Beruflich Dokumente
Kultur Dokumente
CLASSIFIED DOCUMENT
This material contains information affecting the National Defense of the United States within the meanlngl
of the espionage laws, Title 18, U.S.C., Secs. 793 and 784, the transmission or revelation of which in any
manner to an unauthorized person i s prohibited by law.
..
0 .
C 0.C l
. e. 0 . 0 .
I
NACA RBI A57A10 . r o o
0.0
•
• • •
0 .
• o.
0 . m .•
l
0. 0 . *I 0
.
- .e m. 0 0
.
4 00
RESWLCII m,ORPu"JI)m~'I
e eta I
I,
ee I
c ,.. I
A WIND-TUNNEL INVESTIGATION OF THE EFFM;TS OF CONICAL
CiY~TiXRFGZ A i i Amst3- COliFIGUKATION HAVING A Ci
I2 :
P -i
TRSmPJL4R VD?G OF ASPECT RATIO 2.2 C-;
&+
c-i .J
:f? ,---I
INTRODUCTION
SYMBOLS
a ratio of the slope of a ray from the wing apex defining the
inboard extent of the camber to the slope of the wing
leading edge
lift-drag ratio, c L
TREOFETICAL CONSIDERATIONS
I
.'
In the theoretical development of reference 1, it was shown that a
conically cambered surface shape could be derived which satisfied the
two requirements necessary to the attainment of low drag due to lift for
wings having subsonic leading edges, namely, that the span load distri-
bution approximate an ellipse and that the equivalent of the theoretical
leading-edge thrust be developed. The theoretically derived camber
extended over the entire wing; however, as shown in reference 1, most
of the camber was confined to the outboard sections of the wing. It was
concluded therefore that, in order to simplify construction, the wing could
be made planar over the inboard 80 percent of the local semispan without
significantly altering the spanwise load distribution or adversely affect-
ing the development of the equivalent thrust force. This was verified
experimentally in reference 2 wherein it was shown that at subsonic speeds
the wings incorporating the modified conical camber realized essentially
the drag due to lift associated with a plane wing having elliptical span
load distribution and full leading-edge suction.
In the design of aircraft the extent of the wing which can be cam-
bered is often limited by structural considerations, so that it is of
interest to determine the effects of various extents and degrees of
conical camber. The wings utilized for the present investigation, there-
fore, contained modifications in addition to those described above to
permit variation of the extent and degree of camber. The degree of
camber or displacement of the wing leading edge was obtained directly
from the design charts of reference 2 for the proper design lift coef-
ficient and Mach number. Since it was desired to camber over smaller
percents of the semispan than the 0.20 value for which the design charts
of reference 2 were derived, an approximation to the shape of the camber
line was necessary. A parabolic variation of the camber line was arbi-
trarily chosen from the wing leading edge to the inboard extent of the
camber and is shown in figure 1. Also shown in figure 1 for comparison
are the ordinates of the modified theoretical surface as obtained from
the design charts of reference 2 for a design Mach number of 1.0. The
parabolic camber line had as its vertex the point of tangency of the
cambered surface and the plane surface and is defined by the equation
shown in figure 1 for a design Mach number of 1.0. Since the basic
requirement necessary to the attainment of the equivalent leading-edge
thrust force, that is, that the wing leading edge be cambered, has not
been invalidated by these modifications, it is reasonable to expect that
an effective force in the thrust direction would still be realized. The
question arises, however, as to what effect these modifications would
have on the other requirement, the span load distribution. A n analysis
based on the linear lifting surface theory was made, therefore, to deter-
mine the span loading for the precise wing shapes that were tested. The
results of this study are shown in sketch (a) where it can be seen that
the theoretical span loading for the wings cambere3 over both 10 and 15
percent of the semispan are not greatly different from the elliptical.
It r:=zld be ex-yecteCi, iherefore, that at the design conditions the drag
due to lift of the wings with a parabolic variation of the camber line
would closely approximate the minimum drag due to lift for a wing of this
aspect ratio.
Sketch (a)
Description of Models
Five cambered wings, all of which were designed for a Mach number
of 1.0, were tested. Two of the wings incorporated camber over the
outboard 10 percent of the local semispan and three incorporated camber
over the outboard 15 percent of the local semispan. The degree of camber
incorporated over the outboard 10 percent corresponded to design lift
coefficients of 0.10 and 0.20. The degree of camber incorporated over
the outboard 15 percent corresponded to design lift coefficients of 0.10,
0.20, and 0.30. The design of each of the cambered surfaces conformed
with the method described under "Theoretical Considerations." A plane
wing was also tested to provide a basis for comparison. The thickness
distribution used for both the plane and the cambered wings is tabulated
in table I and was a modified-NACA 0003.9-65 section.
I
On the basis of these results the data of the present investigation were
obtained with 0.010-inch-diameter wire fixed on the body, vertical tail
u and on the wings near the leading edges (see fig. 3).
Reduction of Data
Tne data presented herein have been reduced to standard NACA coef-
ficient form. The pitching-moment coefficients were referred to a lateral
axis which passes thro-agha point at 0.275; behind the leading edge of
the wing mean aerodynamic chord and 0.016E above the mean aerodynamic
chord. The drag coefficients were adjusted to take account of measured
internal drag and are, therefore, external drag coefficients. Factors
which affect the accuracy of the results are discussed in the following
paragraphs.
A stream angle was found to exist in the vertical plane in the test
section (the pitch plane of the model) which varied with Mach number.
Test of the model of the present investigation in both normal and inverted
attitudes corroborated closely the magnitude of the stream angle obtained
from a cone survey. The data presented herein have been adjusted for the
stream angle which was as much as 0.25~ downflow at a Mach number of 1.0.
-..
interference-free data have not been completely defined, sufficient data
are available to indicate that for the configuration of the present
investigation, the data obtained at transonic and low supersonic speeds
are sufficiently free of wall interference effects that conclusions drawn
would not be affected. Thus, no correction for this effect has been made.
Drag Characteristics
s , -
. ...... .. ..
....
0. 0.. 0.0 0.. 0.
8
.
NACA RM A57A10 •
0
.*
0
l
0
. 0
.0 0 •
l . . ...
o -
0.
l
0
0
.
0.
.
o
0
0.
.
.
.. .. .. .. .. .
.........
. - -~ - -
......
. . ...
. - -
.
-.
a NACA RM ~ 5 7 ~ 1 0
m . .
00
. .
0.
0.0 00 8.4
0.
•
.. .::. ::
8
0..
•
0
0
0..
.
000
0.
0 .
00
L i f t and Moment C h a r a c t e r i s t i c s
C ONCLUSIONS
NACA RM A57A10
REFERENCES
I
.
1. H a l l , Charles F.: L i f t , Drag and P i t c h i n g Moment of Low-Aspect-Ratio
Wings a t Subsonic and Supersonic Speeds. NACA RM A53A30, 1953.
2. Boyd, John W., Migotsky, Eugene, and Wetzel, Benton E.: A Study of
Conical Camber f o r Triangular and Sweptback Wings. NACA RM A55G19,
1955
3. Winter, K. G., Scott-Wilson, J. B . , and Davies, F. V . : Methods of
Determination and of Fixing Boundary-Layer T r a n s i t i o n on Wind Tunnel
Models a t Supersonic Speeds. R.A.E. TN Aero. 2341, B r i t i s h ,
Sept. 1954.
.. .
a*
.a.
a*.
m.
. .
a om
... .
a..
a.
a
.
a.
l
.a*
a*
a*
a.
m .
NACA RM A57Al0 a
.
a
m *
a *
.a. a.
me.
a.
a
.
.
...
0
a
.
0.. . O *;. & . ...
. ......
0.
NACA RM A 5 7 A 1 0
0.
-a
.563 -1458 -.UO
0 .
0. 0.
0 . . 0 . .
NACA RM A 5 7 A 1 0
0. 0.. 0. 0. 0.. 0. 0.
F4 dae& C~ C~ Cm * a,
deg C~ c~ cm
0.70 -4.47 -0.276 0.0398 0.030 1.00 -5.02 -0.352 0.0617 0.072
-2.09 -.155 .0235 -019 -2.69 -.a4 .0357 .047
-1.02 -.lo3 .0l9l .014 2 - .149 .0303 -037
.11 - .047 .0161 -009 -.35 -.085 .0255 .026
1.17 .003 .O145 -004 -76 - .022 .0224 .O16
2.24 .054 .0144 1.92 .oh0 .0219 .007
3.48 .113 .0155 -.006 3 .lo .lo6 .0223 - .003
4.49 .162 .0175 -.oll 4.21 .168 .0247 -.012
6.63 .263 .0256 -.019 6.47 .307 .O3& -.034
8.90 .380 .oh51 -.029 .&TO .0739 - ,067
1 .61h .1203 - .092
.87
( 1.99
.OOl
.063
.0272
.0272
-013
0
.O16O - .006 / 3.22 ,131 .O298,-.014
.0186 - -012
.0299 - .024
,0581 -.039
1 4.38
6.591
9.001
.194
.319
.450
.0345 -.027
.0506 -.051
.0787 -.078
i13.63' .687 .1650 -.128
.ogeo - .067 1.50 -4.49 -.234 .o493 .056
.0301 .045 2.241 1 0341 035
-1.44 - -149 .0232 .034 -1.09 - .084 .0295 .025
-.26 - .084 ,0184 -023 .05 - .o32 .0267 .015
.84 - .022 .0162 .013 1.16 .oeo .0261 .004
3.22 .lo8 .0178 -.006 2.32 .071 .O272 -.006
2.00 .043 .0156 .003 3.48 2 6 .a305 - .OlS
4.33 .168 .0199 -.015 4.63 .178 .0358 -.029
6.51 .292 .0333 -.030 6.83 '276 .0508 - .Oh9
8.89 .430 .O624 - .044 9.14 .377 .0743 -.070
M d g CL CD cm
-
OF ASPECT RATIO 2.2, 3.9 PERCEsrr THICK; R = 3 . 0 ~ 1 0 ~ Continued
( e ) Wing cambered over outboard 15 percent of l o c a l semispan,
*
= 0.20 a t M = 1 . 0
C ~ d
NACA RM A57A10 . . . . . ...... ... ...
.
a am.
0.
.
a .
a
0
0..
.
a
.
a.
.
a
e.
a
.
m e
l 19
TABU 11.- AEROIXNAKIC COEFFICIETJTS FOR MODEL HAVING A TRIANGULAR WING
OF ASPECT RATIO 2.2, 3.3 PE3CENT THICK; R = 3 . 0 ~ 1 0 ~- Concluded
( f ) Wing cambered over outboard 15 percent of l o c a l semispan,
C = 0.30 at M = 1.0
Ld
NACA RM A57A10
Figure 1.- Ordinates of the cambered surfaces.
(U
'-t
...
ad,...
....)I
.....
....
..*..
.. .
transition wire
transition wire at . .
.....
.....
....
.....
All dimensions in inches ....
a
Five 4.- Effect of conical camber on the variation of drag coefficient with lift coefficient.
(b) Cambered over 15 percent of local semispan.
0.
•
-0.
• • • • •
l ,a* . ...: am e.. ..
: ': : : NACA RM A57A10
: ::*
0.
0..
0..
6 .
0.
0
0..
0..
.* 8
4.
.*. . . ..
. . *:,.
0.
0 .
0..
0 . .
0
0
:.*
.
.
-------
Cambered wing, CLd= 0.20
Theoretical, full suction
............... Theoretical, no suction
.5
Plane wing
------- Cambered wing, CLd= 0.0
Cambered wing, CLd= 0.20
-4 Cambered wing, CLd= a30
C~ opt
-6 -4 -2 0 2 4 6 8 10
01
.6 -4 -2 0 2 4 6 8 10 12
a
( b ) Cambered over 15 percent of local semispan.
.4
.2
-.2
-. 4
1~
-.6
.I2 08 .04 0 -.04 -08 -12
Figure 11.- Effect of conical camber on the variation of pitching moment with lift coefficient. Eo
(b) Cambered over 15 percent of local semispan.