Optimum lifting wings in Newtonian flow Progress report, Jan. 1 - Jun. 30, 1966
Lift-drag ratios analyzed for lifting wings in hypersonic flow
LIFT-DRAG RATIO↗
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Effect of Convex Longitudinal Curvature on the Planing Characteristics of a Surface Without Dead Rise
A hydrodynamic investigation was made in Langley tank no. 1 of a planing surface which was curved longitudinally in the shape of a circular arc with the center of curvature above the model and had a beam of inches and a radius of curvature of 20 beams. The planing surface had length-beam ratio of 9 and an angle of dead rise of 0 deg. Wetted length, resistance, and trimming moment were determined for values of load coefficient C(sub Delta) from -4.2 to 63.9 and values of speed coefficient C(sub V) from 6 to 25. The effects of convexity were to increase the wetted length-beam ratio (for a given lift), to decrease the lift-drag ratio, to move the center of pressure forward, and ta increase the trim for maximum lift-drag ratio as compared with values for a flat surface. The effects were greatest at low trims and large drafts. The maximum negative lift coefficient C(sub L,b) obtainable with a ratio of the radius of curvature to the beam of 20 was -0.02. The effects of camber were greater in magnitude for convexity than for the same amount of concavity.
Mottard, Elmo J.↗
Aerodynamic Force Characteristics of a Series of Lifting Cone and Cone-Cylinder Configurations at a Mach Number of 6.83 and Angles of Attack up to 130 Deg
Force tests of a series of right circular cones having semivertex angles ranging from 5 deg to 45 deg and a series of right circular cone-cylinder configurations having semivertex angles ranging from 5 deg to 20 deg and an afterbody fineness ratio of 6 have been made in the Langley 11-inch hypersonic tunnel at a Mach number of 6.83, a Reynolds number of 0.24 x 10.6 per inch, and angles of attack up to 130 deg. An analysis of the results made use of the Newtonian and modified Newtonian theories and the exact theory. A comparison of the experimental data of both cone and cone-cylinder configurations with theoretical calculations shows that the Newtonian concept gives excellent predictions of trends of the force characteristics and the locations with respect to angle of attack of the points of maximum lift, maximum drag, and maximum lift-drag ratio. Both the Newtonian a.nd exact theories give excellent predictions of the sign and value of the initial lift-curve slope. The maximum lift coefficient for conical bodies is nearly constant at a value of 0.5 based on planform area for semivertex angles up to 30 deg. The maximum lift-drag ratio for conical bodies can be expected to be not greater than about 3.5, and this value might be expected only for slender cones having semivertex angles of less than 5 deg. The increments of angle of attack and lift coefficient between the maximum lift-drag ratio and the maximum lift coefficient for conical bodies decrease rapidly with increasing semivertex angles as predicted by the modified Newtonian theory.
Penland, Jim A.↗
A study of wing body blending for an advanced supersonic transport
Increases in supersonic cruise lift drag ratio were sought at Mach numbers 2.2 and 2.7 using wing body planform and thickness blending. Constrained twist and camber optimization was performed in the presence of nacelles. Wing and fuselage thickness distributions were optimized for either minimum volume wave drag or minimum total pressure wave drag. The zero leading edge suction lift drag ratios were determined for three wing planforms. The magnitude of the effect of leading edge suction on attainable lift drag ratio was defined on one planform and estimation of available leading edge suction was made.
Goebel, T. P.↗
Effects at Mach Numbers of 1.61 and 2.01 of Camber and Twist on the Aerodynamic Characteristics of Three Swept Wings Having the Same Planform
An investigation has been made at Mach numbers of 1.61 and 2.01 to determine the aerodynamic characteristics of three wings having a sweepback of 50 deg at the quarter-chord line, a taper ratio of 0.20, an NACA 65A005 thickness distribution, and an aspect ratio of 3.5. One wing was flat, one had at each spanwise station an a = 0 mean line modified to have a maximum height of 4-percent chord, and one had a linear variation of twist with 6 deg of washout at the tip. Tests were made with natural and fixed transition at Reynolds numbers ranging from 1.2 x 10(exp 6) to 3.6 x 10(exp 6) through an angle-of-attack range of -20 deg to 20 deg. When compared with the flat wing, the effect of the linear variation of twist with 6 deg of washout at the tip was to increase the lift-drag ratio when the leading edge was subsonic; but little increase in lift-drag ratio was obtained when the leading edge was supersonic. Pitching moment was increased and gave a positive trim point without greatly affecting the rate of change of pitching moment with lift coefficient. For the cambered wing the high minimum drag resulted in comparatively low lift-drag ratios. In addition, the pitching moments were decreased so that a negative trim point was obtained.
Landrum, Emma Jean↗
Hypersonic bodies of maximum drag for a given lift-to-drag ratio.
The problem considered in this paper is concerned with the aerodynamic design of the forebody shape of reentry vehicles in the blunt, homothetic, elliptic transversal contour, power-law longitudinal contour, raked-off configurational set. In particular, the forebody shape which maximizes the ratio of the forebody pressure drag to the free-stream dynamic pressure for a given lift-to-drag ratio and given geometric properties is determined. This problem is considered because recent survey articles indicate that its solution will provide useful qualitative design information about manned vehicles entering the earth's atmosphere from any of the foreseeable planetary missions. Single-integral equations relating the lift and drag in Newtonian hypersonic flow to the forebody geometry are derived and used to formulate the optimization problem which is solved by a direct numerical method.
Mcmillan, W., III↗
Effect of Taper Ratio on Lift, Drag, and Pitching-moment Characteristics of Thin Wings of Aspect Ratio 3 with 53.1 Degrees Sweepback of Leading Edge at Subsonic and Supersonic Speeds
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Wetzel, Benton E↗
Low-lift-to-drag-ratio approach and landing studies using a CV-990 airplane
The results are presented of a flight-test program utilizing a CV-990 airplane, flow in low-lift-to-drag-ratio (L/D) configurations, to simulate terminal area operation, approach, and landing of large unpowered vehicles. The results indicate that unpowered approaches and landings are practical with vehicles of the size and performance characteristics of the proposed shuttle vehicle. Low L/D landings provided touchdown dispersion patterns acceptable for operation on runways of reasonable length. The dispersion pattern was reduced when guidance was used during the final approach. High levels of pilot proficiency were not required for acceptable performance.
Kock, B. M.↗
Optimization of natural laminar flow airfoils for high section lift-to-drag ratios in the lower Reynolds number range
Relatively thin natural-laminar-flow airfoils were arranged optimally for different design lift coefficients in the wing chord Reynolds number ranges of 200,000-600,00 and 0.875 x 10 to the 6th to 2 x 10 to the 6th. The 9.5 percent thick airfoil ASM-LRN-010, the 7.9 percent thick airfoil ASM-LRN-012, the 10.4 percent thick airfoil ASM-LRN-015, and the 8.2 percent thick airfoil ASM-LRN-017 were designed for high lift-to-drag ratios using Drela's design and analysis.
Pfenninger, Werner↗
Supersonic aerodynamic characteristics of a proposed Assured Crew Return Capability (ACRC) lifting-body configuration
An investigation was conducted in the Langley Unitary Plan Wind Tunnel at Mach numbers from 1.6 to 4.5. The model had a low-aspect-ratio body with a flat undersurface. A center fin and two outboard fins were mounted on the aft portion of the upper body. The outboard fins were rolled outboard 40 deg from the vertical. Elevon surfaces made up the trailing edges of the outboard fins, and body flaps were located on the upper and lower aft fuselage. The center fin pivoted about its midchord for yaw control. The model was longitudinally stable about the design center-of-gravity position at 54 percent of the body length. The configuration with undeflected longitudinal controls trimmed near 0 deg angle of attack at Mach numbers from 1.6 to 3.0 where lift and lift-drag ratio were negative. Longitudinal trim was near the maximum lift-drag ratio (1.4) at Mach 4.5. The model was directionally stable over Mach number range except at angles of attack around 4 deg at M = 2.5. Pitch control deflection of more than -10 deg with either elevons or body flaps is needed to trim the model to angles of attack at which lift becomes positive. With increased control deflection, the lifting-body configuration should perform the assured crew return mission through the supersonic speed range.
Ware, George M.↗
The aerodynamic analysis of the gyroplane rotating-wing system
An aerodynamic analysis of the gyroplane rotating-wing system is presented herein. This system consists of a freely rotating rotor in which opposite blades are rigidly connected and allowed to rotate or feather freely about their span axis. Equations have been derived for the lift, the lift-drag ratio, the angle of attack, the feathering angles, and the rolling and pitching moments of a gyroplane rotor in terms of its basic parameters. Curves of lift-drag ratio against lift coefficient have been calculated for a typical case, showing the effect of varying the pitch angle, the solidarity, and the average blade-section drag coefficient. The analysis expresses satisfactorily the qualitative relations between the rotor characteristics and the rotor parameters. As disclosed by this investigation, the aerodynamic principles of the gyroplane are sound, and further research on this wing system is justified.
Wheatley, John B↗
Static Stability Characteristics of Three Thick Wing Models with Parabolic Plan Forms at a Mach Number of 3.11
An experimental investigation has been made to determine the static stability characteristics of three thick wing models with parabolic plan forms at a Mach number of 3.11 for angles of attack from about -6 to 16 deg. The primary variable was aspect ratio, with the plan-form area and the ratio of base height to span kept the same for all three models. All models had stable, linear pitching-moment curves about the quarter chord of the wing mean aerodynamic chord. The model with the lowest aspect ratio attained a maximum untrimmed lift-drag ratio of about 5.0 at an angle of attack of about 8 deg. Increasing the aspect ratio (which was accompanied by an increase in base area because the ratio of the base height to span was kept constant) caused a decrease in maximum lift-drag ratio. All models were directionally stable for the range of angle of attack of the tests. Addition of a vertical tail to the models caused an increase in the directional stability over the angle-of-attack range. In general, the lateral aerodynamic characteristics of the models were not linear functions of angle of attack over any appreciable angle-of-attack range.
Queijo, M. J.↗
Aerodynamic Performance and Static Stability and Control of Flat-Top Hypersonic Gliders at Mach Numbers from 0.6 to 18
A study is made of aerodynamic performance and static stability and control at hypersonic speeds. In a first part of the study, the effect of interference lift is investigated by tests of asymmetric models having conical fuselages and arrow plan-form wings. The fuselage of the asymmetric model is located entirely beneath the wing and has a semicircular cross section. The fuselage of the symmetric model was centrally located and has a circular cross section. Results are obtained for Mach numbers from 3 to 12 in part by application of the hypersonic similarity rule. These results show a maximum effect of interference on lift-drag ratio occurring at Mach number of 5, the Mach number at which the asymmetric model was designed to exploit favorable lift interference. At this Mach number, the asymmetric model is indicated to have a lift-drag ratio 11 percent higher than the symmetric model and 15 percent higher than the asymmetric model when inverted. These differences decrease to a few percent at a Mach number of 12. In the course of this part of the study, the accuracy to the hypersonic similarity rule applied to wing-body combinations is demonstrated with experimental results. These results indicate that the rule may prove useful for determining the aerodynamic characteristics of slender configurations at Mach numbers higher than those for which test equipment is really available. In a second part of the study, the aerodynamic performance and static stability and control characteristics of a hypersonic glider are investigated in somewhat greater detail. Results for Mach numbers from 3 to 18 for performance and 0.6 to 12 for stability and control are obtained by standard text techniques, by application of the hypersonic stability rule, and/or by use of helium as a test medium. Lift-drag ratios of about 5 for Mach numbers up to 18 are shown to be obtainable. The glider studied is shown to have acceptable longitudinal and directional stability characteristics through the range of Mach numbers studied. Some roll instability (negative effective dihedral) is found at Mach numbers near 12.
Syvertson, Clarence A↗
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.↗
Experimental Investigation of a High-Speed Hydrofoil with Parabolic Thickness Distribution and an Aspect Ratio of 3
An experimental investigation has been made to determine the hydro-dynamic characteristics of a 10-percent-thick hydrofoil with an aspect ratio of 3 designed to operate with acceptable efficiency at speeds in the neighborhood of 100 knots (169 fps). A cambered hydrofoil model with parabolic thickness distribution was investigated at a depth of chord over a range of angles of attack from -0.5 deg to 4.0 deg and at speeds from 120 to 210 fps. substantially wider range of operation at acceptable lift-drag ratios as well as higher maximum lift-drag-ratio values than did a hydrofoil of similar design with an aspect ratio of 1.
Christopher, Kenneth W.↗
Aerodynamic characteristics of two flat-bottomed bodies at Mach number of 3.12
The aerodynamic characteristics of two flat-bottomed bodies having a semicircular and a semielliptical cross section have been determined at a Mach number of 3.12 for a range of angles of attack from -10 degrees to 10 degrees and for Reynolds numbers of 8 x 10 (superscript)6 and 14 x 10 (superscript)6 (based on model length). A comparison of the flat-bottomed body characteristics with those previously determined for an equivalent cone-cylinder body of revolution shows that significant increases in lift and lift-drag ratio are obtained with a flat bottom. Additional improvement in lift and lift-drag ratio was achieved at positive angles of attack by expanding the plan form in the spanwise direction.
Jack, John R↗
A Rigid Mid-Lift-to-Drag Ratio Approach to Human Mars Entry, Descent, and Landing
Current NASA Human Mars architectures require delivery of approximately 20 metric tons of cargo to the surface in a single landing. A proposed vehicle type for performing the entry, descent, and landing at Mars associated with this architecture is a rigid, enclosed, elongated lifting body shape that provides a higher lift-to-drag ratio (L/D) than a typical entry capsule, but lower than a typical winged entry vehicle (such as the Space Shuttle Orbiter). A rigid Mid-L/D shape has advantages for large mass Mars EDL, including loads management, range capability during entry, and human spaceflight heritage. Previous large mass Mars studies have focused more on symmetric and/or circular cross-section Mid-L/D shapes such as the ellipsled. More recent work has shown performance advantages for non-circular cross section shapes. This paper will describe efforts to design a rigid Mid-L/D entry vehicle for Mars which shows mass and performance improvements over previous Mid-L/D studies. The proposed concept, work to date and evolution, forward path, and suggested future strategy are described.
Cerimele, Christopher J.↗
Aerodynamic Characteristics at Mach Numbers of 1.41 and 2.01 of a Series of Cranked Wings Ranging in Aspect Ratio from 4.00 to 1.74 in Combination with a Body
A program has been conducted in the Langley 4- by 4-foot supersonic pressure tunnel to determine the effects of certain wing plan-form variations on the aerodynamic characteristics of wing-body combinations at supersonic speeds. The present report deals with the results of tests of a family of cranked wing plan forms in combination with an ogive-cylinder body of revolution. Tests were made at Mach numbers of 1.41 and 2.01 at corresponding values of Reynolds number per foot of 3.0 x 10(exp 6) and 2.5 x 10(exp 6). Results of the tests indicate that the best overall characteristics were obtained with the low-aspect-ratio wings. Plan-form changes which involved decreasing the aspect ratio resulted in higher values of maximum lift-drag ratio, in addition to large increases in wing volume. Indications are that this trend would have continued to exist at aspect ratios even lower than the lowest considered in the present tests. Increases in the maximum lift-drag ratio of about 15 percent over the basic wing were achieved with practically no increase in drag. The severe longitudinal stability associated with the basic cranked wing was no longer present (within the limits of the present tests) on the wings of lower aspect ratio formed by sweeping forward the inboard portion of the trailing edge.
Sevier, John R., Jr.↗