Documente Academic
Documente Profesional
Documente Cultură
AZO6
ORIGINALLY ISSUED
July 1945 as
Memorandum Report A Z O 6
E F F E C T O F MACH AND REYNOLDS NUMBERS ON THE MAXIMUM LIFT
COEFFICIENT
OBTAINABLE IN GRADUAL AND ABRUPT STALLS
-_=
IC--
O F A PURSUIT AIRPLANE
-___--- --- EQUIPPED WITH A LOW-DRAG WING
WASHINGTON
NACA WARTIME REPORTS a r e reprints of papers originally issued to provide rapid distribution of
a&&?ce researrh results to an authorized group requiring them for the war effort. They were previously held under a security status but a r e now unciasoiiied. Some nf fi-eae reports were not technically edited. All have been reproduced without change in order to expedite general distribution.
A-5
MEMORANDUM REPCRT
for the
Bureau of Aeronautics
N a y - Depart ment
. . .
MR No. ~ 5 ~ 0 6
ITRODUCTION
While e x t e n s i v e information on t h e c h a r a c t e r i s t i c s of NACA lowdrag a i r f o i l s has been provirled by wind--tunnel t e s t s , t h e characterist,-cs of p r a c t i c a l c o n s t m c t j o n wings having t h e low-drag c i r f o i l
s e c t i o n s have not been as completely evaluated. I n order t o provide
comFarat7:ve d a t a on t h e maximum l i f t c h a r a c t e r i s t j c s of wings having
low-drag and conventional a i r f o j l s e c t i o n s , f l i g h t t e s t s have been
conducted a t t h e Ames Aeronautical Laboratory on two a i r p l a n e s of
otherwise similari conffj guratton.
Reference 1 r r e s e n t s d a t a on t h e e f f e c t s of Mach and Reynolds
numbers on t h e mxl:miun l i f t cceff i c l e n t obta:nable I n gradual s t p l l s
of a pursut a i r p l a n e vhich has a wing with c o n v e n t i m a l a i r f o i l
sect,ions. I n t h e presen? report, informstion i s provide3 on t h e
e f f e c t s of Mach and Re:-nol-ds numbers OR t h e maximum l i f t c w f f j c i e n t
obtainzble i n gradual and abrupt s t a l l s of a s i m i l a r p u r s u i t a i r p l a n e
which has a wing with l o v 4 r a g a 5 r f o i i s e c t S m s . For purroses of
comparison k t a from reforence
a r e insl.urle6 i n t h e nresent r e p o r t .
.......................
L i q u ? ?-i:ooled
17-12, v-1--1~-93
. . . . . . . . . . . . . . . . . H - - a r ~ ~ u l i c a l l .oyn e r a t e d ,
FroTeller.
c m s t a n t speed
. . . . . . . . . . . . . . . . . . . . . . 11 f t 7 i n .
F r o F e l l e r design. . . . . . . . . . . . . . . . . . . A542-S-Dl
Blade design. . . . . . . . . . . . . . . . . . . . .
A-2@--156-17
Weight at t,?ke-off (as f l o m ) . . . . . . . . . . . . . .
q3Oc! Ib
Diameter.
Center-of-grzvity p o s i t i o n a t t a k e - o f f
(ns flown)
. . . . . . . . . . . . . . . . . . 26.3 percent
M.A.C.
Wing
.......................
........................
span.,
Area.
38.31ft
248 sq f t
MR No. A5GQ6
. . . . . . . . . . . . . . . . . . . . . . 5.93
Tcper r c t i o . . . . . . . . . . . . . . . . . . . . . . . . .
2:l
Incidence, r o o t . . . . . . . . . . . . . . . . . . . . . . .
1'1et
Incldence, t i p . . . . . . . . . . . . . . . . . . . . . . -0'27'
Aspect r a t i o .
. . . . . . . . 3,049
Swecpbqck ( l e a d i n g edge). . . . . . . . . . . . . . . . . 5'6'17"
M.A.C.
. . . . . . . . . . . . . . . . . . . . . . . . . 6.88 ft
A i r f o i l , r o o t . . . . . . . . . . . . . . . NACA 66,~-116(a-o. 6 )
A i r f o i l , t i p , . . . . . . . . . . . . . . . NACA 66,2~-216(a=0.6)
Diherlral ( t o p s u r f a c e , 35 nercent chord.).
Horizontal-tail
surfaces
..........................
45.15
Total area . . . . . . . . . . . . . . . . . . . . .
Incidence
'
1
sq f t
where
Vi
free-stream t o t a l prcssurc:
free-stream s t a t i c prcssure
po
NO.
~ 5 ~ 0 6
The f r e e - a i r temperatures were obtained from radiosonde observat!ons taken d u r i n g t h e moimings and evenings of t h e d a t e s of t h e
t e s t f l i ' g h t s and were checkad i n f l i g h t by r e a d i n g a f r e e - a i r temperature i n d i c a t o r c o n x c t c d t o a temperature bulb mounted under
t h e wing of t h e a i r p l a n e .
, . . -
TEST PROCEDURE'
Tests were made with t h e f l a p s and g e a r up, o i l - and coolantduct s h u t t g r s closed-, power o f f , and w i t h t h e p r o p e l l e r i n t h e
c o n s t a n t -speed h i gh-pj. t ch. posit ion.
G r a d u a l s t a l l s were made i n t u r n s a t speeds throughout t h e
a v a i l a b l e range a t 5,100, 8,800, 13,500, 17,500, 21,300, 24,500,
29,400, and 32,300 f e s t p r e s s u r e a l t i t u d e . S t a l l s of varying degrees
of cilxvptness were made a t s e l e c t e d speeds and a l t i t u d e s throughout
t h e a v a i l a b l e Mach and R e p o l d s nuniber range. With a f e w exceptions,
a l l s t a l l s were made w i t h i n ?OO f e e t of t h e l i s t e d a l t i t u d e and 3
m i l e s per hour of t h e l i s t e d speeds.
RESULTS AXD DISCCSSIGN
where
cLmax
maximum lift c o e f f i c i e n t
weight of t h e a i r p l a n e , pounds
MR NO. ~ 5 ~ 0 6
normal a c c e l e r a t i o n f a c t o r , t h e r a t i o of t h e n e t
aer%iyna;nic f o r c e along t h e a i r p l a n e Z-axis a t t h e s t a l l
( p o s i t i v e khen d i r e c t e d upward), t o t h e weight of t h e
airplane
AZ
Gradidal S t a l l s
The maximum l l f t c o e f f l c l e n t o b t a i n a b l e i n gradual s t a l l s i s
t h e quantit;r most s i m i l a r t o t h e steady-state maximum l l f t . coeffjc i e n t measured 7n wind turmels. A s rich, it r e p r c s e n t s t h e m a x i m u m
u s e f u l l i f t c o e f f j c i e n t and I s of i q o r t a n c e i n e s t i m a t i n g t h e
landing speed and t h e t u r n i n g a b i l i t p of an e.irplcane.
Curves of t h e maximnun nornlal a c c e l e r a t j on fpr-for qD5;nSned In
gradual s t a l l s , corrected t o an a i r p l a n e m!ght of 8GDQ P G U ~ ~a S
r e,
p l o t t e d as a f u n c t i o n of inLiceted a i l a p e 6 , a t eech t e s t a l t i t u d e i n
f i g u r e 4 m d a r e cross-plotted a3 a f u n c t i o n GI al+,itu.le f - r constant
i n d i c a t e d a i r s p e e d i n f i g u r e 5 , These curve8 sho;i t h a t , . <itlow
speeds, t h e maximum n o r m 1 a c c e l e r a t i o n f a c t o r decreases with an
i r c r e a s e i n a l t i t u d e . A t high s-pee6.a and a l t i t u d e s , homver, a
c r i t i c a l noint 1 s reached bepond which t h e maximmAnoma1 ac,celerat i o n f a c t o r i n c r e a s e s with an increase i n a l t i t u d e . The r w s o n s for
t h e s e v a r i a t i o n s w i l l . be shown i n t h e su3sequent s e c t J m q . q$ t h e
report
E
f f e c t of Mach number on the maximtm l i f t coefficient.- The
-----________~-----_Il i f t coefficient obtainable
v a r i a t i o n with Mach n m b e r of the rnaxini~~m
i n gyadual s t a l l s a t each t c s t a l t i t u r i c i s shewn i n f i g u r e 6 . A t
each a l t i t u g e t h e miximum lift c o c f f i c j c n t dccrchscs t o 0.90 as t h e
Mach number incrcascs t o 0.49 and t h c n i n c r e a s e s with f i r t h c r
i n c r e a s e s of Mach number rezching rr vnluc of 1.09 a t a Mach number
of aTproximately 0.66. There i s an i n d i c a t i o n of a tcnd.cncy t o peak
a t t h i s value, which i s 3 I G l i l a i - t o t h o tcndency previously observed
I n t h e low Mach numbcr
(Sec reference 2 . )
i n win?-tunnel t e s t s .
regfon, t h e maxinmn l i f t c o e f f i c i e n t dccreasos markedly with i n c r e a s e s
of n l t i t u d e : whereas a t h j g h e r Msch numbers t h e e f f e c t s of a l t i t u d e
become very small.
The d a t a shown i n f i g u r e 6 w e r e p l o t t e d i n f i g u r e 7 t o show
t h e v a r i a t f i o n of t h e maxlrn7u.m l i f t c o e f f i c l e n t wjt,h Mach number f o r
constcult Reynolds numbers. For all cxcept t h e 6,500,000and
8,000,000 Reynolds number l i n e s the maximum l i f t c o e f f i c i e n t
decreases almost l i n e a r l y w i t h i n c r c m c s of Mach liumbcr M a t 8
r a t e 6CLITl,X
T h i s v a r i a t i o n may bo caused,
of approximately -1.75.
6M
MR No. Ay.206
as described i n r e f e r e n c e 2 , by t h e t h i c k e n i n g of t h e boundary l a y e r
whS ch reduces t h e c i r c u l a t i o n or by t h e e a r l i e r s e p a r a t i o n r e s u l - t i n g
f r o m t h e s t e e p e r adverse 9ressui-e g r a d i e n t s a s s o c i a t e d with l a r g e r
Mach nwlbers.
T h e o r e t i c a l conputations made i n r e f e r e n c e 3 i n d i c a t e d t h a t t h e
wing t i p and r o o t a i r f o i l s e c t i o n s have c r i t i c a l Mach numbers of 0.44
and 0.40, r e s p e c t i v e l y . a t a l i f t c o e f f i c i e n t of 0.90. It appears,
t h e r e f o r e , t h a t t h e i n c r e a s e i n t h e maximum l i f t c o e f f i c i e n t i s
caused b r a n i n c r e a s e i n t h e chordwise e x t e n t of t h e low-pressure
r e g i o n on t h e uppsr s u r f a c e following t h e f o - m t i o n of a superson;c
v e l o c i t y region. This Thenomenon has previously been noted i n
r e f e r e n c e 2 , I n orc?er t o i l l u s t r a t e t h e p o l n t , p r e s s u r e d i s t r i b u t i o n s f r o m r e f e r e n c e 2 f o r an NACA 16-515 a i r f o i l a t an angle of
a t t a c k of 1l0 a t Mach numbers of' O.l+O, 0.55, and 0.60 a r e presented
i n f i g u r e 8. These pyessure d i s t r i b u t j o n s show t h a t , as t h e speed
i s increased from s u b c r j t i c a l speeds t o moderately s u p e r c r i t i c a l
speeds, the upper-surface p r e s s u r e - d i s t r t b u t i o n changes from one
with a s h a r p ncg3t:ve r r e s s u r e peak followed immc<~atclyby a s t - e p
adverse pressure g r a d i e n t t:, m e w'th a lower. m v e rcunded, neRative
pressure peak with t h e steep a d v e r s e - - F r e s s u r e - ~ r a ~ ~ e nrte q i m of t h e
s h w k wave moving rearward w'th increases ~ f 'Mzch n w b e r . While t h i s
phenomenon is occurring or, t h e u r p e r s u r f e c e , t h e lower-sur"ace
p r e s s u r e d i s t r l 3 u t i o n i s remaining e s s e n t i a l l y unchanged, thoreby
a c c w n t i n g f o r t h e g a i n i n l i f t . Unpubllshed d a t a on f i l e a t Ames
Aeronauticel Lzbcratorz- show t h y t s l m l l a r ' changes :n pressurr- dfstrib u t i o n occur on an R X A 66v2-213 a l r f ' o l l wh;ch is very s i m i l e r t o
t h a t used on t h e t e s t a i r p l a n e . A s thc c r i t i c a l Mach niunbor i s f ' r s t
exceeded, t h e rounded pressure ~ e a kp-rduces a h i g h e r maximum l i f t
c o r f f i c i e n t , b u t as t h t Mach nmlbcYr 3s incr=zsc? f u r + h c r , t h e l m s ir,
lift due t o t h e decreasing values of t h e l i m i t negative p r e s s u r e
c o e f f i c i e n t s ( a concept presented i n r c f e r e n c e 4 ) f i n a l l y overcomes
t h e increase due t o t h e rearward movement of t 3 e shock wave.
Figure 9 p r e s e n t s data obtained. from r e f e r e n c e 1 shnwlng t h e
v a r i a t i o n of the maximum lift c o e f f i c i e n t with Mach mmber f o r
constant Reynolds numbers for power-of f gradual s t a l l s of t h e a 7 r-plane cqulppcd with t h o conventional wing. Thls a i r p l a n e i s similar
t o t h o t e s t a i r p l a n e exccnt f o r t h e wlng s e c t i o n s . The wing of t h e
a i r p l a n e described i n r e f e r e n c e I c o n s j s t s of NACA c o n v m t i o n a l
s c c t i o n s t a p e r i n g from an NACA 0015 a t t h e wjng r o o t t o en PTACA 23009
a t t h e t i p . It shoulr? be n%ed t h a t t h e curves f o r t h e a i r p l a n e w j t h
t h e conventional wing are s l i g h t l y d!ffcrent from t h o s e o r i g i n e l l y
presented i n r e f e r e n c e 1, due t o t h e c o r r e c t i o n of some small crrors.
A comparison of t h e curves of figure 7 w i t h t h e cqrresponding d a t a
f o r t h e t e s t a j r p l a n e r e v e a l s t h a t t h e c h a r a c t e r of t h e v a r i a t i l s n of
t h e m a x i m u m l i f t c o e f f i c i e n t with Mach number d i f f e r s grcat1:r f o r
t h e two a i r p l a n e s . In c o n t r a s t t o t h e v a r i a t i o n s prev;ousl?r n o t e 1
f o r t h e test a j r p l a n e , t h e maximum l i f t c o e f f i c i e n t of t h e a i r r l a n e
of reference 1 decrcased s t c a d i l y w i t h i n c r e a s i n g of Mach number
throughout the e n t i r e Mach number range t e s t e d . Unnubli shed a i r f o i l
MR No, A5GC6 .,
Calculated ni_nlmm
r z d i u s of turn.- The e f f e c t s of t h c varia.-.-_I.-___
t i o n of t h c maxjmim liit. c
ficj.or,-t with Mach anS.1 Rc:_-nclds numbers
on t h c mni;uvering c h a r a c t c r l e k i c 3 >.If t h o t e s t alrpl?.nc x r c i l l u s t r a t c S bs t h e curves of f i g u r c l3 Ehswlng t h e cnicul~.T;cdminimum
>if.>r
i z o n t a l t,urn a t various
r a d i u s of E yo2crl;~bnnheL, powcr-off
a l t i t u d c s plottcir a c n func,tl m !If i n d l c a t c d a i r s $ > o L cnd t h a t COP
putcd by iusing a low Mach nuxbcr valuc? of t h e n ~ x - i n ~lilt
m
cocfficj.ent (1.30).
A com2arison of t h c two curves for unch n l t i t u d c shows t h c large
detrimental e f f e c t s on t h o t u r n i n g z b i l i t : , of thc; t e s t airplnnc. tl:ct
r e s u l t f r o n t h c dcsrease of t h e max5mm l i f t cocfficicmt w l t h
increases in Mach nw-bi;r. T h i s ccmprj.s,:m I . n i l i ~ t i : s th- iiucessity
for considering Mach num3er e f f o c t s i n estinzt-ing t h e t u r n i n g perf o m n c c : of airplancLq., ec;ccicily a t high z l t i t u d o s .
Abrunt S t a l l s
Although t h e h i g h e r l i f t obtained i n zbrupt s t a l l s i s n o t a
u s e f u l q u a n t i t y i n i n c r e a s i n g t h c m c u v c r a b i l i t y o r dccrcasin;: t h e
landing s?ced of an a i r p l a n c , i t i s considcrcd, a t prcscnt, i n
designing a i r p l a n e s t o withstand loads imposed by v c r t i c * - i W s t s and
b j abrupt manouvers. Although t h c t e s t s wcm mCe by s t a l l t n g t h e
a i r p l a n e i n very zbrupt pull-ups, s t n i l a r mxlmum l i f t c h s r a c t c r i s t i c s would be a n t i c i p a t e d i n s t a l l s produce? b;. f l y i n g i n t o a v c r t i c a l g u s t b c c a . ~ cboth ?henomem arc caused c s s c n t i a l l : by t h c l n g of
t h e flow s e p a r a t i o n following a sudden i n c r c n s c i n t h e ~ n g l cor
a t t a c k . The e f f e c t s of p i t c h i n g v c l o c i t y and Mach and R e - m o l d s
numbers on t h c maximum l i f t c o c f f i c i c n t will be discussed i n t h c
f 01-lowing s e c t i ons.
E f f e c t s of p i t c h i n g v e l o c i t y on t h e mximum lift c o e f f i c i e n t . The e f f e c t s of p i t c h i n g v e l o c i t y on t h e maximum lift coefficient are
AFOG
NG.
This p a r m e t e r i s
where
rl,q
VT
t r u e a i r s p e e d a t t h c t ; n z of t h e stcll, f e e t p e r s e c m L
e-
2. Reynolds niunbei- had less e f f e c t on t h e maximum l i f t c o e f f i ?Tent o b t a l n a 3 l e i n gradual sta'ls a t high lilach numbers t h a n a t low
Mach numbers, no e f f e c t s being aprarent, a t Mach numbers g r e a t e r t h a n
0.50.
4. The maximum l i f t c o e f f i c i e n t w a s a f f e c t e d by c o m p r e s s i b i l i t y
a t Mach num5ers .as ;.ow as 0.15.
5. The maxjmum l i f t coeff Ictent c b t a i n a 3 l e i n gradual s t a l l s
decreased n e a r l y 1Ireaz-l:. with ;Erreases i n Mazh number u n t i l a
rnjnjmm value of 0.90 w a s reschcd a t a Mzch n m b e r of 0.49, and t h e n
increased w i t h f u r t h e r 'nsreases i n black: nimber u n t i l 8 value of
1.09 was reacned a t a 14as.h nxxber of 0.65,
MR No. ~ 5 ~ 0 6
12
1944.
2.
3.
Hsaslct, Max. A . :
C r i t i c a l Mach Numbers of Various A i r f o i l
Secti-ons. NACA ACR No. bGl9, 1944.
4.
5.
6.
E.
9.
V d . 11,
M R NO.
A5G06
I
I
I
38
- '
32 '8.8"
ICs
MR
NO.
A5G06
NACA
6'62 X - 2 / 6
77P A / R ! O / L
NACA 6 6 , 2 X - / / 6
R O O T A/RFO/L
N AT I ON A L ADV I soar
C O M M I T T E E FOR A E R O N A U T I C S
2.0
M R No.
A5G06
In
I
a\
MR N o .
A3606
In
I
GRADUALSTALLS
r~sr
MACH
NUMBER
MAXIMUM
ALTITUDE, f E E T
--------
5/00
8800
13500
- --/7500
-----____ 21300
--- - --- - -24500
--_
--29400
--__-
.20
.30
$0
-32300
.50
-60
0.41
0
0.e 5
0.485
0.335
0.5QO
0.570
0.630
0.670
-70
.
M R No.
A5GO6
ro
I
<
'I
cs
A5G06
M R NO.
I
4
-40
-3.0
- 2.0
-LO
/#
0
0
20
FIGURE
8.- P R E ~ S U RDLXWWT/ON
E
OVER
AT
AN
NACA /6-5/5
A/RfO/L
ANGLE
o f ATTACK
OF
/ l o ~r
MACH
NC//V/aRS Of
O+Q, 0 . 5 5
THE
AND
0.60.
(REFERENCE
3)
MK
NO-
36Ub
.20
-30
-40
M A C H NUMBER,
-50
.60
MH
NO.
A5G06
NO.
A5G06
/O
NATIONAL A D V I S O R Y
C W I T T E E FOR AEGOnAUTlCS
.zo
.24
28
.32
MACHNUMBER,
.36
M
.40
.44
MR
NO.
A5G06
In
.25
.a>
6
REYNOLDS
/O
NUMBER,
/2
Ax
/4
A9-6
M R No.
A5G06
NATIONAL A D V I S O R Y
C O h M I T T E E FOR A E R O N I U T I C S
.60
90
18
.20
/4
/o
?AO/U3 OF TURN
. T U R N COM5/NG A
6
3000
2000 qooo
\
/om
/
M R No.
LT,
A5G06
......
rr
> u
o <
K
2 0
< u
MR NO.
A5G06
GRADUk L 3 T A L L.3
ALT/TUD, F E E T
\'
'
'
\
' I I
'.
5/00
--- -- -- 32,300
N A T I ON A L ADV I SO R Y
C O M M l T T E E F O R AERONAUT I CS
./o
.20
.30
.40
M A C H NUMBR,
FIGUQE
/5 - MAXIMUM
LIFT
.50
M
.70
C O E F F 7 c I E N r O F Tk TST
AIRPLANE COMPARED W I T H CALCULATD
WING L I M I T L / F T C O F F I C / E N T .