PRESSURE DISTRIBUTIONS OVER THE FORWARD PORTION OF THE PROJECT FIRE SPACE-VEHICLE CONFIGURATION AT MACH NUMBERS FROM 0.25 TO 0.60

Pressure distributions over forward portion of project fire space-vehicle configuration at subsonic spee

Effects of wing leading-edge flap deflections on subsonic longitudinal aerodynamic characteristics of a wing-fuselage configuration with a 44 deg swept wing

An investigation was conducted to determine the effects of wing leading-edge flap deflections on the subsonic longitudinal aerodynamic characteristics of a wing-fuselage configuration with a 44 deg swept wing. The tests were conducted at Mach numbers from 0.40 to 0.85, corresponding to Reynolds numbers (based on wing mean geometric chord) of 2.37 x 1,000,000 to 4.59 x 1,000,000 and at angles of attack from -3 deg to 22 deg. The configurations under study included a wing-fuselage configuration and a wing-fuselage-strake configuration. Each configuration had multisegmented, constant-chord leading-edge flaps which could be deflected independently or in various combinations

Studies of various factors affecting drag due to lift at subsonic speeds

Drag and lift of thin swept wings at subsonic speed

Aerodynamic characteristics of a tandem wing configuration of a Mach number of 0.30

An investigation was conducted to determine the aerodynamic characteristics of a tandem wing configuration. The configuration had a low forward mounted sweptback wing and a high rear mounted sweptforward wing jointed at the wing tip by an end plate. The investigation was conducted at a Mach number of 0.30 at angles of attack up to 20 deg. A comparison of the experimentally determined drag due to lift characteristics with theoretical estimates is also included

Effect of wing pivot location on longitudinal aerodynamic characteristics of a variable sweep wing having an M planform

Wing pivot location effect on longitudinal aerodynamic characteristics of variable sweep wing having M planfor

Effect of canard position and wing leading-edge flap deflection on wing buffet at transonic speeds

A generalized wind-tunnel model, with canard and wing planform typical of highly maneuverable aircraft, was tested. The addition of a canard above the wing chord plane, for the configuration with leading-edge flaps undeflected, produced substantially higher total configuration lift coefficients before buffet onset than the configuration with the canard off and leading-edge flaps undeflected. The wing buffet intensity was substantially lower for the canard-wing configuration than the wing-alone configuration. The low-canard configuration generally displayed the poorest buffet characteristics. Deflecting the wing leading-edge flaps substantially improved the wing buffet characteristics for canard-off configurations. The addition of the high canard did not appear to substantially improve the wing buffet characteristics of the wing with leading-edge flaps deflected

Economic Impacts of Aquatic Vegetation to Angling in Two South Carolina Reservoirs

Angler creel surveys and economic impact models were used to evaluate potential expansion of aquatic vegetation in Lakes Murray and Moultrie, South Carolina. (PDF contains 4 pages.

Effects of wing leading-edge radius and Reynolds number on longitudinal aerodynamic characteristics of highly swept wing-body configurations at subsonic speeds

An investigation was conducted in the Langley low turbulence pressure tunnel to determine the effects of wing leading edge radius and Reynolds number on the longitudinal aerodynamic characteristics of a series of highly swept wing-body configurations. The tests were conducted at Mach numbers below 0.30, angles of attack up to 16 deg, and Reynolds numbers per meter from 6.57 million to 43.27 million. The wings under study in this investigation had leading edge sweep angles of 61.7 deg, 64.61 deg, and 67.01 deg in combination with trailing edge sweep angles of 0 deg and 40.6 deg. The leading edge radii of each wing planform could be varied from sharp to nearly round

Pressure distributions on a cambered wing body configuration at subsonic Mach numbers

An investigation was conducted in the Langley high-speed 7- by 10-foot tunnel at Mach numbers of 0.20 and 0.40 and angles of attack up to about 22 deg to measure the pressure distributions on two cambered-wing configurations. The wings had the same planform (aspect ratio of 2.5 and a leading-edge-sweep angle of 44 deg) but differed in amounts of camber and twist (wing design lift coefficient of 0.35 and 0.70). The effects of wing strake on the wing pressure distributions were also studied. The results indicate that the experimental chordwise pressure distribution agrees reasonably well with the design distribution over the forward 60 percent of nearly all the airfoil sections for the lower cambered wing. The measured lifting pressures are slightly less than the design pressures over the aft part of the airfoil. For the highly cambered wing, there is a significant difference between the experimental and the design pressure level. The experimental distribution, however, is still very similar to the prescribed distribution. At angles of attack above 12 deg, the addition of a wing-fuselage strake results in a significant increase in lifting pressure coefficient at all wing stations outboard of the strake-wing intersection