chord double slotted flaps《装配有40%弦双开缝襟翼的NACA 23012 23021和23030机翼的风洞研.pdf（37页珍藏版）》请在麦多课文档分享上搜索。

1、NATIONAL ADVISORY COMMITTEEFOR AERONAUTICSREPORT NO. 723WIND-TUNNEL INVESTIGATION OF NACA 23012, 23021AND 23030 AIRFOILS EQUIPPED WITH40-PERCENT-CHORD DOUBLE SLOTTED FLAPSBy THOMAS A. HARRIS and ISIDORE G. RECANT/REPRODUCED BYNATIONAL TECHNICALINFORMATION SERVICEU.S DEPARIMENI Of COMMERCESPRINGFIELD

2、. VA 221611941Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-AERONAUTIC SYMBOLS1. FUNDAMENTAL AND DERIVED UNITSMetric EnglishSymbol ft (or mi)Unit Abbrevia- Abbrevia- * “tion Unit tionLength l meter m foot (or mile) . Time t second . s second (or ho

3、ur) _ c (or hr)Force F weight of 1 kilogram kg weight of 1 pound _Power . P horsepow (metric) . horsepower . hpfkilome_er per hour kph miles per hour . mphSpeed_ V meters pe second mps feet per second . fps2. GENERAL SYMBOLSW Weight-: mg v Kinematic viscosityg Standard accelera*tion of gravity-9.806

4、65 m/s _ p Density (mass per unit volume)or 32.1740 ft/sec 2 Standard density of dry air, 0.12497 kg-m-_-s 2 at 15 Cm Mass -W and 760 mm; or 0.002378 lb-ft- 4sec _g Specific weight of “standard“ air, 1.2255 kg/m _ or1 Moment of incrtia-mk _. (Indicate axis of 0.076511b/cuftradius of gyration k by pr

5、oper subscript.)Coefficient of viscosity3. AERODYNAMIC SYMBOLSS Area i_ Angle of setting of wings (relative to thrust line)S_ Area of wing it Angle of stabilizer setting (relative to thrustG Gap line)b Span Q Resultant momentc Chord _ Resultant angular velocityb2 V1A Aspect ratio, _ R Reynolds numbe

6、r, p _- where 1 is a linear dimen-V True air speed sion (e.g., for an airfoil of !.0 ft chord, 100 mph,1 _z2 standard pressure at.15 C, the correspondingq Dynamic pressure, _pt Reynolds number is 935,400; or for an airfoil_zof 1.0 m chord, 100 mps, the correspondingZ Lift, absolute coefficientCL=q N

7、 Reynolds number is 6,865,000)D Drag, absolute coefficient CD_-D a Angle of attackq_Angle of downwashDo Profile drag, absolute coefficient cDo_D ao Angle of attack, infinite aspect ratioq_a_ Angle of attack, inducedD_ a_ Angle of attack, absolute (measured from zero-D_ Induced drag, absolute coeffic

8、ient CD_-qS lift position)Dv Parasite drag, absolute coefficient CD_-: D_ _/ Flight-path angleCG Cross-wind force, absolute coefficient c2626 SProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-REPORT No. 723WIND-TUNNEL INVESTIGATION OF NACA 23012, 2302

9、1AND 23030 AIRFOILS EQUIPPED WITH40-PERCENT-CHORD DOUBLE SLOTTED FLAPSBy THOMAS A. HARRIS and ISIDORE G. RECANTLangley Memorial Aeronautical LaboratoryProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICSHEADQUAR

10、TERS, NAVY BUILDING, WASHINGTON, D. C.Created by act of Congress approved March 3, 1915, for the supervision and direction of the scientific study of the problemsof flight (U. S. Code, Title 50, Sec. 151) Its membership was increased to 15 by act approved March 2, 1929. The members areappointed by t

11、he President, and serve as such without compensation.VANNEVAR BUSH, Se. D., Chairman, RORERT E. DOH_TY, M. S., Washington, D.C. Pittsburgh, Pa.GEORGE 3“. MEAD, SC. D., Vice Chairman, RO_E_T H. HINCKLEY, A. B.,Washington, D.C. Assistant Secretary of CommerceCHARLES G. ABBOT, SC. D., J-ERO_IE C. HUNSA

12、I_:ER, Sc. D.,Secretary, Smithsonian Institution Cambridge, Mass.HENRY H. ARNOLD, Major General, United States Army, SYDNEY M. KI_AUS, Captain, United States Navy,Deputy Chief of Staff, Chief of the Air Corps, War Bureau of Aeronautics, Navy Department.Department. FRANCIS W. REICHELDERFER, SO. D.,GE

13、ORGE H. BRETT, Major General, United States Army, Chief, United States Weather BureauActing Chief of the Air Corps, War Department. JOHN H. TOWERS, Rear Admiral, United states Navy,LYMAN J. BRIGGS, Ph. D., Chief, Bureau of Aeronautics, Navy Department.Director, National Bureau of Standards EDWARD WA

14、RNER, SC. D.,DONALD H. CONNOLLY, B.S., Washington, D. C.Administrator of Civil Aeronautics. ORWr_J_ WRIGHT, SC. D.,Dayton, Ohio.GEORGE W. L_WIS, Director of Aeronautical Research S. PA_ JOHNSTON, Coordinator of Research50HN F. VICTORY, SecretaryHENRY J. E. REID, Engineer-in-Charge, Langley Memorial

15、Aeronautical Laboratory, Langley Field, Va.SMITH J. DEFRANCE, Engineer-in-Charge, Ames Aeronautical Laboratory, Moffett Field, Calif.TECHNICAL COMMITTEESAERODYNAMICS AIRCRAFT STRUCTURESPOWER PLANTS FOR A_RCRAFT AIRCRAFT ACCIDENTSAIRCRAFT MATERIALS INVENTIONS AND DESIGNSCoordination of Research Needs

16、 of Military and Civil AviationPreparation of Research ProgramsAllocation of ProblemsPrevention of DuplicationConsideration of InventionsLANGLEY MEMORIAL AERONAUTICAL LABORATORY AMES AERONAUTICAL LABORATORYLANGLEY FIELD, VA. MOFFETT FIELD, CALIF.Conduct, under unified control, for all ago_ncies, of

17、scientific research on the fundamental problems of flightOFFICE OF AERONAUTICAL INTELLIGENCEWASHINGTON. D. C.Collection, classification, compilation, and dissemination ofscientific and technical information on aeronauticsProvided by IHSNot for ResaleNo reproduction or networking permitted without li

18、cense from IHS-,-,-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICSHEADQUARTERS, NAVY BUILDING, WASHINGTON, D. C.Created by act of Congress approved March 3, 1915, for the supervision and direction of the scientific study of the problemsof flight (U. S. Code, Title 50, Sec. 151). Its membership was incre

19、ased to 15 by act approved March 2, 1929. The members areappointed by the President, and serve as such without compensation.VANNEVAR BUSH, SC. D., Chairman, RORE_T E. DOHERTV, M. S.,Washington, D.C. Pittsburgh, Pa.GEORGEJ. ME/kD, Sc. D., Vice Chairman, ROBERT H. HINCKLEY, A. B.,Washington, D.C. Assi

20、stant Secretary of Commerce.CHARLES G. ABBOT, Sc. D., _ER0_E C. HUNSAKF_I_, Se. D.,Secretary, Smithsonian Institution. Cambridge, Mass.HENRY H. ARNOLD, Major General, United States Army, SYDNEY M. KRAUS, Captain, United States Navy,Deputy Chief of Staff, Chief of the Air Corps, War Bureau of Aeronau

21、tics, :Navy Department.Department. Fm_Ncis W. REICHELDERFER, SC. D.,GEORGE H. BRETT, Major General, United States Army, Chief, United States Weather Bureau.Acting Chief of the Air Corps, War Department. JOHN H. TOWERS, Rear Admiral, United States Navy,LYMAN J. BRIGGS, Ph. D., Chief, Bureall of Aeron

22、autics, Navy Department.Director, National Bureau of Standards. EDWARD WARNER, Se. D.,DONALD H. CONNOLLY, B.S., Washington, D. C.Administrator of Civil Aeronautics. ORVILLE WRIGHT, Se. D.,Dayton, Ohio.GEORGE W. LEWIS, Director of Aeronautical Research S. PAul. JOHNSTON, Coordinator oF ResearchJoHn F

23、. VICTORY, _ecretaryHENRY J. E. REID, Engineer-i_-Charge, Langley Memorial Aeronautical Laboratory, Langley Field, Va.SMITH J. DEFRANCE, Engineer-in-Charge, Ames Aeronautical Laboratory, Moffett Field, Calif.TECHNICAL COMMITTEESAERODYNAMICS AIRCRAFT STRUCTURESPOWER PLANTS FOR AIRCRAFT AIRCRAFT ACCID

24、ENTSAIRCRAFT MATERIALS INVENTIONS AND DESIGNSCoordination of Research Needs of Military and Civil AviationPreparatio_ of Research ProgramsAllocation of ProblemsPrevention of DuplicationConsideration of InventionsLANGLEY MEMORIAL AERONAUTICAL LABORATORY AMES AERONAUTICAL LABORATORYLANGLEY FIELD, VA.

25、MOFFETT FIELD, CALIF.Conduct, under unified control, for all agencies, of scientific research on the fundamental problems of flight.OFFICE OF AERONAUTICAL INTELLIGENCEWASHINGTON. D. C.Collection, classification, compilation, and dissemination ofscientific and technical information on aeronauticsIIPr

26、ovided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-REPORT No. 723WIND-TUNNEL INVESTIGATION OF NACA 23012, 23021, AND 23030 AIRFOILSEQUIPPED WITH 40-PERCENT-CHORD DOUBLE SLOTTED FLAPSBy THOMAS A. HARRIS _nd ISADORE G. t_ECANTSUMMARY 40-percent-chord single

27、-slotted flap on the same air-An“ investigation was conducted in the NACA 7- by foils are reported in references 3, 4, and 5. The FowlerlO-foot wind tunnel to determine the effect of the deflection and the venetian-blind flaps have also been investigatedof main and auxiliary slotted flaps on the aer

28、odynamic oil the 12-percent-thick airfoil, and the results are re-section characteristics of large-chord NACA 23012, 23021, ported in references 1 and 6. Data are presented inand 23030 airfoils equipped with/_O-percent-chord double reference 7 for split flaps of various chord on 12-, 21-,slotted fla

29、ps. The complete aerodynamic section charac- and 30-percent-thick airfoils. The results of tests of ateristics and envelope polar curves are given for each airfoil- 25-percent-chord double-slotted flap on the 12-percentflap combination. The effect of airfoil-thickness is shown, thick airfoil are rep

30、orted in reference 8.and comparisons are made of single slotted flaps with The data presented in reference 8 indicated that thedouble slotted flaps on each of the aizJoils, double slotted flap was superior to the single slottedThe maximum section lift coefficient of an airfoil with flap for high lif

31、t and for low drag at the high sectiona 40-percent-chord double slotted flap was found to increase lift coefficients. In tlle present report are given theslowly with increasing thickness, reaching a value of 3.7 results of the tests of the NACA 23012, 23021, andfor the 30-percent-thick airfoil. For

32、any airfoil thickness, 23030 airfoils, each equipped with a 40-percent-chordthe double slotted flap gave a higher value of section maxi- double slotted flap.mum llft coefficient than either the _O-percent-chord or the MODELS_5.66-percent-chord single slotted flaps. The large lift PLAIN AIRFOILS,_oef

33、ficients for the double slotted flaps were accompanied Three basic models, or plain airfoils, were used in5y large pitching-moment coefficients. The section profile- these tests; each had a chord of 3 feet and a span of 7_rag coefficient of an airfoil with a double slotted flap in- feet. The models

34、were constructed of laminated wood_reased with an increase in thickness at all except very and were built to the NACA 23012, 23021, and 23030_igh lift coefficients. For a given airfoil thickness, the profiles. The thickness of each of these airfoils is,touble and the single slotted flaps gave about

35、the same sec- respectively, 2, 21, and 30 percent of the airfoil chord._ion profile-drag coefficients for section lift coefficients less The airfoil ordinates are given in table I. These air-_han 2.0; above this value the double slotted flap gave the foils had previously been used for the split-flap

36、 investi-:ower section profile-drag coefficients, gation reported in reference 7.INTRODUCTION SLOTTED FLAPSThe National Advisory Committee for Aeronautics Slot shapes.-The slot shapes used were the same asms undertaken an extensive investigation of various those used for the single slotted flaps rep

37、orted in refer-firfoil-flap combinations to furnish information applic- ences 1 to 5. The piece forming the slot shape for the_ble to the aerodynamic design of high-lift devices for main slotted flap was attached directly to the mainreproving the safety and the performallce of airplanes, portion of

38、the airfoil; for the auxiliary flap the slotk high-lift device capable of producing high lift with shape was formed by cutting the trailing edge of therariable drag for landing and high lift with low drag m_in flap. The slot shapes for the three airfoils areor take-off and initial climb is believed

39、to be desirable, shown in figure 1.)ther desirable aerodynamic features are no increase Flaps.-The flap contours were the same as those usedn drag with the flap neutral; small change ill pitching in the investigation of the single slotted flaps reportednomellt with flap deflection; low forces requir

40、ed to in references 1 to 5. The main flap was hinged to the,perate the flap; and freedom from possible hazard due main portion of the airfoil by special fittings, and theo icing, auxiliary flap was hinged to the main flap. The flapThe results of an investigation of a 25-percent-chord shapes are show

41、n in figure 1 and the flap ordinates arcingle-slotted flap on airfoils of 12-, 21-, alld 30-percent given in table II. The deflection of the main flap ishickness are reported in references 1 to 3; results of a measured between the flap chord and the chord of the1Provided by IHSNot for ResaleNo repro

42、duction or networking permitted without license from IHS-,-,-2 REPORT NO. 723-lNTATIONAL ADVISORY COMMITTEE FOI_ AERONAUTICSmain airfoil; whereas, for the auxiliary flap the deflec- were the same airfoils used in the investigation of theLion is measured between its chord and tile chord of the split

43、flaps reported in reference 7. Tests were made,main flap. however, to determine the effects of the breaks in theThe models were made to a tolerance of d_0.015 inch. surface of the airfoil with the flaps undeflected.TESTS Because of the large number of tests involved inThe models were mounted vertica

44、lly in the closed test determining the optimum paths for the main and theauxiliary flaps on each airfoil, iL was assumed that thesection of the NACA 7- by 10-fool wind tunnel so asto span the jet completely except for small clearances opLimum paths for the single slotted flaps (referencesat each end

45、. (See references 1 and 9.) The main air- 1 to 5) would be the optimum paths for the combina-foil was rigidly attached to the balance frame by torque Lion. Tests were therefore made for each position ,.and deflection of the main flap as previously determined.Lips .O0/c /hick For each position and de

46、flection of the main flap, the F/oz nose po/nts auxiliary flap was tested at its previously determined- - -C- -_ - 7/Sc-_H_“-_“SZZOc 1 optimum positions and deflections. For each airfoil,Chord/,_,e “_ flap combination, the flaps were deflected through aQ - _ sufficient range to obtain the maximum li

47、ft coefficient.:047b0_ :vet-“ 4-?-m-+.40c_ An angle-of-attack range from -6 to the angle of.70 .4_:_ aLtack for maximum lift was covered in 2 increments“-;808/0 for each test. Lift, drag, and pitching moment were(a) NACA 23012 airfoil with double slotted flap. measured at each angle of attack. 1-_ _

48、 .ozzC I L/p-_J l RESULTS AND DISCUSSION5a3.,_ |dimensional coefficient form corrected for tunnel-wall7(-5- -i . _.8033c effect and turbulence as explained in reference 1.-.59/c(b) NACA 23021 airfoil with double slotted flap. c_ section lift coefficient (I/gc)G“=7750 1 i-:860 c% section profile-drag

49、 coefficient/ - _lL,psl (do/qC)“ “ section pitching-moment coefficient_ Chord/ine :0_C _ c_,_: _-)0 about aerodynamic center of plain air-/el _1R_!65c section effective maximum lift_ 60,0 _ -. qOc _ C lerna z(c) NACA 23030 airfoil with double slotted flap.FIGUI_E 1.-Sections of NACA 23012, 23021, and 23030 airfoils with 40 percent-chord f Cm( )0e,._doubleslotted