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 Copy No. eg

CONFIDENTIAL RM No. L7B19

NACÄ
G&S i
RESEARCH MEMORANDUM
»

RESULTS OF FLIGHT TESTAT SUPERSONIC SPEEDS TO

DETERMINE THE EFFECT OF BODY NOSE FINENESS
RATIO ON BODY AND WING DRAG
By
Ellis R. Katz
Langley Memorial Aeronautical Laboratory
Langley Field, Va.
CLAKTIID DOCUHBR
Air Doci-ments Divfcbn, T-2
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NATIONAL ADVISORY COMMITTEE

FOR AERONAUTICS
WASHINGTON
June 26, 1947

CONFIDENTIAL
 NACA UM Ho. L7B19 CONFIDENTIAL

NATIONAL ADVISORY COMMITTEE FOB AERONAUTICS

RESEARCH MBM3RATODM

RESULTS OP FLIGHT TESTS AT SUPERSONIC SPEEDS TO

DETERMINE THE EFFECT OF BOOT NOSE FINENES3

RATIO ON BOOT AND lTNG DRAG

By El-lie R. Kata

SUMMARY

Flight teats of rocket-powered models at supersonic spools

have 'been made to determine the effect of nose fineness ratio of
winged bodies on total and component drag at hlfh Mach numbers.
Wingless models of three nose fineness ratios and winded models of
two nose fineness ratios weve ?lown through a Mrch number range
up to l,k. On the winped models, each nose fineness ratio was
investigated with wtngE Of UK0 ßwerpbe.ck and aluo with unswept
wlnps. Both wings were untapared and of £.7 aspect ratio. Vithln
the scope of the teets, the results indicated that, with increasing
fineness ratio of the n^ae of • Viagod body, both the total and
wine drag increased at Mich numbers near 1.0 but decreased at
higher Mach numbers. For a bo'iy alone, however, increasing the
nose fineness ratio decreased the tody dra;T. The testB show that
the values of win;? drar; derived in the presence of one body may
prove markelly different from those derived from the same wing on
a body of different ehase.

INTRODUCTION

Fllf-Jtt tests for the evaluation of win./ dreg have been performed
by the Lanpley PilotleBS Aircraft Research Division at Its testing
station at Wallopn Island, Va., with rocket-propelled tent models at
supersonic speeds, tag data were reduced from the deceleration of
the models through a Mach numb'-r ranfjc from l.U to 1.0. The
Reynold a number was approximately 5 x 10^ bused on wins chord.
Reference 1 pre-sents reir-iltn which are a pirt 'jf the Investigation.
The wing drag reduced frnn these tests, however, is the Incremental
drag resulting from the addition of a win3 to a bcdy-ta'l con-
figuration. This increment of drac contains not rnly the pure drag
of the wine but also contains interference effects ailsing fivra

COITFITENTIAL

L j
 CONFIDENTIAL NACA BM No. L7B19

win---body Interaction phenomena. Throutfiout the text of this piwer,

the lnc.-emontal Urs.' discussed above will be defined as "rins dran."
A numbe of Previous reports, t/Mfi.ei by reference 1, have presented
winq dra-; obtained from flight tests of winf??d models all having
todies of identical shape. In order to determine what effect a
change in the shape of the body of a winged model mi flit have on wing
dra**, a series of tests have been conducted on winged models of
different body nose fineness ratios.

MOTETS AND TSCT.1

A photograph of a typical win.'ied test model is shewn in

figure 1. The all-wooden bodies am approximately 5 feet long
and of t>-inch diameter. The fusolaf# is mads hollow to accommodate
the standard 3.2'Wnch-iiameter Mk. 7 rootot motor which
develops 3^00 pounds of thrust for O.87 second at an ambient
preirjiition temperature of 690 T. The stabilizing fins are rotated
45° out of the ilano of the win^s.

The seven configurations which hive been tested -ire shown

In figure 2. The three basic nose shapes avo Indicated as nose A,
nose B, and nose C. Nose A has & blunt noso of l.^-inch radiusi
nose B has a sha*p noso of fineness ratio 3.1?, the profile of
which is the median of • conical and a circular arc profilej and
nose C has a Ion« aharo noce of finenoso ratio 7 derived by
multiplying the axial coordinates of profile B by a factor of 2.
The vntapered wlnws of all winced configurations were of 8.7 aspect
ratio (based on total noan and area) 'aid of 0C and $5° sveepback.
The NACA 6^-009 airfoil sections were maintained normal to the
leading <?d:-^s. All vin^s had. their centers of exoosed area located
on the bodies Jjk diomete a ••'-.o the real- of the base of the noso.
The losftion of the win leading edr.e en the eent-»i- line of the
bod-' 13 -Iven b-' station 1, In the table In figure 2.

The exo«riment >1 ist», were obtained b-' launeliin.'.- the body at
an an'-le of ffi to the hori-cntal ard detn.minlne <ts velocity
alon<- the ne-irly stvai rt-line flight iath. The vcloeltr determina-
tion Is made nosoible by a C IVppler radar unit (AN/TPS-"?)
located at the onin+ of launching, Tvo modols of each confiduration
wore tested, and 1he results of oach are presented. Two additional,
models cf configuration number 3 were flovn to extond the Mach
number nagii A typical time history of flifiit velocity is shown
in figure 3. The docel?ratl:n dm to dra<7 is determined by
Graphlc»ll" different latin;, the coasting (after burnout) flirrt
pert of the volocity-tlme curve and subtracting g sin Q, where g
IF the acceleration of gravity and B is the launching angle.

CCNFT3ENTIAL

J
 MACA BM Ho. L7B19 CÜHFJLUÜiri'JLAL

Drag Is obtained by multiplying the acceleration values by a factor

equal to the ratio of the model weight to the acceleration of
gravity. The drag coefficient OQ 1B derived from the general
formula

°D i pSV8
a
where D Is the drag at the velocity V. The denelty p la
determined from altitude-density soundings made prior to the
firings. The tjvmVol S Is taken aa the basic-body frontal area
(0.136\ Bq ft).

EESULTG AND DISCU3SIQH

As a means to determine the uniformity of the test results,

five wingless test bodlec of nose type B have been flown and the
values of drag, correoted to standard conditions, are plotted
against velocity in figure k. The maximum experimental scatter
from the mean-faired curve appears to he approximately ±10 poundB
drag and Is nearly constant with velocity. A statistical analysis
of figure k sade by personnel of the tangley Aircraft Loads Division
indicated the following probabilities:
(a) In 95 cases out of 100, comparable groups of five models
will Bhow no greater scatter than shown In figure k.
(b) In 95 casos out of 100, the mean curve for groups of
five models, .two models, or one model will fall within
±2, i^ij or i-'i-l pounds, respectively, of the moan curve
of figure U.
This study dealt only with the standard wingless body and, thus,
the results are directly applicable to drag data from exactly
similar bodies. The standard practice of firing two test models
of each configuration, however, has resulted In only one case In
which the scatter was greater than that shown in figure k, and
the averace scatter for all casaa was about that of figure h. Thus,
the accuracy data presented here may be considered applicable to
all configurations tested. The scatter is probably attributable
to model fabrication tolerances. Instrumentation errors, and
errors Inherent in the method of data reduction.

COSFIDEBTIAL

i *

L j
 COEFIHEHTIMi UACA Hl Ho. L7B19

Figure 5 Bhows drag coefficient plottei against Mach number for

all models of each configuration teBted, with the exception of
configuration number 6 which has "been presented in reference 2.
Faired curves have been drawn as the median of each set of models
and these curves are used aB the basis for the following discussion.

Total Drag

The curves of tetal Iras coefficient for the nose B and the
nose C winged bodies of 0° and Vj° sweepback ars presented in
figure 6. At Mach numbers-near 1.0, greater drag coefficients
are evidenced for the winged tody with nose C than with the
•blunter nose B; out the reverse is true at the higher Kach numbers.
This reversal of effect occurs at a lower Mach number for the
unsvept wing than for the swept wing. It appears, therefore,
that the effect of sweepback is to increase the Mach number at which
the total drag coefficient will decrease with an increase in nose
fineness» -atio.

Body Brag

Figure 7 shows curves of tody drag coefficient (fins included)

for "oodies with noses A, B. earl C. The curves indicate that above
a Mach number of approximately 1.05 hedy drag coefficient decreases
with increasing nose fineness ratio and that the effect increases
with Mach number. The reversal of effect at Mach numbers near 1.0
is presently inexplicable and will tear further investigation. At a
Mach number of 1-3, the drag coefficient of the blunt nose A model
is decreased approximately 25 and 30 percent by increasing the
nose fineness ratio to that of the nose 3 end nose G models,
respectively.

'-*ing Brag

Figure 6 shovs the variation of wing drag coefficient with

Mach number for two values of sweepback, 0C and 1*5°, and for two
nose types, nose B and nose C. The values of wing drag coefficient
are derived as the difference between the drag coefficients for a
winged and wingless moiel of the sane nose type, and the values
include possible interference effects. The wings-of 0° and 1*5°
sweep show greater dra.^ with nose C than with the tlunter tody
nose B at Mach numbers close to 1.0. As the Mach number increases,
however, the effect decreases for the swept wing and reverses in
the cass of the unswept ving. Thus, sweeptack increased the
value of the Mach number at which wing drag coefficient decreases
with increasing nose fineness ratio.

COEFIDEETTAL

<

* t
-

L J
IMA HM Ho. LTB19 COWntHWIAL

Bcaalnatlon of the wing-dxag-ooefficient curves reveals that,

throughout the Mach number range, sweepbaclc provided a greater
drag reduction on the blunter B-neasd configuration than en th*
sharper C-nosed configuration. Tor Mach numbers between 1.1
and 1.25, "+5° of sweep resulted in approximately 70- and 60-pereent
drag reduction for the short- and long-nosed configurations,
respectively.

COBCUOaiOTS

Within the wop* eT the tests, the following conclusions

war« noted»
1. Values of wing drag derived In the presence of one body
proved markedly different from those derived from the same
ving on a body of different shape.
8. Tor the winged configurations, an increase In the oody
nose fineness ratio resulted in an Increase of total drag coeffi-
cient near Mach numbers of 1.0 hut resulted In a decrease of drag
coefficient at higher Mach numbers. Wing sweep Increased the
Mach number at which the reversal of effect occurs.
3. For the winged configurations, an increase in the body
nose fineness ratio resulted in an increase of wing drag coeffi-
cient for swept and unswept wings near Mach numbers of 1.0. At
the higher Mach numbers, the effect decreased for the swept wing
and actually reversed for the unswept wins.
it. Tor the winged configurations, an Increase in the body nose
fineness ratio decreased the reduction of drag due to sweepbaclc.
5. Tor the wingless configurations, an Increase In the body
BOBS fineness ratio decreased the body drag coefficient.

langley Memorial Aeronautical Laboratory

national Advisory Committee for Aeronautics
Langley Field, Va.

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1

I
I. ATI-• 6051 Jj^,
TITLE: Results of Flight Tests at Supersonic Speeds to Determine the Effect of Body
Nose Fineness Ratio on Body and Wing Drag JNonejH
AUTHOR(S): Katz, Ellis R. MIO. AOBKV NO.
ORIGINATING AGENCY: National Advisory Committee for Aeronautics, Washington, D. C RM-L7B1
-L7B19^
PUBLISHED BY: (Same) nmilHIMG AOINCY NO.

¥
DA« I DOC CIA« flllHTIATlO»«
Junee '47 I <Jqq»»aw. I U.S. I Eng. | 14 I photo, diagrs.
diagrs, graphs
ABSTRACT;

Supersonic, rocket-powered, winged, and wingless models were tested to Mach 1.4 to
determine effect of nose fineness ratio on total and component drag. Winged models
with and without sweepback were tested. Results show that Increased nose fineness
ratio increased winged-body drag near Mach 1.0 but decreased total drag at higher
Mach. Increased fineness ratio decreased drag of wingless bodies. Wing drag values
change with installation on different ho#y shapes.

A//
DISTRIBUTION: Request copies of this report only from Originating Agency
DIVISION: Aerodynamics <2) SUBJECT HEADINGS: Aerodynamics Supersonic (02150);
SECTION: Parasitic Components and Drag, Aerodynamic (31080); Aircraft, Supersonic - Design
Interference (7) r\ (05922}
ATI SHEET NO.: C-2-7-4
Air Documents Division, Intolllaonce Department AIR TECHNICAL INDEX Wr,gM-PoH«ne>n Air Fore« IOM
Air Mat« rial Command Dayton, Ohio
u
 I, Ö"ÜT> 6051
. TITLE: Results of Flight Tests at 8upersonlc Speeds to Determine the 2üect of Body
Nose Fineness Ratio on Body and Wing Drag ' (Hong)
*,UTHOR|S): Katz, Ellis R.
ORIGINATING AGENCY: National Advisory Committee for Aeronautics, Washington, D. cl mi-hTBlf>
PUBLISHED BY: (Same) ^~
o*ra NC cum.
June '47 I Cr-V/1-' U.S. EPS. 14 photo, diagrs« graphs
ABSTRACT:

Supersonic, rochet-powered, winged, and wingless models w>ere tested to E2acb 1.4 to
determine effect of nose fineness ratio on total and component drag. Winged models
with and without sweepbacfr were tested. Results shoo that increased nose fineness
ratio Increased winged-body drag near Mach 1.0 but decreased total drag at higher
Mach. Increased fineness ratio decreased drag of wingless bodies. Wing drag values
change with installation on different body shapes.

DISTRIBUTION: Request copies of this report only from Originating Agency

DIVISION: Aerodynamics (2) SUBJECT HEADINGS: Aerodynamics fttpsrsoaic (02150);
SECTION: ParastUc Components and Drag, Aerodynamic (31080); Aircraft, Supersonic - Design
Interference (7) (05922T
ATI SHEET NO.: C-2-7-4
Air Decumorrr OMslon, hr Migcata DoportRionl fllO TECKKICßl IKJIE ttrrc^fcflCKea Air Ferco Oeso
Air «otorid r Boyea. Oüo
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