An investigation has been made in the Mach number range from 0.50 to 2.86 to determine the longitudinal and lateral aerodynamic characteristics of a cruise missile having a 58 deg swept wing and conventional aft tails. Such a vehicle might be applicable to missions such as surface- or air-launched tactical or strategic missiles, unmanned reconnaissance, or countermeasure decoys

Collins, I. K.

Spearman, M. L.

English

NASA Technical Reports Server

N A S A  TECHNICAL NOTE B 
o* 
*o 
0 
AERODYNAMIC CHARACTERISTICS OF 
MACH NUMBERS FROM 0.50 TO 2.86 
A SWEPT-WING CRUISE MISSILE AT 
by M .  Leroy Spearman und Ida K ,  Collins 
1 Lungley Research Center 
N A T I O N A L  AERONAUTICS A N D  SPACE A D M I N I S T R A T I O N  0 W A S H I N G T O N ,  D. C. NOVEMBER 1972 
https://ntrs.nasa.gov/search.jsp?R=19730001275 2020-03-23T09:42:28+00:00Z
1. Report No. 
NASA TN D-7069 
2. Government Accession No. 3. Recipient's Catalog No. 
6. Abstract 
4. Title and Subtitle 
AERODYNAMIC CHARACTERISTICS OF A SWEPT-WING 
CRUISE MISSILE AT MACH NUMBERS FROM 0.50 TO 2.86 
7. Author(s) 
M. Leroy Spearman and Ida K. Collins 
- 
9. Performing Organization Name and Address 
NASA Langley Research Center 
Hampton, Va. 23365 
An investigation has  been made in  the Mach number range from 0.50 to 2.86 to deter-  
mine the longitudinal and la teral  aerodynamic characterist ics of a c ru i se  missi le  having a 
58O swept wing and conventional aft tails. 
such as surface- or air-launched tactical o r  strategic missi les ,  unmanned reconnaissance, 
o r  countermeasure decoys. 
Such a vehicle might be applicable to missions 
5. Report Date 
6. Performing Organization Code 
November 1972 
8. Performing Organization Report No. 
L-8508 
10. Work Unit No. 
760-67-81-03 
11. Contract or Grant No. 
2. Sponsoring Agency Name and Address 
National Aeronautics and Space Administration 
Washington, D.C. 20546 
13. Type of Report and Period Covered 
Technical Note 
14. Sponsoring Agency Code 
7. Key Words (Suggested by Author(s) ) 
Cru i se  missi le  
Transonic aerodynamics 
Missile configurations 
Pi lot les s a i r c ra f t  
18. Distribution Statement 
Unclassified - Unlimited 
19. Security Classif. (of this report) 20. Security Classif. (of this page) 
Unclassified Unclassified 
21. NO. of Pages 22. Price" 
40 $3.00 
AERODYNAMIC CHARACTERISTICS O F  A SWEPT-WING CRUISE MISSILE 
AT MACH NUMBERS FROM 0.50 TO 2.86 
By M. Leroy Spearman and Ida K. Collins 
Langley Research Center 
SUMMARY 
An investigation has been made in  the Mach number range from 0.50 to 2.86 to 
determine the longitudinal and lateral aerodynamic characterist ics of a cruise  missi le  
having a 58O swept wing and conventional aft tails. 
The resul ts  indicated a relatively high drag-rise Mach number of about 0.95. In 
addition, at this Mach number the basic configuration with zero  control deflection could 
be tr immed near the lift coefficient required for maximum lift-drag ratio with a slightly 
positive static stability margin. 
and positive effective dihedral throughout the normal operating cruise  range. 
The configuration indicated positive directional stability 
INTRODUCTION 
In order  to provide aerodynamic data suitable for  preliminary design and perfor- 
mance evaluation purposes, the NASA Langley Research Center has  conducted a wind- 
tunnel study of a model representative of a cruise  missile. 
applicable to missions such as surface- o r  air-launched tactical o r  strategic missi les ,  
unmanned reconnaissance, o r  countermeasure decoys. 
leading-edge sweep and conventional aft tail surfaces with 630 of leading-edge sweep. 
This type of vehicle might be 
The model had a wing with 58O of 
COEFFICIENTS AND SYMBOLS 
The. moment reference point is at a longitudinal station corresponding to 48 percent 
of the wing mean aerodynamic chord. 
The coefficients and symbols are defined as follows: 
A cross-sectional-area parameter 
b wing span, 56.39 cm (22.20 in.) 
Drag drag coefficient, -qs 
drag coefficient a t  ze ro  lift 
Lift lift coefficient, -
qs 
aCL 
a@ 
slope of lift curve,  -, per  deg 
Rolling moment rolling-moment coefficient, 
qSb 
effective-dihedral parameter ,  per deg 
Pitching moment 
pitching-moment coefficient, qsc 
yawing-moment coefficient, 
Yawing moment 
qSb 
directional stability parameter , per  deg 
Side force side-force coefficient, 
q s  
side-force parameter,  per deg 
wing mean aerodynamic chord, 24.64 cm (9.70 in.) 
lift-drag ratio (subscript max denotes maximum value) 
f ree-s t ream Mach number 
f ree-s t ream dynamic pressure  
wing area, 1300 s q  c m  (201.5 s q  in.) 
body station in body lengths 
angle of attack, deg 
angle of sideslip, deg 
2 
APPARATUS AND TESTS 
Tunnel 
Transonic tes t s  were conducted in  the Langley 8-foot transonic pressure tunnel. 
This  is a variable-pressure,  continuous-flow tunnel with a 2.44-meter-square (8-ft) t es t  
section and a Mach number range of 0.20 to 1.30. Supersonic tes ts  were made in  the low 
Mach number leg of the Langley Unitary Plan wind tunnel. This is also a variable- 
pressure,  continuous-flow facility with a 1.22-meter-square (4-ft) test section and an 
asymmetric sliding-block nozzle, which provides a Mach number range from 1.47 to 2.86. 
Model 
A three-view drawing of the model is shown in figure 1, and some geometric char-  
acter is t ics  are given in table I. A photograph of the model is presented in  figure 2. The 
wing section was  a NACA 65A006 in the s t ream direction, and the wing had 5 O  of negative 
dihedral. The horizontal and vertical  ta i ls  a lso had NACA 65A006 sections in the s t ream 
direction. No provisions were made for  airflow through the model o r  for control-surface 
deflection. The basic body c ross  sections were circular,  and a simulated equipment fair- 
ing was attached along the center line on the underside of the body. 
Tes ts  
The tes t s  were conducted a t  a constant Reynolds number of 8.202 x 106 per  meter  
(2.5 x 106 per foot). 
The dewpoint was  maintained low enough to insure negligible condensation effects. 
In order  to insure boundary-layer transition to turbulent conditions, 0.159-cm-wide 
(0.0625-in.) s t r ips  of No. 120 carborundum gr i t  were placed on the wing and tails  1.02 c m  
(0.4 in.) behind the leading edges (measured streamwise) and on the body 3.05 cm (1.2 in.) 
aft of the nose. The angle of attack was varied a t  sideslip angles of about 00, 20, and 5' 
at Mach numbers from 0.50 to 1.20. Tests  were made at  angle of attack a t  Mach numbers 
of 2.00, 2.50, and 2.86 for sideslip angles of about 00 and 3 O .  
Measurements 
Aerodynamic forces  and moments on the model were measured by means of a six- 
The bal- component electrical  strain-gage balance, which was housed within the model. 
ance was attached to a sting, which, in  turn, w a s  rigidly fastened to the tunnel support 
ayakm.  
orifice located in  the vicinity of the balance. 
Baiailce-chanlber pressure w a s  measured by   ti earls 01 a single s ta t ic-pressure 
3 
Corrections and Accuracy 
The angle of attack has  been corrected for  deflection of the balance and sting due to 
aerodynamic loads, as well as for  tunnel airflow misalinement. The drag resul ts  have 
been adjusted to correspond to f ree-s t ream static pressure  acting over the model base. 
PRESENTATION OF RESULTS 
In the graphical presentation, the longitudinal resul ts  are re fer red  to the stability- 
The moment axis system, and the la teral  resul ts  are referred to the body-axis system. 
reference is on the body center line a t  a point corresponding to  48 percent e. 
ical  results are presented in the following figures: 
The graph- 
Figure 
Longitudinal aerodynamic character is t ics  . . . . . . . . .  3 
Summary of longitudinal characterist ics . . . . . . . . .  4 
Transonic sideslip characterist ics . . . . . . . . . . . .  5 
Supersonic sideslip derivatives . . . . . . . . . . . . . .  6 
DISC US SION 
Longitudinal Aerodynamic Characterist ics 
The longitudinal aerodynamic character is t ics  a t  each Mach number a r e  presented 
in  figure 3 and a r e  summarized in  figure 4. 
generally linear over the positive lift-coefficient range up to approximately (L/D)max, 
and then a pitch-down tendency occurs.  Nonlinearities in  pitching moment above the lift 
coefficient for  
of this type, which, generally speaking, are not required to maneuver to high lifts and a r e  
not required to land. 
The pitching-moment characterist ics are 
(L/D),= do not necessarily constitute a reason for  concern for  vehicles 
The summary of longitudinal character is t ics  (fig. 4) indicates a relatively high drag- 
rise Mach number of about 0.95 .  
wing and tails. In addition, the location of the tails should reduce the afterbody closure 
drag effects. The favorable drag characterist ics can thus be attributed to the area dis- 
tribution of the vehicle. As shown in figure 4(a), the normal area distribution is relatively 
smooth and symmetric about the midbody station. Such a shape is conducive to low tran-  
sonic drag. The neutral-point location is essentially constant over the subsonic range a t  
about 43 percent E. The neutral point shif ts  rearward about 26 percent 
speeds to M = 2.0 and the maximum L/D decreases  to about 3.5.  
This resul t  is due in par t  to the high sweep angle of the 
from subsonic 
A positive increment of Cm occurs  at CL = 0 which, for  the proper center-of- 
gravity location, would make i t  possible to achieve trimmed conditions with ze ro  control . 
4 
deflection near the lift coefficient for 
Results shown in figure 4(b) for M = 0.95 indicate that a forward shift in  center of grav- 
ity of only 4 percent e would provide such a condition. 
( L / D ) m a  with a slightly positive static margin. 
Later a1 Aerodynamic Characteristics 
Because of the nonlinear la teral  aerodynamic character is t ics  a t  transonic speeds, 
the variations of Cn, Cl, and C y  with angle of attack for sideslip angles of approxi- 
mately Oo, 2O, and 5' a r e  shown in figure 5 for each transonic Mach number. 
characterist ics were found to be linear for the supersonic tests.  Sideslip derivatives 
measured between sideslip angles of Oo and about 3O were  obtained and are shown in 
figure 6 as a function of cy for Mach numbers of 2.00, 2.50, and 2.86. These resul ts ,  in  
general, indicate positive directional stability and a positive dihedral effect throughout the 
normal operating cruise  range. It should be pointed out that the forward movement of the 
moment reference point required to provide longitudinal stability a t  subsonic speeds would 
also resul t  i n  an increase in  the positive value of directional stability a t  all Mach numbers. 
The la teral  
SUMMARY OF RESULTS 
An investigation has  been made in the Mach number range from 0.50 to 2.86 to deter-  
mine the longitudinal and la teral  aerodynamic characterist ics of a cruise  missile having a 
580 swept wing and conventional aft tails. The results of the investigation are as follows: 
1. The configuration had a relatively high drag-rise Mach number of about 0.95. 
2. The configuration could be tr immed with zero control deflection near the lift coef- 
ficient required for maximum lift-drag ratio at a Mach number of 0.95. 
3. The configuration had positive directional stability and positive effective dihedral 
throughout the normal operating cruise  range. 
Langley Research Center,  
National Aeronautics and Space Administration, 
Hampton, Va., October 4, 1972. 
5 
TABLE I.- GEOMETRIC CHARACTERISTICS 
Forebody coordinates: 
Body station 
cm 
0 
3 K A  
.Y" A 
.508 
1.016 
1.524 
2.032 
2.540 
5.080 
7.620 
10.160 
12.700 
15.240 
17.780 
20.320 
22.860 
25.400 
27.940 
30.480 
in. 
~ 
0 
1 nn 
.200 
.400 
.600 
.800 
1.000 
2.000 
3.000 
4.000 
5.000 
6.000 
7.000 
8.000 
9.000 
10.000 
11.000 
12.000 
. - v v  
Radius 
cm 
0 
-833 
1.179 
1.661 
2.027 
2.324 
2.588 
3.581 
4.285 
4.829 
5.260 
5.611 
5.888 
6.106 
6.271 
6.388 
6.454 
6.477 
in. 
0 
.--- 23.8 
.464 
.654 
.798 
.915 
1.019 
1.410 
1.687 
1.901 
2.071 
2.209 
2.318 
2.404 
2.469 
2.515 
2.541 
2.550 
Aft e r body : 
Theoretical intersection of cylindrical centerbody and conical afterbody occurs  at body 
station 83.2485 cm (32.775 in.). 
50.800-cm (20.000-in.) radius. 
The transition region is faired with an  a r c  of 
Equipment fairing: 
Constant depth of 1.905 cm (0.750 in.) 
Forward contour faired with a r c  of 20.320-cm (8.000-in.) radius 
Rear  contour beveled 150 
I 6 
_- 
NO I -  A -- 
'\ \
', I 1  \ 
+I 
i 
/ 
/ 
/' 
/ 
r 
I 
I 
\ I u 
h m 
a, 
e 
% 
.,-I v 
m 
k 
a, 
a, 
c, 
E 
.,-I Y
c 
a, 
0 
c 
a, 
k 
cd 
m c 
0 
m 
c 
a, 
.,-I 
.,-I 
E 
T2 
z 
k 
cd 
a, 
E: 
d 
a, -a 
0 
E 
w 
0 
m 
cd 
d 
.,-I 
4-l 
8 
I 
V-I 
a, 
k 
5 
tlt 
iz 
7 
d 
a, a 
0 
E 
w 
0 
c a 
cd 
k 
ba 
0 
0 
+-, 
s 
8 
.06 
.04 
.02 
Cm o 
-.02 
14 
12 
IO 
8 
6 
4 
2 
a, deg 
0 
-2 
-4 
-6 
e 6  - . 4  -.2 0 .2 .4 .6 . 8  1.0 1.2 \.4 
C L  
(a) M = 0.50. 
Figure 3. - Longitudinal aerodynamic characterist ics.  
9 
8 
6 
4 
2 
0 
-2 
-4 
-6 
-8 
-.6 - . 4  -.2 0 . 2  .4 .6 .E 1.0 1.2 1.4 
C L  
(a) Concluded. 
Figure 3. - Continued. 
10 
-.8 m.6 - . 4  - . 2  0 .2 . 4  .6 
C L  
(b) M = 0.80. 
Figure 3. - Continued. 
11 
I O  
a 
6 
4 
2 
L 
D 
- 
0 
-2 
-4 
-6 
-8 
-8 - .6  - . 4  - . 2  0 .2 . 4  .6 .a 1 .0  1.2 
CL 
(b) Concluded. 
Figure 3. - Continued. 
12 
.04 
.02 
0 
-.02 
I O  
8 
6 
4 
-2 
-4 
-6 
.a - .6  - . 4  -.2 0 . 2  . 4  .6 .8 1.0 1.2 
C L  
(c) M = 0.90. 
Figure 3. - Continued. 
13 
IO 
8 
6 
4 
2 
L 
D 
- 
0 
-2 
-4 
-6 
-8 
IO 
.O 8 
.06 
CD 
.04 
.02 
ID 12 .2 .4 .6 .8 T8 -.6 -.4 -.2 0 
C L  
(c) Concluded. 
Figure 3. - Continued. 
.04 
.02 
Cm o 
-.02 
-.04 
a .  de 
IO 
0 
6 
4 
2 
9 
0 
-2 
-4 
-6 
:8 -.6 - . 4  - . 2  0 .2 . 4  .6 .8 1.0 1.2 
CL 
(d) M = 0.95. 
Figure 3. - Continued. 
15 
I O  
8 
6 
4 
2 
L 
D 
- 
0 
-2 
-4 
-6 
-8 
IO  
.06 
CD 
.04 
.02 
0 
.8 1.0 1.2 -.8 -.6 -.4 -.2 0 .2 .4 .6 
C L  
(d) Concluded. 
Figure 3. - Continued. 
.04 
.02 
Cm o 
-.02 
-.04 
I O  
6 
4 
-2 
-4 
-6 
.E -.6 - . 4  -.2 0 .2 .4  .6 .E 1.0 1.2 
( e )  M = 1.00. 
Figure 3. - Continued. 
17 
18 
.2 .4 .6 .8 1.0 1.2 
CL 
( e )  Concluded. 
Figure 3. - Continued. 
.06 
.04 
.02 
cm 0 
-.02 
-.04 
-.06 
10 
8 
6 
4 
2 
a, deg 
0 
-2 
-4 
-6 
-8 -.6 - . 4  -.2 0 .2 . 4  .6 .8 1.0 1.2 
c ;  
(f) M = 1.03. 
Figure 3. - Continued. 
b 
19 
6 
4 
2 
- 
D 
-2 
-4 
-6 
.I4 
. I  2 
. I  0 
.08 
C D  
.06 
.04 
.02 
0 
.2 .4 .6 .8 1.0 1.2 0 78 -.6 -.4 -.2 
C L  
(f) Concluded. 
Figure 3. - Continued. 
.oa 
.06 
.04 
.02 
Cm o 
-.02 
-.04 
IO 
4 
-2 
-4 
--c " 
- . 8  ;.6 - . 4  - . 2  0 . 2  . 4  .6 .a 1.0 1.2 
CL 
(g) M = 1.20. 
Figure 3. - Continued. 
21 
(g) Concluded. 
Figure 3. - Continued. 
22 
.08 
.06 
. 0 4  
. 0 2  
Cm 
0 
-. 02 
-. 04 
1 0  
8 
6 
4 
d 2 J  
2 
0 
- 2  
- 4  
-6 
0 . 2  . 4  .6 . a  1 .0  1.2 -. 8 -. 6 - . 4  - . 2  
ct  
(h) M = 2.00. 
Figure 3. - Continued. 
23 
6 
2 
L I D  0 
-2  
- 4  
-6 
16 
1 4  
12 
.10 
CD 
.08 
06 
0 4  
02 
0 
oa 
Cm . 
06 
04 
02 
0 
. 0 2  
. 0 4  
10 
a 
6 
4 
2 
0 
- 2  
- 4  
-6 
C! 
(i) M = 2.50. 
Figure 3. - Continued. 
2 
25 
‘D . 
CL 
(i) Concluded. 
Figure 3. - Continued. 
‘i 
(j) M = 2.86. 
Figure 3. - Continued. 
27 
LID 
cL 
(j) Concluded. 
Figure 3. - Concluded. 
0 . 2  . 4  .6 .8 1 .0  
. 2  
A . 1  
0 
.08 
cL ,  . 0 4 .  
0 
1 2  
8 
4 
0 
/-- ---_ - -- 
Neutral-point location, 
percent C 
hl 
(a) Area distribution and various aerodynamic parameters.  
Figure 4. - Summary of longitudinal characterist ics.  
29 
E 
0 
30 
C” 
C Y  
.03 
.02 
.o I 
0 
.01 
0 
-.o I 
C 
-.04 
- 2  0 2 4 6 a IO 12 
a ,  deg 
(a) M = 0.50. 
Figure 5. - Transonic sideslip characterist ics.  
31 
-6  - 4  -2  0 2 4 6 8 
a ,  deg 
(b) M = 0.80. 
Figure 5. - Continued. 
32 
I 
Cn 
C Y  
.03 
.02 
.o I 
0 
.01 
0 
-.o I 
0 
-.04 
-.08 
-. I2 
-6 -4 -2 0 2 4 6 8 
Q ,  deg 
( c )  M = 0.90. 
Figure 5. - Continued. 
33 
-6  - 4  - 2  0 2 4 6 a 
a ,  deg 
(d) M = 0.95. 
Figure 5. - Continued. 
.03 
.02 
.o I 
0 
.01 
-.o I 
0 
-.04 
C Y  
-.08 
- . I2 
-6 - 4  - 2  0 2 4 6 8 
a ,  deg 
(e) M = 1.00. 
Figure 5. - Continued. 
35  
- 6  - 4  -2 0 2 4 6 8 
a ,  deg 
(f) M = 1.03. 
Figure 5.- Continued. 
.04 
.03 
.02 
C” i 
.o 
0 
-.o I 
0 
-.04 
C Y  
- .08 
-.I2 
-6 -4  - 2  0 2 4 6 0 
a ,  deg 
(g) M = 1.20. 
Figure 5. - Concluded. 
.01 
0 
cI 
-.O I 
37 
c 
" B  
C 
$3 
C 
yP 
38 
a ,  d e g  
(a) M = 2.00. 
Figure 6. - Supersonic sideslip derivatives. 
C 
" P  
P 
C 
yP 
39 
40 
a ,  d e g  
(c) M = 2.86. 
Figure 6. - Concluded. 
NASA-Langley, 1972 - 1 L-8508 
~ _ _ _ _ _  


Aerodynamic characteristic of a swept-wing cruise missile at Mach numbers from 0.50 to 2.86

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