Document
ARB No. 3L10
NA TIONAL ADVISORY COMMITTEE FOR AERONAUTICS
"Tl 'II't'I)II~ 1 11~ '()Il't'
ORIGINALLY ISSUED December 1943 as Advance Restricted Report 3110 WIND-TUIfflEL INVESTIGATION OF AN NAeA 23012 AIRFOIL WITH
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A 0.30-AIRFOIL-CHORD DOUBLE SWITED TI.AP By Paul E. Purser, Jack Fischel, and. John M. Riebe Langl ey Memorial Aeronautica l Laboratory
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Langley Field, Va.
I TE "NI"AL LIBRARY "'eli r r'UFACTURING C~ Jl·~S51 SEPULVEDA BLVD~ ./ I GLE ~OODJ /
G l FORNIA
WASHINGTON NACA WARTIME REPORTS are reprints of p apers originally issued to provide rapid distribution of advance research results to an authorized group reqUiring them for the war effort. They were pre-
·
viously held under a security status but are now unclassified. SOIDe of these reports were not tech- nically e dited. All have been repr od uced without change in order to expedite general distribution.
I
• L - 469 NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS ADVANCE RESTRICTED REPORT WIND-TUNNEL I NVES TIGATION OF AN NACA 23012 AIRFOIL WI TH A 0.30-AIRFOIL-CHORD DOUBLE SLOTTED FLAP By Paul E. Pu r ser, Jack Fischel, and John M. Riebe SUMMARY Tests to determine the effect of flap position and deflection on the aerodynamic characteristics of an NACA 23012 airfoil with a double slotted flap having n chord 30 percent of the airfoil chord (0.30c) were conducted in the LMAL 7- by 10-foot tunnel In addition, a fevl o tests were made to determine the aerodynamic section characteristics as affected by the size and shape of the fore flap~ by movement of the fore flap and rear flap as a unit, and by variation in the airfoil lower lip. Con- tours of rear-flap-nose position for various values of maximum section lift coefficient, section profile-drag coefficient, and sec tion pitching-moment coefficient are presented at three selected fore-flap positions for vari- ous rear-flap deflections. The complete aerodynamic sec- tion characteristics are g iven at the three selected fore- flap positions for the optimum-lift and optimum-drag po- sitions of the re~r flap at several deflections. Polars of the section profile-drag coefficient at the flap po- sitions and deflections for optimu m lift and optimum drag are shown. A discussion is given of the relative marits of t he present arrangement as compared with a 0.2566c and a 0 ~4 0c slotted flap, a ~r30c Fowler flap, and a Ov40c d ouble slotted flap on the same airfoil.
The optimum deflection of the rear flap within the _ range invest i ga t ed at each position of the 0.117c fore flap was 60 in almost all cases and the maximum lift of the airfoil ~as obtained with the fore flap deflected 25 in tho rearmost of the three select ed positions.
The use of the 0.1467c fore flap provided a slightly higher maximum section lift coefficient than was obtained
with the smaller fore flap. The O~30c double slotted
flap (0.117c fore flap) gave a maximum section lift coef- ficient (3 30) that was higher than that of the 0.2566c or 0.4<k single slotted flaps, approximately equal to that of the 0 030 c Fo w ler fla p9 but abo ut Oa l S l ess t han that of the 0 4 00 double s lott ed flap . Th e pr o fi l e- drag coeffi cien ts of the 00 30 c double slotted flap were highe r th an those of the 0 03 0c Fo wl e r and the 0.40c double s l otted flaps o ve r the en tir e lift range and hi g h er than t~o se of the t~o si ngle slotted f l aps in the ran ge of sectio n lift c o eff ici e nts be lo w 2.7. Th e n eg ativ e seo- tion p it Ching -mo ment coefficients at maximum section lift co effici e~t produced by t h e 0. 3 0c double sJ . otte d f l aps we r e equal to t hos e of the 0. 30c Fowler flap and were g r eater t han tho s e produ c ed by other slotted flaps on the salle airfoil o IRTRODUCTION An extensi - e in ves t i gation of variou s h i gh-li ft devices has been undertaken by the NAC A to f urnish in - formation appli, :a1J le to the aero d ynamic design of wi~g flap combinat i ons fo r improved safe ty and pe rformanc e of airplanes . A high-lift device capable of producing high lift \dth variable drag for lan ding a nd. h igh lift wi t l_ l o w d rag far take-off and initial cli mb i s 1Je ll ev ed to be desi r able Other de sirable c ha rac t eristics a re: no incr eas e in drag w it h the flap neutral ~ sm a ll c hange in pitching moment with f lap d eflect jon, low forces re qu~red t o o pera t e the flap , and free~o m from p o ssib l e ha xar d due to ic ing " Aerod ynam ic d ata on the NACA 23012 airfo il h ave been made avai l ab l e fo r s ing le s l otted flaps in r e ferences 1 and 21 for a Fowle r flap having a c h ord 30 p e rc en t of the a irfoil c h o r.d. (0. 30 c) in r eferen ce 3, B , nd fo r a 0040c doubl e s lo tted flap i n ref er ence 4 The da ta prese n ted in refer e nce 4 indic a t ed that the double s l otte f lap gave higher lift than th o si ng l e slotted flap and had lo we r drag at high section 11f t coef- ficient s ·~he doub l e slott ed flap also h ad high e r lift o than the Fowler flap d Alt hough an investigation es s ential ly the sa me a s that reported herein had b een planned at LM AL s e veral y e ars ag o ~ no tests were m ade at that time be caus e of other p ro jec ts of greate r interest. R e n ~~eJ int e rest of des i gners and manufact ur e r s in devices c a p able of producing very high lift on combat airplanes, however, led to the present investigation, in which tests were made of a 0.30c double slotted flap on the NAGA 23012
airfoil (fig. 1). It was believed that this device
would combine the advantageous aerodynamic character- istics of the 0.40c double slotted flap (reference 4) with the structural advantages of the small single slotted flap (reference 1). The small size of the fore flap would also allow the use of simpler doors for sealing the break in the airfoil lower surface with the flaps retracted.
APPARATUS AND TESTS
Models The basic airfoil used in these terts had a chord of 3 feet and a span of 7 feet. Tne m odel was constructed of laminated pine and was built to the NACA 23012 profile; the ordinates for the section are presented in table Ie This airfoil had previously been used for the investiga- tions reported in references 1, 2 , and 4. The trailing- edge section of the model ahead of th e flap was equipped with lips of steel plate rolled to the airfoil contour and extending back to the flap in order to provide the basic airfoil contour when the flap was retracted (fig. 1).
The double slotted flap consisted of a fore flap and a rear flap. Two fore flaps (A nnd B) were used in this investigation, The larger one designated fore flap B was used in only a few tests to determine the effect of in- creased thickness and chord. The two fore flaps were of different profile, as shown in figure 2, and were built
to the ordinates given in table I. Fore flap A was con-
structed of laminated wood and had a trailing-edge of 1/16-inch steel plate~ Fore flap B had an upper surface and trailing-edge of dural and a lo~er surface of laminated wood.
The rear flap (0.2566C) tested was the one used in the investigations reported in references 1 and 4~ The rear-flap profile is shown in figure 1 and the ordinates are given in table I.
Both the fore flap an~ the rear flap were attached to the main portion of the airfoil by special fittings tha t permitted them to be moved and deflec ted indepen- de ntlYe Both th e fore flap and the rear flap also p ivoted about their respect ive no se points at any ~os ition; incr ements of 50 deflection were a llo wed for the f ore flap and increments of 10 deflecti on for t he rear flap . The n ose point of either flap is defined as th e point o f tan gen cy of the l eading - ed ge a rc and a li ne d rawn perpend icular to th e fla p c hord . T he deflection of e ith er f lap was measure d b etw ee n its r e spective chord and t he c ho rd o f t he main airfoil.
The mo de l s were made to a tol e r ance o f ±0 . 015 i n ch.
T ests The mo d e l was so m ount ed i n t he closed test sect ion of the L AL 7- by l~foo t tunne l as to com -o letely s pa n the jet e x ce p t for sma\l clearanc es at eac~ end . (~ee re fe r en ces 1 and 5 .) Th e main airfoil qa s rig i dly at tac h ed to the ba lanc e fra me by torq ue · tub es that ex te n ded t hrough the u ppe r a nd l ower boundar i es of the tunnel. Th e an gle of at tac k o f t h e mode l was set by rotatin g t he t or q ue t ub e s with a calibrat ed dr i ve f ro m ou t sid e t he tunn e l. T h is t ype of i nsta l lati o n clo s ely ap p roximates t w o- d i mens ional flo '", and J~h e section char - a cter i stics of th e mo de l bein g t e st ed can th e r efore b e de t e r mi ned.
A dyna mjc pressur e of 1 6 . 37 pou n d s pe r square foot was m aintain ed fo r · all the t e sts . Th is dynam ic l)Tes- . ~", s ur e corr e spon d s toa v e locity of abo ut 8 0 m iles p e r h our un de r standard . a t m osph e ric conditions and to an a v e r age test Reynold s number o f appr ox imate l y 2 ,l QO : OOO .
Be cause of th e turbulence in the "r ind tun ne l. t he effec - tive Reynol d s nu mbe r Re (r e ference 6) was approximately 3 5 00,000. For all tests, Re is ba s ed on the c h ord of the a irfoil with t h e fl a ps r et r ac t ed and on a turbul e nce facto r o f 1.6 for the l ind tunnel .
No te sts wer e made of t he plain airfo il no r of th e mo d el w ith t he double slott ed fl ap compl e t e l y r et r ac t ed because t he cha r acter i stics . of th e plain airfo il had pre viously been inv e sti g ated and rep ort ed i n r eference 1.
Becaus e of th e large numb e r of te s t s i nvo l ved in dete rmining t he o~timum posi t io ns of t he d o uble s lott ed flap. a preliminary surv e y was ma de to de t ermi ne t he optimum final posi tion and def l ection of fore flap A.
T~ree positions of the fore flap were selected. Po- sitions 1 and 2 were chosen arbitrarily and the deflec- tion for position 2 was the optimum as determined from 0 0 0 a survey v lith the rear flap d eflecte d 40 50 and 60 p Position 3 was the o ptimum final position and deflection of fore flap A as dete r mined with the rear flap deflected 50 and 600. Tests were th e reafter made at each of these three pos itio ns and dof l ections of tho fore flap. as pre - viously determined, to obtain the maximum lift a nd the optimum position of the re a r flap at se v eral deflections .
Tests were made with fore flap B at various deflections and ~osi tions in the region of t he optimum position of fore flap A: and wit~ the rear flap deflected 60 and 70 in the region of its optimum posit jon as determined from t es ts with fore flap A. In addition. in order to determine the effect on the aerodynamic characteristics , tests were made with the lo~er lip of the airfoil trailing- edge section in its normal osition on the contour 1e~ O J fleeted 13.5 within the airfoil contour in order to pro - vide a smoother clot ent ry, and also completely removed.
An an g le-of-attack range from -60 to the angle of attac k for maxi w u~ lift was covered in 2 inc re men ts for each test . No data were obtained for ang es of attack above the stall because of the unsteady COl ~ ition of the modele Lift drags and pitc hing moment were ~easured at each angle of attack.
RESULTS AJD DISCUSSIO~ Coefficients and Symbols All the test results are given in standard section non dim ens ion a 1 c 0 e f f i c i e n t for m cor r e c ted .f 0 r t -un n e 1- l" a 11 effect and turbulence as explained in reference 1.
section lift coefficient (l /qc) section profile - d ra g coefficient se cti o n pitching - moment coefficiant about aerodynam ic center of plain airfoil m( o ) jqc;aJ [ a. c. 0 s e ction pitc h i ng - momen t co eff i c i e nt at ma ximum sec t ivn lift coeffic i en t max i mum s e c tio n l if t coefficient mi ni mum se c ti on p r ofi le-d r ag coeffic i ent wher e e c t ion l i ft section p r o fi le ' drag secti o n p i tc.ing mo~ent about aer o d ynamic cente r of pla i n ai r f o il (1 . V:2 \ d y na m ic pr e s su re p
\2 )
c c h 0 r 'd 0 f bas i c air f o il \'T i t h f 1 [I P fu ll y r e t rae ted ve l oci t y , feet per seco nd
v
p mass d e nsity of air and eff e ct i ve Reynolds n u mbe r distance from ae r odynamic center of ai r foil 1. .:.
\, to center o f pressure o f tail, exp r essed in airfoil ch o r ds aL g l e of a t t a ck fo r infinit e a sp ec t r at io fo r e- flap deflection, meas ur ed be t ween fo r e-flap c h o r d a n d airfoil chord
o ~
r e ar- f lap defl e ctio ns measu r ed be t ween rea r- I Z f la p chord and a irfoil c h or d d i stance from a i rfoil u ppe r- s u!" fa ce lip to fo e-flap-nos e point , mo asur 8d pa rallel t o airfoil c ~ ori a n d pos itjv e when fore- flap-no se p o i nt i s ahead o f lip
I
distance from a irfoil upper-surface lip to fore-flap-nose point, measured perpendi- cula r to airfoil chord and positive when fore-flap-nose point i s oelow lip distance from fore-flap trailing edge to rear-flap-nose point, measured parallel to ai rfoil ch or d and positive wh en r ea r - flap-nose po int is ahead of fore-fla p traili ng e dg e distance from fore-flap trailing edge to rear-flap-nose po i nt, measured perpendi- cular to airfoil chord an d positive w hen rear-flap no s e is oelow fore-f l ap trailin g ed g e Precision The accura cy of the va rious m ea s u r e ment s is oelieved to De wi t hin the following limits: a.o~ de g rees . ± O.l o • ±0.03 ±0.003 ±O~ 002 S f and S f ' degrees 1 . ~ F l ap p ositio n ~ • ±O. OOlc No corrections we re determined (or a p plied) for the effec t of th e a ir foil or flap fittin e s because of the large numoer o f tests required. It is oelieved that their effect, ho we~ e r, is small an d that the relativ e values of the results would no t De appreciably affected.
Plain Airfoil The complete aerodynamic s ection characteristics of t h e plain NA CA 230~2 ai rfoil (from reference 1) are pr e se n t ed in fi g ure 3 , In asmu c h as these data have p reviously been d i scusse d (referen ce 1), no fur th er discussion is considered neces s ary.
De t e r nl i na t ion 0 f Op tim u m F 1 a p ~ n f i g u :r a t ion s Maximum l if t . - The data pres e nted in figures 4 to 6 represent- ' :nie-r G su lts of t he maximum-lift investi g ation w it l f ore flap A a t each of th e thr ee nreviously det e r- mi ned positions and wi t h the rear fla~ def l ec te d and located at paints ov er a consi de ra b~e area w it h r espect to the fo re flap. The r es ults a rw presented as contours oft h e po si t i .J n 0 f the rea r- f la p-- 11 0 S e poi n tat va rio u s deflections fo!" g i ven lift coef,a:ici e nts a O omplete max i mum lift; dat a for the rear-flap-nose posit io ns with the f ore flap in the least e x tended of th e th re e positions (ide ntified herein as position 1) a r e g ive n in fi g ure 4 , show in g the r e ar fl a p de fl ec t ed 0 0 in 100 incr ement s f ro m 10 to 6 0 • The c ontours wit h the fore flap in the intermediate and extend ed p osit ions (positions 2 ~nd 3) are gi ven in fi g ur e s 5 an d 6 res- p p ectiv ely~ B ecau se it is unli ke ly t ha t small rear- ~ l ap deflections would ever be used with these extended fore - flap posit ion so data fo r the s mal l rear-flap def l ections were not o btained . The fi g ures show that a ll the con-
to urs are c l osed, except that for 8 f = 10 at position
::3 1, which i n dic~tes that the cont o ur would cl ose at an im p ractical r e ar-flap · -nose posltion .
~t each of t he f or e-flap p ositi ons , t h e rear-flap- no se position f or maxim u m lift becomes mo re cri tical w it h increased flap de fl ec ti on, particularly w hen 8 f .3 is 50° and 6 0 0 t~ v/ith incr eased flap defl e ction, t he po- sition of the r ea r- flap nose for maximum l ift te nds to move for w ard a n d up w ard and t he g ap be t ween the tw o f la p s is t he r eby decreased . I n t he follo w i n g tab le a re give n t he valu es of the max imum sec t ion l if t coefficient ob- tained a t e ach fore-flap position and the appr o x im a te position of the rear-flap nose with respect to the fore- fla p trailin g e d g e c
L. __ P_osition of rear-flap nose __ _
1- '.
For e- l' .L a I) Ahead o f l i p Below lip 1 c "
max (percenL air~oil (percent airfoil t p osition chord) _~h 0 rd) -.l - _. _ _ _ _.
------ 1----- I 1 2 3 : 2 " 74
2 2 2 I 3.15
3 2 2 ; 3 . 30 ! ---------~------ -- In almost all cases, the highest value of maximum section lift coefficient fOT the flap-deflection range investi- gated was obtained at Of = 60°, From the contours of rear-flap- ose position for C\ 1 a deslgner should be able to d eter m ine the best max path to be followed b y the rear flap at all deflections wit ~ in the ran g e tested, fro~ a considerat i on of only maxi m um section lift coefficient . The ran g~ of flap positions covered was believ e d sufficient to al2.o ·,,; for any d e viations or co m promises from the "be s t li f t" pathe Complete aerodynamic section characteristi c s for the optimum rear-flap-nose position for both l~ft and d ra g at each fore-flap deflection and position will be pre- sented subsequently in this report o ~ i~l.~J..£~!~l:~_~!.~~ o - Oon tour s of re l). r-fl e. p-no se position for values of minimum seetio profile-drag co- efficient at s~ecific section lift coefficients and flap defl e ctions are presented in fi g ures 7 to 9 for the three fore-flap positions. A comparison of the contour of fi g- ure 7(a~ with ~he section profile-drag characteristic B of t h e plain airfoil (fig 3) indicat e s the t the plain u airfoil gives the lower drag at section lift coefficients of 1~5 or less , At posltion 1, the contours of Cd a re pr e sented o 0 0 only for values of O~ of 10 20 , and 30 since it - z ' is believ e d that the larger flap deflection s at this po- sition would not be used because the corrd s pcndin g Cd c values are quite high. Inasmuch as al l the conto rs at each of t h e three fore-flap positions W6re not closed about the indicated optimum rear-flap-nose positions, it is a p pa r ent that a sufficient range of rea~-flap positions was not covered and that the true optimQID values may exist at some other positions . The contours also indicate that more than one r egion of relatively low d ag exists for severa l rear-flap deflections . As anticipated, the m in- imum section profile-drag coefficient increased with def l e ction of the rear flap at any g iv en lift c o ef fl- cient~ At t he same l~ft coefficient and rea r-fl ap de ~ f l e c ti on, values of profil s -drag coeffici en t b e came less as the fore flap was extended; for example) at c\ = lc5,
o f = 30 , an optimum value of cd of O~050 vias ob--
a 0 ta ined at position 2 as co mpa r ed to a valu e of 0,0 6 3 at
po si tion 1 ; and a t c1 = 2.5~ Bf a = 5 0 ~ an optim um
value of Cd of 0 103 was obtained a t p ositio n 3 as o compared to a value of 0 11 7 at position 2. The opti mum rear-flap~nose position mo ved forward and up, closer to the fore-flap lip as t he fore fl ap was extended and also as the rear flap las d e flected .
For all these co nt ours (fi gs. 7 to 9)~ in each po- sition of t he fore fl ap at hi gh l if t coe ffic ient s and flap d eflect:ions ~ a g ivE: n movement o f th e r ear- f la p.( -nose
point caused a greater chan ,e in the va lu e of cd •
o Inasmuch as th e rea r-flap-nose p ositio ns for maxi- mu m lift and min imum dr ag g e n er a lly d o not coi ncide, a comprom ' is e is nevessa r y ; therefo I'e~ . complete aerodynamic sec tion characteristic s are presente d f or both conditions .
The contours of rear-flap- · nose E11QhlQE~ ~ Qm~Q1o position ·' fo r . values of Cm(r c ) at specific flap a. > 0 d efl ections and lift coefficients are presented in fi g- ures 10 to 12 for each of the th~ee fore-flap po s ition s.
Eecau s e the ' pDsi~i ve increment of lift usua lly obtained with increased flap def lection , has : its cent r o id f a rt her to t h e rear than does an eq a1 lift i n cre me nt o bta i ned by increased angla of attack, an i n cr eas e in th e nega tive pi tc h in g m oment of the airfoil i s anticipated when t he flap i s deflected. The contours f or cm ( ) tend, a 0 c. 0 therefore t o clos e n ea r the regi o n o f t he rear-flap-nose p position for ma ximum lift, and t he p o si tion s of th e r ear - flap nose for max imum lift a nd maximum p it ching m om e n t usually CO i ncide, The n e ga ti ve section p i t c hing-momen t coeff ici ents usual ly increased w it h l if t coef fic ient and f lap def l ec - tion and the c han g e i n c m( ) for a g i ven c hange i n a . c. 0 rear-flap-nose position became larger as both these variables increazed At a given lift coefficient: the o negative values of c ( ) also increased as the m a c. 0 o fore f lap was extended and deflected. It app ears de- sirable therefore to use the minimum flap de flection or extension necessary to o btain a g i ven lift coefficient* With these contours of rear-flap position for C a va i 1 a b 1 e (f i g s • lOt 0 12), a des i gn ere an ID(a.co)o determine or anticipate the section pitching-IDomsLt co- efficients to be encounte r ed within the range of posi~ tiona and defl e ctions investigated.
Aerodynamic Section Characteristi cs of Selected Optimum Configurations The complete aerodynamic section characteristics of the airfoil with the optimum-lift and op t imum-drag po- sitions of the rear flap at each flap d efl ecti o n and at each of the three selected fore-flap pos it ions are pre- ~ented in figures 13 to 15 . These figures indicate that the lift-curve slopes decreased with increased flap de- flecticn~ The angle of attack for maximum lift usually decreased with increased flap deflection at each position, but in some instances remained practically constant. It will be noted that t he aerodynamic section characteristics
for optimum 11ft for Of = 70 are presented only for
position 3 (fig. 15(a)). Tests were made at Of = 70
., in both positions 2 and 3, but i nsuf ficien t data were obtained to present the characteristics for the optimum r ea r-flap position for position 2 or the contours for either fore flap position; however, at position 3, from
data gat~ered at of = 70 and other deflections it
z ' is be lieved that the optimum-lift position of the rear flap w as attained. The " aerodynamic characteristics are therefore given.
~he section pitching-moment coefficients in general incr ea sed negatively ·ith he rear-flap deflection and as the fore fl ap was exte nded. The slopes of th e section pitching-moment curves were negative at 10 V1 angles of attack and low flap deflections and Iflere usua.lly positive at high angles of attack and high flap deflections. At high se ction lift co eff ici en ts lower negative values of em ) we re ~ therefore sometim e s obtained wi th ( all coo al a r e flap deflec ti o n than with a smal l o n e It wil l o b e noted in figures 1 3 and 14 t hat at 8 = 50° and 60 , f respe ctively . t he position of the rear flap for max i mum lift coi ncides with that for minimum drag indicating c this p osition to be bes t from bot h con siderations In figures 1 3(a) and 1 4(a), t he irregularities in the curves
i nd icate that c h ang j,ng f lo w conditio ns existed at Of = 60 •
I n~Eem~~ !_ .5:!_~ ~ .?:2~~~~_~ c t ion lif t ~ a ef f i c i en t 0 " - The effect of fl ap de flect ion on 6c t for e ach o f the max thr ee fore flap pos it ion s is indicated in figure 1 6 G Th e incremen t of max i mum section lif t coefficient , based on the max i mum section l i ft coe fficient of the p l ain air - foil, i ncr e a ed n ot only with r ear-f lap def l ection but also as the fore f l ap was extend e d and deflected .
T he values o f 6c~ for t he opti m um-lift r e a r- ' m ax fla p pos it ions ar e hi g h e r t han thos e fo r optimu m drag except a t posit i on l~ o f = 5 0 , a nd position 2, o where the two values coincide . The maxi m um of = 60 2 ' i nc r e me nt within the a n g e inv e sti ga te d a t e ach f or e -fl a p
position occur r ed at o f = 60 • except for th e o pt i mu m -
dr a g curve o f positi on l~ The maxi m um incr eme nt , wh ich was o b tained at _ osit ion 3, was about 1.75 . In position 1 6 ctm a x increased only slightl y for re ar-flap de fle c- t i on s a 'b 0 v e 3 0 , and i n p 0 s i t io n 3 , the dec r ea s e i n . 0 0
6ct was fa i rly s m al l betw e en of = 6 0 a n d 70 0
maX 2 ~~'y.Q1...QJ2 .Q _l! , Ql'§'.!._~~I2.Q.2 • - Th e e n vel 0 p ep 0 1 a rc u r v e s of s e ction profil e- d r a g coeffici e nt at ea ch o f t h e for e fla p pos itio ns , ob t ained from fi g ur e s 1 3 to 1 5 , and th e en ve lop e pol a r of the p l a in a irfoil ar e pr e s e nt e d in fi g- ure 17. These po l a r s s h ow th e low e st s e ctio n p rofil e- dr ag coefficient obtainable a t a g iven s e ctio n lift co e f - fici e nt for t.he opti mum -li ft and opt i m um-dra g fl a p con - fi g urati o ns at e a ch fore- fl ap po s ition.
For secti on li ft coeffici e nts l e ss th a n 1. 5 , the pl a in airfoil giv e s the lo west s e ction profile-dra g co- effici e nt 3 Position 3 g i v e s in ge n e ral t h e low e st valu e s o f cd for valu e s o f Ct g reat e r th a n 2.0.
o Comparison of Flap Arrangements A comp arison of section profile- d rag coefficients for the Oo2566c and the 0040c slotted flap s (ref erences 1 a nd 2)~ the 0.30c Fowler flap (refer e nce 3) , and the 0& 4 0c d oubl e slotted flap (reference 4) is presented in f igure 18 w ith the two envelope polars of the 0. 30c double slotted flap obtained fro m figure 17. This fi g- ure s h ows that although the maximum section lift coeffi - cient of the 0.30c double slotte d flap ( 3.30) is far better t han that obtained with ei t her single slotted flap, it is belo w the value of 3. 46 o b tain ed with the 0.40c d oubl e slotted flap and approximately eq uals the valtte obtain ed .. 'lit h th e 0.30c Fo\der flap. This com- p a rison also shows that the 0.30c double slotted f l ap had a lar ge r p r ofile d r ag th an any of the other arrange- ments for s e ctio n lift coeffici en ts greater than 1.2 and less than 2 . 7 but h ad a lo wer profi l e drag than either sin g le slotted flap at sectio n lift coeffici e nts hi g her than 2 .7. At all valu e s of s e ction lift coefficient, th~ 0 0 30c doub l e slotted flap had larger pro f ile d ra g tha n ei th e r t he 0 . 30 c Fowler o r the 0.40c doubl e slo t t e d fla p ar ra ngements .
The optimum-drag e nv e lo pe po l ar o f th e 0 . 30c ' dou b l,) slotted flap had values of Cd t h at we r e so m ewhat low e r o than those of th e optimum lift pola r; t his differ ~ nce in
cdo amounted to as much as 0 . b2 ut C\ = 2 . 9 . At s e ction
lift coeffici e nts l e ss than 1. 6 and hi g her than 3 . 1 the po lars for opti muo lift and o ptimu~ dra g , h0 16 v e r, al m ost c oi ncide .
A comparison of t he " section pitchin g -moment co e ffi- cients at t he maximum se ctio n li ft coe:ficients for the various flap arran g em en t s p r eviously discusse d is G iven in fi g ure 19. T he va riation of jcnCa.c.) ] 'lith L 0 ct~ax Cl appears to be dependent upon flap ar r a n g ement .
max he
1 ar r anJemen t r ep ort ed herein g ave hi e her values of
Ic m( a . c " . ) " t han any 0 f t he s lot ted f 1 a p s but its L 0 c\ ma x values are a pproxima te~y equal to those of the Fowle r arran g emen t.
The loss of 8. irpl a ne maximum s ec tio n l ift c o effi- cient in trimmin g th e a irfoil section p i tc h in g- m om en t coe ff ici e nt is g iven b y t h e expression Los s of c~max Ou r v e s of lo s s o f c~max for . tail l ~ n g t h s tt o f 2 , 3 , an d 5 air f oil c h ord le ng t hs are p r es e n ted i n fi g ure 19 and can b e use d f or d eter mi nin g th e e ~ fective m aximum s e ction l i ft co e ffici e nt.
Effect of Va rious Modif ic atio n s on Ae rody nam ic S e ct i on O ha r a cteri s tic s
~ff~£~~1_ E1 ~ ~ i.E.L!.Q~_!~2_il~ .E ~ ~~ __ ~ _ ~~ J:! . - I n f i g-
ur es 2 0 a nd 2 1 ar e pr e sent ed t he ae r odynam i c se ctio n cha r - a ct e ri s tics of t he a irfoil s h owin g t he effe t o f m ovi ng t h e r ea r fl a p an d for 0 fla p A a s a u n i t , Fi g ur e 2 0 in d i - c a t es t h a t a O.Olc d i sp la ceme nt o f t h8 fl ap s u p, .... ar d. per - p e n d i c ular to t ~ e airfoil c h ord h ad o n l y a s m al l adve r se e ff e ct; ho we v e r, a O. Olc m ov em e n t of t he f l aps d own wa r d wa s q ui te crit i c a l b e c a use g r e atl y d e cr ea s ed v a lu e s o f Ct and i n cre a se d val ue s of c d w er e o b t a in e d , o Th e e ff e ct of a fo r wa r d ~ o veme nt of O, O lc of th e fl aps i s s h own in fi g ure 21; o nly a sli gh t e ff e ct i n t he a e ro d y n a m ic c h ar a ct e r is tic s was obtain ed .
From t hese d ata , it is i nd i ca t ed tha t S O me p o s itio n s and def l e ctions o f t hd f l aps a r e qu i te ri t ic a l; t ha t is, a mo ve me n t of as littl e as O. Olc ma y app r eciab l y a lt e r the ch a r a ct e ristics o b tai ne d • . :m.ff ~ ~.L 0 f _ ih~ _Q. i.rf..Q..il_1Q~ E !._.li :Q . - T he e f f c c t 0 f . :1, e- fl e ct i n g or r e mo v i ng th e lo we r lip o f t he a ir f oil fro m it s n o r ma l p os i tion is i nd icat e d i n fi g ur es 22 and 23 for d iff e r e nt fl ap co n fi g uratio n s . I t is ind ic a t ed i n fi e u res 2 2 and 23 t h at s li g ht ly mor e fa vor ab l e ~e ction c ha r a ct er i st i cs may be o b t a i ned b y r emo vi ng or de fl e ctin g th e li p . T he p rofil e d r ag appea r s to be s li gh tl y l e s s wit h th e li p off th a n w ith t he li p de fl o c ted . Suc h a r e sult in d ic a t es th a t a smooth e r slot en try a h ea d of th e fl a ps ma y b e de sirabl e . Althou gh no da t a we r d o b t a i ned at sm all f l ap d e fl e ctions, it is p rob ab l e t ha t th G smoother slot entry would be even m or e favorable under such condit ions.
~ff~~!_~I_f£~~=fl~~si~~.- The effect of fore-flap size on the aerodynamic section characteristics is shown in fi8u ~ e 24. A comparison of th e section characteris- tics of the airfoil for one configuration with fore flap B and t wo rou gh ly co mpa rable configurations with fare flap A i ndicates that the size o f the fore flap has no- tic eab le but small effects. The characteristics for the opt i m um pos i t ion o f fore f l ap B indicate values of cl, cd, and cm( ) slightly grea ter than those o a.c . 0 of fore flap A at all angles of attack . With fore flap B, a value o f c\ of 3 . 35 w as obtained, which is max only 0 . 05 grea te r. tha~ the C\max obtai ned w ith fore flap A. The confi g uration with the smaller fore flap t hat is more nearly geomet ric ally similar to that of the large r fo re flap (that is, with re ga rd to a irfoil fore - flap gap and fo r e- f l ap re a r-fla p gap) als o gave higher values of the aerodyna mic section c~aracteristics at all angles of at t ack up to 6 than t he opti~um fore- flap- A configu rati on but gave lo wer values tha.n the ' B con f i gu r a tion. The confi g ur at io n with the sma ll er fore flap stalled ~ howeve r , a t a lower angle cf attack and gave a v alue of Ct o f only 3 . 22 .
max o ONO L USI eNS Tests to dete r ~ine the effec t of flap posit ion and deflection on the ae ro dynam ic characteristic s of an NACA 23012 a i rf oil with a doub l e s lotte d flap having a chor d 30 pe rcent of the ai rfo i l chord (0.30c) were conducted in the L~AL 7- by 10-foot tunnel. The results of these tests indicated that : 1. The use of a 0. 30c double slotted flap O fi the NAOA 23012 airfo il g ave a max i ffium section lift coeffi- c ient o f 3 . 30 which was larger than that of the 0 . 25e6c and 0.40c single sl ott ed flaps , equal to that of t he 0 . 30 c Fowler f l ap , but less than that of the 0 . 40c dou ble slotted flap on the sa~e airfoil.
2 . The 0.30c double s lotted flap gave profile-drag coefficients that we r e larger tha n those of t he 0.25 66 c
I
I
. I , and 00 4 0c s i ngle s l otte d flaps fo r sec ti on lift co eff i -
I
cie n ts between 1 . 2 and 2 . 7 and were loss than those of the single slotte d fla.ps at valu es o f section li f t co o f - ',-- f i c i en ts ~ reater than 2 . 7 ; how0 v e r , over t ~e e n t ir e li f t r an g o , t he pre "e n t arran gomen t ::; ave a higher p r of il e drag than the 0 . 3 0c F owl e r or 0. 40c double s l ott ed fl aps .
3 . Th e 0 . 3 0c do ub l e slot t ed f la p g ave ne g nti re sect ion p i tc h in g- moment co e ff i c i e, nts t ha. t we re b i g her t han those of t he single an d dou b le sl ott ed f l ap s b ut a p p ro x i ma t e l y e qu a. l tot h 0 s e 0 f the ~ 0 \0' 1 e r 'f 1 a pat a g i ven ~ax imum ~ec ti on l i ft c oe ffici e nt .
4 . thi gh fla 2 de fl e cti ons and h i gh se ction lift coeffici e nts , a sl i g ht m ov emen t of t he f l aps from t he opti mum p o s it i on s sometimes result ed in relativ e ly l a r ~e dec r e ases i n lift ad i n cr eases in dra g .
5 . R emov in g or .e f l acting t he a ir f oil lower lip i mp rov ed t~e ae r o dy na ic c ha ract e ristic s n ~ ar max i mum li f t only s l i g htly .
I 6 . The use o f a fo r e f la p t ha t was lar~e r i n bo th co r d and t h ic kness sli g h tl y i nc re sed t e max i mu m sec - t i on lift coe f fici e nt ut also incre ased the section
I
p ro f ile- d r ag and se cti on p i tc h in €, '-IDo me nt coe f fi c ients .
~ I
L al1 g 1er L em or i a l Ae r on autical L aboratory ,
j
Nationa l Adviso r y Com i tte e f or Ae ron au ti cs , L ang l e y F i eld , Va .
I
I ~ - -- -- ---- ------- ------ REFERENCES 10 Wenzinger, carl J., and Harris, Thomas A.: Wind- Tunnel Investi gation of an N.A.C.A. 23012 Airfoil with Various Arrangements of Slotted Flap~. Rep.
NO 664 , NACA, 1939.
e 2. Harris, Thomas A.: Wind-Tun nel Investi ga tion o f an N. A . C.A . 23012 Airfoil with Two Arran g ements of a Wi d e-Chord Slotted Flap , T.~. No. 715 , HACA, lS39 .
3. Lowry, John G .: Wind - Tunnel Inv es ti gati on of a~ I ACA 23012 Airfoil with Several Arr engemen ts of Slo tted Flaps w ith Exterded Lips , T.N. No . 808 , NACA, 1941 .
4" Harris , Thom a s A., B , nd R e ca n t: I Gad or e G .: ''lind-Tunnel Investigation of NACA 23012, 2302 1, and 2303 0 Air- foils Equipper'\. w ith 40-Percent-Chord. D ouble Slotted F 1 a p s • Rep . I T 0 • 723 , N J C _, 1 q 4 1.
50 Harris , Thomas A .: The 7 lJ~T 10 Foot Wind Tunnel of the National A ~ visory Co m mittee fo~ Aeronautics.
Re p . _0 . 412 , NAC A, 1 93 1 .
6 . J ac obs, Eastm a n N ., and Shernan, A l be r ~ : Airfoil Section Ch a racteristics as Affecte d by Variations of the Reynolds Number . Re p , iJo , 58E " NACA , l Q37 .
~ i ' L''-I''~ 528 .
.~22 • ·722 .5Q .167 -~ -.052 0 line -1.7~ -1.9 ·1.7 ·1.2Z Lower surtace 58 B radius 1.
chord E.
flap .806 ·306 L. on 1.92 1.01 1.25 Upper 0 1.72 2.11 2.28 2·30 2.14 0 surtace of Fore radius:
Z 9
ioll 3 1 5 94 E.
• .67
, located
t'
0 1. 2,7 4. 8.3; 9.72 4
1.
11.11 12.~ 1 center L.
Stat 1 ~ 7~
.08 :~ .80 :f~ .09
-.
0 -'a -. -.9 -.98 -·3 -.10 line
chord] Lower , 8urtace A radius 0.15 8 chord 9 E.
.81 .10 .82 .34 flap
0 1.20 l'i 1. 1.97 2' 2.12 2.~ 1. 1.61 1.25 .--- L. on
airtoil 0 Upper surtace FLAPS ot ot Fore' radius: ~ AND E.
·5 .0 .0 .0 located 1.0 1·5 2.0 ~.O ~.o 0 ~.O 9·0 I 11.0 11.67 10.0 11.70 L. center station ~.
percent AIRFOIL in TABLE '9 ..
-.70 -.13 FOR -1.2 -2.21 -2.~6 -2. -2.41 ----- -2.16 ----- ----- -1.2,
ates Lower -2 ----- ----- -----
' surtace 0.91 arc: 0·91 ~ 6 E.
ordin flap .61 ·92 .1; .04 ~.~~ ··32 1.04 1.94 2-30 2.~~ 2. 2.~ 2. 1.68 L.
1.40 -
Upper -1.29 -----
and ORDINATES surtace surtace, surtace,-1.29 Rear of radius: E.
.72
.ho .48
Upper Lower
1.36 '.92 5·20 t· 7.76 9·03
0 2.00 2.64 10.~1 15.06 20.66 25.66 L. Center station [stations ~--~--~- .2 -·10 -.1, -1.23 -1·71 -2.26 -2.61 -2.92 -~.~ -,.9~ - -4.46 -4.48 -4.17 -3.67 -;.00 -2.16 -1.2; Lower Burtace 0·305 through 1.58 airfoil 1 ·92
.3 .43 .13
---- t' 3.08
2.67 G· 7.19 7.~ 7· 7.~ Z:41 a:~1 1.b8
Upper !!urface radius chord: 23012 radius; of of NACA E.
1.25 2·5 5 7·5 end
·
~
10 15 20 25 ~g 90 95
ag
statton 100 L. Slope
L
z » C"')
»
:!J 'Q
t./.("
-
L ~
sldlted
0.30 c double
~I
the
.2566c
line
with
.~OC-------------------~~
A
r-i-ip
Chord
flap
airfoil
c
--
...
-
Fore
.7..59
line
ZLLip
e30lZ
...
I
Chord
NACA
--
.67.5'c
-4
I
The
flap.
1.-
Figu.re
l-.----=====__=
~------~==========~:&6c
I • Fig. 2 NACA
I
l OI'e fl ap Ii - . 1467c - ---- - -- - --- -- .
1 <
! ---- - --- - --- ! -- - --- ----
---- ---- ~
C --.) -- ---- - - _. __ . .. _ - -_.. --::-~ -. - - -
\ C1101'(1 li ne -'-
-- ---
F ore flAp B ' ) f'; , . - Sectio ns of the t wo f , r e flaps use d i1 the in7estt qa ti on .
\ .
J
~~ACA Fig. 3 ,-r-- .048'·-r----~--t-_+--+--+-___1r--~-+---+---l--_+-_+_-+_--+____t--_r; - 1---- '-- - -- t--- - ------+---+----1---+---+---__t_--t____t---t-----i---+-ti .0 '1:4 t- .. - -- r-"-- - -- ---II_--+--t----t---+--~-_r_-_t---t--_+_-- t--------'t----j----t-TI t-+--- t----- - -.-t---+--- .. I----+-- --+---+---+---- I_ . ---t--~ --~--+---f___+_H VI .040 - _--+---+---;----1--- . --+---~.-- ~--I____._r_-_+- --- ---+---t---r---++-1!
~ :. - -- -.- - .+--I--__t--- _.-1--- ~----+_____i--+-_+_·-__t_--t____t-_+_--_1I_1
:A.)
~: .036 r-- f- .. -- ~-- ----t----t-- - -t--- -._- - 1--- -+ ---+- . -+---1e----+--+----t--t-----J . I--
.~ ~+--+-~-+---t----+ - -·-+-~I---+--t-~--+--+-----l--+--+-I--~/
8. m.2 -.-+---+---l-- _+-_+_-- -- -· · +----+---+--+---+--+----i--+--1 I-t-- 11, I
V
till (a: c . ) 0 " - -. c / '* . __ ._ f-'-I---+-+---+--+--t---1'!--~
- ---+--+--- , , L I
~ ~~--------------- I
~ .028 - -- ---?~:.:;~~~ '~'':+$'+I~,'~~~===-=---===-===-~=--.::::3!!I-:- r--
~ , I II V j-
2 ----+--+-· --l-.6 ' 25c -1r-- .012c - - -r /0 --I--'
.. ~ __.-+-_-+-_+---+---+---+---+--+--+-_+-++)+J--+-_-t- II -+--+-i
.016 :t-! _ ~ - ~_~~~_~ __ ~_~~~~~_/+~~_~~~~~~~~16
I VV /V till
.. 012 --+--t--.-+-.--t--_r_--t--+-- . t-___1I---__t-_+-+---::::::Y-t--+-i 12 ~ ~ i I VV /~ .
o
:~ *~I-- - -D - -+-.I---=-""'F- ' -- - -1 ,J--/ y -r-.-t--t---+-i
tl ~.oo8r-r---r-·~--~~ ·· --+--+ r --~I--r--+-~~-~~/~i--~~I--+---+--~ 8~ o ro ..., f ...,
~ I --- r ----I-t ./ b./'" -- - --T - - --+--+---+--+-
til ~.004 -b--~---r- .- -! - - ~~_~-+----1f---+-_+_--~--+---t-_+_--t-----t-1 4'H o § ~~ : !
Ij) E 1----+.--+---~~~~-~--+_-~-+-~--+-- - +---1---+-__l-._+~ , r-l bJ) 0 t\D ~----1 r , ~/-;
O!J
.~ '-:' 0 c,t:j:::==t=;~==j:===I==r.
-J e--'
--r-
·2 c.: : ! ~v
I :::: ~ ~~--+- p, ~ /1~_ J
I
. ~
\..~ -.1 .2 .4 . 6 . 8 1.2 1.4 . ~ 0 1.0 +:> Sec tion lift coefficient I o cl.
(tl ff) Figure 3 . -- Aer oi ;,rn w nic secti on ch aracteristics of NACA 23012 plain airfoil. (From reference 1.)
N ACA Fi gs ., 4a , b .c <~ ++ . / ~ r- -r~~~--~--.--' · O ~ ...
.- -+-- ~~~~~~~ -- ~22 u 86 4.202of- Pe rcent win9 chord 864-2024- 864-2024- Percent wi n9 c~crci Percent win9 chord (C) 6~= 30°.
(b) 6f.: 20 ·.
:t Figure 4. - Contour.J of rear- f!lJp position for c ' Fore flap A) position .i.. j &" =0· j tmax x,- 5.59 j y,a3.7e . (Vall.(es of x, )y, are giYen in percent airfoil chord.)
NACA 6 4- 2 0 2 Percent win9 6 4 Ie) of, = 50', (f) Or. - 60: AI I!
Figure 4- . - Conclu.ded, NACA Fiqs. £a,b~.d
c'"
•
U ~-+--+-~--~-+-~O~ (l !--L __ ...I--,l_-+_~~/2 8 .6 4- 2 0 2 4 86420,4- Percent Wln9 cho,.d Pe,.cent wing cho,.d (0) 5, =30· (b) 6~ =40·,
•
!:---±--+--;!,---±---!:----!'2 864.2024- 4- Percenr wing chord ?ercent ld) 6" -60·, (el 5'L-50', a FI9ure.f.- CCV7tOl/r~ "rtKJr-r/ap po6lfli:v1 Ibr C ' F~ (bp "'~ po.:JlltCn 2.; Zf11Qr
. .srl .. eo" j X, ",,z.59 ; ~ .Z.7~, (Ya/~ d"(,, ~ ore 9,yen In
perc~n, oirlO// clJord.)
NACA Fig s 6 0, b, c: ~ Q ..::: u c '" ~-+~~~~~~~~--~ ~ 8 6 ~ 202 4- Percent win9 chort::l 0 0 "tJ "tJ ..
2 \.
2 0 .c .c lJ u 4- <h 4 '" C ~ ~ ~ /2 8 6 4- 2 0 2 4 6 6 6 4 2 0 2 Percent w'M9 chord Pe rc ent WI "9 Chord (b) 6f.. 50· .
(C) 6" "60·.
% & FIgure 6.- Contour~ c{ rBQr- "Iap ~/tton TOr c Zma.r ' rare Flap A, po ~/tIO/7.3; bJ" 25~ . A'. -0 . 41 . /J. 1./',e . (Val(.l~~ 01' T/ .J I , J ':? I
A,) (j, are qiYf?/7 If) percent alrroll chord)
NA CA Figs. 7 a,b e d I
'"
01) 1:- ~--~--~-4~ +r~~2 ~ \J 0-.
~ ~ 8 6 ~ 202 4 Percent Wln9 chord (a) C -= /.OJ 6f. = /0· e 86 4- 2. 0 2 4- P ercent Wln9 chord (c ) c "I .5 ; 8f."'20°, z " F i qure . 7.' CO/l to ur5 of rear - l'la,o po.sitton I'or cd. F~!'tap A ) ~i ti o n f;
~ f, s O J .. .. r,r 5 5..9 J' !/ , : 3 . 7.e . (JlOlve~ cY A', ~ ~, ore 9;.-en /a
pe rc e!?t airrot'! c/)orCl.)
NACA FigS . ,8a,b,c 8 6 4- 2 024- Percent win9 chord (a) c -1.5 j ~.:o 30 .
r---=:=-r-""':~::::--r-.--'O 17
h~~!-ft.tltAiiif::F.~-.d2 ~
u Q\ c: ~~~+-~~-4~+-~ ' ~
~4--+-~-+--+ -+- - 18 C
~-F~-~~-1-+-~ C
Q) <ll
f--+--+-+--+-t-+--lIO ~ 1---+---+-+--+---1 - +- --1 /0 e
QI <li ZQ
8 6 4. 2 0 Z 4 ~2Q
8 6 4 2 0 ~ ~ d
• Percent win9 chord Percent win9 chord (b) Ct~Z.Oj 6,.=30.- (c) c," 2..0;, Bfa" +O~ Figure d. -Contour':' 0' r&'(V-r1ap ~/tm I'or Cd. F"CYe /A2p AJ position Zj g".ZO'j x,,,,Z.5$,; !/,.Z .7Z . (VaU(g~ 0" ,K/~!I, On!
91 Vim In j)9'f:A?t (J1db;1 chol'l1.)
NACA 1 0 - ~ (lJ ~ <U /2 8 6 ~ 2 0 2. 4- 6 Q Percent wln!l chord (0) C, - 2.5; &~~40' r-----r:-:=-r-;-=-;-..,-- ~~r____._____; 0 ~ I...
~~~~~~~~ t_~ 2 2
u ~~~T7~~~~+-~~ ~ C . ~ .....
C III r---t--t-+--+----->,I:---k-I~I 0 ~ <U 1 2 8 64-2. 02.4- 8 6 4- 2 0 2 4- 6 Q Percent win9 chord Percent win9 chord (e ) Cl~2.5i 6f.=50~ (f) C =2.5; 6(,=60~ t a I'IACA FiCjs . 9a , b, C 8 4 2 0 2 4 Percent wln9 chord (a) c -2.0; 6 =40: .
l r--,----,r---y-~_=:::_.______r____., 0 b '- r...~~~~~~+--+ ~ 2 ~ (J ~J-~~~~~-+~~ ~ t---r='-=-t~t7"'-;rl'-;:-t--'Iot----i 6 ·S ~
r--r~--~~--~?+~8 C
III r--t---;--+--+~¥--+~JO ~ <lJ /2 864 2 024 6 4 2. 0 2 4 6 Q Percent wln9 chord Percent' win9 chord (b) C -2 .5 i Sf. =40~ (a) CI:2 .5; 6(;.50~ l z .2 Fiqure .9. - Contour~ cY reor- ,IQP ,oo.5/t/O/7 Tor Cd.' Fore Flap A ~ PO.5JtIOI7 3; t5r,:.8.5. j A:. • -0.4-1; 9, ' 1.74 . (VO((H?~ 0;' ~/~9, ore giY(]n /17 percent Qlrl'oil chord.)
NACA Figs., 3d , e,f .-,--.--.-~~--.--,o~ 1..
~~~~~~ ~+--r~ 2 ~ u ~~~~~~~ ~~ 4 ~ c: f---+,-:=-=-+-J-~-+-'<-t --+----i 6 'i c cu ~~--t---+---+-"<-+-"t+::>'-tIO '( Q) !:---o!;-----7--±--±-~--__;__=12 Q 86420246 Percent wing chord (d) C "'2 . .5; · o~ ~ 60-:' t .- -.-.--.-~~,--.-. O ~ .--r-.--.-~~'--. --O ~ 1..
"- ~~~~~~~~~ ~.2 0 ~~~~~~~+- -r~ 2 ~ ~ u u r-~~~~1+~~~ ~ 4 ~ c 6 S
f--1--1--+--+~~~ -4 8 C
'Ii ~-+-----l---+----+---+---fl,,.-----j/O ~ cu =--~____7_____=:--"=-___::_---L.. __, 12 Q 864- 2 024 86420246 Percent win9 chord Percent wing chord (e) C '=3.0; 6f ~ -=50.o (f) c =3 . 0· 6r~ 60~ z t • ) r..
Figu/e 9 . - Concluded .
NACA Fiq~ " , Oo,,,,c;,d Ol:) ....
'-4-~+-~ ~~--~~2 ~ u c: Q/ o+.' ~..- +----iIO ~ .:36 ~3 7 .38 . 382 <II 6 4 2. 0 2. 4 6'2 Q 864- 2. 0 2 4- Percent win9 chord Percent win9 chord (c.) c " 1.5 i 5f. = 20~ (d) C -l5 ; 6,,-30: t I a ~
Figule 10. - Contour.;; ot rear-l'Iap po.5/tion Ibr cmrQ,c .) • . revs
;-Ia/J A .. ;;0..5; t/o// I; GJ/,: 0; "', = 5. 59; g,'.:3. 7&. (/1:Z/ue~
01 ...r,,J 9, ale 91yeo //') "oercent ON''roJ/ Cl1ord) ~---------------- -- .-- -- NACA Fi'3S~ II a, b, C 10 8 6 4 2. 0 2. 4- Percent win9 chord (a) c " l5; Or." 30°, l 10 8 6 4- 2 0 2. 4- 864202.4- Percent wing chord Percent win9 chord (c) C ~2.0; 6C 40°, (b) c =2 .0; 6t:-30·.
l 1 .a Fiqure 1/. - CO/)tour~ 0/ rear-r/ap ~~;t/OI7 TOr cffJ(a.cJ.' Fore Hap A, po5itlon ~; ~.1,' ZO·j A', .,(:.59; Y, r/;.7Z. (Vq/(/G5 if .x, > 5/, are QIYG/7 in percent OI;ro;/ c/')O/d.)
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QI '2 10 8 G 2 0 2 4 8 4 2 0 2 4 6 Q Pf:rCE;nt Wln9 chord Percent wln9 chord ( e) c -2.5; 6t;-SO: (,) c t2.5j 6f..60~ l l AI' Flg(H9 II. - Ccnc/vded NACA
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III 10 ~ I--+-~-+- -+-r---+~ III ~--i-~,----'!:-----:!;- -:!;-~---;!12 Q 8642024-6 Percent win9 chord (Q) C, "2 .0 ; 6f2~ 40: ....
~ r-~~-+-~~~~~~ c t:: III III 1--+--+-+---+-+---+---110 ~ r-~~- +----T- -t---+~/O '( (lJ (j) /
8 6 ~ l 0 2 4 6~Q 8 6 4- 2 0 2. 4- 6 2. Q
Percent wln9 chord Percent wi n9 chord (b) c -2.5 j 6f. -= 40~ (c) C!-=2.5; 6f/5 0~ l Figure 1Z . - Contour~ or I"f2(I.r-/lap po.:;itlo/7 ,cor C/Tlttz.c, )o ' Fore flap A I po.stiion.3; 8f, -Z5·; A,' -0. 4/; y,.1.?e.!VQ/(/@ .:5 or •
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