This report presents experiments in which two parts of the wing were arranged so as to form a biplane, which was subjected to normal three-component measurements, the two parts being placed in various relative positions with respect to the gap a and the stagger b

Seiferth, R

English

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,NATIONAL ADVISORY COMMITTEE
TECHNICAL MEMORANDUM
,.
FOR
NO.
,.-
AERONAUTICS .
418.
INVESTIGATION OF A WING WITH AN AUXILIARY
By R. .Seiferth.
The wing used in these experiments was a
UPPEITPART.*
normal one of
rectangular shape with a span of 1 meter (39.37 inches) and a
chord.of 0.2 m (7.87 in,). Fig. 1 shows the profile in its
ol’i~inal condition, i.e., with the position O ,,ofthe upper
A
part. A normal test’was first made of the wing in this posi-
tion, its polar curve being given in Fig. .3 and the numerical
values of ca~ CW and cm in Table I.
of the wing were then arranged so as to form
three-component meas-
The two parts
a biplane, which was sultjected,to normal
urements, the two parts being placed in various relative posi-
tions with respect to the gap
Arrangement O
a ‘(gap) 07
1
mm
o
a and the stagger b.
(0.28
&
in.) 20 mm (0.79 in.)
II )1 “ (0.04b (stagger) O
Arrangement O 3 ,4
a (gap) O 50 mm (1.97 in.) 80 mm (3!15 in.,)
b (stag~er) 10 “ (0.39 “ ) 33 “ (1.30 “ )
* “Untersuchung eines Fl&gels mit getefllkemPro$il.” “E:geb-
nisse der Aerodynamischen Versuchsanstalt zu Gottingen,”
Report 111, 1927, pp. 99-102.
N .A.C.A. Technical Memorandum No. 418 2
In the first series of tests, the total force on both
=* parts (which were bound firmly together far this purpose) was
measured. The results of other tests aTe shown in Fig. 4 and
in Tables II-Y, the ea., Cw and cm values being referked
,“
to the projection area and chord of the lower part. The axis
of reference for the moments passes %hrough the foremost point
of the chord of the lower part, or, more exactly, through the
intersection point of the chord with the thereto-perpe’ndicular
tangent to the leading edge (See definition on p~ 32 of Report
I). In regard to the plotting of the results in Fig. 4, it is
naturally not feasible to take the induced drag of the closed
wing (i~e.; of the monopiane) for that of the open wing, but
instead, the induced diag-mtistbe calculated separately for
each individual biplane arrangement. For the sake”of clear–
ness, we have refrained from plotting the drag parabolas,
They can, however, be easily plotted according to the multi-
lane theory (Cfh Report II, Chapter III, l’Derinduzierte Wider-
stand tierNehrdecker”).
In order to determine the effect of the upper or auxiliary
part of the wing on the total force., the lift and drag of this
part were measured alone in another series of experiments, in
which the lower or main part of the wing served as a deflector$–%
in the corresponding biplane arrangements. The results of these
measurements (only the most important points being thoroughly
tested) are plotted in Fig. 5. The angles of attack and the
—
N.A.C.A. Technical Memorandum No. 418 3
coefficients are.again referred to the main wing and the refer-
s..
-.
ence po’int for the’moments “is the same as above. Since the
,;
wind pressure caused sligkt displacements in the main wing,
L* the gap and stagger were again measured after turning on the
air stream, the exact measurements being given separately in
Tables VI-IX.
AS shown by the tables; the lift of the upper wing alone
is greater, for small gaps and angles of attack, than the cmn–
bined lift of the upper and lower wings together. In these
arrangements, therefore, the lower wing is given a negative
1 ift by the proximity of the upper wing. Likewise the drag of
the upper wing is relatively high at small angles of attack,
which is probably due chiefly to its greater profile drag.
1. Main Wing and Auxiliary .Wing Tested Together.
TABLE I.
Arrangement 0; a= Omm, b=Omm
a 100 Ca 100 Cw 100 Cm
9.00
– 6.1
- 3.1
– 0.2
+ 2.?
5.6
8.6
il.5
14..5
“17.5
20.6
- 3.8
-1-14.9
35.6
55.4
75.6
96.0
114.6
124..2
125.,4
126.7
122.0
1.96
1.84
2.41
3.60
5j=47
7.77
10.8’
14.4
19.6
25.7
31.8
9.9
14.3
19.6
25.0
30,2
35.7
41.0”
43.1
45.4
47.3
48.4
N.A.C.A. Technical Memorandum No. 41.8 4
TABLE 11.
Arrangement 1; a=7mmj b= Onim
,,. ,.. .,. .,
. a 100 c~, 100 CT* IGO Cm
9=00
- 6.1
- 3.1
- 0.2
+ 2.7
5.6
8“6
li.5
14..4
“ 17”4
20.4
— 5-1
+ 14.8
36.1
5’i,.6
80.2
1Q7..5
12262
142.!3
154.?
15+>5
151.4
.3:53
3.44
4.121
5.27
7.46
9..35
13.4
1-7.5
21.7
2i6.6
34.-0
1“3 3V.<
14.2
20.0
26.3
32.3
38.,3
44;4
50.1
53.8
5$.6
56.9
., TA13LE 111.
a 100 Ca 100 clj4J 1.09 Cm
- 9.0° - 7.6 6.05 S-4
- 6.1 + ~4e3 5.56 14.9
- 3>1 se=7 5.84 2>..4
- 0.2 60.6 6c77 28ni
-t2.7 8Z.O 8.35 3$.4-
5.6 11~~,,g 10.9 4?,36
130’,4 14.3 43.5
l;:: 1.52.3 1.8,5 5565
14.0 IF,,?,2 2:;.6 6[),.0
1’?.3 i~9,..’17 30.,2 6:3.7
20.4 17~.8 37.0 63.4
24.4 160.5 44.7 61.3
1
II? “-” — . . —
i
.,
;A,
,?
N.A.C.A. Technical Memorandum No. 418
TABLE IV.
Arrangement 3; a=50ti, b=lOmm
.=. -,.
u’””’ 1“00’Ca 100 ‘c~ loo’cm
9.00 - 3.0 7.74 9.6
- 6.1 + 22.1 6.72 15.8
- 3.2
- 0.3
+ 2.6
5.5
8.4
11.3
14.3
17.2
20.2
24.2
47.6
74.2
100.7
128.0
154.’0
179.8
200.5
212.0
210.6
206.8
6.85 23.i
8,28
10.4
13.5
18.0
23.7
29,5
36.4
45.0
59.6
TABLE V.
Arrangement 4; a=80 mm,
29.9
37,o“
44.4
51.8
59.9
67.0
71.3
72.8
77.5
b=33mm
100 c~ 100 Cw 100 Cm
g.oo
- 6.1
- 3.2
– 0.3
i-2.6
“:::
11.3
14.2
17.2
20.1
21.1
24.2
5.8
+ 18.5
46.4
77.0
108.0
135.0
169.5
197.1
217.5
231.5
236.5
237.0
225.2
8.29
7.00
6.87
8.49
11.4
14.0
20.2
26.9
31.4
42.7
50.9
56.1
66.0
6.4
11.8
17.8
23.8
30.1
37.1
45.2
52.2
59.7
65.7
71.2
72.7
74.0
5
:; . A. C. A. T ethnical Ycmorandum No. 418 6
II. Auxiliary Wing Tested Alone, with Main Wing as a Deflector.
TABLE VI.
Arrar@ment 1.
.———
. . a a b 100 Ca
mm mm
100 c=
——.
2.7° 7 0 109,0 6.44 41.1
8.6 12303 10.1 43.1
14.4 : : 119*4 13.1 39.7
17.4 7 1 107.6 14.0 35.6
TABLE VII.
iirran~yanent 2i
—.. —. —.
cf. a b ioo Cb
mm mm
100 Cw 100 cm
———
2.70 20.5 0 65.5 9.38 28.4
6.5 22 2 99.6 11.3 36.6
14.4 20 2 129.0 15.9 43.7
17.3 19 4 118.1 16.0 39.8
20.4 19 3 102.3 14.8 33.5
TABLE VIII .
Arrangement 3.
a a b 100 Ca 100 Cw 100 C.m
:mnl m
.,
——
~.6° 50 9 80.2 8.78- 28.4
9.4 50 11 120.9 13.6 40.0
14.3 51 12 151.9 21.7 48.6
17.2 50 12 149.0 24.4 47.6
TABLE IX.
Arrangement 3.
—
a a b 100 Ca 100 c~ 100 cm
mm mm
-0.3° 79 33 51.0 7.60 22.3
+2 .6 81 34 97.1 8.88 21.7
8.4 79 34 137 l 3 14.8 29.9
1.4.2 82 35 164.3 22.7 36.8
1.7.2 81 32 1!56.6 26.8 36.4
20.1 81 32 144.0 30.8 35*4
~r~ns~at~on “~y ~~i g-~ltIl. :Jiner,
National Advisory Committee for Aeronautics.
N.A.C.A. Technical Kernorandum NO. 418
-, Fjgs.l;2 & ,,3
,,
..,- . .-
.,
—
Fig.1
--M-
Fig.2
..
120
100
80
Ca
60
40
20
100
20 30 40 50 6
10
~rrangement O
20
Fig.3
—
-c
—
c.
-.
—
—
—
—
—
100 c~
.
— — —.——
1.
. .
100 Ca
220
200
180
160
140
120
100
80
60
40
20
30 40 50 60 70 80 90 100
10
—+” Arrangement I
16.0
lf –
—~
tt ::1
140
—~
—x— II IV 120
100
100 Ca
80
60
40
. ... .. .
~o
20
Fig.4
30 40
100 cm
...
10 20 30 40 50 60
x..
5’
.x -
10 20
100 Cw
Fig. 5


Investigation of a wing with an auxiliary upper part

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