Search NASA⌕ Search

SEARCH · Search NASA

Results for “WINGS, SWEPTBACK - CHARACTERISTICS”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 37 records · Page 2
All sourcesNASA NTRSDOE OSTI
NASA NTRS1948

Free-flight Investigation at Transonic and Supersonic Speeds of the Rolling Effectiveness of a 42.7 Degree Sweptback Wing Having Partial-span Ailerons

An investigation of the rolling effectiveness at transonic and supersonic speeds of partial-span ailerons on a 42.7 degree sweptback wing having symmetrical circular-arc airfoil sections of 10-percent thickness ratio normal to the wing quarter-chord line has been made by means of rocket-propelled test vehicles. The results are compared with results of a supersonic wind-tunnel test at Mach number 1.9.

CONTROLS, LATERAL↗
NASA NTRS1958

Effects of Body Shape on the Drag of a 45 degree Sweptback-Wing-Body Configuration at Mach Numbers from 0.90 to 1.43

An investigation was made of the effects of body shape on the drag of a 45 deg sweptback-wing-body combination at Mach numbers from 0.90 to 1.43. Both the expansion and compression fields induced by body indentation were swept back as the stream Mach number increased from 0.94. The line of zero pressure change was generally tangent to the Mach lines associated with the local velocities over the wing and body. The strength of the induced pressure fields over the wing were attenuated with spanwise distance and the major effects were limited to the inboard 60 percent of the wing semispan. Asymmetrical body indentation tended to increase the lift on the forward portion of the wing and reduce the lift on the rearward portion. This redistribution of lift had a favorable effect on the wave drag due to lift. Symmetrical body indentation reduced the drag loading near the wing-body juncture at all Mach numbers. The reduction in drag loading increased in spanwise extent as the Mach number increased and the line of zero induced pressure became more nearly aligned with the line of maximum wing thickness. Calculations of the wave drag due to thickness, the wave drag due to lift, and the vortex drag of the basic and symmetrical M = 1.2 body and wing combinations at an angle of attack of 0 deg predicted the effects of indentation within 11 percent of the wing-basic-body drag throughout the Mach number range from 1.0 to 1.43. Calculations of the wave drag due to thickness, the wave drag due to lift, and the vortex drag for the basic, symmetrical M = 1.2, and asymmetrical M = 1.4 body and wing combinations predicted the total pressure drag to within 8 percent of the experimental value at M = 1.43.

Olstad, Walter B.↗
NASA NTRS1955

Full-scale-wind-tunnel Tests of a 35 Degree Sweptback Wing Airplane with High-velocity Blowing over the Training-edge Flaps

A wind-tunnel investigation was made to determine the effects of ejecting high-velocity air near the leading edge of plain trailing-edge flaps on a 35 degree sweptback wing. The tests were made with flap deflections from 45 degrees to 85 degrees and with pressure ratios across the flap nozzles from sub-critical up to 2.9. A limited study of the effects of nozzle location and configuration on the efficiency of the flap was made. Measurements of the lift, drag, and pitching moment were made for Reynolds numbers from 5.8 to 10.1x10(6). Measurements were also made of the weight rate of flow, pressure, and temperature of the air supplied to the flap nozzles.The results show that blowing on the deflected flap produced large flap lift increments. The amount of air required to prevent flow separation on the flap was significantly less than that estimated from published two-dimensional data. When the amount of air ejected over the flap was just sufficient to prevent flow separation, the lift increment obtained agreed well with linear inviscid fluid theory up to flap deflections of 60 degrees. The flap lift increment at 85 degrees flap deflection was about 80 percent of that predicted theoretically.With larger amounts of air blown over the flap, these lift increments could be significantly increased. It was found that the performance of the flap was relatively insensitive to the location of the flap nozzle, to spacers in the nozzle, and to flow disturbances such as those caused by leading-edge slats or discontinuities on the wing or flap surfaces. Analysis of the results indicated that installation of this system on an F-86 airplane is feasible.

Kelley, Mark W↗
NASA NTRS1960

Large-Scale Wind-Tunnel Tests and Evaluation of the Low-Speed Performance of a 35 deg Sweptback Wing Jet Transport Model Equipped with a Blowing Boundary-Layer-Control Flap and Leading-Edge Slat

A wind-tunnel investigation was conducted to determine the effect of trailing-edge flaps with blowing-type boundary-layer control and leading-edge slats on the low-speed performance of a large-scale jet transport model with four engines and a 35 deg. sweptback wing of aspect ratio 7. Two spanwise extents and several deflections of the trailing-edge flap were tested. Results were obtained with a normal leading-edge and with full-span leading-edge slats. Three-component longitudinal force and moment data and boundary-layer-control flow requirements are presented. The test results are analyzed in terms of possible improvements in low-speed performance. The effect on performance of the source of boundary-layer-control air flow is considered in the analysis.

Hickey, David H.↗
NASA NTRS1959

Full-Scale Wind-Tunnel Investigation of a Jet Flap in Conjunction with a Plain Flap with Blowing Boundary-Layer Control on a 35 deg Sweptback-Wing Airplane

Previous investigations have shown that increased blowing at the hinge-line radius of a plain flap will give flap lift increases above that realized with boundary-layer control. Other experiments and theory have shown that blowing from a wing trailing edge, through the jet flap effect, produced lift increases. The present investigation was made to determine whether blowing simultaneously at the hinge-line radius and trailing edge would be more effective than blowing separately at either location. The tests were made at a Reynolds number of 4.5 x 10(exp 6) with a 35 deg sweptback-wing airplane. For this report, only the lift data are presented. Of the three flap blowing arrangements tested, blowing distributed between the trailing edge and the hinge-line radius of a plain flap was found to be superior to blowing at either location separately at the plain flap deflections of interest. Comparison of estimated and experimental jet flap effectiveness was fair.

Aoyagi, Kiyoshi↗
NASA NTRS1958

Tabulated Data From a Pressure-Distribution Investigation at Mach Number 2.01 of a 45 Deg Sweptback-Wing Airplane Model at Combined Angles of Attack and Sideslip

A pressure-distribution investigation of a wing-body combination has been conducted in the Langley 4- by 4-foot supersonic pressure tunnel at a Mach number of 2.01. The model configuration consisted of an ogive-circular-cylinder body (fineness ratio of approximately ii) and a wing with 45 deg of sweepback at the quarter-chord line, an aspect ratio of 4, and a taper ratio of 0.2. Data were obtained on high-, mid-, and low-wing configurations and for the body and wing alone for a range of angles of attack and yaw from 0 deg to 15 deg. The tabulated pressure coefficients are presented in this report.

PRESSURE DISTRIBUTION↗