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By Milton D. Humphreys
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By Milton D. Humphreys
SUMMARY
INTRODUCTION
SYMB0IS
c airfoil chord
h tunnel height
M2
|0 reduced Mach number,
I >*g*
n section normal force
PI
P pressure coefficient,
q.
t thickness
this tunnel configuration have not yet been determined at high subsonic
Mach numbers; therefore no correction has been applied to any of these
data, except in one instance, where the incompressible correction was
applied to the normal-force-curve-slope results at low Mach numbers.
Jet-boundary effects at low Mach numbers are discussed in more detail
in reference 7, where it is indicated that, except for the angle-of-
attack correction, the jet-boundary effects are probably not large.
Below a Mach number of O.85, the drag coefficient for the forebody
is negative, as shown by the present experimental data and by theory.
The negative drag of the forebody of the symmetrical double-wedge pro-
file at Mach numbers below O.85 is produced by the large area of the
forebody affected by pressures lower than that of the stream. For
instance, figure k indicates that zero pressure coefficient occurs
near the l6-percent-chord station at a Mach number of O.58I+ and is
near the midchord location at a Mach number of 1. A gradual rearward
movement of the chordwise position of zero pressure coefficient neces-
sarily occurs, as will be shown later in the discussion. Thus, the
negative drag produced on the forebody diminishes with increasing Mach
number and the drag becomes positive at Mach numbers above O.85 (fig. 8).
Experimental Results
movement along the upper surface of the shock wave and separation point
to the trailing edge and the elimination of the load reversal over the
rear of the airfoil.
Section moment coefficient about the leading edge.- The flow changes
over the rear of the model (fig. 11), similar to their effect on the
normal-force coefficient, produce large changes in the moment coeffi-
cient with Mach number for Mach numbers from 0.8 to 1.0 (fig. 12). A
large reduction occurs in the negative pitching-moment coefficient for
the model when the Mach number increases from O.85 to 0.9 Above a
Mach number of 0.9> the moment coefficient increases sharply. This
severe change in the moment coefficient in the range of Mach numbers
from O.85 to 1 could produce serious stability and control problems for
aircraft using symmetrical double-wedge sections at these Mach numbers.
The variation of dcmyrp /dcn with Mach number is shown in figure 1^4-.
slope is caused not only by the effect of Mach number on Ac^/Ax, but
also includes the effects of Mach number on the normal-force coefficient.
The overall effect of increasing the Mach number on the efficiency of
the 10-percent-thick symmetrical double wedge is shown in the n/d curves
of figure l6. Reduction in n/d ratio occurs with increase in Mach num-
ber from 0.6 to 0.9. Above 0.9, there is little change with Mach number
in the n/d curves for the 10-percent-thick symmetrical double-wedge model.
Figure 17 shows the variation with Mach number of the ratio of maximum
normal force to drag for the symmetrical double-wedge airfoil and for a
conventional NACA +A012 airfoil (from unpublished data). A comparison
of the values of (n/d)max for the two airfoils shows, as would be
expected, that the symmetrical double-wedge airfoil has much lower maxi-
mum n/d values than the conventional section at Mach numbers below
O.85. Above a Mach number of O.85, the value of (n/djmax is about
the same for both airfoils.
CONCLUSIONS
REFERENCES
1. Guderley, G., and Yoshihara, H.: The Flow Over a Wedge Profile at
Mach Number 1. Jour. Aero. Sei., vol. 17, no. 11, Nov. 1950,
pp. 723-735.
3- Habel, Louis W., Henderson, James H., and Miller, Mason F.: The
Langley Annular Transonic Tunnel. NACA Rep. IIO6, 1952. (Super-
sedes NACA RM L8A23 by Habel, NACA RM L5OEI8 by Habel and Henderson,
and NACA RM L9G19 by Habel and Miller.)
8. Vincenti, Walter G., and Wagoner, Cleo B.: Transonic Flow Past a
Wedge Profile With Detached Bow Wave. NACA Rep. 1095, 1952.
(Supersedes NACA TN's 2339 and 2588.)
10. Cole, Julian D.: Drag of a Finite Wedge at High Subsonic Speeds.
Jour. Math, and Phys., vol. XXX, no. 2, July I95I, pp. 79-93.
M = 0.31
a = 0 a = 14 a = 8
M = O.I48
a = 0 a = 14 a = 8
percent c Upper Lower Upper Lower Upper Lower
surface surface surface surface surface surface
M = O.58
1 0 a = 8
a = 0 a = 1+
Location,
percent c Upper Lower Upper Lower Upper Lower
surface surface surface surface surface surface
M = 0.71
a = 0 a = 4 a = 8
Location,
percent c Upper Lover Upper Lower Upper Lower
surface surface surface surface surface surface
M = O.76
a = 0 a = 4 a = 8
percent c Upper Lower Upper Lower Upper Lower
surface surface surface surface surface surface
M = 0.8l
= rP 8
Location, Lower
Upper Lower Upper Lower Upper
percent c surface surface
surface surface surface surface
= 1+ 8
Location, Upper Lower
Upper Lower Upper Lower
percent c surface surface
surface surface surface surface
M = 0.91
a = 0 a = 1+. a = 8
Location,
percent c Upper Lower Upper Lower Upper Lower
surface surface surface surface surface surface
M = O.96
...
a = 0 a = l+ a = 8
Location,
percent c Upper Lower Upper Lower Upper Lower
surface surface surface surface surface surface
M = 1.0
a = 0 a = l4 a = 8
Location,
percent c Upper Lower Upper Lower Upper Lower
surface surface surface surface surface surface
Diffuser
Compressed-air line
Inducfion jet
End-plate assembly
L-83293.I
Figure 1.- Langley k- by 19-inch semiopen tunnel.
20 NACA TN 3506
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26 NACA TN 5506
2.k.
Present results
Q Theory, ref. 1
Theory, ref. 2
Experiment, ref. 2;
2.0 O
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Theory, ref. 10
Theory, ref. 8 /
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