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NACA-RM-A54J19
Application of wing-body theory to drag reduction at low supersonic speeds
Year: 1955
Abstract: INTRODUCTION
R. T. Jones has expressed the theory of wing-body wave drag at supersonic speeds in a form which illustrates the dependence of the drag upon the longitudinal distributions of the cross-sectional areas of the complete configuration intercepted by planes inclined at the Mach angle of the flow (see ref. 1). The derivation contains as a special case for a Mach number of one the transonic area rule introduced by Whitcomb (ref. 2) wherein the intercepting planes are normal to the longitudinal axis of the configuration. It was concluded in reference 1 that the modification of a wing-body combination in accordance with the transonic area rule would generally be expected to result in drag reductions at near sonic speeds; however, ft was pointed out that, at higher supersonic Mach numbers, this modification would sometimes result in drags greater than that of the original configuration. In reference 1 a method for contouring the fuselage of a wing-body combination was presented which achieved drag reductions at particular supersonic design Mach numbers, but only at the expense of increasing the sonic-speed drag compared with that of the corresponding transonic-area-rule configuration. Thus, it appears that the methods for minimizing wave drag described in reference 1 and 2, which are both based on the longitudinal distributions of cross-sectional area, are effective for only a limited Mach number range.
In the present paper, jones' generalized zero-lift wave-drag formula is re-examined in an attempt to develop a method for immunizing the wave drag of a wing-body comination over a wider range of Mach numbers.
R. T. Jones has expressed the theory of wing-body wave drag at supersonic speeds in a form which illustrates the dependence of the drag upon the longitudinal distributions of the cross-sectional areas of the complete configuration intercepted by planes inclined at the Mach angle of the flow (see ref. 1). The derivation contains as a special case for a Mach number of one the transonic area rule introduced by Whitcomb (ref. 2) wherein the intercepting planes are normal to the longitudinal axis of the configuration. It was concluded in reference 1 that the modification of a wing-body combination in accordance with the transonic area rule would generally be expected to result in drag reductions at near sonic speeds; however, ft was pointed out that, at higher supersonic Mach numbers, this modification would sometimes result in drags greater than that of the original configuration. In reference 1 a method for contouring the fuselage of a wing-body combination was presented which achieved drag reductions at particular supersonic design Mach numbers, but only at the expense of increasing the sonic-speed drag compared with that of the corresponding transonic-area-rule configuration. Thus, it appears that the methods for minimizing wave drag described in reference 1 and 2, which are both based on the longitudinal distributions of cross-sectional area, are effective for only a limited Mach number range.
In the present paper, jones' generalized zero-lift wave-drag formula is re-examined in an attempt to develop a method for immunizing the wave drag of a wing-body comination over a wider range of Mach numbers.
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| contributor author | NASA - National Aeronautics and Space Administration (NASA) | |
| date accessioned | 2017-09-04T16:09:42Z | |
| date available | 2017-09-04T16:09:42Z | |
| date copyright | 01/01/1955 | |
| date issued | 1955 | |
| identifier other | SHMCWDAAAAAAAAAA.pdf | |
| identifier uri | https://yse.yabesh.ir/std/handle/yse/72938 | |
| description abstract | INTRODUCTION R. T. Jones has expressed the theory of wing-body wave drag at supersonic speeds in a form which illustrates the dependence of the drag upon the longitudinal distributions of the cross-sectional areas of the complete configuration intercepted by planes inclined at the Mach angle of the flow (see ref. 1). The derivation contains as a special case for a Mach number of one the transonic area rule introduced by Whitcomb (ref. 2) wherein the intercepting planes are normal to the longitudinal axis of the configuration. It was concluded in reference 1 that the modification of a wing-body combination in accordance with the transonic area rule would generally be expected to result in drag reductions at near sonic speeds; however, ft was pointed out that, at higher supersonic Mach numbers, this modification would sometimes result in drags greater than that of the original configuration. In reference 1 a method for contouring the fuselage of a wing-body combination was presented which achieved drag reductions at particular supersonic design Mach numbers, but only at the expense of increasing the sonic-speed drag compared with that of the corresponding transonic-area-rule configuration. Thus, it appears that the methods for minimizing wave drag described in reference 1 and 2, which are both based on the longitudinal distributions of cross-sectional area, are effective for only a limited Mach number range. In the present paper, jones' generalized zero-lift wave-drag formula is re-examined in an attempt to develop a method for immunizing the wave drag of a wing-body comination over a wider range of Mach numbers. | |
| language | English | |
| title | NACA-RM-A54J19 | num |
| title | Application of wing-body theory to drag reduction at low supersonic speeds | en |
| type | standard | |
| page | 44 | |
| status | Active | |
| tree | NASA - National Aeronautics and Space Administration (NASA):;1955 | |
| contenttype | fulltext |