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NASA NTRS1993

High Reynolds number and turbulence effects on aerodynamics and heat transfer in a turbine cascade

Experimental data on pressure distribution and heat transfer on a turbine airfoil were obtained over a range of Reynolds numbers from 0.75 to 7.5 x 10 exp 6 and a range of turbulence intensities from 1.8 to about 15 percent. The purpose of this study was to obtain fundamental heat transfer and pressure distribution data over a wide range of high Reynolds numbers and to extend the heat transfer data base to include the range of Reynolds numbers encountered in the Space Shuttle main engine (SSME) turbopump turbines. Specifically, the study aimed to determine (1) the effect of Reynolds number on heat transfer, (2) the effect of upstream turbulence on heat transfer and pressure distribution, and (3) the relationship between heat transfer at high Reynolds numbers and the current data base. The results of this study indicated that Reynolds number and turbulence intensity have a large effect on both the transition from laminar to turbulent flow and the resulting heat transfer. For a given turbulence intensity, heat transfer for all Reynolds numbers at the leading edge can be correlated with the Frossling number developed for lower Reynolds numbers. For a given turbulence intensity, heat transfer for the airfoil surfaces downstream of the leading edge can be approximately correlated with a dimensionless parameter. Comparison of the experimental results were also made with a numerical solution from a two-dimensional Navier-Stokes code.

Yeh, Frederick C.↗

NASA NTRS1993

Reynolds number influences in aeronautics

Reynolds number, a measure of the ratio of inertia to viscous forces, is a fundamental similarity parameter for fluid flows and therefore, would be expected to have a major influence in aerodynamics and aeronautics. Reynolds number influences are generally large, but monatomic, for attached laminar (continuum) flow; however, laminar flows are easily separated, inducing even stronger, non-monatomic, Reynolds number sensitivities. Probably the strongest Reynolds number influences occur in connection with transitional flow behavior. Transition can take place over a tremendous Reynolds number range, from the order of 20 x 10(exp 3) for 2-D free shear layers up to the order of 100 x 10(exp 6) for hypersonic boundary layers. This variability in transition behavior is especially important for complex configurations where various vehicle and flow field elements can undergo transition at various Reynolds numbers, causing often surprising changes in aerodynamics characteristics over wide ranges in Reynolds number. This is further compounded by the vast parameterization associated with transition, in that any parameter which influences mean viscous flow development (e.g., pressure gradient, flow curvature, wall temperature, Mach number, sweep, roughness, flow chemistry, shock interactions, etc.), and incident disturbance fields (acoustics, vorticity, particulates, temperature spottiness, even electro static discharges) can alter transition locations to first order. The usual method of dealing with the transition problem is to trip the flow in the generally lower Reynolds number wind tunnel to simulate the flight turbulent behavior. However, this is not wholly satisfactory as it results in incorrectly scaled viscous region thicknesses and cannot be utilized at all for applications such as turbine blades and helicopter rotors, nacelles, leading edge and nose regions, and High Altitude Long Endurance and hypersonic airbreathers where the transitional flow is an innately critical portion of the problem.

Bushnell, Dennis M.↗

NASA NTRS1954

Wind-tunnel Tests of a Model of a Wingless Fin-controlled Missile to Obtain Static Stability and Control Characteristics Through a Range of Mach Numbers from 0.5 to 0.88

An investigation at medium to high subsonic speeds has been conducted in the Langley low-turbulence pressure tunnel to determine the static stability and control characteristics and to measure the fin normal forces and moments for a model of a wingless fin-controlled missile. The data were obtained at Reynolds number of 2.1 x 10(6) based on the missile maximum diameter or 17.7 x 10(6) based on missile length; this Reynolds number was found to be large enough to avoid any large scale effects between the test and the expected flight Reynolds number. With the horizontal-fin deflection limited to a maximum of 6 degrees, longitudinally stable and trimmed flight could not be maintained beyond an angle of attack of 17 degrees for a Mach number of 0.88 and beyond 20 degrees for a Mach number of 0.50 for any center-of-gravity location without the use of some auxiliary stability or control device such as jet vanes. Mach number had no appreciable effect on the center-of-pressure positions and only a slight effect on neutral-point position. There was a shift in neutral-point position of about 1 caliber as the angle of attack was varied through the range for which the neutral point could be determined. Yawing the model to angles of sideslip up to 7 degrees had little effect on the longitudinal stability at angles of attack up to 15 degrees; however, above 15 degrees, the effect of sideslip was destabilizing. With the vertical fins at a plus-or-minus 6 degree roll deflection, the rolling moment caused by yawing the model at high angles of attack could be trimmed out up to angles of sideslip of 6.5 degrees and an angle of attack of 26 degrees for a Mach number of 0.50; this range of sideslip angles was reduced to 3 degrees at a Mach number of 0.88. The data indicated that, at lower angles of attack, the trim range extended to higher angles of sideslip. The total normal-force and hinge-moment coefficients for both horizontal fins were slightly nonlinear with both angle-of-attack and fin deflection. The effect of Mach number was to reduce the slopes of the hinge-moment coefficient with angle of attack and deflection angle. In general, the effort of increasing the sideslip angle was to reduce the values of the fin normal-force and hinge-moment coefficients.

Burrows, Dale L↗

NASA NTRS1961

A Transonic Investigation of Changing Indentation Design Mach Number on the Aeodynamic Characteristics of a 45 deg Sweptback-Wing-Body Combination Designed for High Performance

The effects of changing indentation design Mach number on the aerodynamic characteristics of a 45 deg. sweptback-wing-body combination designed for high performance have been investigated at Mach numbers from 0.80 to 1.13 in the Langley 8-foot transonic tunnel and at a Mach number of 1.43 in the Langley 8-foot transonic pressure tunnel. The Reynolds number of the investigation covered the range from approximately 2.5 x 10 (exp 6) to approximately 3.0 x 10(exp 6) based on the mean aerodynamic chord of the wing. The 45 deg. sweptback wing with camber and a thickened root was tested at 0 deg. angle of incidence on an unindented body and on bodies indented for Mach numbers M of 1.0, 1.2, and 1.4. Transonic and supersonic area rules were used in the design of the indented bodies. Theoretical zero-lift wave drag was calculated for these wing-body combinations. A -2 deg. angle of incidence of the wing, and M = 1.4 revised body indentation, and fixed transition also were investigated. Experimental values of zero-lift wave drag for the indented-body combinations followed closely the area-rule concept in that the lowest zero-lift wave-drag coefficient was obtained at or near the Mach number for which the body of the combination was designed. Theoretical values of zero-lift wave drag were considered to be in good agreement with the experimental results. At a given supersonic Mach number the highest values of maximum lift-drag ratio for the various combinations also were obtained at or near the Mach number for which the body of the combination was designed. At Mach numbers of 1.0, 1.2, and 1.43, the maximum lift-drag ratios were 15.3, 13.0, and 9.2, respectively. The use of an angle of incidence of -2 deg. for the wing in combination with the M = 1.2 body increased the zero-lift wave drag and decreased the maximum lift-drag ratio. All configurations maintained stable characteristics up to the highest lift coefficient of the investigation (C(L) approx. equal to 0.5).

Loving, Donald L.↗

NASA NTRS1959

Maximum Mean Lift Coefficient Characteristics at Low Tip Mach Numbers of a Hovering Helicopter Rotor Having an NACA 64(1)A012 Airfoil Section

An investigation has been conducted on the Langley helicopter test tower to determine experimentally the maximum mean lift-coefficient characteristics at low tip Mach number and a limited amount of drag- divergence data at high tip Mach number of a helicopter rotor having an NACA 64(1)AO12 airfoil section and 8 deg of linear washout. Data are presented for blade tip Mach numbers M(t) of 0.29 to 0.74 with corresponding values 6 6 of tip Reynolds number of 2.59 x 10(exp 6) and 6.58 x 10(exp 6). Comparisons are made between the data from the present rotor with results previously obtained from two other rotors: one having NACA 0012 airfoil sections and the other having an NACA 0009 airfoil tip section. At low tip Mach numbers, the maximum mean lift coefficient for the blade having the NACA 64(1)AO12 section was about 0.08 less than that obtained with the blade having the NACA 0009 tip section and 0.21 less than the value obtained with the blade having the NACA 0012 tip section. Blade maximum mean lift coefficient values were not obtained for Mach number values greater than 0.47 because of a blade failure encountered during the tests. The effective mean lift-curve slope required for predicting rotor thrust varied from 5.8 for the tip Mach nuniber range of 0.29 to 0.55 to a value of 6.65 for a tip Mach number of 0.71. The blade pitching-moment coefficients were small and relatively unaffected by changes in thrust coefficient and Mach number. In the instances in which stall was reached, the break in the blade pitching-moment curve was in a stable direction. The efficiency of the rotor decreased with an increase in tip speed. Expressed as figure of merit, at a tip Mach number of 0.29 the maximum value was about 0.74. Similar measurements made on another rotor having an NACA 0012 airfoil and with a rotor having an NACA 0009 tip section, showed a value of 0.75. Synthesized section lift and profile-drag characteristics for the rotor-blade airfoil section are presented as an aid in predicting the high-tip-speed performance of rotors having similar airfoils.

Powell, Robert D., Jr.↗

NASA NTRS1960

Transonic and Supersonic Wind-Tunnel Tests of Wing-Body Combinations Designed for High Efficiency at a Mach Number of 1.41

Wind-tunnel force tests of a number of wing-body combinations designed for high lift-drag ratio at a Mach number of 1.41 are reported. Five wings and six bodies were used in making up the various wing-body combinations investigated. All the wings had the same highly swept dis- continuously tapered plan form with NACA 65A-series airfoil sections 4 percent thick at the root tapering linearly to 3 percent thick at the tip. The bodies were based on the area distribution of a Sears-Haack body of revolution for minimum drag with a given length and volume. These wings and bodies were used to determine the effects of wing twist., wing twist and camber, wing leading-edge droop, a change from circular to elliptical body cross-sectional shape, and body indentation by the area-rule and streamline methods. The supersonic test Mach numbers were 1.41 and 2.01. The transonic test Mach number range was from 0.6 to 1.2. For the transition-fixed condition and at a Reynolds number of 2.7 x 10(exp 6) based on the mean aerodynamic chord, the maximum value of lift- drag ratio at a Mach number of 1.41 was 9.6 for a combination with a twisted wing and an indented body of elliptical cross section. The tests indicated that the transonic rise in minimum drag was low and did not change appreciably up to the highest test Mach number of 2.01. The lower values of lift-drag ratio obtained at a Mach number of 2.01 can be attributed to the increase of drag due to lift with Mach number.

Grant, Frederick C.↗

NASA NTRS1960

Investigation at Mach Numbers of 0.20 to 3.50 of Blended Wing-Body Combinations of Sonic Design with Diamond, Delta, and Arrow Plan Forms

The models had aspect-ratio-2 diamond, delta, and arrow wings with the leading edges swept 45.00 deg, 59.04 deg, and 70.82 deg, respectively. The wing sections were computed by varying the section shape along with the body radii (blending process) to match the prescribed area distribution and wing plan form. The wing sections had an average value of maximum thickness ratio of about 4 percent of the local chords in a streamwise direction. The models were tested with transition fixed at Reynolds numbers of about 4,000,000 to 9,000,0000, based on the mean aerodynamic chord of the wings. The effect of varying Reynolds number was checked at both subsonic and supersonic speeds. The diamond model was superior to the other plan forms at transonic speeds ((L/D)max = 11.00 to 9.52) because of its higher lift-curve slope and near optimum wave drag due to the blending process. For the wing thickness tested with the diamond model, the marked body and wing contouring required for transonic conditions resulted in a large wave-drag penalty at the higher supersonic Mach numbers where the leading and trailing edges of the wing were supersonic. Because of the low sweep of the trailing edge of the delta model, this configuration was less adaptable to the blending process. Removing a body bump prescribed by the Mach number 1.00 design resulted in a good supersonic design. This delta model with 10 percent less volume was superior to the other plan forms at Mach numbers of 1.55 to 2.35 ((L/D)max = 8.65 to 7.24), but it and the arrow model were equally good at Mach numbers of 2.50 to 3.50 ((L/D)max - 6.85 to O.39). At transonic speeds the arrow model was inferior because of the reduced lift-curve slope associated with its increased sweep and also because of the wing base drag. The wing base-drag coefficients of the arrow model based on the wing planform area decreased from a peak value of 0.0029 at Mach number 1.55 to 0.0003 at Mach number 3.50. Linear supersonic theory was satisfactory for predicting the aerodynamic trends at Mach numbers from 1.55 to 3.50 of lift-curve slope, wave drag, drag due to lift, aerodynamic-center location, and maximum lift-drag ratios for each of the models.

Holdaway, George H.↗

NASA NTRS1989

Critical Evaluation of the Conference on Low Reynolds Number Aerodynamics at the University of Notre Dame

As a result of the continued interest in designing efficient low Reynolds number systems, the University of Notre Dame decided to organize a Conference on Low Reynolds Number Aerodynamics in June 1989. This Conference followed the 1986 International Conference in London by about three years and the first Conference on Low Reynolds Number Airfoil Aerodynamics at Notre Dame in 1985 by four years. The emphasis of the 1989 Conference was to assess the state-of-the-art in the chord Reynolds number range from about 10,000 to about 700,000. Applications of current interest include high altitude remotely or robotically piloted vehicles, ultra-light, and human powered vehicles as well as mini-RPVs at low altitudes. Other examples include small axial-flow fans used to cool electronic equipment in the unpressurized sections of high-altitude aircraft and gas turbine blades. High Reynolds number airfoil design strategies attempt to control the onset and development of turbulent boundary layers. This is difficult at low Reynolds numbers because of the increased stability of attached laminar boundary layers. Therefore, laminar separation is common even at small angles of attack at low Reynolds numbers. Under these conditions, the development of a turbulent boundary layer usually depends on the formation of a transitional separation bubble. The purpose of this Conference on Low Reynolds Number Aerodynamics was to bring together those researchers who have been active in areas closely related to this subject. It is clear from the papers presented that a great deal of progress has been made in understanding the occurrence and behavior of laminar separation and transition as well as their overall effect on the performance of airfoils at low chord Reynolds numbers. This progress has brought us closer to our goal of improving analytical methods for the design and evaluation of a variety of practical applications.

Mueller, Thomas J.↗

NASA NTRS1999

Turbulence Model Comparisons and Reynolds Number Effects Over a High-Speed Aircraft at Transonic Speeds

This paper gives the results of a grid study, a turbulence model study, and a Reynolds number effect study for transonic flows over a high-speed aircraft using the thin-layer, upwind, Navier-Stokes CFL3D code. The four turbulence models evaluated are the algebraic Baldwin-Lomax model with the Degani-Schiff modifications, the one-equation Baldwin-Barth model, the one-equation Spalart-Allmaras model, and Menter's two-equation Shear-Stress-Transport (SST) model. The flow conditions, which correspond to tests performed in the NASA Langley National Transonic Facility (NTF), are a Mach number of 0.90 and a Reynolds number of 30 million based on chord for a range of angle-of-attacks (1 degree to 10 degrees). For the Reynolds number effect study, Reynolds numbers of 10 and 80 million based on chord were also evaluated. Computed forces and surface pressures compare reasonably well with the experimental data for all four of the turbulence models. The Baldwin-Lomax model with the Degani-Schiff modifications and the one-equation Baldwin-Barth model show the best agreement with experiment overall. The Reynolds number effects are evaluated using the Baldwin-Lomax with the Degani-Schiff modifications and the Baldwin-Barth turbulence models. Five angles-of-attack were evaluated for the Reynolds number effect study at three different Reynolds numbers. More work is needed to determine the ability of CFL3D to accurately predict Reynolds number effects.

Rivers, Melissa B.↗

NASA NTRS2001

Isolated Performance at Mach Numbers From 0.60 to 2.86 of Several Expendable Nozzle Concepts for Supersonic Applications

Investigations have been conducted in the Langley 16-Foot Transonic Tunnel (at Mach numbers from 0.60 to 1.25) and in the Langley Unitary Plan Wind Tunnel (at Mach numbers from 2.16 to 2.86) at an angle of attack of 0 deg to determine the isolated performance of several expendable nozzle concepts for supersonic nonaugmented turbojet applications. The effects of centerbody base shape, shroud length, shroud ventilation, cruciform shroud expansion ratio, and cruciform shroud flap vectoring were investigated. The nozzle pressure ratio range, which was a function of Mach number, was between 1.9 and 11.8 in the 16-Foot Transonic Tunnel and between 7.9 and 54.9 in the Unitary Plan Wind Tunnel. Discharge coefficient, thrust-minus-drag, and the forces and moments generated by vectoring the divergent shroud flaps (for Mach numbers of 0.60 to 1.25 only) of a cruciform nozzle configuration were measured. The shortest nozzle had the best thrust-minus-drag performance at Mach numbers up to 0.95 but was approached in performance by other configurations at Mach numbers of 1.15 and 1.25. At Mach numbers above 1.25, the cruciform nozzle configuration having the same expansion ratio (2.64) as the fixed geometry nozzles had the best thrust-minus-drag performance. Ventilation of the fixed geometry divergent shrouds to the nozzle external boattail flow generally improved thrust-minus-drag performance at Mach numbers from 0.60 to 1.25, but decreased performance above a Mach number of 1.25.

Re, Richard J.↗

NASA NTRS2005

Off-Design Reynolds Number Effects for a Supersonic Transport

A high Reynolds number wind tunnel test was conducted to assess Reynolds number effects on the aerodynamic performance characteristics of a realistic, second-generation supersonic transport concept. The tests included longitudinal studies at transonic and low-speed, high-lift conditions across a range of chord Reynolds numbers (8 million to 120 million). Results presented focus on Reynolds number and static aeroelastic sensitivities at Mach 0.30 and 0.90 for a configuration without a tail. Static aeroelastic effects, which mask Reynolds number effects, were observed. Reynolds number effects were generally small and the drag data followed established trends of skin friction as a function of Reynolds number. A more nose-down pitching moment was produced as Reynolds number increased because of an outward movement of the inboard leading-edge separation at constant angles of attack. This study extends the existing Reynolds number database for supersonic transports operating at off-design conditions.

Owens, Lewis R.↗

NASA NTRS1954

Longitudinal Stability Characteristics of the Consolidated Vultee XFY-1 Airplane with Windmilling Propellers as Obtained from Flight of 0.133-Scale Rocket-Propelled Model at Mach Numbers from 0.70 to 1.13

A flight test has been conducted to determine the longitudinal stability and control characteristics of a 0.133-scale model of the Consolidated Vultee XFY-1 airplane with windmilling propellers for the Mach number range between 0.70 and 1.13. The variation of lift-curve slope C(sub L(sub alpha) with Mach number was gradual with a maximum value of 0.074 occurring at a Mach number of 0.97. Propellers had little effect upon the values of lift-curve slope or the linearity of lift coefficient with angle of attack. At lift coefficients between approximately 0.25 and 0.45 with an elevon angle of approximately -l0 deg, there was a region of neutral longitudinal stability at Mach numbers below 0.93 introduced by the addition of windmilling propellers. Below a lift coefficient of 0.10 and above a lift coefficient of 0.45, the model was longitudinally stable throughout the Mach number range of the test. There was a forward shift in the aerodynamic center of about 3-percent mean aerodynamic chord introduced by the addition of propellers. The aerodynamic center as determined at low lift moved gradually from a value of 28.5-percent mean aerodynamic chord at a Mach number of 0.75 to a value of 47-percent mean aerodynamic chord at a Mach number of 1.10. There was an abrupt decrease in pitch damping between Mach numbers of 0.88 and 0.99 followed by a rapid increase in damping to a Mach number of 1.06. The propellers had little effect upon the pitch damping characteristics . The transonic trim change was a large pitching-down tendency with and without windmilling propellers. The elevons were effective pitch controls throughout the speed range; however, their effectiveness was reduced about 50 percent at supersonic speeds. The propellers had no appreciable effect upon the control effectiveness.

Hastings, Earl C.↗

NASA NTRS1946

Effect of Mach and Reynolds Numbers on Maximum Lift Coefficient

A knowledge of the effects of Mach and Reynolds numbers on the maximum lift coefficient is becoming of greater importance as the speeds and altitudes attainable by modern airplanes continually increase. Since most maximum-lift tests conducted to date have been either at full-scale Reynolds numbers and low Mach numbers or at high Mach numbers and small Reynolds numbers, very little is known about the inter-related effects of these two parameters on the maximum lift coefficient. In order to obtain quantitative information on these effects, flight tests were conducted at Ames Aeronautical Laboratory on six airplanes, three having NACA conventional airfoil sections, two having NACA low-drag sections, and the sixth having a North American Aviation - NACA compromise low-drag section. The results of these tests which cover a range of Mach numbers from 0.15 to 0.72 and of Reynolds numbers from 4,400,000 to 19,500,000 are assembled, together with a considerable quantity of pertinent wind-tunnel data, and analyzed in the present report. From this analysis, general conclusions have been reached indicating the manner in which the maximum lift coefficient is influenced by variations of Mach and Reynolds numbers.

AIRPLANES - BELL P-63A (AMER ) FLIGHT TESTS↗

NASA NTRSDate not supplied

Force and Moment Analysis for the High Reynolds Number Wind Tunnel Test of the Space Launch System at Ascent Conditions

A high Reynolds number test of the Space Launch System was performed at the NASA Langley National Transonic Facility (NTF). The objective of the test was to use the cryogenic testing capabilities of the NTF to acquire data over the largest range of Reynolds numbers possible with a specific focus on the Reynolds numbers closest to flight conditions. The test was performed at Mach numbers from 0.50 to 0.95 which corresponds to the ascent portion of flight for the SLS vehicle. Force and moment data showed that pitching and yawing moment were sensitive to Reynolds number effects over the full range of Mach and Reynolds numbers tested. Axial force also showed sensitivity to Reynolds number with the largest differences seen between Mach 0.50 to 0.90. Surface pressure data showed the highest sensitivity to Reynolds number in the vicinity of the solid rocket booster forward attach region.

Space Launch System↗

NASA NTRSDate not supplied

Force and Moment Analysis for the High Reynolds Number Wind Tunnel Test of the Space Launch System at Ascent Conditions

A high Reynolds number test of the Space Launch System was performed at the NASA Langley National Transonic Facility (NTF). The objective of the test was to use the cryogenic testing capabilities of the NTF to acquire data over the largest range of Reynolds numbers possible with a specific focus on the Reynolds numbers closest to flight conditions. The test was performed at Mach numbers from 0.50 to 0.95, which corresponds to the ascent portion of flight for the SLS vehicle. Force and moment data showed that pitching and yawing moment were sensitive to Reynolds number effects over the full range of Mach and Reynolds numbers tested. Axial force also showed sensitivity to Reynolds number with the largest differences seen between Mach 0.50 to 0.90. Surface pressure data showed the highest sensitivity to Reynolds number in the vicinity of the solid rocket booster forward attach region.

Space Launch System↗

NASA NTRS1972

Boundary-Layer Edge Conditions and Transition Reynolds Number Data for a Flight Test at Mach 20 (Reentry F)

A flight experiment, designated Reentry F, was conducted to measure heat-transfer rates for laminar, transitional, and turbulent boundary layers on a 5 deg half-angle cone 3.962 m (13 ft) long with a preflight nose radius of 2.54 mm (0.10 in.). Data were obtained over an altitude range from 36.58 to 18.29 km (120 000 to 60 000 ft) at a flight velocity of about 6.096 km/sec (20 000 ft/sec). The nominal values of the free-stream total enthalpy, sharp-cone Mach number, and the wall-to-total enthalpy ratio were 18 MJ/kg (8000 Btu/lb), 15, and 0.03, respectively. Calculated boundary-layer edge conditions that account for effects of the entropy layer and corresponding local transition Reynolds numbers are reported in the present paper. Fully developed turbulent flow occurred with essentially constant boundary-layer edge conditions near the sharp-cone values. Transition data were obtained with local edge Mach numbers ranging from about 5.55 to 15. Transition Reynolds numbers, based on local condition, were as high as 6.6 x 10(exp 7) with an edge Mach number of about 14.4 at an altitude of 24.38 km (80 000 ft). The transition could be correlated with previous flight data taken over a Mach number range from 3 to 12 in terms of parameters including the effects of local unit Reynolds number, boundary-layer wall-to-edge enthalpy ratio, and local Mach number.

Johnson, Charles B.↗

NASA NTRS1948

The Development of Cambered Airfoil Sections Having Favorable Lift Characteristics at Supercritical Mach Numbers

Several groups of new airfoil sections, designated as the NACA 8-series, are derived analytically to have lift characteristics at supercritical Mach numbers which are favorable in the sense that the abrupt loss of lift, characteristic of the usual airfoil section at Mach numbers above the critical, is avoided. Aerodynamic characteristics determined, from two-dimensional windtunnel tests at Mach numbers up to approximately 0.9 are presented for each of the derived airfoils. Comparisons are made between the characteristics of these airfoils and the corresponding characteristics of representative NPiCA 6-series airfoils. The experimental results confirm the design expectations in demonstrating for the NACA S-series airfoils either no variation, or an Increase from the low-speed design value, In the lift coefficient at a constant angle of attack with increasing Mach number above the critical. It was not found possible to improve the variation with Mach number of the slope of the lift curve for these airfoils above that for the NACA 6-series airfoils. The drag characteristics of the new airfoils are somewhat inferior to those of the NACA 6- series with respect to divergence with Mach number, but the pitching-moment characteristics are more favorable for the thinner new sections In demonstrating somewhat smaller variations of moment coefficient with both angle of attack and Mach number. The effect on the aero&ynamic characteristics at high Mach numbers of removing the cusp from the trailing-edge regions of two 10-percent-chord-thick NACA 6-series airfoils is determined to be negligible.

AIRFOILS - NACA 836B110 - CHAR , MOMENTS & ORDINAT↗

NASA NTRS1948

Aerodynamic Characteristics at Subsonic and Supersonic Mach Numbers of a Thin Triangular Wing of Aspect Ratio 2 II : Maximum Thickness at Midchord

The lift, drag, and pitching-moment characteristics of a triangular wing, having an aspect ratio of 2 and a symmetrical double-wedge profile of 5-percent-chord maximum thickness at midchord, have been evaluated from wind-tunnel tests at Mach numbers from 0.50 to 0.975 and from 1.09 to 1.49 and at Reynolds numbers ranging from 0.67 to 0.85 million. The lift, drag, and pitching-moment coefficients of the triangular wing with a leading-edge sweepback of approximately 63 degrees did not exhibit the irregular variations with Mach number at high subsonic and low supersonic Mach numbers that are characteristic of unswept wings. The lift-curve slope increased steadily with Mach number below unity and declined slowly beyond the Mach number of 1.13. A substantial rise in the minimum drag coefficient occurred between Mach numbers of 0.95 and 1.20 with an associated reduction in the maximum lift-drag ratio. The aerodynamic center shifted rearward toward the centroid of area of the wing with increasing Mach number below 0.975; whereas above 1.09 it coincided with the centroid.

Walker, Harold J↗