NASA-TP-2478-1985 Effect of aileron deflections on the aerodynamic characteristics of a semispan model of a subsonic energy-efficient transport《副翼偏转对亚音速节能运输机半翼展模型空气动力特性的影响》.pdf
《NASA-TP-2478-1985 Effect of aileron deflections on the aerodynamic characteristics of a semispan model of a subsonic energy-efficient transport《副翼偏转对亚音速节能运输机半翼展模型空气动力特性的影响》.pdf》由会员分享,可在线阅读,更多相关《NASA-TP-2478-1985 Effect of aileron deflections on the aerodynamic characteristics of a semispan model of a subsonic energy-efficient transport《副翼偏转对亚音速节能运输机半翼展模型空气动力特性的影响》.pdf(343页珍藏版)》请在麦多课文档分享上搜索。
1、Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NASATechnicalPaper24781985NASANational Aeronauticsand Space AdministrationScientific and TechnicalInformation BranchEffect of Aileron Deflections onthe Aerodynamic Characteristicsof a Semispan Model of
2、a SubsonicEnergy-Efficient TransportPeter F. JacobsLangley Research CenterHampton, VirginiaProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SUMMARYAn investigation was conducted in the Langley 8-Foot Transonic Pressure Tunnelto determine the effect of
3、 aileron deflections on the aerodynamic characteristics ofa subsonic energy-efficient transport (EET) model. The semispan model had anaspect-ratio-10 supercritical wing and was configured with a conventionally locatedset of ailerons (i.e., a high-speed aileron located inboard and a low-speed aileron
4、located outboard). Data for the model were taken over a Mach number (M) range from0.30 to 0.90 and an angle of attack range from approximately -2 to 10 . TheReynolds number was 2.5 x 106 per foot for M = 0.30 and 4.0 x 106 per foot for theother Mach numbers. Model force and moment d_ta, aileron-effe
5、ctiveness parameters,aileron hinge-moment data, chordwise pressure distributions, and spanwise load dataare presented.The data indicate positive aileron effectiveness for the inboard aileron (basedon averaged, equal-magnitude, positi%_ and negative deflections) for all test condi-tions except for de
6、flections of _2.5 at a Mach number of 0.90 and angles of attackfrom approximately 0 to 2 Control reversal at these conditions may be caused byshock-induced flow separation on the wing and interference effects from the nacelleand pylon. The outboard aileron had positive aileron effectiveness at all t
7、estconditions. The effectiveness of both ailerons increased near M = 0.82, mainlybecause of the influence of negative aileron deflections on shock location and thechordwise extent of the upper surface pressure plateau. The effectiveness of theoutboard aileron did not increase as much as that of the
8、inboard aileron, since thewing loads were lower at the tip. The effectiveness of both ailerons decreased atabout M = 0.84 because of shock-induced boundary layer separation over much of thewing. The extensive aft camber of this supercritical wing produced negative hingemoments for most deflections o
9、f the ailerons.INTRODUCTIONAs part of the National Aeronautics and Space Administrations Aircraft EnergyEfficiency (ACEE) project, extensive theoretical studies and experimental wind tunnelinvestigations have produced a group of aerodynamically efficient jet transportwings. These wings have higher l
10、ift-drag ratios, thicker airfoil sections, lesssweep, and higher aspect ratios than the wings on current wide-body jet transports.The performance characteristics of these configurations have been documented inreferences I to 3, and aileron-effectiveness data for a preliminary active-controlconfigura
11、tion are presented in references 4 and 5.Further tests of lateral controls on an energy-efficient transport configurationwere undertaken for two reasons. First, data for a more conventionally sized andlocated set of ailerons than those used in references 4 and 5 were desired. Second,since aileron ef
12、fectiveness is sensitive to Reynolds number, a model larger than theone used in references 4 and 5 was required to increase the test Reynolds number.Therefore, a semispan model twice the scale of one of the configurations (SCW-2C) inreference I was constructed for the present investigation. The mode
13、l had a conven-tional set of ailerons (i.e., a high-speed aileron located inboard and a low-speedaileron located outboard). Model force and moment data, aileron-effectivenessProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-parameters, aileron hinge-mo
14、ment data, chordwise pressure distributions, and spanwiseload data are presented in this report,SYMBOLSThe longitudinal and lateral-directional aerodynamic characteristics presentedin this report are referred to the stability and body axis systems, respectively.Force and moment data ha%_ been reduce
15、d to conventional coefficient form based on thetrapezoidal planform of the semispan wing panel (extended to the fuselage center-line). All dimensional values are given in the U.S. Customary Units_a I,a 2b/2CDCHMIailerons I and 2 (fig. 3)wing semispan, 53.17 in.drag coefficient, Dragqshinge-moment co
16、efficient for aileron I, Hinge momentq_SalCa ICHM2CLCLuhinge-moment coefficient for aileron 2,Liftlift coefficient, qslift-curve slope, per degreeHinge momentq=Sa2Ca 2CIRolling momentrolling-moment coefficient, q Sb/2C16aC mlateral aileron-effectiveness parameter,C_ 16a - C 10 o, per degree6a - 0pit
17、ching-moment coefficient,Pitching momentq ScC nYawing momentyawing-moment coefficient, q Sb/2C !nsection normal-force coefficient obtained from integration of pressuremeasurementsCn6 aCpCnl6a - Cnl0Odirectional aileron-effectiveness parameter, 6a 0degreep - ppressure coefficient, q., perlocal chord,
18、 in.Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-CaICa 2Ppq_RigSSa 1Sa 2txYz5al,6aaverage chord of al, 3.28 in.average chord of a2, 1.87 in.mean geometric chord of reference wing panel, 11.48 in.free-stream Mach numberlocal static pressure, lb/ft
19、2free-stream static pressure, ib/ft 2free-stream dynamic pressure, ib/ft 2Reynolds number, per footwing planform reference (trapezoidal) area, 3.992 ft 2planform area of al, 0.141 ft 2planform area of a2, 0.124 ft 2local maximum thickness of wing, in.chordwise distance from wing leading edge, positi
20、ve aft, in.spanwise distance from model centerline, in.rvertical distance, positive up, in.angle of attack, degdeflection of ailerons I and 2, positive for trailing edge down, deglocal wing incidence measured from fuselage waterline, positive forleading edge up, degsemispan station, y/(b/2)Abbreviat
21、ions:F,S.L.E.L.S.T.E.U.S.fuselage station, in.leading edgelower surfacetrailing edgeupper surfaceProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-EXPERIMENTALAPPARATUSANDPROCEDURESTest FacilityThis investigation was conducted in the Langley 8-Foot Tra
22、nsonic Pressure Tunnel(ref. 6). This facility is a continuous-flow, single-return tunnel with a slottedtest section. Tunnel controls allow independent variation of Machnumber, density,stagnation temperature, and dew-point temperature. The test section is approximately7.1 ft square (samecross-section
23、al area as that of a circle with an 8.0-ft diam-eter). The ceiling and floor are slotted axially and have an average openness ratioof 0.06. These features permit the test section Mach number to be changed continu-ously throughout the transonic speed range. The stagnation _ressure in the tunnelcan be
24、 varied from a minimum of 0.25 atm (I atm = 2116 Ib/ft _) at all Mach numbers toa maximum of approximately 2.00 atm at Mach numbers less than 0.40. At transonicMach numbers, the maximum stagnation pressure that can be obtained is approximately1.5 atm.Model DescriptionA photograph of the model in the
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