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NACA-RM-L9E02
The effect of span and deflection of split flaps and leading-edge roughness on the longitudinal stability and gliding characteristics of a 42 degrees sweptback wing equipped with leading-edge flaps
Year: 1949
Abstract: INTRODUCTION
In an attempt to improve the low-speed longitudinal characteristics of sweptback wings, various combinations of high-lift and stall-control devices have been tested in the Langley 19-foot pressure tunnel on a 42° sweptback wing having NACA 641-112 airfoil sections. The results of these tests are reported in references 1 and 2.
In order to supplement these tests, the present investigation has been conducted primarily to determine the effect of full-span and half-span split flaps on the 42° sweptback wing through a flap-deflection range of 60°. It is expected that sweptback-wing airplanes will require same leading-edge device to eliminate the inherent longitudinal instability usually associated with swept wings at stalling angles of attack. The split flaps have been tested therefore, in conjunction with a 0.575-semispan, round-nose, extensible, leading-edge flap which has been shown to provide stability at the stall with and without split flaps (reference 2). An analysis has been made t o determine the effect of split-flap span and deflection on the power-off gliding characteristics of the 42° sweptback wing operating with an assumed-wing loading condition.
Roughness in the form of carborundum granules was applied to the leading edge of the wing to determine the effect of surface condition on the stability of a sweptback wing with a leading-edge flap deflected.
The split-flap tests were made at a Reynolds number of 6.8 x 10 6 and a Mach number of approximately 0.16. The effect of roughness was determined at Reynolds numbers of 3.0 X 106 and 4.7 X 106.
In an attempt to improve the low-speed longitudinal characteristics of sweptback wings, various combinations of high-lift and stall-control devices have been tested in the Langley 19-foot pressure tunnel on a 42° sweptback wing having NACA 641-112 airfoil sections. The results of these tests are reported in references 1 and 2.
In order to supplement these tests, the present investigation has been conducted primarily to determine the effect of full-span and half-span split flaps on the 42° sweptback wing through a flap-deflection range of 60°. It is expected that sweptback-wing airplanes will require same leading-edge device to eliminate the inherent longitudinal instability usually associated with swept wings at stalling angles of attack. The split flaps have been tested therefore, in conjunction with a 0.575-semispan, round-nose, extensible, leading-edge flap which has been shown to provide stability at the stall with and without split flaps (reference 2). An analysis has been made t o determine the effect of split-flap span and deflection on the power-off gliding characteristics of the 42° sweptback wing operating with an assumed-wing loading condition.
Roughness in the form of carborundum granules was applied to the leading edge of the wing to determine the effect of surface condition on the stability of a sweptback wing with a leading-edge flap deflected.
The split-flap tests were made at a Reynolds number of 6.8 x 10 6 and a Mach number of approximately 0.16. The effect of roughness was determined at Reynolds numbers of 3.0 X 106 and 4.7 X 106.
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| contributor author | NASA - National Aeronautics and Space Administration (NASA) | |
| date accessioned | 2017-09-04T16:00:33Z | |
| date available | 2017-09-04T16:00:33Z | |
| date copyright | 01/01/1949 | |
| date issued | 1949 | |
| identifier other | RISWXDAAAAAAAAAA.pdf | |
| identifier uri | https://yse.yabesh.ir/std/handle/yse/63717 | |
| description abstract | INTRODUCTION In an attempt to improve the low-speed longitudinal characteristics of sweptback wings, various combinations of high-lift and stall-control devices have been tested in the Langley 19-foot pressure tunnel on a 42° sweptback wing having NACA 641-112 airfoil sections. The results of these tests are reported in references 1 and 2. In order to supplement these tests, the present investigation has been conducted primarily to determine the effect of full-span and half-span split flaps on the 42° sweptback wing through a flap-deflection range of 60°. It is expected that sweptback-wing airplanes will require same leading-edge device to eliminate the inherent longitudinal instability usually associated with swept wings at stalling angles of attack. The split flaps have been tested therefore, in conjunction with a 0.575-semispan, round-nose, extensible, leading-edge flap which has been shown to provide stability at the stall with and without split flaps (reference 2). An analysis has been made t o determine the effect of split-flap span and deflection on the power-off gliding characteristics of the 42° sweptback wing operating with an assumed-wing loading condition. Roughness in the form of carborundum granules was applied to the leading edge of the wing to determine the effect of surface condition on the stability of a sweptback wing with a leading-edge flap deflected. The split-flap tests were made at a Reynolds number of 6.8 x 10 6 and a Mach number of approximately 0.16. The effect of roughness was determined at Reynolds numbers of 3.0 X 106 and 4.7 X 106. | |
| language | English | |
| title | NACA-RM-L9E02 | num |
| title | The effect of span and deflection of split flaps and leading-edge roughness on the longitudinal stability and gliding characteristics of a 42 degrees sweptback wing equipped with leading-edge flaps | en |
| type | standard | |
| page | 28 | |
| status | Active | |
| tree | NASA - National Aeronautics and Space Administration (NASA):;1949 | |
| contenttype | fulltext |