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X p w + f = X p is .w . + X p iz . f . + X p ,
where X p is .w . = x p
is .w .
(15.1)
of consoles; X pis . f . = x p
is . f .
w+ f
= kd w x p
is .w .
w+ f
S w + x p
q S , we shall receive
is . f .
+ k d w x p S w ,
(15.2)
137
is .w .
is calculated at
M w = M kw .
selection of fillets.
For the factor of additional drag we have
x p = k int xp w
S w
,
Sw
(15.3)
138
where k int is the interference factor; generally depends on lifting surface location
(wing, horizontal tail) on a fuselage and shape of fuselage cross section; S w is the
area of a wing occupied by a fuselage ( S w bb d f or S w bb2 c b ).
The point of view of drag the interference between a wing and fuselage (tail unit
and fuselage) is negative. The researches show, that such interference is the most
unfavorable for low-wing airplane, least unfavorable - for high-wing plane.
It is tentatively possible to assume interference factors k int which are listed in
table 15.1 irrespectively from numbers M .
Table 15.1. Interference factors
Wing location
k int
Wing location
k int
0 .5
0 .75
r
0 .15
0 .4
0 .075
more at wing installation by the high-wing scheme. It is possible to consider the diffuser
effect as equal to zero k int = 0 at the horizontal tail installation onto vertical according
to Tee-tail unit scheme, but at that it is necessary to displace the mutual position of
maximum thickness of vertical and horizontal tail airfoils.
139
X w w + f = X w is .w . + X w is . f . + X w
(15.4)
and
xw
w+ f
= kd w x w
The factor x w
xw
is .w .
is .w .
is .w .
S w + xw
is .w .
S f + k d w x w S w .
(15.5)
2 = f kd w M 2 1 , tg , .
The additional wave drag occurs as a result of interaction of two flows about the
fuselage and the wing.
x w = C x0
ww + f
x w ; x w = 0 .25 exp
k n 1
) ; = M M* ,
1 Mw
(15.6)
where the factors k and n also depend on the wing plan form:
Effective way to decrease an additional wave drag is using the '' area-rule ". Using
the " area-rule " results into wave drag drop first of all in the zone of transonic speeds
( M* M 1.15 ...1.20 ) (Fig. 15.2).
to
make
thinner
the
141
Fig. 15.4.
Each scheme contribution in lift is
represented as follows:
ya = ya 0 + ya0
where ya 0 is the lift coefficient of the
fuselage - wing system with a symmetrical
airfoil at a zero setting angle ( = 0 , fuselage
with a straight-line axis), ya0 is the lift
coefficient of the fuselage - wing system with
Fig. 15.5.
Ya 0 = Ya is . f .
+ Ya is .w .
+ Ya w( f )
and Ya is .w .
+ Ya f ( w )
(15.7)
straight-line axis (in horizontal plane of symmetry) and flat wing with a symmetrical
airfoil; Ya w( f )
influence; Ya f ( w )
influence.
Obviously, the sum Ya is .w .
+ Ya w( f )
fuselage.
We accept
+ Ya w
Ya is .w .
( f ) 0
= Ya is .w .
Ya w
Ya w f
( ) 0
1 +
Ya is .w .
= Ya is .w .
( f ) 0
=Y
a is .w . 0 K ,
K ,
where K and K are interference factors for a flat wing with a symmetrical airfoil
and fuselage having a horizontal plane of symmetry (at = 0 Ya is .w .
Ya is . f .
=0
= 0 ).
Ya 0 = Ya is . f .
+ Ya is .w .
( K
+ K ) .
(15.8)
Ya 0 = y a
q S , Ya is . f .
= ya
is . f . 0
q S m . f . , Ya is .w .
= ya
is .w . 0
qw Sw ,
where S is the characteristic area; q w is the dynamic pressure before the wing, we shall
receive:
ya
= ya
is . f . 0
S f + kd w y a
is .w . 0
( K
+ K ) S w ,
(15.9)
is .w . 0
is determined at M w = M kd w .
Ya0 = Ya is . f .
+ Ya is .w .
+ Ya w
( f ) 0
+ Ya f
( w ) 0
(15.10)
143
and Ya is .w .
wing at = 0 ; lift occurs at the expense of camber of fuselage axis, camber of airfoil,
twist and angle of wing setting onto fuselage; Ya w
on a wing because of fuselage influence; Ya f
( f ) 0
( w ) 0
+ Ya w
( f ) 0
represents lift
+ Ya w
Ya is .w .
= Ya is .w .
( f ) 0
Ya w f
( ) 0
1
+
Ya is .w .
0
= Ya is .w .0 K ,
(15.11)
where K and K is the interference factor for the wing - fuselage system at = 0 .
If, as well as in the previous scheme, we pass to lift coefficients, we shall receive
ya
= ya
S f + kd w y a
is . f .0
( K + K ) S w .
is .w .0
(15.12)
+ ya
+ kd w y a
= ya
+ ya
S f +
is . f . 0
is . f .0
( K
is .w . 0
+ K ) S w + k* y a
is .w .0
( K + K ) S w .
(15.13)
is . f .
Obviously ya
Wing: y a
is .w .
Obviously y a
= y
a is . f .
= y
a is . f .
is . f . 0
= y
a is .w .
is .w . 0
( ) =
0 is . f .
, and ya
y a is . f .
is . f .0
= y
a is .w .
; ya
is .w .0
a is . f .
= y
a is . f .
( + 0 ) = y
is .w .
a is .w .
= y
0 is . f . .
0 is . f . .
( 0 ) .
( 0 ) .
a is .w .
a is .w .
is .w .
is .w .
144
( )S
ya = y
0 is . f .
a is . f .
+ kd w y
a is .w .
[ ( K
)]
)(
+ K ) + 0is .w . K + K S w .
(15.14)
ya
w/ f
= kd w y
a is .w .
[ ( K
( K
a is .w .
= kd w y
= y
aw
where y
aw
)]
)(
+ K ) + 0 is .w . K + K S w =
K + K
+ K ) + 0 is .w .
K + K
( 0 ) S w
w
Sw =
( )S
ya = y
0f
+ y
aw
( 0 ) S w
(15.15)
0 =
S f + y
aw
Sw ;
S
f
w
,
0
0
y
y
f
w
f
aw
where a derivative of a fuselage lift coefficient and angle of zero lift are taken for the
isolated fuselage y
= y
a is . f .
coefficient and angle of zero lift are calculated under the formulas with taking into
account
the
interference
0w = 0is .w .
factors
aw
= kd w y
a is .w .
( K
+ K )
and
K + K
) K + K .
The note: the shown dependence for the wing - fuselage system remains valid for
For normal scheme, when horizontal tail is located behind the wing it is necessary
to take into account a wing influence on horizontal tail in addition to the interference of
horizontal tail and fuselage. In this case horizontal tail is streamlined at smaller angle of
ya
h.t . f
= kd h.t . y
ais .h.t .
w/ f
h.t . f
located on the
S h.t . .
h.t .
K + K
h.t . f
= y
a h .t .
( 0 ) S h.t .,
h.t .
where the derivative of lift coefficient of horizontal tail and angle of zero lift are equal
to
y
a h.t .
= kd h.t . y
a is .h.t .
(1 )( K + K )
h.t .
and
0 h. t . =
K + K
h.t .
0 is .h.t .
0;
K + K h.t .
1
h.t . is the angle of the horizontal tail setting relatively to the fuselage axis; as a rule,
the symmetrical airfoil is installed on horizontal tail and 0 is .h.t . = 0 . Obviously, the
wing lift in the system of a canard aircraft should also be determined with accounting of
flow downwash located ahead of horizontal tail. Therefore, the last expressions remain
fair and for a wing in the canard scheme after replacement of parameters of horizontal
tail on wing parameters.
Let's consider interference factors K , K , K and K . Generally they
depend on the ratio of fuselage midsection diameter d f to wing span with ventral part
146
l , wing shape and fuselage cross-section, wing setting on fuselage altitude and length,
number M and influence of the boundary layer. These dependencies are complex and
systematic data about them are absent in the literature. The most essential ones, as
researches show, are the dependencies on
df
K K 1 ;
K + K = K2
K + K = K
( K + K ) ( K + K ) = K1
df
As
interference
we
see,
factors
calculation
is
reduced
of
to
Let's consider the wing - fuselage system set in a flow under the angle of attack
(a fig. 15.7). Let's assume, that the fuselage is a body of revolution close to cylindrical,
and the wing is located on it under the mid-wing scheme. Let's factor the incoming
undisturbed flow moving with speed V into two components: directed along fuselage
axis with speed Vx = V cos and normal to it with speed V y = V sin . At flow
147
about fuselage cylindrical part by this transversal flow the speed V y is increased in
comparison to V y .
d 2f
d 2f
.
V y = V sin 1 +
= V 1 +
2
2
4z
4z
The influence of fuselage onto wing has an effect in changing of the wing angle
of attack, which is equal to w
d 2f
= 1 + 2 .
4 z
H
K =
1 + 1 h2
1 + 2 h2
, h=
df
2H
,=
.
df
l
Strictly speaking, the moment of pitch is created by full aerodynamic force or, in
most cases, by normal forces. Approximately it is possible to consider that the moment
of pitch is created by lifting forces of wing, fuselage and additional lifts caused by
interference. At that, we neglect moments of drag forces. Proceeding from mentioned
above we accept: Y f Ya f , Yw( f ) Ya w( f ) , Y f ( w ) Ya f ( w ) , where Ya f is the lift
of an isolated fuselage, Ya w( f ) is the lift of wing installed on the fuselage
149
Using fig. 15.9, we shall make an equation for moment of pitch M z for wing fuselage system relatively to fuselage nose.
Fig. 15.9.
M z = M*z0 Ya f xF f Ya w( f ) x w + xFw Ya f ( w ) x w + xF f
)(
=
( w)
= M*z0 Ya f xF f Ya w( f ) + Ya f ( w ) x w + xFw Ya f ( w ) xF f
(w)
xFw .
Here M*z0 is the moment at zero lift of isolated parts and their interference.
M*z0 = M z0 is . f . + M z0 is .w . + M z0
f +w
The last item in equation for M z is small, because of small force value and small
arm (especially at M < 1 ) and it can be neglected. The summarized value
Ya w( f ) + Ya f ( w ) represents wing lift in the system Ya w and then
150
M z = M*z0 Ya f xF f Ya w x w + xFw .
Let's pass to the factor of moments, for that we divide the right and the left parts
of equation on dynamic pressure, characteristic area and characteristic length q SL . It
is possible to accept as characteristic length L , for example, the length of a fuselage:
m z = m*z0 C ya f x F f S f C ya w ( x w + x Fw ) S w =
=
m*z0
C ya
( ) x
0f
Ff
S f C ya
( 0 )( x w + x F ) S w .
(15.16)
Here
m*z0 = kd w m z0 is .w . S w + m z0 is . f . S f , C ya
C ya
= kd w C ya
is .w .
= C ya
is . f .
, 0 f = 0 is . f . ,
( K + K ) , 0w = w 0is .w .
K + K
) K + K ,
location of the wing relatively to the fuselage nose, the position of aerodynamic centers
of the fuselage and wing are expressed in shares of fuselage length x w = x w L ,
x Fw = xFw L , x F f = xF f L .
Let's differentiate the equation (15.16) for mz on :
mz = C ya x F f S f C ya
f
( x w + x Fw ) S w .
The position of aerodynamic center of the wing - fuselage system relatively to the
fuselage nose in shares of fuselage length are determined
C ya
x F = xF L = m z
= mz C ya .
xFA
L
[ x F ( x w + x A )] L .
bA
Fig. 15.10.
151
( ) x
0f
Ff
S f C ya
( 0 )( x w + x F ) S w =
w
= m*z0 + mz 0 + 0 f C ya x F f S f + 0 w C ya
f
As 0 =
( x w + x Fw ) S w .
1
C S f + 0 C ya S w and mz = x F C ya , then
w
0 f ya f
w
C ya
m z0 = m*z0 + m z0
+ m z0 w ,
where m z0 f = x F + x F f 0 f C ya S f , m z0 w = x F ( x w + x Fw ) 0w C ya S w .
f
high angles of attack are better in comparison with the characteristics of the low-wing
configuration; in case of engines installation on the wing, the probability of outside
objects falling from runway surface essentially decreases, that allows more successful
use of high-wing aircraft on unpaved runways.
The disadvantages of the configuration are worsening of lateral stability
characteristics at high angles of attack, when vertical tail falls into the wake jet from the
wing that demands necessity of vertical tail area increasing on 30 K50% in comparison
with vertical tail area of low-wing configuration.
Weight of high-wing construction is more, than low wing one. In particular,
weight of a heavy high-wing-airplane with the main landing gears fixed on the fuselage,
exceeds the weight of low-wing airplane on 15 K 20% .
The operating economy of passenger high-wing aircraft is a little bit lower, than
of low-wing one because of losses in weight.
The midwing airplane, from a point of view of an aerodynamic interference, has
the greatest advantages. However, this scheme is not applied to the aircraft of mean
seating capacity because the wing should pass through the passenger compartment,
forming ledges or cavities on the compartment floor. The midwing configuration is used
on some wide-fuselage aircraft (airbuses), which wing passes not through the passenger
compartment, but in space between the upper and lower decks.
Now the majority of passenger aircraft has the low-wing configuration. For cargo
and cargo-passenger aircraft the high-wing configuration is more preferable in many
cases.
153