NASA-TN-D-6058-1970 Wind-tunnel investigation of a jet transport airplane configuration with high thrust-weight ratio and an external-flow jet flap《带有高推重比和外流喷气襟翼的喷气式运输飞机结构的风洞研究》.pdf
《NASA-TN-D-6058-1970 Wind-tunnel investigation of a jet transport airplane configuration with high thrust-weight ratio and an external-flow jet flap《带有高推重比和外流喷气襟翼的喷气式运输飞机结构的风洞研究》.pdf》由会员分享,可在线阅读,更多相关《NASA-TN-D-6058-1970 Wind-tunnel investigation of a jet transport airplane configuration with high thrust-weight ratio and an external-flow jet flap《带有高推重比和外流喷气襟翼的喷气式运输飞机结构的风洞研究》.pdf(77页珍藏版)》请在麦多课文档分享上搜索。
1、NASA TECHNICAL NOTE 1- NASA c. 1 TN I_ D-6058 WIND-TUNNEL INVESTIGATION OF A JET TRANSPORT AIRPLANE CONFIGURATION WITH HIGH THRUST-WEIGHT RATIO AND AN EXTERNAL-FLOW JET FLAP by Lysle P. Purlett, Delmu C. Freemun, Jr., und Churles C. Smith, Jr. Lulzgley Reseuwh Center Hdmpton, Vu, 23365 NATIONAL AERO
2、NAUTICS AND SPACE ADMINISTRATION WASHINGTON, D. C. NOVEMBER 1970 i I 1 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-TECH LIBRARY KAFB. NM I NASA TN D-6058 WIND-TUNNEL INVESTIGATION OF A JET TRANSPORT 1. Title and Subtitle AIRPLANE CONFIGURATION WI
3、TH HIGH THRUST-WEIGHT RATIO AND AN EXTERNAL-FLOW JET FLAP .- - I. Report No. 5. Report Date November 1970 6. Performing Organization Code I 2. Government Accession No. T Charles C. Smith, Jr. 9. Performing Organization Name and Address NASA Langley Research Center Hampton, Va. 23365 2. Sponsoring Ag
4、ency Name and Address National Aeronautics and Space Administration Washington, D.C. 20546 10. Work Unit No. 721-01-11-06 11. Contract or Grant No. 13. Type of Report and Period Covered Technical Note 14. Sponsoring Agency Code 5. Supplementary Notes 19. Security Classif. (of this report) Unclassifi
5、ed 6. Abstract An investigation has been conducted in the Langley full-scale tunnel to determine the aerodynamic and stability and control characteristics of a jet transport configuration that has a high thrust-weight ratio and is equipped with an external-flow jet flap. is powered by four high-bypa
6、ss-ratio turbofan engines. The model Maximum lift coefficients of about 8 were measured for test conditions which simulated a jet transport configuration having a thrust-weight ratio of about 0.5. Longitudinal insta- bility was encountered at high thrust coefficients because of adverse downwash vari
7、ations in the vicinity of the tail. This problem was solved by raising the tail and moving it forward to a more favorable downwash field. The model was laterally and directionally stable under al power conditions. The moments associated with an engine failure were too large to be trimmed out by conv
8、entional aileron and rudder control; spoilers alone provided enough con- trol to offset the engine-out rolling moments but the lift loss associated with the use of spoilers was severe. 20. Security Classif. (of this page) 1 21. Noi; Pages 22. Price* Unclassified $3.00 7. Key Words (Suggested by Auth
9、or(s) External-flow jet flap High lift Stability and control STOL 18. Distribution Statement Unclassified - Unlimited Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-WIND-TUNNEL INVESTIGATION OF A JET TRANSPORT AIRPLANE CONFIGURATION WITH HIGH THRUST
10、-WEIGHT RATIO AND AN EXTERNAL-FLOW JET FLAP By Lysle P. Parlett, Delma C. Freeman, Jr., and Charles C. Smith, Jr. Langley Research Center SUMMARY An investigation has been conducted in the Langley full-scale tunnel to determine the aerodynamic and stability and control characteristics of a jet trans
11、port configuration that has a high thrust-weight ratio and is equipped with an external-flow jet flap. The model is powered by four high-bypass-ratio turbofan engines. Maximum lift coefficients of about 8 were measured for test conditions which simu- Longitudinal lated a jet transport configuration
12、having a thrust-weight ratio of about 0.5. instability was encountered at high thrust coefficients because of adverse downwash varia- tions in the vicinity of the tail. This problem was solved by raising the tail and moving it forward to a more favorable downwash field. The model was laterally and d
13、irectionally stable under all power conditions. The moments associated with an engine failure were too large to be trimmed out by conventional aileron and rudder control; spoilers alone provided enough control to offset the engine-out rolling moments but the lift loss asso- ciated with the use of sp
14、oilers was severe. INTRODUCTION Recent interest in the development of jet-powered STOL transport aircraft has led to serious consideration of the external-flow jet flap as a means of producing the high lift required for STOL operation. Early experimental work (refs. 1 to 3) demonstrated the feasibil
15、ity of this concept for producing high lift, but interest in the idea decreased mainly because of the problems caused by heating of the aircraft structures. The more recent development of high-bypass turbofan engines with relatively cool exhaust has minimized this problem and made the concept much m
16、ore feasible from structural considerations. In the application of the jet-flap concept to STOL aircraft, consideration must be given to stability and control at very low speeds, particularly in terms of safe operation Provided by IHSNot for ResaleNo reproduction or networking permitted without lice
17、nse from IHS-,-,-with a critical engine inoperative. Very little experimental information of this type is available from which basic problem areas can be identified and from which effective design features can be established for practical hardware application. One recent experi- mental study (ref. 4
18、) provided some information on the stability and control characteris- tics of a jet STOL aircraft equipped with a jet flap, but there is a need for much more experimental work of this type to provide more complete research information. For this reason, the present investigation was undertaken and, i
19、n order to expedite the testing, an existing model was used. Even though the model had been used in a previous study to simulate an aircraft with a fairly low thrust-weight ratio (see ref. 5), the configuration seemed desirable for simulation of an STOL transport with a high thrust-weight ratio for
20、several reasons: (1) The model had a high wing to minimize adverse ground effects, (2) the wing was swept to help in spreading the jet exhaust over the flap, and (3) the hori- zontal tail was located high on the vertical tail to help in minimizing adverse downwash effects. In the present investigati
21、on, tests were made over angle-of -attack and angle-of- sideslip ranges for several thrust coefficients and for several flap deflections. In addi- tion, tests were made under various conditions of asymmetric thrust and asymmetric control deflections. Also, flow survey measurements were made in the v
22、icinity of the horizontal tail to determine the downwash variation for a jet-flap configuration operating at very high lift coefficients. SYMBOLS The longitudinal data are referred to the stability-axis system and the lateral data are referred to the body-axis system. center-of-gravity position (0.4
23、46 mean aerodynamic chord) shown in figure 2. (See fig. 1.) The origin of the axes was at the In order to facilitate international usage of the data presented, dimensional quanti- ties are presented both in U.S. Customary Units and in the International System of Units (SI). Equivalent dimensions wer
24、e determined by using the conversion factors given in reference 6. b wing span, ft (m) CD drag coefficient, FD/qS CL lift coefficient, FL/qS CZ rolling-moment coefficient, MX/qSb 2 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-acz P aP Cz =-,per de
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