83 research outputs found
Wind-tunnel Investigation of an NACA 65-210 Semispan Wing Equipped with Circular Plug Ailerons and a Full-span Slotted Flap
Wind-tunnel investigation of a full-span retractable flap in combination with full-span plain and internally balanced ailerons on a tapered wing
Flight Determination of the Longitudinal Stability in Accelerated Maneuvers at Transonic Speeds for the Douglas D-558-II Research Airplane Including the Effects of an Outboard Wing Fence
The results of transonic flight measurements of the longitudinal stability characteristics of the Douglas D-558-II research airplane in the original configuration and with outboard fences mounted on the wings are presented. The levels of normal-force coefficient at which the stability decreases and pitch-up starts have been determined for both airplane configurations at Mach numbers up to about 0.94
Effect of Wing Slats and Inboard Wing Fences on the Longitudinal Stability Characteristics of the DOUGLAS D-558-II Research Airplane in Accelerated Maneuvers at Subsonic and Transonic Speeds
Investigation of Effect of Span, Spanwise Location, and Chordwise Location of Spoilers on Lateral Control Characteristics of a Tapered Wing
Effect of several wing modifications on the low-speed stalling characteristics of the Douglas D-558-II research airplane
Effect of Several Wing Modifications on the Subsonic and Transonic Longitudinal Handling Qualities of the Douglas D-558-II Research Airplane
Low-speed Investigation of Deflectable Wing-tip Ailerons on an Untapered 45 Degrees Sweptback Semispan Wing with and Without an End Plate
Longitudinal Stability Characteristics in Accelerated Maneuvers at Subsonic and Transonic Speeds of the Douglas D-558-II Research Airplane Equipped with a Leading-edge Wing Chord-extension
Wind-Tunnel Investigation of an NACA 23021 Airfoil with a 0.32-Airfoil-Chord Double Slotted Flap
An investigation was made in the LMAL 7- by 10-foot wind tunnel of a NACA 23021 airfoil with a double slotted flap having a chord 32 percent of the airfoil chord (0.32c) to determine the aerodynamic section characteristics with the flaps deflected at various positions. The effects of moving the fore flap and rear flap as a unit and of deflecting or removing the lower lip of the slot were also determined. Three positions were selected for the fore flap and at each position the maximum lift of the airfoil was obtained with the rear flap at the maximum deflection used at that fore-flap position. The section lift of the airfoil increased as the fore flap was extended and maximum lift was obtained with the fore flap deflected 30 deg in the most extended position. This arrangement provided a maximum section lift coefficient of 3.31, which was higher than the value obtained with either a 0.2566c or a 0.40c single-slotted-flap arrangement and 0.25 less than the value obtained with a 0.4c double-slotted-flap arrangement on the same airfoil. The values of the profile-drag coefficient obtained with the 0.32c double slotted flap were larger than those for the 0.2566c or 0.40c single slotted flaps for section lift coefficients between 1.0 and approximately 2.7. At all values of the section lift coefficient above 1.0, the 0.40c double slotted flap had a lower profile drag than the 0.32c double slotted flap. At various values of the maximum section lift coefficient produced by various flap defections, the 0.32c double slotted flap gave negative section pitching-moment coefficients that were higher than those of other slotted flaps on the same airfoil. The 0.32c double slotted flap gave approximately the same maximum section lift coefficient as, but higher profile-drag coefficients over the entire lift range than, a similar arrangement of a 0.30c double slotted flap on an NACA 23012 airfoil
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