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TECHNICAL
NASA TN D-8524
NOTE
Z
I1
V_
Z
AERODYNAMIC
CHARACTERISTICS
OF WING-BODY
WITH
TWO
AVIATION
AND
Harry
Langley
Hampton,
ADVANCED
AIRFOIL
SIMPLE
L.
Morgan,
Research
Ira.
CONFIGURATION
FLAP
Jr.,
GENERAL
SECTIONS
SYSTEMS
and John
IV. Paulson,
Jr.
Center
23665
NATIONAL AERONAUTICS
AND SPACE ADMINISTRATION
WASHINGTOND. C. AUGUST1977
I. Report No.
NASA
TN
2. Government AccessionNo.
3. R_ipient's _I_
WITH
TWO
SECTIONS
AND
ADVANCED
SIMPLE
5. Repo_ Date
OF
WING-BODY
GENERAL
FLAP
CONFIGURA-
AVIATION
August
AIRFOIL
1977
6. PerformingOrganization Code
SYSTE24S
7. Aurar(s)
Harry
No.
D-8524
8. PerformingOrganization Rel:)<xtNo.
L.
Morgan,
Jr.,
and
John
W.
Paulson,
L-11305
Jr.
Research
23665
Center
DC
Administration
14. Sponsoring Agency Code
20546
,15. SupplementaryNote=
16. Abstract
investigation
was
conducted
in
the
aerodynamic
characteristics
of a general
NASA GA(W)-I,
and NASA
GA(PC)-I
airfoil
equipped
with plain,
split,
and slotted
The
NASA
GA(PC)-I
wing
Experimental
chordwise
obtained
the
for
was
equipped
with
static-pressure
NASA
GA(PC)-I
Langley
aviation
sections.
partialplain,
V/STOL
partial-
distribution
wing
at
the
tunnel
to
determine
the
wing equipped
with NACA
652-415,
The NASA GA(W)-I
wing was
and full-span
flaps and ailerons.
and
and
full-span
wake
22.5-percent
drag
spanwise
flaps.
measurements
station.
were
Compari-
results
maximum
of
lift
this
-4 to
chord.
22 and
investigation
capability
and
a Reynolds
indicated
almost
partial-span
slotted
flap.
The
that
equivalent
the
number
range
the
drag
NASA
of
GA(W)-I
values
of
the
NASA
tion showed
of -10 .
cruise
and
drag
performance
over
the
wing
GA(W)-I
equivalent.
design
climb
lift
106
to
had
with
had a maximum
41.6 deflection
and slotted
ailerons
with
differential
deflections
were
GA(PC)-I
wing with
full-span
flaps deflected
0 for the
improved
compared
effectiveness
1.21
flap
plain
The NASA
configurasetting
aviation
Unclassified
- Unlimited
Airfoils
Wings
Subject
19. Security Clar4if.(of thisreport)
Unclassified
22. Price"
$4.50
* For sale by the National Technical Information Service, Springfield, VJfg_nia 22161
Category
02
AERODYNAMIC
CHARACTERISTICS
GENERAL
AVIATION
Harry
L.
OF
WING-BODY
AIRFOIL
SECTIONS
CONFIGURATION
AND
SIMPLE
WITH
FLAP
Morgan,
Jr., and John W. Paulson,
Langley
Research
Center
TWO
ADVANCED
SYSTEMS
Jr.
SUMMARY
An
investigation
was
conducted
in
the
Langley
V/STOL
tunnel
to determine
the aerodynamic
characteristics
of a general
aviation
wing equipped
with NACA
652-415 , NASA GA(W)-I,
and NASA GA(PC)-I
airfoil
sections.
The NASA GA(W)-I
wing was equipped
with plain,
split,
and slotted
partialand full-span
flaps
and ailerons.
The NASA GA(PC)-I
wing was equipped
with plain,
partialand
full-span
flaps.
Experimental
chordwise
static-pressure
distribution
and wake
drag measurements
were obtained
for the NASA GA(PC)-I
wing at the 22.5-percent
spanwise
station.
Comparisons
were made between
the three wing configurations
to evaluate
the wing performance,
stall,
and maximum
lift capabilities.
The
tests
number
were conducted
range
of 1.21
over an angle-of-attack
range of -4 to 22 and
x 106 to 1.92 x 106 based on wing chord.
a Reynolds
The results
of this investigation
indicated
that the NASA GA(W)-I
wing had
a higher
maximum
lift capability
and almost
equivalent
drag values
compared
with
both the NACA 652-415
and NASA GA(PC)-I
wings.
The NASA GA(W)-I
wing had a maximum lift coefficient
of 1.32 with 0 flap deflection,
and 1.78 with 41.6
deflection
of the partial-span
slotted
flap.
The effectiveness
of the NASA
GA(W)-I
plain
and slotted
ailerons
with differential
deflections
were equivalent.
The NASA GA(PC)-I
wing with full-span
flaps deflected
0 for the design
climb
configuration
showed
setting
of -10 .
improved
lift
and
drag
performance
over
the
cruise
flap
INTRODUCTION
Research
on advanced
aerodynamic
technology
airfoils
for general
aviation
applications
has been conducted
over the last several
years at the Langley
Research
Center
and reported
in references
I to 4.
The first of these airfoils
was developed
from a 17-percent-thick
supercritical
airfoil
to provide
an airfoil with improved
low-speed
characteristics.
This airfoil
designated
NASA
GA(W)-I
in reference
I showed
a 30-percent
increase
in maximum
lift coefficient
and more gradual
stall characteristics
than a typical
older NACA 65 series
airfoil used for comparison.
Wings
using this improved
low-speed
section
would be suitable
for application to light
general
aviation
aircraft.
These aircraft
usually
have limited
payload
weights
because
of low-powered
engines
and generally
have poor ride
quality
because
of large wing areas.
Application
of the improved
airfoil
section should
increase
payload
capability
because
of the lighter
wing weight
because of the
CD
drag coefficient,
Ch
CL
lift
CLe
lift-curve
CI
rolling-moment coefficient,
Cm
pitching-moment coefficient,
Cn
yawing-momentcoefficient,
Cp
pressure coefficient,
Cy
side-force
coefficient,
Drag/qS
Lift/q
coefficient,
Rolling moment/qSb
Pitching moment/q_Sc
Yawing moment/qSb
(Ps - P_)/q_
Side force/q S
Cd
section
profile
_01 _Pt-q_
drag
coefficient
Ps I
Cn
section
L/D
lift-drag
ratio
wake
height,
normal-force
rake
local
static
Pt
total
pressure,
p_
free-stream
static
free-stream
dynamic
Reynolds
pressure,
wing
free-stream
airfoil
vertical
airfoil
number
area,
1.795
(see
eq.
from
wake
24.16,
measurements,
ref.
9)
coefficient,
16.76
Ps
determined
Pa
cm
Pa
(6.60
in.)
(lbf/ft 2)
(lbf/ft 2)
pressure,
pressure,
based
on
m2
(19.307
Pa
(ibf/ft 2)
kPa
(lbf/ft 2)
free-stream
conditions
and
airfoil
chord
ft 2)
velocity
abscissa,
cm
(in.)
distance
in
wake
ordinate,
cm
(in.)
profile,
cm
(in.)
angle
of
center
attack,
measured
vertically
between
line (positive
direction,
nose up),
free
deg
stream
angle
of
center
sideslip,
measured
laterally
between
free
line (positive
direction,
nose left),
deg
control
surface
deflection,
measured
vertically
between
wing
and control
surface
chordline
(positive
direction,
control
down),
deg
stream
and
and
fuselage
fuselage
chordline
surface
Subscripts:
a
aileron
flap
max
maximum
static
total
free-stream
conditions
Notation:
I
lower
surface
upper
surface
GA(I)-I
airfoil
designation,
General
Aviation
Identification
number
of particular
(Initial
airfoil
of designer's
design
name)
MODELS
The configurations
tested
during
this investigation
consisted
of three
aspect-ratio-9
rectangular
wings mounted
on a fineness-ratio-8
tailless
fuselage.
The planform
details
of the wing and fuselage
are presented
in figure
2 and photographs
of the model
installed
in the Langley
V/STOL
tunnel,
in figure
3.
All
the wings
had a span of 4.013 m (13.17
ft), a wing chord of 44.7 cm (17.6 in.),
and a wing area of 1.795 m 2 (19.307
ft2). The first wing had a NACA 652-415
airfoil section;
the second,
a NASA GA(W)-I
[General
Aviation
(Whitcomb)
- Number
One];
and the third,
a NASA GA(PC)-I
[General
Aviation
(Peterson
and Chen)
Number
One] airfoil
section.
Plots of these airfoil
shapes
are presented
in figure 4 and their tabulated
coordinates,
in tables
I, II, and III.
The NACA
652-415
washout
with
2 washout
at
the
wing
had a positive
NASA GA(PC)-I
2 incidence
at the
wing had 0 incidence
root with 2
of the root
tip.
on general
aviation
maintain
because
of
by wing
fabrication
wings
surface
techniques
or
laminar
boundary-layer
conditions
roughness
near the leading
edge
by
insect
remains
gathered
during
are difficaused
either
flight.
The
NACA 652-415
airfoil
section
has leading-edge
flow separation
characteristics
at
high angles
of attack
in two dimensions
which results
in unfavorable
wing stall
characteristics.
This airfoil,
nevertheless,
is used on many current
general
aviation
aircraft
and was tested
during
this investigation
to obtain
baseline
comparison
data.
This
wing
was
not
equipped
with
flaps
or
ailerons.
key design
fearadius;
(2) an
(3) a blunt
trailing
edge. The large upper surface leading-edge radius was used to attenuate the peak negative pressure coefficients and thereby to delay airfoil
stall
to a high angle of attack.
A blunt trailing
edge provided the airfoil
with
approximately equal upper and lower surface slopes to moderate the upper surfacepressure recovery and thus further delay stall.
A 17-percent-thick NASAsupercritical
airfoil
was used as a starting geometry for the low-speed airfoil
design because the highly aft-cambered supercritical
airfoils
had indicated good
low-speed characteristics.
The final low-speed airfoil
geometry was obtained
by tailoring the supercritical
airfoil
geometry until the desired cruise, climb,
and maximumlift conditions were satisfied.
The computer program of reference 6
was used to predict the design and off-design characteristics
of the airfoil
during the tailoring process.
The NASAGA(W)-I wing was equipped with full-span plain, slotted, and split
flap systems as shownin figure 5. The chord of both the plain and slotted flap
was 18 percent of the wing chord, and the chord of the split flap was 24.6 percent of the wing chord. Each flap system was divided at the mid-semispan location to allow for independent movementof the inboard and outboard sections.
The inboard section had a range of deflection from 0 to 40 down, and the outboard, a range of deflection from 0 to 10 down. The outboard section of the
left wing panel of the plain and slotted flap systems could be deflected from
30 up to 20 down and was used as a representative aileron.
These aileron sections were equipped with a push-rod type hinge-moment gage as shown in figure 6
to determine aileron control forces.
The NASAGA(PC)-I was designed by John B. Peterson, Jr., of Langley Research
Center and Allen W. Chen, NRC-NASA
Resident Research Associate, for optimum drag
at a climb lift
coefficient of 0.9. Details of the design procedure used for
this airfoil
are given in the appendix. A suitable airfoil
shape for cruise
flight was obtained by deflecting a 19-percent-chord simple flap 10 upward
(_f = -10 ) with the center of rotation on the lower surface at the 80.8-percentchord location.
A representative landing shape was obtained by deflecting the
simple flap down 10 (6f = 10 ) as shown in figure 7. This flap system, like
those on the NASAGA(W)-I wing, was divided at the mid-semispan location to allow
for independent movementof the inboard and outboard sections. Partial- and
full-span flap combinations with flap deflections from -10 to 10 were tested.
The left wing panel was equipped with a chordwise row of surface-pressure
orifices at a spanwise location equal to 22.5 percent of the span to determine
the sectional characteristics
of the NASAGA(PC)-I airfoil.
The pressure orifice locations are given in table IV. The pressure data were integrated to
obtain the section normal-force coefficients.
A wake rake was positioned
5.08 cm (2.0 in.) downstreamof the wing trailing edge at the samespanwise
location as that of the pressure orifices to measure profile drag. The rake
consisted of 41 total and 4 static-pressure probes as shown in figure 8. This
rake was supported by a horizontal strut which was mounted to the model fuselage. A photograph of the rake and horizontal strut are shown in figure 9.
The rake was positioned to keep its center line approximately 5.08 cm (2.0 in.)
downstreamof the wing trailing edge when the flap was deflected.
INSTRUMENTATION
ANDTESTCONDITIONS
Aerodynamic forces and momentswere measuredwith a six-component, electrical strain-gage balance mounted inside the fuselage as shown in figure 2. Angle
of attack was set by the pitch drive of the model support system and measuredby
an electronic sensor mounted inside the fuselage. Sideslip angle was set by the
yaw drive of the model support system and measuredby an electronic counter
mounted to the yaw drive gearing system. The surface pressures of the NASA
GA(PC)-I wing were obtained through pressure orifices set normal to the local
surface and were measuredby using two 15.44 kPa (2.5 psi) differential
pressure
transducers and two 48-port scanning valves. Wakepressures were also measured
using one 15.44 kPa (2.5 psi) differential
pressure transducer and one 48-port
scanning valve. Fuselage chamber pressure was measuredby using a 6.17 kPa
(1.0 psi) differential
pressure transducer.
This investigation was conducted in the Langley V/STOLtunnel at dynamic
pressures of 0.8576 kPa (20 ib/ft2),
1.4364 kPa (30 ib/ft2),
1.7152 kPa
(40 ib/ft2),
and 2.3940 kPa (50 ib/ft 2) which corresp@ndto Reynolds numbers
based on the chord of 1.21, 1.49, 1.72, and 1.92 106, respectively.
The Mach
number ranged from 0.12 to 0.18. The model was tested through an angle-ofattack range of -4 to 22 and a sideslip angle range of -5 to 5 . The NASA
GA(W)-I and NASAGA(PC)-I wings were tested with partial- and full-span flap
deflections.
The NASAGA(W)-I wing was tested with single and differential
aileron deflections.
The fuselage was also tested without a wing and the NASA
GA(W)-I wing was tested without a fuselage.
Boundary-layer transition strips 0.25 cm (0.1 in.) wide were placed on the
upper and lower surface of each wing leading edge. The strips were located
2.3 cm (0.9 in.) or x/c = 0.051 on the upper surface and 4.3 cm (1.7 in.) or
x/c = 0.097 on the lower surface. The roughness was sized according to reference 7 and required a commercial number 60 grit sparsely applied.
Wind-tunnel boundary corrections were determined according to reference 8
and applied to the data. Drag corrections due to model chamber pressure were
also applied to the data.
PRESENTATION
OF RESULTS
The results are presented in the following
figures:
Figure
Aerodynamic characteristics
of fuselage alone ............
Longitudinal aerodynamic characteristics
of NASAGA(W)-I
wing alone ............................
Aerodynamic characteristics
of NACA652-415 wing ..........
Aerodynamic characteristics
of NASAGA(W)-I wing ..........
Effect of flap deflection on longitudinal aerodynamic
characteristics
of NASAGA(W)-I wing ...............
Effect of aileron deflection on aerodynamic characteristics
NASAGA(W)-I wing .........................
6
10 and 11
12
13 and 14
15 and 16
17 to 19
of
20 and 21
Figure
Aerodynamic
characteristics
Effect
of flap deflection
characteristics
of NASA
22
of NASA GA(PC)-I
wing
..........
on longitudinal
aerodynamic
GA(PC)-I
wing
...............
and
23
24
L/D
as a function
of
CL
for the NACA 652-415,
NASA GA(W)-I,
and
NASA GA(PC)-I
wings
........................
Section
surface-pressure
profiles
for NASA GA(PC)-I
wing
......
Section
drag polars
for NASA GA(W)-I
and NASA GA(PC)-I
airfoils
Final
Cp
distributions
used
in developing
RESULTS
AND
The effect
of Reynolds
number
alone
are presented
in figure
limited
Reynolds
number
range
The
aerodynamic
presented
in
11.
CI
due to sideslip.
range
below
18 and
with sideslip
angle
is
as
There
are
Alone
of
no
the
body
at
significant
GA(W)-I
Wing
various
effects
Yawing
moment
is destabilizing
stabilizing
above
18 . Side
would be expected.
NASA
27
28
airfoil
on the longitudinal
characteristics
10.
There are no measurable
effects
of this investigation.
characteristics
figure
GA(PC)-I
DISCUSSION
Fuselage
body
this
NASA
25
26
over
force
sideslip
on
CL,
of the
over
angles
C D,
the
aft
portion
of
the
wing.
NACA
figure
The
652-415
The baseline
comparison
data
13.
The variations
of the
Reynolds
especially
increased
number
are
in the
Reynolds
not
large
and
CL,ma x
Alone
is
about
1.31
for
the
for
the
nears
an
begins
wing
alone.
652-415
wing are presented
aerodynamic
characteristics
in
with
Configuration
or
the angle-of-attack
steadily
increases
As shown
in figure
12, the effect
of Reynolds
numbers
is rather
small
the NASA GA(W)-I
wing alone;
only small increases
in
CL
are obtained
at
higher
angles
of attack.
Drag values
are almost
unchanged
until
the wing
stall.
The lift-curve
slope is about 0.077/deg
and is quite
linear
up to
angle
of attack
of about 5 and then becomes
nonlinear
as flow separation
on
are
Cn,
the
expected
trend
of
increasing
CL,
range near
CL,max,
as Reynolds
number
increases.
The
number
also tends to reduce
trailing-edge
flow separation
as
indicated
by the reduction
in
CD
and
Cm
associated
with the increases
in
C L.
This NACA 652-415
wing-body
has a lift-curve
slope of 0.090/deg
with a
CL max
of 1.08 to 1.16 depending
on the Reynolds
number.
At a cruise
CL
of
0._, this wing has a
CD
of 0.028 and a
Cm
of -0.042;
whereas,
at a climb
CL
of 0.9, it has a
CD
with the NASA GA(W)-I
mance
of
each
wing.
of 0.060
and NASA
and a
Cm
of 0.035.
GA(PC)-I
configurations
These values
to evaluate
are compared
the perfor-
The effects
of Reynolds
number
on the longitubody are presented
in figure
15.
Again
the
limited
to the higher
angles
of attack.
It is
interesting
to note that the stall characteristics
for the lowest
Reynolds
number are somewhat
different
than those at the higher
numbers
with a rather
pronounced
peak in the data at stall.
Also the angle of attack
at stall is only
13 at the lowest
Reynolds
number
and 17 at the higher
Reynolds
number.
The
addition
part of
In
of
the
the body
data but
addition,
CL,ma x
These
values
changes
the lift-curve
slope to 0.086/deg
in the linear
the nonlinearities
still occur at an angle of attack
of
varies
show
from
a slight
1.30
to
reduction
1.41,
in
depending
C_
over
on
the
Reynolds
NACA
5 .
number.
652-415
airfoil
but
CL ! max
is increased
about
0.22 to 0.25.
At the cruise
CL
the drag is
nearly
identlcal
to that of the NACA 652-415
and the pitching
moment
is -0.080
and shows
the increased
nose-down
moment
due to the aft loading
on the NASA
GA(W)-I.
At the climb
CL
of 0.90, the
CD
is about 0.060 which
is the same
as that for the NACA 652-415 , and
Cm
is -0.015
as compared
with 0.035
for the
NACA 652-415.
This result
would
indicate
that for trimmed
conditions
the NACA
652-415
would have a slightly
better
L/D
at cruise
and in climb.
The
presented
aerodynamic
in figure
show
same
the
characteristics
of the model at various
sideslip
angles
16.
Although
the magnitudes
differ
somewhat,
these data
trends
as
the
NACA
652-415
are
configuration.
Effect
of flap deflections.The effect
of the deflection
of an inboard
plain
flap is presented
in figure
17.
The maximu_n lift coefficient
is increased
to 1.63 whereas
the stall angle of attack
is redfaced to 10 at a flap deflection
of 41.5 . At maximum
of attack,
to 0.05 at
down as the flaps are
The
slotted
flap
Clap deflection,
drag is increased
by 0.04 at the low angle
the higher
angles.
The pitching
moment
becomes
more nose
deflected.
data
are
presented
in
figure
18 for
span cases.
The partial-span
flap increases
CL,ma x
attack
of 10.5 . There
is very little
difference
in
flap settings;
therefore,
flow separation
has occ_r_ed
the effectiveness
of the flap at the 40 deflection.
slotted
flap are 0.005
to 0.008 higher
than the p_a_n
attack
range of the tests.
both
partial-
to 1.78 at
lift between
and
full-
a stall angle
of
the 30 and 40
Only one deflection of 10 was possible for the full-span slotted flap.
The benefit of using the full-span flap can be seen over the entire angle-ofattack range as the lift
is increasedby 0.11 over the partial-span flap for the
10 deflection.
The split flap data are presented in figure 19 for both the partial- and
full-span flaps.
The lift
characteristics
are similar to the other flap configurations with CL,ma
x equal to 1.68 at an angle of attack of 10; however, the
drag increments are higher than either of the other flap systems over the angleof-attack range of the tests.
As for the other flaps, only the 10 flap deflection was possible for the
full-span split flap.
Again the benefit of using the full span was very
apparent.
Effect
of aileron
deflections.The effects
of plain aileron
deflection
are
presented
in figure
20 and the effects
of the slotted
ailerons
are presented
in
figure
21.
Changes
in lift, drag, and pitching-moment
coefficients
are about
equal
for both ailerons,
the small differences
showing
up in the magnitude
of the
rolling
moments
generated
with aileron
deflections.
For up deflections
of the
left aileron
(figs. 20(b) and 21(b)),
the plain and slotted
ailerons
appeared
to
have equal
effectiveness
at the lower angles
of attack,
the slotted
aileron
being
more effective
at the higher
angles.
The plain aileron
rolling
moments
are constant with angle of attack
where the slotted
aileron
rolling
moments
vary with
angle
of attack
especially
at the higher
deflections.
In general,
the slotted
aileron
has lower hinge moments
than does the plain aileron.
When the left'aileron was deflected
down (figs.
20(d) and 21(d)),
the slotted
aileron
was more
effective
in showing
the benefit
of the slot as seen before
in the flap data.
Figures
20(f)
and 21(f) show the data for differential
aileron
deflections
(left
aileron
up and right aileron
down).
Again it appears
that the slotted
aileron
is slightly
the direct
more effective
but since
comparison
is difficult.
NASA
The effects
tics of the NASA
sented
in figure
the
GA(PC)-I
deflections
Wing
are
not
equal
for
each
case,
Body
of Reynolds
number
on the longitudinal
aerodynamic
characterisGA(PC)-I
wing in the cruise
configuration
(6f = -10 ) are pre22.
The only effect
of increasing
Reynolds
number
is a slight
increase
in
CL,ma x
which is also observed
on the other wings.
There was a
reduction
in
CL,ma x
of 0.2 and 0.5, compared
with the NACA 652-415
and NASA
GA(W)-I
wings,
respectively.
The aerodynamic
characteristics
of this wing are
presented
in figure
23 and show the expected
results.
The effects
of partialand full-span
flap deflections
are presented
in figure
24.
These data show the
expected
increase
in
CL
with increasing
flap deflection.
The
CL,ma x
capability
of this wing is considerably
less than that of the NASA GA(W)-I
at equivalent
flap settings.
This wing does, however,
exhibit
a slightly
smoother
stall
pattern
flatness
The
The
NASA
than
in
the
Cm
lift/drag
GA(PC)-I
NASA GA(W)-I
as
after
the stall
exemplified
by the gradual
angles
of attack
of about
polars
for the three wings
wing is presented
with both
increase
9 .
tested
are presented
-10 and 0 full-span
in
CL
and
in figure
25
flap deflec-
tions.
As stated in the appendix, this wing was designed for an improved L/D
at the climb CL of 0.9 which corresponds to the 0 flap deflection case. The
data shown in this figure clearly demonstrate the lower performance of the NASA
GA(PC)-I wing at the cruise flap setting of -10 comparedwith the design climb
configuration.
The climb configuration resulted in an increase in L/D at a
cruise CL of 0.4 and at a climb CL of 0.9 comparedwith the other wings.
However, the NASAGA(PC)-I wing for the design climb configuration is very close
to stall with CL equal to 90 percent of CL,ma.
The experimental static-pressure distributions
measuredat the 22.5-percentspan station are presented in figure 26 for -10 , 0, and 10 full-span flap settings.
The pressure distribution
for the climb configuration (_f = 0) of figure 26(b) illustrates
that at CL = 0.9, _ = 11.5, the flow is well attached.
However, at CL! max, _ = 13.6 , the entire surface has separated. The section
drag
measured
wlth
the
wake
rake
is presented
in
figure
27.
The
section
normal-
force
coefficients
presented
in this figure
were obtained
by simple
integration
of the measured
static-pressure
distributions.
The section
characteristics
of
the NASA GA(W)-I
given in reference
I are also presented
in figure
27 for comparison.
The drag levels
of both the NASA GA(PC)-I
and NgSA GA(W)-I
airfoils
are
approximately
the same.
The NASA GA(W)-I
has higher
drag at the lower values
of
Cn
and
lower
drag
at
the
higher
values
of
Cn.
CONCLUSIONS
An investigation
has been conducted
in the Langley
V/STOL
tunnel
to determine the aerodynamic
characteristics
of three aspect-ratio-9,
rectangular
unswept
wings
with a NACA 652-415 , a NASA GA(W)-I,
and a NASA GA(PC)-I
airfoil
section,
respectively.
The following
conclusions
have been made:
I. The
NASA
GA(W)-I
and almost
equivalent
GA(PC)-I
wings.
2.
higher
The
3. The
with
NASA
performance
4. The
GA(W)-I
NASA
had
values
equipped
compared
effectiveness
differential
wing
drag
with
of
GA(PC)-I
with
Langley
National
Hampton,
June 15,
I0
Research
Center
Aeronautics
and
VA 23665
1977
the
and
almost
the
and
and
lift
both
slotted
plain
plain
were
wing
and
NACA
with
with
configuration
showed
improved
lift
-10 flap setting
configuration.
5. The NASA GA(W)-I
smoother
stall than the
maximum
compared
the
the
deflections
a higher
flap
split
slotted
NACA
capability
652-415
showed
flap
the
and
NASA
expected
configurations.
ailerons
for
the
NASA
GA(W)-I
design
climb
equal.
flaps
drag
deflected
performance
NASA GA(PC)-I
configurations
652-415
configuration.
Space
coefficient
the
Administration
0 o for
over
the
the
basic
generally
cruise,
exhibit
APPENDIX
DESIGNTECHNIQUE
FORTHENASAGA(PC)-I AIRFOIL
The NASAGA(PC)-I airfoil
was designed for an optimum drag coefficient at
a given lift
coefficient.
The design lift coefficient for this airfoil
was 0.9
which is a commonvalue for the climb lift coefficient of manycurrent singleengine general aviation circraft.
Reducing the airfoil
drag at a given climb
lift
meansan increase in lift-drag
ratio and, therefore, an improvement in the
climb performance capability of the rather low-powered single-engine general
aviation aircraft.
The NASAGA(PC)-I airfoil
was designed for low drag in almost fully turbulent flow, since very little
laminar flow is found on general aviation airfoils
due to roughness near the wing leading edge which causes transition of the boundary layer.
This roughness is a result of either wing fabrication techniques or
insect remains gathered during flight.
During the theoretical analysis of the NASAGA(PC)-I airfoil,
the lift
coefficient was determined by integrating the pressure distribution
around the airfoil surface. The drag coefficient was determined by calculating the boundarylayer development and using a modified form of the Betz's (ref. 9) profile drag
formula which is
APPENDIX
to specify the pressure distribution
only on a portion of the airfoil
surface.
This allows the designer to select an initial
airfoil
shape with somedesired
features other than a desired pressure distribution.
An airfoil
geometry with
the desired pressure distribution
can usually be generated with acceptable
accuracy in 10 iterations.
This inverse design procedure generates an airfoil
shape in inviscid flow. The airfoil
pressure distribution
in viscous flow is
computed by using the method described in reference 6 and then comparedwith the
desired pressure distributions.
The inclusion of wLscous effects tend, in general, to thicken an inviscid airfoil
shape and uncamberits shape near the
trailing
edge. Appropriate changes are then madeto the inviscid airfoil
geometry which is cycled through the inverse program again. After a few cycles,
highly dependent on user experience, an airfoil
shape can be obtained that
includes the viscous effects.
The final shape and pressure distribution
for
the NASAGA(PC)-I is presented in figure 28.
The initial
input geometry for the NASAGA(PC)-I airfoil
was the NASA
GA(W)-I airfoil
geometry. For a design Reynolds number of 4 x 106 based on
airfoil
chord and for a lift coefficient of 0.9, an optimum drag coefficient
of 0.010 was predicted for the NASAGA(PC)-I airfoil.
An airfoil
shape for
cruise flight was obtained by deflecting a 19-percent-chord flap 10 upward
with the center of rotation located on the lower surface at 80.8 percent of
the chord.
12
REFERENCES
I. McGhee,
Robert
teristics
of
Aviation
2.
McGhee,
dynamic
General
Applications.
Robert
J.;
Beasley,
NASA
William
D.:
Low-Speed
Aerodynamic
CharacAirfoil
Section
Designed
for General
TN
William
Characteristics
of a
Aviation
Applications.
D-7428,
D.;
1973.
and
Somers,
Dan
M.:
Low-Speed
13-Percent-Thick
Airfoil
Section
NASA TM X-72697,
1975.
Aero-
Designed
for
3. McGhee,
Robert
J.; and Beasley,
William
D.:
Effects
of Thickness
on the
Aerodynamic
Characteristics
of an Initial
Low-Speed
Family
of Airfoils
for General
Aviation
Applications.
NASA TM X-72843,
1976.
4. McGhee,
Robert
J.; and Beasley,
for a Modified
13-Percent-Thick
5.
Abbott,
Dover
6. Stevens,
W. A.;
Two-Dimensional
Goradia,
S. H.;
Multi-Component
William
D.:
Airfoil.
Albert
Low-Speed
Wind-Tunnel
NASA TM X-74018,
1977.
E.:
and Braden,
Airfoils
Theory
of Wing
Results
Sections.
J. A.:
Mathematical
Model
for
in Viscous
Flow.
NASA CR-1843,
1971.
7.
Braslow,
Albert
L.; and Knox, Eugene
C.:
Simplified
Method
for Determination of Critical
Height
of Distributed
Roughness
Particles
for BoundaryLayer
Transition
at Mach Numbers
From 0 to 5.
NACA TN 4363,
1958.
8.
Gillis,
Clarence
L.; Polhamus,
Edward
C.;
for Determining
Jet-Boundary
Corrections
10-Foot
Closed
Rectangular
Wind Tunnels.
NACA ARR L5G31.)
9.
Schlichting,
Hermann
(J. Kestin,
transl.):
ed., McGraw-Hill
Book Co., Inc., c.1968.
10.
Truckenbrodt,
E.:
A Method
of Quadrature
and Turbulent
Boundary
Layer in Case of
cal Flow.
NACA TM 1379, 1955.
11.
Chen,
Allen Wen-shin:
The Determination
of the Geometries
of MultipleElement
Airfoils
Optimized
for Maximum
Lift Coefficient.
Ph.D. Thesis,
Univ.
of Illinois,
1971.
(Also available
as NASA TM X-67591.)
Boundary-Layer
Theory.
for Calculation
of the
Plane and Rotationally
Sixth
Laminar
Symmetri-
13
TABLE
T NACA
652 AIR COORDINATES
OIL
Ec447cm1176
x/c
0.0
.00313
00542
01016
0.0
01208
0.0
0.0
-01008
-01200
00687
01 958
0 484
ol 769
0! 303
.0'_816
-01472
-.01936
-02599
-O3098
.07809
.11 318
.I! 303
21 74
-03510
-.04150
-.04625
08550
09093
09455
.09639
09617
.09374
.O891O
08260
07462
06542
2! 36
.31 193
.3! 146
.41 97
.45047
.51
5 _ _57
5! 21
.6i 94
69876
-.04970
-.05205
05532
04447
03320
02175
01058
.0
.74869
"79874
.8_ 91
8 c 20
.03863
.04794
05578
.06842
.34854
.39903
.44953
.50
55043
.60079
65106
70124
75131
80126
85109
9OO8O
.95040
1.0
Leading-edge
14
(z/c) I
.01900
.02680
14697
19726
.24764
.29807
of
.01480
02231
04697
07184
09682
Slope
(z/c) u
radius,
radius
91 )60
1.0
0.015c
through
leading
edge,
0.168
-.05335
-.05355
-.05237
-.04962
-.04530
-03976
-.03342
-.02654
-.01952
-01263
-.00628
-00107
00206
.0
TABLEII.-
x/e
0.0
.002
.O05
.0125
.O25
.0375
.05
.075
.100
.125
150
.175
.20
.25
.30
(z/c) u
(z/c)l
0.0
0.0
.01300
.02035
.03069
.04165
.04974
.O56OO
.06561
.073O9
.07909
08413
.O8848
.09209
.40
.45
.50
.55
.575
.60
09778
.10169
10409
.10500
.10456
.10269
.09917
.09674
.09374
625
.65
.675
09013
.O86O4
.08144
.700
.07639
.O7O96
.06517
.05913
05291
.04644
.35
725
.75O
775
8OO
.825
.85O
.875
.9OO
.925
.95O
.975
I .000
.03983
.03313
.02639
.01965
.01287
.00604
-.OOO74
-.00974
-.01444
-.02052
-.02691
-.03191
-.03569
-.04209
-.04700
-.O5O87
-.05426
-.O57OO
-.O5926
-.06265
-.06448
-.06517
-.06483
-.06344
-.06091
-.05683
-.05396
-.05061
-.04678
-.04265
-.03830
-.03383
-.02930
-.02461
-.02030
-.O1587
-.01191
-. 00_52
-.00565
-.00352
-.00248
-.00257
-.00396
-.00783
15
TABLEIII.-
DESIGNCLIMBCONFIGURATION
(6f = 0o)
[c : 44.7 cm (17.6 in.)_
x/c
0 0
0025
OO5
01
02
O3
O4
O5
O8
10
125
15
175
2O
25
3O
35
40
45
5O
55
6O
625
65
675
70
725
.75
775
.8O8
.828
.848
.8"68
.888
.9o8
.928
.948
.968
.988
I. 000
16
(z/c) u
(z/c)1
-0
-0.0025
-.0140
-.O2O8
0025
0O98
0160
0245
0360
0448
0521
-.0273
-.0356
0583
0726
0796
0863
.0909
.0947
.0970
.0993
.0998
.0983
-.0469
-.0515
-.0533
-.O545
-.0553
-.O56O
-.O568
.0953
.0915
.0861
.0797
.0721
.0683
.0644
.0606
.0564
.0521
.0471
.0420
.0355
.0312
.0269
.0226
.0183
.0141
.OO98
.0055
.0012
-.003O
-.OO56
-.O4O8
-.0445
-.O583
-.O595
-.0609
-.0625
-.0630
-.0626
-.0615
-.0594
-.0576
-.O556
-.0523
-.0478
-.0433
-.0383
-.0318
-.0235
-.0219
-.0203
-.0187
-.0172
-.0156
-.0140
-.0124
-.0108
-.0092
-.0083
TABLE
IV.-
NASA
[c
Upper
x/c
0.0
.oo13
.0066
.0178
.0343
.0531
.O755
.0983
1238
1524
1825
.2149
.2498
.2868
.3246
.3647
.4073
.4499
.4906
.5316
.5763
.6443
.6913
.7337
.7841
.8318
.8836
.938O
.9786
GA(PC)-I
= 44.7
AIRFOIL
cm
(17.6
ORIFICE
LOCATIONS
in.) 1
Lower
surface
z/c
-0.0025
.0056
.0189
.0337
.0481
.0601
.O7O8
.O79O
.0861
x/c
.0035
.0134
.0293
.0494
.0695
.0906
.1124
surface
z/c
-0.0177
-.0306
-.0405
-.0468
-.0503
-.0526
-.0541
.1580
.1826
-.O556
-.O563
.2177
.2724
.3396
.3947
.4424
-.0573
-.0589
-.0606
-0624
.4915
.5456
-.O627
-.0616
0915
.O872
.0822
.5891
.6289
.666O
-.0600
.O757
.0653
.7015
.737O
.7686
.7982
.827O
.8698
0913
.0953
0981
.0993
.0999
.0993
.O976
.0948
.O579
.0502
.0402
.0304
.0193
.OO77
.9312
.9779
-.O63O
-.0577
-.0536
-.0475
-.0411
-.0326
-.O258
-0218
-.0186
-.0138
-.0100
-.0010
17
+/3
View A-A
Cr.
Figure
I.-
Axis
positive
18
system
used
direction
in
of
presentation
moments,
of
forces,
data.
and
Arrows
angles.
indicate
Inboard flap
Model momentcenter
\
.225b
b/2
(a) Top
Figure
2.-
Drawing
of
view.
model
used
in
investigation.
19
__
__
+____
-, _i\
i
_ !'--T
0
0
0
co
i
..,-I
/
/
!
20
,4
,-_
0
E-4
,-I
oil
e-_
.el
0
e_
,-4
0
_._
"_
0
"..-"
0
0
21
r-
!
od
!
.-.]
22
"o
,-I
,-I
"_
C
0
L.
..Q
.,--I
NACA 652-415
z/c
I
NASA GA(W)-I
zlc
J
NASA GA(PC)-I
z/c
f
J
.I
.2
.3
.4
.5
.6
.7
.8
.9
1.0
x/c
Figure
4.-
Airfoil
sections
used
in
investigation.
23
Plain
flap
PiV
Chord
_/_///,/.//.//.//._
line
(.017c
L/__-
- -_-_r-z4
_1
--.180c
Slotted
flap
Chord
line
_....._i01
__________,,
__7__
-,_..4
_-.019C
Pivot point
Split
Chord
line
_/
."'_77"z_._
Pivot point
Figure
24
flap
.246c
5.-
Flap
systems
used
on
_ .019c
NASA
GA(W)-I
wing.
Z
o
g)
r-4
4.o
g)
o
I
.r-i
z:
0
J=
0
0
-_I
25
oTtO
IJ
fJ
L)
-u
0
CO
\
\
26
o.25- t
2.79
16.
5.33
Total-
pressure
5.
Static-pressure
Figure
8.-
Drawing
probe_
r=---
3 05-----_
2.79--_
probe
NASA
GA(PC)-I
wing.
27
i!
28
-.2
R
.3
I.21x I06.
I.49x 106
i.72x 106
I.92x 106
.2
CD
.I
0
2.0
.5
CL
0
-4
12
16
20
24
28
a, deg
Figure
29
.2
.I
-.2
.3
.2
CD
.I
0
2.0
1.5
i!i!:!il
1.0
.5
CL
-.5
-8
Figure
3O
-4
11.- Aerodynamic
B
a, deg
12
16
characteristics
of fuselage
(R = 1.49 106.)
20
24
28
used in investigation.
02
Cl
-.02
.01
Cn 0
-.01
Cy 0
-4
12
16
20
24
_, deg
Figure
11.- Concluded.
31
0
Cm
-.i
-.2
.3
.2
CD
.I
0
2.0
1.5
1.0
.5
CL
0
-4
12
16
ct, deg
Figure
12.-
Effect
of
characteristics
32
Reynolds
of
number
NASA
on
GA(W)-I
longitudinal
wing
alone.
aerodynamic
R
O
O
<)
A
-4
Figure
8
a, deg
12
16
20
24
1. 21 x
L49 x
1.72x
L 92 x
106
l06
106
106
28
aerodynamic
33
.1
0
Cm
-.1
-.2
-6
-3
0
3
.3
.2
CD
6
.I
0
2.0
1.5
1.0
.5
C1
0
-4
8
a,
Figure
14.-
Aerodynamic
(R
34
12
16
24
20
deg
characteristics
= 1.49
x 106.)
of
NACA
652-415
wing.
.02
0
0
r-I
<>
A
Ix
-6
-3
0
3
6
-.04
.01
Cn
-.01
-.02
.05
Cy 0
.05
%1
-4
12
16
20
24
ct, deg
Figure
14.-
Concluded.
35
.I
Cm
-.I
-.2
.3
0
Q
.2
<>
CD
I.21 x 106
1.49x 106
I.72 x iO6
1.92x lO6
.I
0
2.0
1.5
1.0
.5
CL
!_:i'k
-.5
-8
-4
12
16
20
a, deg
Figure
15.-
Effect
of
Reynolds
characteristics
36
number
of
NASA
on
longitudinal
GA(W)-_
wing.
aerodynamic
24
.I
0
Cm
-6
-3
0
3
6
CL
-4
12
16
20
24
a, deg
Figure
16.- Aerodynamic
characteristics
of NASA GA(W)-I
(n : 1.49 x 106 .)
wing.
37
.O2
Cl
-.02
-.04
.0!
Cn
_01
_02
.05
Cy 0
-.05
-.I
-8
-4
8
e, deg
Figure
38
16.- Concluded,
12
16
20
24
.I
0
Cm
-.I
-.2
8f,
(_g
O
n
<>
A
.3
.2
CD
.I
0
I0
21
31
41.5
0
2.0
1.5
1.0
.5
CL
0
-.5
-8
-4
12
16
20
24
a, deg
Figure 17.- Effect of deflection of inboard plain flap on longitudinal
aerodynamic characteristics
of NASA GA(W)-I wing.
(R = 1.72 x 106.)
39
.i
0
Cm
-.
-.2
.3
.2
CD
.i
0
2.0
1.5
1.0
.5
CL
-.5
-8
-4
12
slotted
flap.
16
20
24
O, deg
(a) Partial-span
4O
.!
-.2
.3
8f, (leg
0
.2
CD
IZ] I0
.i
!i!il:i!i:
0
2.0
iiiiii:i
i:iiiiii
!_i!iii:
.5
CL
0
-4
8
a, deg
(b) Full-span
Figure
slotted
12
16
20
24
flap.
18.- Concluded.
41
.I
0
Cm
-._
-.2
.3
CD
.2
.I
0
2.0
1.5
1.0
.5
CL
0
-.5
-8
-4
8
a, deg
(a) Partial-span
iZ
split
16
flap.
42
.I
0
Cm
-.]
-.2
.3
0
.2
CD
.1
0
2.0
1.5
1.0
.5
CL
0
-.5
-8
-4
8
a, deg
(b) Full-span
Figure
split
12
16
2O
24
flap.
19.- Concluded.
43
.i
0
Cm
-.I
-.2
.3
.2
CD
.I
-3LI
-_l.o
<>
0
2.0
1.5
1.0
.5
CL
0
-.5
-8
-4
12
16
20
24
Q, deg
(a) Longitudinal
characteristics
for up deflectons
of left aileron.
44
Cl
-.02
Cn 0
.2
Ch
0
-.2
-8
-4
12
16
20
o, deg
(b) Lateral
and hinge-moment
characteristics
Figure
for up deflections
of left aileron.
20.- Continued.
45
.1
0
Cm
-.I
-.2
.3
.2
CD
.I
0
2.0
I.:.5
1.0
.5
CL
-._
-8
-4
24
a, deg
(c) Longitudinal
characteristics
Figure
46
of left aileron.
Cl
-. 02
Cn
Ch 0
-.4
-8
-4
4
a,
(d)
Lateral
and
hinge-moment
of
Figure
8
deg
characteristics
left aileron.
20.-
12
for
16
down
20
deflections
Continued.
47
.1
.5
CL
(e) Longitudinal
characteristics
for differential
of right and left ailerons.
Figure
48
20.- Continued.
deflections
O2
0
C
l
-.02
-.04
.02
Be deg
Left
0
0
C] -9.1
O "19.7
.01
Righl
0
4.2
9.3
Cn 0
-.0!
-.02
.2
Ch 0
-.2
-8
-4
12
16
20
a, deg
(f) Lateral
deflections
20.- Concluded.
49
.I
0
Cm
-.]
-.2
.3
.2
CD
.i
0
2.0
1.5
1.0
.5
CL
-.5
-8
-4
(a) Longitudinal
characteristics
12
for up deflections
16
20
24
of left aileron.
5O
O2
Cn 0
Ch 0
-4
(b)
Lateral
up
8
a, deg
12
and hinge-moment
characteristics
deflections
of left aileron.
Figure
21.-
16
20
for
Continued.
51
.I
0
Cm
-.i
-.2
.3
.2
CD
.I
0
2.0
1.5
1.0
.5
CL
-.5
-8
-4
12
16
20
24
a, deg
(c) Longitudinal
characteristics
Figure
52
of left aileron.
Cn 0
Ch 0
-.4
-8
-4
12
16
20
o, deg
(d)
Lateral
and
hinge-moment
of
characteristics
right
Figure
and
21.-
left
for
differential
deflections
ailerons.
Continued.
53
.!
I_HIHIH
!t_H!!!!
HIIHIIH
Cm
!!!g!![!!
-.]
-.2
0
[]
.3
0
.2
CD
.I
O
2.0
......... N
ii
.......... il
1,5
.........ti
......... !i
H
1,0
..........
iHiiHiH H
r,,,,,,,,t
.5
!Ii
CL
...........
1I
b*_t_tlf_
r4111111tt:
>+++,+_4_+
Fitttltfl_:
7_
......... !1
.._
I;tlIIliF
-8
-4
12
16
20
a,_'_
(e) Longitudinal
characteristics
for differential
of right and left ailerons.
Figure
54
21.-
Continued.
deflections
24
02
-.04
8a,deg
-.06
0
0
Left Right
0
0
"9.1
(zl
<>-14.3
8.9
-19.4 8.9
.0!
Cn 0
-.01
-.02
.2
Ch
-.2
-8
(f) Lateral
-4
8
a, deg
12
16
20
deflections
21.- Concluded.
55
.2
.l
0
Cm
-.1
-.2
0
0
0
.3
.2
cD
l.21x 106
L49 x I06
1.72x lO6
L 92x 10
.i
0
2.0
1.5
1.O
.5
CL
0
-.5
-l.O
-8
-4
12
16
24
a, (k,g
Figure
56
22.- Effect
of
characteristics
Reynolds
number
on longitudinal
aerodynamic
of NASA GA(PC)-I
wing.
6f = -10 .
28
-.2
.3
.2
CD
.I
-1.0
-8
Figure
-4
23.-
Aerodynamic
(R =
8
el, deg
12
characteristics
1.49
106;
_f
of
16
NASA
20
GA(PC)-I
24
wing.
= -10.)
57
.02
i!!!![ll
!.!_!!_i!F.:_i_
!!I_
..... F
_:
!!
i!!
ilF_IH
FHIIIII
l
-.02
iiillii_
!
iliiiii_
iiiHiii
",04
, _
,'
'
_ii;!
! ll_i_l o .0
iiiitiiiiiiti
iil'o"_0
!i _L_ I
J]]
t !]!]
]_._.,
[E_lilt[tf]lfI]i]]l]]]l]iiiiiil]l][][][IllItll!i//l]}iiiiiitll
_4:_:_:,
_ii'iiiii
l!!:_!:i
.01
;;:
iii!'!!!:
:i :Hltil
:i!]
]_]];::I]
_[illHi!i
:!:
;i11
_ttliit_i
i'_,
:_1::::,:
!!!i!!i!i
Cn 0
itli]iii]ii!hiWEth
11i;i:_:!
- .01
hi_.:ll!!I!
ii'_
filliii!i_,
!iliiililtltitllil
!iiii'
_ii!lH
iii ....
Ill
_!!]]!!!!!
_I1_i_1IttI
IilIIIiIli
itii
- .02
.05
liiiiiiIl_,_l;_IlllliiliIi_IHIlI,L,_,_4
!!!i!l!i_iIili:i_,,_
ii_i,
,l,iL!li
I_
ilI_i_IIlliiliiitiiii
i
i
lh *11
Cy 0
-, _).5
-.1
-8
:!IIII_I!t!!_!_![i_!!!!i !iii!iiii_i!i_i_i
-4
12
ct, deg
Figure
58
23.- Concluded.
16
20
24
.2
.I
"o I
-.2
.3
.2
_D
.I
0
2.0
1.5
1.0
.5
CL
-.5
-LO
-8
-4
(a)
Figure
24.- Effect
of deflection
aerodynamic
characteristics
Partial-span
12
16
flap.
of partialand
of NASA GA(PC)-I
full-span
flap on
wing.
(R = 1.92
longitudinal
x 106.)
59
.!
I!!!!!!
:1:! !:
i!i!i!
0
-I0
I0
!!!ITli]
.5
CL
0
-._
-I.0
-8
-4
8
c_,deg
(b) Full-span
Figure
60
24.-
!2
flap.
Concluded.
16
20
24
2O
16
12
8
LID
-4
GA(PC)-I, 6f "
GA(W)-I
NACA 652-415
0"
-8
-12
-.2
.2
.4
.8
.6
LO
1.2
1.4
1.6
CL
Figure
25.-
Lift/drag
as
a function
of
CL
for
three
configurations.
61
o Upper surfece
o Lower surfoce
-32_
-\
cp
a = -0.200
Q= 4670
%
-I
_----J
,
L ._- L
. L.
____4__
--1.0
t__
._
.:
-3
.q
.b
x/c
-qF
q
-33
e = 9_11
P
= 4.450
'o,
Cp
'o_
Cp
o,O''o-O.,o_
_1
o_
t .
;_
,T --._
-_
....
XlC
_,
,,:
.d
X/C
(a)
Figure
26.-
pressure
deflections.
62
Surface-pressure
Section
distributions,
surface-pressure
profiles
(R
for
=
NASA
1.72
distributions
GA(PC)-I
106.
6f
wing
with
-I0.
and
various
wake
flap
total-
"
_' iL
o,
%o..Q
_'_"
I
I L_
13.510
"""o_
"_w "_.-_o.
--,_--_--_--o._'_-o_.__
1-
__c'_
_ Lower surface
-3 _
C
-_!l
_c_l/_
o UpPer surfoce
(a)
Concluded.
F_SuPe 26..
Continued.
63
o Upper surfoce
o Lower surface
I
I
:i
Cp
_ = -2.32_
c
:;- %
ii
-uJ,
vb"
i --Q---'_-
l
J
x/c
,, = 0.09_
i
Cp
Cp
o
'-
'b
I_
':
_'
2.37
al.....:........
,Li
.S
F:
" I'
"_
"{'
l " CI
x/c
)c, C
hr
lr
i
i
,i
_F
i
,_k
Li
Cp
i
I F_ :"
_ = 4 75_
oo
cp
_ = 7.1B_
'.
o- o
o.
_ooo
[_
i
b
.'2
'
,{
.
"
_J
1
.
J_
J
.8
,
I
:-__
1
t
'
- o- O_o.o
x/c
Surface-pressure
Figure
64
x/c
(b)
_ o-_
distributions,
26.-
Continued.
6f
: 0 .
o Upper surface
[] Lower surface
:L
I _
0o-0"0"%
0
Cp
] _
e = 9.4P
O-o.0`o\
-2!
\o. "o.
-2
a = ll..._
0"-%0
Cp
- ]
_-
_ p_crm
o o_m
.I
O_o.
o-
-TI_?
n-
_2
_o
o_
"-
-[
noo_'-
,3
.q
.... 6
.?
.8
.9
I :z_L_
|.O
.1
-o-_
a _
.2
.3
-q
.S
-6
x/c
L __l____J
,7
.8
-9
1 .0
X/C
_LI
-3
_o
'o
q
O,q
o-o
a = 13.630
a,
Cp
Cp
t)_-
_,o
2'
i
_ = 15.610
\\
o_
]
o
"--
o.
_o _o_O
"'n_
o-
o-'_o
o__c_
-O_o.
Ol
o _o
1
]
.2
.3
.H
.S
.{i
.'/
,8
.,'3
.0
x/c
r:--
.2
.__
.q
_
.5
i
.6
L
.7
_L_IJ
.8
.g
I .g
x/c
t _
pO
2
Cp
O.q
'_o
_ = 17.710
q,
o
o
--n
aa.o o
i _z_
o
.I
[
.2
O_.o_
n -n
o -_
-o
_o
-o
- o
.o_o
-o -o
o
o-
o _'_,oo
o --
-o
i
.s
L
]
.,_ .s
xlc
.6
L__L
.___
.7
.8
.g
(b)
Figure
J
i.o
Concluded.
26.- Continued.
65
o Upper surface
8 Lower surface
;{F
i
,, = 197e
= 439o
iEf',
Cp
1
t
:J
Cp
,I
t
ry,
d:6"u_
:_ ::::
'_
:_
_}
:,
r,
,s,
'h
_:
. !
.d
.'i
,7
.;_
.?
-_
.LI
/C
X'C
_r
I
3_
:_
_. = 026c'
Cp
]_oOO
o-,,
= 2.68_
,
i
',Ms/n_
!1
'
.,t_
z,
,c:
r_
rl
c,
'_
o
::" _.LJ
.<L
_ci
.%
r_
!i.....
Oo
.h
_.,I,
.H
_,==4.98_
I
.%
.{i
.?
.8
._
_..
x Ic
,C
{_ooOo
,_,_
_ = 7.31a
O.o
Cp
i
,'
c
o
O_o_
I_
'_
Cp
l!
o-
o
il_'
._
i
;,
.-_J
._
u-c-
.H
Surface-pressure
Figure
66
-o-c
.5
tC
X/C
(c)
distributions,
26.-
Continued.
_f
I0 .
o-o
.6
-_
o-_
.?
--"
.8
c':_
._
].:!
o Upper surfoce
[] Lower
_L
surfoce
-H-
--
00,%
'%'%
a = 9.52
ho"
a = l l,7T
\o.
_'-2
Cp
_o_
Cp
-[_
o-
O_o
o
" _--o-_
o
o
u
[J
[]
--o
[]-r_-u
.1
.2
.3
.q
.S
.6
__O---o
jo_
.7
.8
.9
1 .0
.8
.3
_j
--o
-o
o
c-o_o
o--
o
o
_;a
_-o
u_
,_
.S
x/c
.5
,7
,8
.9
X/C
1.0
LI E
Po
-3
_o
_L,"i""L -_ _
Y
_o_
_q
o o
,:, = 13.64 o
o,
-2
Cp
_o-o
O.o_q
o\
o
x\
""o
O_o.
o
,_
--o
_ = 15.710
Cp
'
-c
-o
-o_
[]
o_-O_
-_o
o__O_o_
n_rk
o-
o
"o
o-o-.
o_
o
_o_
o_
o__o_O_o--o
o./a
_-o_O--o
_oJ
n-o.
o-o
o/o"
., .,
., .,
.]
xtc
,2
.3
.q
k
,5
L
.B
.L
.7
.8
,g
_
I.O
4
-3
\
a=
Cp
2c
1763 o
_ o
1
'_o
o-
o/"
o --o
o
_o---o
o
z%
.1
o _
J
.2
--o_--o
_o
___-o o o-o
--o--O
o.__
-o''F/
_o/"
--o
o_
1
.3
L
,q,
J__ _1
.5
.6
X/C
I
.7
I
.8
I
.9
(c)
Figure
I
1.0
Concluded.
26.-
Concluded.
6_
eu
q
u
68
.2-
ol
z/c
-.2
0
I
.1
I
.2
I
.3
i
.4
I
.S
I
.6
I
.7
I
.8
I
.9
airfoil
at
design
I
1.0
x/c
Figure
28.-
Pressure
distributions
of
NASA-Langley,
1977 L-11305
for
NASA
C L = 0.9,
GA(PC)-I
6f
condition
= 0 O.
69