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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.
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Presented are the results of a low-speed wind tunnel test on a 5.33-aspect-ratio, semi-span wing with 30- and 35 deg swept tapered tips. The test results include aerodynamic data for the tip itself and for the entire wing including the tip. The metric tip extended inboard 1.58 wing chord lengths. The aerodynamic drag data show the strong influence of tip incidence angle on tip drag for various lift levels. Pitching-moment characteristics show the effect of a moment center at 0.13 c and 0.25 c.
The effect of tip-shape modification on blade-vortex interaction-induced helicopter blade-slap noise was investigated. The general rotor model system (GRMS) with a 3.148 m (10.33 ft) diameter, four-bladed fully articulated rotor was installed in the Langley V/STOL wind tunnel. The tunnel was operated in the open-throat configuration with treatment to improve the semi-anechoic characteristics of the test chamber. Based on previous investigation, four promising tips (ogee, sub-wing, 60 deg swept-tapered, and end-plate) were used along with a standard square tip as a baseline configuration. Aerodynamic and acoustical data concerning the relative applicability of the various tip configurations for blade-slap noise reduction are presented without analysis or discussion.
This investigation was made to determine the effects of 6 degree full-spoan and 3 degree partial-span leading-edge flaps in combination with chord-extensions or fences on the aerodynamic characteristics of a wing-fuselage configuration with a 45 degree sweptback wing of aspect ratio 4, taper ratio 0.3, and NACA 65A006 airfoil sections. The investigation was made in the Langley high-speed 7- by 10-foot tunnel over a Mach number range of 0.40 to 0.93 and an angle-of-attack range of about -2 degrees to 24 degrees. Lift, drag, and pitching-moment data were obtained for all configurations. From overall considerations of stability and performance it appears that with the model of this investigation the 6 degree full-span leading-edge flaps in combination with the chord-extension over the outboard 35 percent of the span, with or without leading-edge camber, would be the most desirable configuration.
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