Wind-Tunnel Investigation of an NACA 23021 Airfoil with a 0.32-Airfoil-Chord Double Slotted Flap

section pitching-moment coefficiont

6 !ifACA ARR No. 14J05 section pitching-moment coefficiont at 1'18.XilllUm section lift coefficient maximum section lift coefficient minimum section profile-drag coefficient where sGction 11ft section ' profile cU"'ag section pitching moment about aerodynamic center of plain airfoil (fig. 2)

q dynamic press · ure (l.pv )

\ .2 .I c chord of basic airroil with flap fully retracted v velocity , feet peX' second p mass density of air and effective ~eynolds nmnber distance from aerodynamic center of airfoil to center of pressure of tail, expressed in airfoll chords angle of attack for infinite aspect ratio fore-flap deflection, measured between fore- flap chord and airfoil chord Y'eE.~r-flap deflection, measured between rear- flap chord and airfoil chord d:l. , stance from air1'oil upper-surface lip to fO.r'G - flap - nosG point, measured parallel to airfoil chord and po::.1 ti VG when fore-flap- nose point is a head of lip NACA ARR No . L4Jo) distance from a irfoil upper -surf ace li p to fore-flap-nose point, measured perpen- dicular to airfoil chord and positive when fore-flap - nose point is below lip distance fro m fore-flap trailing edge to x2 rear-flap-nose point, measured parallel to airfoil c hord and positive when rear- flap - nose point is ahead of fore-flap tr ailing eeige distance from fore-flap trailing edge to Y2 ' rear-fl ap -nose poi~t, measured perpen- dicular to air f oil chord and positive when rear - flap - nose point is below fore- flap trailing edge Precision The accuracy of the various measurements in the tests is believed to be within the following limits: . . . to.l ao' degrees .

cL ••.. to.03 max . . . .

.. ±O.003 c rn ( ) .

a. c . 0

Cd • • • . . . . . . ±O.0003

°min ±o.oo06 cd O(c7, - 1.0)

. . . . . . ±O.002

cd o ( = 2 ) Cz, ·5

. . . . . . . . :to.2

0f and 0f2 ' degrees l Flap position ..•. ±O.OOlc No corrections were determined (or applied) for the effect of the airfoil or flap fittings on the section aerod~1amic characteristics because of the large number of tests required . It is believed , however , that their effect 18 small and that the relative values of the results would not be appre c iably affected.

~ __________ ~~L' ______________________ __

J

Plain Airfoil The complete aerodynamic section cha r acteristics of the p lain NA CA 23021 airfoil (from reference I) are presented in figure 2. S ince these data have already been d i s cussed in reference 1, no further comment is believed necessa ry.

Determination of Optimum Fl ap Configurations Max imum lift. - The results of the maximum -l ift inves- ti ga tion with the fore flap at each of the three selected positions and w ith the rear flap deflected and located at points over a considerable area with respect to the fore flap are p resented in figures 3 to 5. The results are presented as contours of lift coefficie nt for various positions of the rear-flap-nose point at various rear - fla p deflec tio ns . ':r'he re:;:ul-ts show that at each fore - fla p p osition, the contours did not close at the smaller re ar - flap deflections i rf '; f6st :Lgo.ted . At pos itions I and 2 , it is indicate d that the open centours would close at positions of the rear - flap nose that would be impracticable b eca use of th e lar ge gap between the two flaps .

At each of the three fore - flap p ositions , as the fl ap deflection increased , the position of the rear flap for maximum section lift coefficient c, ge ne ra lly umax beca me mo re critical - that is, a given movement of the rear-flap-nose point cansed a greater change in th e value of cL • Since the position of the rear-flap nose max for c t ends to move forward and up'V'Jard as its Lmax d eflection i ncreases , the gap between the two flaps is r educed . The values of c, obtained at each fore - u max fla p p os i tion and the ap p roximate posit ion of the rear- fl ap nose w ith r e s pect to th e fore - flap trailing edge are given i n the following table: '\ Posit ion of rear-flap nose . i

Fore - flap Ahead of lip I Be low lip

cLmax po sition (per cent I ( pe rcent

1 . 1 I 6 2 . 71

2 0 i 2 3 . 06

. ,3 2 -.L .. --=:3_~~ __ "--3.--,,,-3_ 1 __

NACA ARR No. 14J05 From the contours of rear - flap-nose position for cI , the best path to be followed by the rear flap at max all deflections within the range investigated, from a consideration of cI alone, can be determined. The max range of flap positions covered was considered sufficient to allow for any deviations or compromises from the best path. Complete aerodynamic section characteristics for the optimum -lift and optimum-drag rear-flap-nose positions at each selected fore - flap position are presented subse- quently herein.

Minimum profile drag.- Drag data obtained with the fore flap in the three selected positions and the rear flap deflected at various p)sitions over a wide region are presented in figures 6 to 8 . The data are presented as drag contours for the rear-flaprnose position at certain selected section lift coefficients and rear-flap deflections. A comparison of the section profile-drag characteristics of the plain airfoil (fig. 2) , with the profile-drag characteristics given in the contours of figure 6(a) and 6(b) shows that the plain airfoil gives the lower drag value at cI ~ 1 . 0.

Inasmuch as only a very few of the contours were closed about indicated optimum-drag positions of the rear- flap nose (figs. 6 to 8), it is obvious that a sufficient range of rear-flap position was not covered and that the true optimum values may exist at some other positions.

At each of the fore - flap positions, however, it is indi- cated that the contours would close at positions of the rear-flap nose which would be somewhat closer to the lip of the fore flap than the positions tested. As the fore flap was extended and as the rear flap was deflected, the optimlli --n - drag rear - flap-nose position generally moved forward and up, closer to the fore-flap trailing edge.

More than one region of mini m um drag exists at various values of section lift coefficient cL and various rear- fla p deflections and the minimum drag is seen to be prin- cipall y a function of section lift coefficient and rear- flap deflection and relatively independent of the fore-flap position. In each position of the fore flap, as the section lift coefficient or the rear-flap deflection increased, the contours generally became more critical or closely spaced; that is , a given movement of the rear- flap - nose point gene rally caused a grea ter change in the value of the section profile-drag coefficient Cd.

(3ee fig s . 6 to 8.) 0 NACA ARR No. L~_J05 Inasmuch as the rear-flap-nose positions for maximum lift and minimum drag generally do not coincide, a com- promise is necessary. The curves for the complete aero- dynamic section characteristics are therefore presented for both conditions.

Pi _ tching momen t. - contours of section pitching- moment coefficient for the rear-flap-nose positions at selected section lift coefficients and rear-flap deflec- tions are given for each of the three fore-flap positions in figures 9 to 11. These contours indicate that an increase in the negative value of c ) at a m (a.c. 0 given C7 was obtained with increased rear-flap def~ction and that"the maximum negative values of c were m (a.c·)o usually obtained at or near the position of the rear-flap- nose point for maximum lift at each rear-flap deflection

(co m.p are with figs. 3 to 5). At of = 500, 60 , and 700

at position 3, however, a decrease in the v~lue of c was indicated when c increased.

m L (a.c·)o At a given lift coefficient and rear-f'lap deflection, the negative values of pitching moment also increased as the fore flap was extended from position 1 to position 3.

It appears desirable therefore to use the minimum flap deflection or extension necessary to obtain any given lift coefficient. In addition , the contours indicate that the position of the rear-flap nose becomes more critical with increased rear-flap deflection and lift coefficient.

With these contours of flap location for c m(a.c·)o in figures 9 to 11, the designer can determine or antici- pate the values of c ) to be encountered at a m (a.c. 0 given value of cL within the range of pos ition and deflection indicated.

Aerodynamic Section Characteristics of Selected optimum Configurations The complete aerodynamic section characteristics of the airfoil with the rear flap at the optimum-lift and liP .CA ARR No. Il~J05 optimum-drag positions at each flap deflection and at each of the three fore-flap positions are presented in figures 12 to 14. The consecutive flap-nose positions as Of2 increases are indicated in the figures by those key symbols that are connected by dashed lines. The lift-curve slopes de creas ed with increased rear-flap deflection, although at rear-flap deflections below 50° , the lift - curve slope was sometimes as much as 0.03 greater than that of the plain airfoil. At each fore-flap position , the angle of attack for maximu.'11 lift usually decreased with increased rear-flap deflection but in some instances remaine1 fairly constant.

At position 3 (fig. 14) and Of~ = 500 , the position of the r ea r flap for maximum lift and mlnlmum drag coincide.

Irregularities in the curves at the lar 8er flap deflec- tions (fi gs . 12 to 14) indicate changing flow conditions.

At the small rear-flap deflections and lift coeffi- cients, the slopes of the pitching-~oment curves were negative and, at high flap deflections and lift coeffi- cients, were usually positive; s rral ler negative values of cm( ) were therefore sometimes obtained with a a. c . 0 lar ge flap deflection than with a small one at high lift coefficie nts . (See figs . 13 and 14 . ) Increment of ~aximum section lift coefficient.- The increment of the maximum se ct ion lift coefficient t. Climax' based on the value of cL of the p lain airfoil, max incr ease s as the rear flap is deflected and as the fore flap is extended (fig . 15). At each fore-flap position, the values of t.cL are higher for the optimum-lift max position than for the optimum - drag rear-flap position, as was anticipated .

I _~ he maximum increment of lift coefficient obtained

was at position 3 with Of2 = 70 where a value of 1.96

, is indicated . The scale effect on the values of t.C1 vmax was not investigated but it is expected that the values would incl ~ ease sl i ghtly with :1eynolds number wi th the 0 . 32c double slotted flap as did the values for the Sin61€ - slotted - flap arrange~ents of references 1 and 6.

Next: section pr ofile-drag coeffic~ent cd at each fore-flap →

section pr ofile-drag coeffic~ent cd at each fore-flap

NA CA ARR No . r4J05 Envel ope po l ar curv~.- The envelope polars of section pr ofile-drag coeffic~ent cd at each fore-flap o

position , obtained from figures 12 to 14 for the optimum -

lift and optimum - drag configurations, and the polar of the plain airfoil are presented in figure 16. These curves indicate the cd available at any c when L °min the r e ar flap is located to give c (fi g . 16(a» 1max and cd (fi g . 16(b».

°min For both th e maximum -lift and m inimum-drag configu- rations (fig. 16), t he plain airfoil gi ves the lowest cd o for va lues of cL less than 1 .3 , and for values of c above 2 . 6 the lowest value of cd is indi c ated at o position 3 .

Comparison of Flap Arr angem ents When the lift-drag characte ristics of the 0 . 2566c and o . L~Oc singl e slotted flaps ( references 1 and 2) and the O.'-i-Oc double slotted flap (r eference 3) are compared with those of the optimu m -lift and optimum -drag configu- rations of the 0 . 32c double slotted flap (fi g. 17), it is apparent that the 0 . 40c double-slatted-flap arrange -

ment p roduced the hi g hest lift coef f icient (c = 3 . 56)

L on t h e NA CA 23021 airfoil. The c obtained with 1max the 0 . 32c double slot t ed flap is considerably higher than that obtained with either single slotted flap but it is approximately 0 . 25 less than that of the 0 .40c double slotted flap .

The 0.32c double slotted flap had a larger cd o than either single slotted flap for values of c L bet w een 1 . 0 and approximately 2.7 and had a larger cd than the 0 . 40c double - slotted-flap arrangement at o all values of c L above 1.0.

The O. 32c double-slotted - fla p arrangement had values of cd for the envel ope polars t ha t differed by o

J

NACA ARR No . ~ - J05 13 about 0 . 02 for the o ptimum - drag and optimum - lift configu- rattons at a value of c7, of about 2 . 5. At values of c7, less than 1 . 3 and greater than 3 . 1, however , the two polar curves practically coin c ide .

i Nhen the polars of the 0 . 32c double-slotted-flap arrangement on the NACA 23021 airfoil are compared with a similar arrangement of a 0 . 30c double slotted flap on

the NACA 23012 airfoi l (re.ference 4), it is apparent that

the c7, obtained wi t h each is approximately the same

max

(fig . Ib) . The values of cd ' however, are higher at o all values of c for the arrangement on the 21 - percent- thick airfoil than for that on the l2-percent-thick air- foil but the relation between optimum-lift and optimum- drag configurations is about the same for each arrangement.

A further comparison of the various slotted - flap ar~angements on the NACA 23021 airfoil indicates that a fairly linear variation exists for each arrangement at a given flap configuration between the c and 1 lJ.ax the (fig . 19) and this variation

rm(a . c . )J

- c7,max appears dependent on the flap arrangement. The 0.i2c

double slotted flap gave hi@~er values of rcm( ) I

L a.c. ~

cz'max at any value of c7, than any of the slotted flaps.

Inasmuch as there will be a tail load required to trim the negative pitching moment of the wing of an air- plane , the loss in maximu~ section lift coefficient in trimming the airfoil section pitching-moment coefficient has been calculated , for the case when the center of gravity is at the aerodynamic center of the plain airfoil, from the following expression and is indicated in figure 19 ; m

IC ( a. c. ) J

- c7,max Loss of c7, = ---------- max z,t The loss in c has been presented for tail lengths 1max of 2 , 3 , and 5 airfoil - chord lengths and, by means of the curves of figure 19 , the effective c can be Lmax determined .

Next: Section Characteristics →

Section Characteristics

NACA J,RR No. L4J05 Effect of Various Modifications 011 the Aerodynamic Section Characteristics Effe ct of moving the tw~'laps 8. 8 a unit. - The effect on the aerodynamic section characteristics of movins the fore fl9.p and rear flap as a unit perpendic ular and pa rallel to the airfoil chord i3 shown in figures 20 and 21 , respectively. A O.Ole displacement downward of the flaps , perpendicular to the chord, was quite critical in that a large decrease in lift and an increase in drag resulted (fi g . 20) . Figure 21 indicates that a movement of the flaps parallel , to the airfoil chord had a consid - erable effect on the aerodynamic characteristics; that is,

at pos itions of the fore flap downstream from xl = 0.70

(pos it ion 3 ), large decreases in lift and increases in drag resulted and unsteady flow conditions existed. A co~parison of figures 20 and 21 with the contours of

fi gures 4 and 7 and 5 and 8, respec ' ci vely, indicates that

the po sition of the fore flap is more critical than the position of the rear flap.

M oving the two fJ.aps approximately as a unit from position 1 to position 2 and then to position 3 along two different paths , A and B, gave an increase in lift, draC;, and pitch in g moment. (Se e figs. 22 and 23 .) Since the mode l fi ttings only allowed increments of 10 for the deflection of the rear flap, it was not possible to have a 0f2 of 35 for figure 22 and a 0f2 of 45 for figure 23 at position 1. Although motion of the two flap s a s a unit is only approximately simulated, figures 22 and 23 a re thou ght to be sufficiently illustrative.

Effect of the airfoil lower lip. - The effe cts of deflecting the lower lip of the airfoil from its normal position at fore - flap position 2 and of removing the lower airfoil lip at position 3 are shown in figures 24 and 27, respectively . Deflecting the lip upward 19 decreased c1 al~ increased Cd over most of the o angle - of - attack range , possibly because of the poorly shaped s lo t entry ahead of the fore flap when the lip is deflected . On the other hand , removing the lip at the extended fore - flap position (fi g . 25) had a slightly favorable effect on the aerodynamic section character - isti cs at low values of c~, by causing a reduction in the profile drag, and a Sll gh tly adverse effect at high HACA ARR No . L4J05 valu es of c1 ' Such a result indicates that a smoother slot entry ahead of the fla ps may be c.esirable, provided it does not reduce the values of C1 available.

umax Although no data were obtained at small flap deflections, it is probable that the smoother slot entry would be even more favorable under such conditions .

CONCLUSIONS An investigation was made tn the L~1AL 7- by 10-foot tunn e l of an 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 w ith the flaps deflected at various positions. The results of this inv estiga tion show that : 1 . The 0 . 32c double slotted flap on the NACA 23021 airfoi l gave a maximum section lift coefficient of 3 .31, which was lar ger than th e value ob taine d with the 0.2566c or o.L~Oc sin gle slotted flaps a nd 0.2 5 l e ss than the value obtained with the 0 . 40 c double slotted flap on the same airfoil.

2. The values of the pr ofile - drag coefficient obtained with the 0 . 32c double slotted flap were lar ger than those for the 0 . 2566c or 0.40c single slotted flaps for section lift coefficients betvleen 1. 0 and approximately 2.7. At all values of the section lift coefficient above 1.0, the present arrangement had a hi&~er profile drag than the 0.40c double slotted flap .

3. At a given value of the max imum section lift

coefficient produced by various flap deflections , the 0.32c double slotted flap ga ve neeative section pitching- moment coefficients that were higher than those of other slotted flaps on the same airfoil .

4 . The 0 . 32c double slotted flap gave approximately the same maximum lift coefficient as, but higher profile - drag coefficient over the entire lift range than, a similar arrangement of a 0 . 30c double slotted flap on an NACA 23012 airfoil .

5. Moving the flaps sli gh tly from their optirmwm

positions so me ti mes pr oved c ritical and " re s ~lted in a " ------- ---- NACA ARR No. LL~J05 large inr.rease in drag and a reduct jon in lift . The position of the fore flap ap~ears to be more critical than that of the rear flap .

6 . Deflecting the lower lip of the airfoil 19

upward generally dec r eased the section lift coefficient and incr'easeel the section profile-drag coefficient over most of the angle - of - attack range; removing the lip at the extended fore - flap position reduced the profile drag slightly in the l ower - lift range but was slightly unfavorable at high section lift coefficients .

Langley Memoria l Ae r onautical Laboratory National Advisory Committee for Aeronautics Langley Field , Va .

NACA ARR _10 . L4J05 REFERE N CES 1. l Jilenzinger, Carl J. , and Harr is, Thomas A. : W ind-Tunnel Investigation of an N.A.C . A. 23021 Airfoil with Various Arrangements of Slotted Flaps. NACA Rep.

No . 677, 1939 .

2 . Duschik , Frank : W ind - Tunnel Investigation of an N. A.C . A. 23021 Airfoil with Two Arrangements of a 40 - percent -C hord Slotted Flap. NACA TN No. 728, 1939 · 3 . Har r is, Thomas A ., and Recant, Isidore G.: Wind-Tunnel Investigation of rJA CA 23012, 23021, and 23030 Airfoils Equipped with 40 - percent-Chord Double Slotted Fl aps . NACA Rep . No. 72 3, 1941 .

4 . Purser, Paul E . , Pischel, Jack, and Riebe, John M. : ' ran d - Tunnel Investigation of an NACA 23012 Airfoil with a 0 . 30 - Airfoil - Chord Double Slotted Flap.

l'TACA ARR No. 3LIO , 1943.

5. Harris, Thomas A. : The 7 by 10 Foot ;' lind Tunnel of the National Advisory Cornnittee for A eronautics.

NACA Rep. No . 412, 1931 .

6. ' ~' Jenzinger , Carl J ., and Harris, 'l'homas A. : W ind-Tunnel Investigation of an N. A.C .A. 23012 Airfoil with Various Arrangements of Slotted Flaps . NACA Rep.

No . 664, 1939.

7 . Jacobs, Eastman N. , and Sherman , Albert: Airfoil S ection Characteristics as Affected by Variations of the Reynolds Number . N ACA Rep. No . 586 , 1937.

f-J CD :x> o o c..; o

:z: :x> :x> ;::0 ::<:l ~ L

+- 01 : I ...

-I

~5 88

- 0.55

2.89 -.81 -.22

-0. -1. -2.30 -2. -3.28 -3.53 -3.91 -3.7R -3.3 -2.8t -2.3 -1.86 -1.35 89

Lower surface arc: ap 2.

f l 3

I .E.

55 ~~ ) ~ AERONAUTICS

.9 0

. .26 .. .22

ADVISORY L l.~ 3 surface~ surface,

1.0 2. 3.~9 2 . 2.21 1.5 6

2. t·

Upper -0.

chord] surface of FOR Rear , radius; ~E ~

6~ 66

32 57 83 UPger Lower

. . .

NATIONAL

0 1.2 1.93

2· 5.l4 7.70

10.27 12 15.40 17.96 L . E . center

20·53 23.10 25

airfoil Station

--

COMMITT FLAPS of line

8 2

2 22

AND 9~ 667 50 05

75 22 222

. . .7 . .167

Lower 0 -.5 -.

surface - 1. -1. - 1. 7 - 1.

radius

I I

I 1.58 chord

percent flap on in 30 61 306 L . E .

AIRFOIL 72 28 92

.806

.1

0 o

TABLE Upper 1. 2.11 2. 2 . 1. 1. 1. 25

surface of Fore FOR radius:

3~ 17 67 located

56 94 33

. 89

. 50

1. 6.

0 2. 7 5. 8. 4

4 . 9 .72

ordinates 11.11 12 1 1 . L . E . center

--.

Station I --

ORDINATES and 6 305

51 30 8t 30

.14 . 52

.0 . . 0.

0 -.22

-2 -R -5.55 - 6.32 - - -8.95 -8. -8.1 -7. - 5.72 -4.13 -2.30 -1. througb

Lower - -8.7 85

surface 4 .

airfoil :

87 93 05. 06 40 53

~tations

. .14

. . . .22 chord:

7. 8.90 7·09 5. 05 2.76 1. radius

~ 9.13

----- 12 11.49 10

Upper 10.03 11.19 11.80 12

surface of I of radius CA end

0 1. 25 5 0

2· 5 7·5

NA 5. bO ~g 90 95

10 15 20 25 tg

100 L . E . Slope

Station - .

, I .

__ - ..

L-- NACA ARR No. L4J05 Fi g. 1

1----------- .821c --.-7.5.-S-C---l-,--I-1

______ _ --=C/Jo,d 11/1...(3 __ _

t------_.80c --~.I

•

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L 1-1----- --.;;56& --------; ~------.32c -------------------- HATIOfW. ADVISORY COMMITlU FOR AEROIIAUTlCS line ---r""- - -- - Ftjure /.- Sections of the NA C A 2302/ oirfo// and the 0.32 c double slotted flap.

Fig. 2 NACA ARR No. L4J05 ill , -I"\ l~ lt ',~ lEi :F'lE 'V)i"'"'l ilj 'Ti lllI J1i U H I W' , fl • a: I'"it 01 I clt' f4' fo# '1'\ if!

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Fi g. 5 NACA ARR No. L4J05 ..

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- - a 6 4- 2 0 e 4- 6<1 - 864-20Z+ Percent (7IWI/chad Percent airfOIl cl10rd (el 4- .... 60~ (d) 0, .. ' 70~ · Fig. 6a NACA ARR No. L4J05 o P{Jrcent a/ffo" chord (a) '.,. /.0 ; 5~. /0: HA TlUNAl ADVISORY CO MMITIH FOR AERONAUTI CS e ~ ~~~~~~~~~~4 ~ ~ ~~4- ~~~ ~~j 6- ~ . ~ ~~~ ~~~~ ~~~· 8 ~ f-=:-1+:::lf= 3=-61'-:-f1+- -+--v ,O ~ ~ 6 4- 2 0 - 2 - 4 -6 _8 "- 6 + ,2 0 -e - 4 -6 Percent airfoil chord Percentoirfoi/ cho rd (bJ c ~ / .0 j ~r .. ~zcr.

(Va/vesofZ,,?!I0regiven in percenTa i rfol /' chord) ) I ) I /

J

Fig. 6b NACA ARR No. L4J05 NA IIUNAl ADVISORY CUIoI IoI II1E! FOR AERONAUTICS

•

-/-I- ---/-,&T-- ;===;:===;-="'i"",,-,.-:-::-:r- -. 0 ~'--¥n~~~~rIIO ~ ~ J?,~ ~ \J U 4- f-:---l-~~~~~~ -l ~ ~ ~ f-:--+--"t"""-¥- -t-----: if--- ""; 6 . ~ r.-".-,t----i,.=~<...f:,~ +-l 6 ~ ~

1-+ c=l.p=!=~=;- -l- --j8 , S f-:---l- q- T--l 8 ~

Q) f-:---l---l - -I--t--l--l IO ~ f-:- --l- --l--I--t--l--l 1O ~ ~~ -L~~L-~~ ~~

'---..L---',- -!'- -',---'c--! Ie ~

6 + e 0 -z -~ -6 6 ..,. e 0 -2. -4--6 Percent (7irfoil chord Percent OlrfOti chord (e) czef.S; 0-12=40·, (f) c? = z .O ; 8,'z a 40', Figure 6 .- C on cluded.

NACA ARR No. L4J05 Fig. 7a r--.-.~~~--~~-'O ~~~~~~~~B~

F= ~~ 4~

~ ~~~~~~~r-~-40.~ ~~-4~+-~~~~-1B ~ ~~~--~~ --~ · ~~ m~ IZ~

•

6~~+~~Z~~o~-Z~--47--~6~-8 A3rcent airfoil Chord (Q) c, , ' /.5'; 01 = .)0'.

NA lIUN Al ADVISORY I;UMMITTE! FOR AERONA UTICS ~ .........

10 .% " I ·~ 0 '- f--i+--f->'....,.r'-'TI-tr-.if---+-1 '-iZ ~ t:- '1<;1'1, j JOe';>...

/': rll

t=="!-"'o...!=-'+I'--"'l4->IF>-.ff--14 ~ .... ~ ;-, .fa

~ t--- 0 ~

f-t-.-t+-+-=f''''-:I-'r+--++---f6 ~ ./~ , "-"l ~

I /

"'- I"

~~~--t--rD96~~+-~8 ~ . lit) .1/4 ~ ~+-~~--+-~~~m~ If?,&!. I.

6~~ + ~~e--07--- £ ~-~ 4~- ~6--~a Percent airfoil cnord Figur<2' 7- Contours o f rear ' flap posilion for . ~. Positionc; oft =20°; /{/=c.7O"y,·c.4S: (Values of.zo"Yt o/"€! g'll/en In percenT o/rfoll Chord) I

-

L

· -~ .~-- - -- --------- - -I Fig. 7b NACA ARR No. L4J05 't> ~ *A..-'9b~"-++1 R, ~

f--=~"""'~1-'--fH+'* --! 4 -S

:-...

~~,-:::.,B~'-+----l ' 6 ~ t§ f-+-+-jl-.!::;l- -+-I B ~ I::: ~+- -f---If--+--f---I IO ~ L-.L..--'---'--L--l.--l ~ ~ 6 '" R, O. -I! -+ -() Percent oirfoi/chord (dl c e . ~; 0f'.e' 40: e' NATIONAL AOV l son CO IIIIlllH fOIl AUONAUT!CI ~4-~~ ~~~~~ ~ S 1-+-f-'-"'- fL" "'t--+-'i IO t <D ~-':--';;---;~-':--';;---! leQ.

6 4- Ji!, 0 -z -~-6 Percent oimi/ chord fe)e , t!} . ~. 4 ... ,,:50 : t ngure 7-Concluded.

NACA ARR No. L4J05 Fig. Sa

~

.10+ ' ~

I---l--+-I_~-+-¥-~ ~ 'g ~ 1---l--+-1_+----j:>4-1_---1/0 ~ 1-+-+-_+----j:~I___lIO ~ la~ !---'--L----L--L---..J,,--~ 18 ~ 8~J6-~~-~~~o~-~e---~~-~6 8 6 • '" 0 -e -4 - 6 Percent airfo.il chord Percent o/rfoi! chord (b)cl' ZS; 4... 40~ NA lIuHAl ADVISOIIY CU MMIT1E£ fOR A£RO"AUTIts ~ o ,~ )148 ~ li.5C --1 lit l < z ./:16 ~ j ~~ ~ :;~ lJ /~ V ) , t, /60 IJ /1\ '\ 'e

"

~ ) ~~~~t-~~~~~~ ~ ~ ~ o -? e, 0 -/:- -4 _ole 8 0 ~ 2 0 -2 4 Percent oirfoil Chord Percent airfotl clJord (d) C?' -3.0; 4 .. ... .50 •.

(cl Cz' 13 . .5 ; ~ -SO'.

l

N ACA ARR No. L4J05 Fig. 8b Percen t OIrfoil chord Percent a/rfoil chord (e l c " e'~j 4- .. 0 60~ (f)c1°.)'0; 4- .. 060".

t N4110NAL "OV ISUIt" CO MMITTEE FO_ AERONAUTICS r-~-b ~~~ -r-.-. o tz;l?j~~~"JJ~~O ~ I-=;jn"f~ ,....,...,.~ ;--t-;; ""j.e ~ - 310 .e ~

I-n.i;t---i'!-~'-t-T-t--f"<-l + ~

~:;-;I!f1F~ r+- ~l r-~ ~~ +1~ ~~~ ~ 6~ r-+-~ ~~~~+- ~ ~

t-t-~;w;t-iT-t---jtl ro ~

8;;-~ 6 - 4 ':--~Z;-0~ - ~ 2 ;- -4 7- -~6/0 ~ " 6 -1' Z 0 -z -4 -6 Per cent airfoil cha rd Per cent airfoil ch o rd (h) c " ,3.0; OF .. ' 70' .

(g>c ' z . .5j 4~' 70: t Figure&' Conclud ed.

Fig. 9a NACA ARR No. L4J05 PerCf}nt airfoil cmrd taJ C ' /.0; '\. IO~ l NAlIUNAl ADVISU~Y r.IJ MMInH FOR AERONAUTICS ~~-dL-~~~~~~6 ~ ~~~~4-~~~~~~~ ~ ~ ~~~-+~-t~~~~~ . ~ ~~~+-+-~~~~~B ~

""

~+---J:>.,"'::+~~~~-IIO '" 1--+---4 - 1,-'-o_,t_ ~ _...4'-==----.j....!,.., ~l-lIO ' ~ \ I ;§ ~~~~~z~~ __ ~~~'F·35~/~~/z ~ 1-~----l =.86~_-+--J.: 7.:::.3 ~ 7+---lIZ ~ Q) Q.

L-J..--.J. __ ..L.-L_L-----L----l 1+ Q.

6 L-- ., L--1 ----L ,-- _-.l,e - _ ..L +-_- .1.,- _-!8 N- 6 ~ Z 0 -z -4 -6 -8 Z o 6 Percent aIrfoil cllord Percf}nt airfoil chord (0) C • 1.0 j b~ • ZO~ l Figure 9 .- Contours 0.1' reor- flop position for cm(o,cJ ' Position 1,;6f. =S;::r.,.5.70 y, ·3.4.5.(Vo/ues of A/J'YJ ore glyen In percent ol rfo ll chord) . . • I I NACA ARR No. L4J05 Fig. 9b ~.£--~ .L.-'-L --"d'-I-/-++-f-i,= r="i=~ ~r==:,; =r==r'--, o -: 4-7 -;46.3 ~

: ' ~

1--f- --'yfY7.f7''-''t'''i-t+--fl4- ~ f--;-;;h-jf-~~"-ep...~6 ~ . ....

~~~~~~tk ' ~

~ IO~ ~..L.--!:--+--!:---J,,..----;!12 ~ 6 + Z 0 -e -4 -6 Percent oirfoi I chord

(d) c, . /.5; 8(,,' 30~

~AfIUNA l AOVISURY CO ...... ITlEE fOR AfRONAUTICS ~ ~~~~~~~~~ ,Z ~ ~~~ ~~~~~4 ~ f- ~

~~~~~~tl~

~4G -:-40 10 ~ L--L-':---=-~-7--:! le '*.

6 + 13 0 -g - 4 -6 Percent a irfoil chord (e) c · 1.5; bt;. . 40~ e Fi§'ure 9 .- Concluded.

NACA ARR No. L4J05 Fig. lOa Cfll(oc), ~ ~~~~~~~~~~ ~ ~~~~~.f~~~~b ~ ~

~~ __ -+~8'~

~ 1--·-l--+--4-+-+---l>--d-l'O \;l J.-----+--+--+--!.----},----l.----.l lfJ ~ 6 ." Z, 0 -i!. -~ -6 P(3rcent airfoil cl)ord (a) C = I .~; 4< .. : 30~ t NA llONAl ADVISORY COMMIllEE fOR AERONAUTICS ~~~--~~--~~~o ~ ~

t

~~~~4L~~~=P~4 ~ ~ . ~ ...., Ii \2 .

L,--.L---'--- -'---"--L.-L. """ Ie ~ 8 6 4- e 0 -e -4 _ ole 8 6 4- Z 0 -e - +-6 Percent airl'oi/ chord Percent airfoil chord (b) Ct' 13.0j 8 ,{.: CO·.

Figure 10.- Con tours of rear - flop posifion to r ctp/oc .) . Position c?j 6ft=cOjA.,"c.70;51·Z45.

r.;o/ues of;c , ,?j, ore g/r~ntnpercen-rOirfotic/kJrd) . • Fig. lab NACA ARR No. L4J05 • I--' ~~~~~'--II-:t--fi ~ ~ 1- -11-\:Ihl 7-.tf--+H+H"-l 4- ~

I--51WH ----* ~-j,.L---1~

;.., 1-- -l+-+~'+---+-T-4--l8 ~ l,---',---',--,=----,;-----"--!I O ~ 6 4- e 0 -~ -4 - 6 Percent oirfo i/ chord ( d) C t' e ,s j %' 40 : HA TlO HAl ADVISORY CO ,",,",Il1H FO R A E R O N~UTlCS .---,.-~,..,,:: ~~-~- 0 ~ . 7Z - ~ 1-4J H.,j.t:e::. =P ?M. __ +-- 1 Z ~ :".

~~~~ ~L+~-~~ - 6 - - e~ ~ 1-ft- !-N --+T--¥f--+--1 6 "\...0 f-7 68 _' -¥.--k- -r'-fC-"L. !l-+--l " ~ ~ ~~~~--~~~ ~ ~ -6 f&rc ent o/~/ch o ni P&rcent a irfoil c ho rd ( e) c • .e . 5' ; $1'2 • 50~ t Figu re 10.- Conclu ded.

•

NACA ARR No. L4J05 Fig. lla • 8 6 4- 3 0 - - 4- Percent c lIrf oll c hord (a) c?' C. O; § r., ' 4 0~ iliA I tuNAl AOVISUIIY CO MMITTEE fOR AERONAUTICS ~ ~ ~7Z · ~f4 . ~ !fJ7 0 . 7-",

~ ~ :f ~,, '~ 77l

~ V I ~

t>

-

~( \[

§ ~/'")

D

-£>a J~ " \ ( ~ .lJ.. --

. 74. V V I -;~ 1 ',-

!/~ \ \ -- I ~ ~ ", 6 75 - 7£' . 73 I ~ V 1% ~ .71- , y ~ . 11

o ~ '"

I ~ I. l 8 6 ~ Z 0 -£ -4 6 <3 Percen t ai rfoil c/Jord (C) c, ' e.5j .s"- e' 50 ~ Fi9ure 11. - Con.tou r9 of re a r - fl ap pO:'ftfion f or c"'(o.cJ . Paslti0/73.;Ot. =30:.z ·o.70;~ ·c.4 5.(Vo/(/es OT ;?:/J!!t or", ,,111"(3'/7 In percent GltTOl1 cho r d.) .• " N ACA ARR N o. L4J05 F ig. l Ib Percent olrfoilc/)ord Percent oirfot! Cho rd (f) c~=30; gr.. - 60' .

(e) C ~e s: 8~ - 60'.

z NATIONAL AOVISORY CO ~MI1T£E fOR AEROHAUTICI Percent ol/roil chord Percent olrfoll cllord (IJ) CZ7.:J0; 8"L = 70' flJ C t -';:5; b~. 70 • FI!?ure I/.- Concluded.

Fig. 12a NACA ARR No. L4J05 ~_ - F i g . 12b NACA ARR No. L4J05 NACA ARR No. L4J05 Fig. 13a

NACA ARR No. L4J05 F i g. 13b

Fig. 14a NACA ARR No. L4J05

- -- --~- - -- -~-

NACA ARR No. L4J05 Fig. 14b L Ir' of -+-R'l- -H-+- ++ ++--I--- IH-+++-+"LiI I;.l\ ' t-+++-H --f:7li ~" J!j ".~ ta ' 'lI!

'llrt: v v

v

I ;!I!

!ill 'Hi' II, 1 / I, I:!t

I '"

VIV II l/ II L J .

',I.r If I' v I "SI 1 I ~ ,i-, I I ./f I Id l ~ J

it v i~,~~ I -t-++I+-+4-t-+++;I~t-+++~-rr++I~-~H'+T~~ ~ -r~~

I -i ~ ~ -'-r~'~~~~-~++~-rlr++LrT~ 4r1lr' ~T ~~~-H

-f-, ~ -.

l'iec 'ti on Jit.

-j- r ~ h,i~ f J ,n k2&.5 vt p.'JJ !jl4-+ ~ !1 cIr LiII- (Ycf " '.' l ,i.n' --j.-:I~ I:OII.!'f1:~~J!!!!4! r.tlR1.!!!Ij " ~'I~ t-i -f-t-i-t-h, fnl t- ' AJ Ul i£ H : , ~ ~ O) ~ o J l lt de ~ d~ 1_ JL J '-1-

if-

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t-' (}1 > () > > ::0 ::0 z o r- tf:>. t... o (}1 OQ I I I

-3

ONAUTICIi ~ORY incr~ment AE ADV --_...I' FOR AL

the

NATIO The Q32cdoulJ/e

MMITTE for po b---- ~ CI lift drag ---,

----'

~ airfoil.

position .~ ir- deg Optimum _--,..I.

Op-timum .."......--' coeff/c/ent.

-- deflection

I 8f~) Rear-flap ~,'" v"" r ,'r-- .) -) ....

J/ft

_

-----

NACA 23()Z/

~ ~ -

on

. V 'r--- V-

deflection)

.';Y 30

rear-t"lclp'

.......

sect/on on

~ v'

OT

--

Z , f'/ap

- p()sition y

Y

Fore-flap

flop

zo

------- 0 A [;] ,.J.

" R(!!ar "

V

Effect

,'" /'

max/mum

y

V

13'.-

ot

slotted

----------

o

.8 .4-

FIgure

1.6 I.Z

Z.O

~

'"

~ ~ t:

" q ~ ~ ~ ~ ~ ~ ~ ~

-t-' .~ .~ ~ :.:::: .<::l 't

~ ~ .§ 't i- .....

~.-

_

NACA ARR No. L4J05 Fig. 16a

.4 4- I 3, ;;1 I I

J

.4 I J : i .3 6 I I I I - - Plain airfoil 1

.3 e I

--- Fore-flap position 1 I I

!

------ Fore-flap position e

Fore-flap position 3 11

I

I I I J Jdeg °f.e I

I

!

/ I:.

eo

.30 / , <>

4-0 J

/

ex; f

/

I I " I

V I

II'

V

/

1', .I Z (/

~ ~

...- ~/ ...-

..... -

,0 {3 --

f--r-

-

f-'

~!

--

4- .0

-

--

I- HAlIO!

v'/

-

Of',~

~ co MI mE

.-

- - 1--

-

- .4.

o .8 l.z /.6 Z,O e.4- Z.8 3.2 3/3

Section lift coefficient, C z (aJ Rear - flap positions for C ' Zmax Figure /6.- Pro/'/le-drag envelope polQr curves for the IVACA 2.302/ oirro/I with a o.SEe double slotred rlO''p.

Fig. 16b NACA ARR No. L4J05 .4 .4 0 Z .36 I ---- Plain airfoil . 3Z I - - - Fore-flap position 1.

I ...... ----- Fore-flap position Z Fore-flap position 3 ~ I 1.

\ t5fe)deg I 4- 0 I I I

eo

"

30 I I

1 4-0

t> ~

V

<l I

/lL I

~ 1

"

U

/

/'/,1

/ 11' ... / ~"

V

. 08

-

--

v

-

r' 1-- -

J-

.0 4-

-- NAn HAL A

IiSORY // :....--

-- pMMlm fOR A RONAUll

1- --

-- i:S

-" f.-

- I-- -

-

.8 . I.Z Z,4

-.4- o .4 £6 Z.O 2. .8 3.Z 3.6

Section lift coefficient, C z (b) Rear - flap positions for Cd in' 4m ri9ure 16.- Concluded.

" ....

z > (') > > :::0 :::0 z o L' ~ o 01 "2:J c..... I I-' -.,J OQ \

\

nop --- I

r 3.6

I ---

several

f

I t- 3.Z Tor I ":~~~R~~ III Z.d Z.~ coerfic/enfs z a/rfoil.

C Z.O drag - 2302/

btft¥4<?1

/.6 coefficient) proT/Ie

YrJ-~

NACA /,Z lift fhe seCTIon

.J.4-+dP"

.8 OT 0/7 Section .4-

-+--

~ -H-

o

+

Compor/son - rol7qeme/7TS 1 '

+-

I -:4 -+- -~· I (A .0 .44 .1, .1 . FIgure .Z, I ..;' ~ ~ ~ ~ t:)-, ~ ~ Q.. c: ~ ~ ~ .

..... . ~ "- t .;:: ..... ~ NACA ARR No. L4J05 FilS. 18 I .4 4-

-

J

.~ 0 .3 6 ZI-- - - - - - 0.30 c Double slotted flap on NACA Z30/e airfoil (referen ce 4) 0.32 c Dou.ble slotted flap on NACA Z30ZI airfoil I-- 8'e,deg If # t;.

eo

l

0 "

Rear- flap f.}ositions 1'/

Optimu.m 11ft i Optimu.m drag~~

V/

VI

V

~ Iv P / /

/ V /

,/ / ~ ",

~

{3 .0 /' /'" ",;:--

/

~ ;::;-- !---O'"

~

~ ~ .0 4-

--' NA ONAl VISORY

/""

..... --

~MMIT E fOR IERONAL ncs I--

-

-- _ . f--

.8 /.z l6 Z.O Z.4 Z.8 3.Z 3.6

-.4 o .4

Section lift coefficient) C

z

Figure 18.- Comparison or sect/o/? proT/Ie-drag coerr/c/ents for similordouble-slotted-t/ap orrongeme/7ts 017 the NACA 25012 and NACA 23021 okro/ls.

---- ----_ .... - .

'%J f--' ~

Z !J> !J> z o r-' "'" c:... U1 r-'

!J> (') ::tl ::tl o aq / / Z Reference ib) ISORY RONAUTICS (flapZ-b) flap 'u,ble ent) ap rp(presenf secr/on

~

t

j co 0.3 NACA2J021

orr

slon - siotte Flap

1}

r--

e

C I--+- airfoil double slotted -

the

E

c

C \

--'V ~

I- l77o)(/mum .

\ '- on

40 ,- 3.6

"'

\ Position

\

Plain Position Position 0.Z566 040 0.

......---

~--

\'--

The ' ~/ ~ 0 ..s: + 'V '>l 0 t::.

- ~~ P -

'"

- ...... 3.2

~~ or

:p {

~

I \

~ \ Zmax c {}.

~, ~. ~ f\

I

~

Z.8

-~L

II,

~

o~

~t

1\

"- .

'\

\ . orrO'17gemenTs

"""-

'- -

Z.4

\

'\

'l', , coefficient coefficient) '\

1\

'\ flop

\

-

~

'r---- nt' '- ~,~ \ lift

-

Z.O

/ \

m e ,~,

\

- ,

.~

1,6 several section

~

with: ~ ~ for in - G )( .

I,Z = nt Zr It''5 Zt=3 Zma /e

c pitching-mo

airplane Maximu.m /c

-

in .8 length) coeff Tail Loss Sect/on

trimming

\ t

\ \ rto//

\

\ \

, 19,- \1 lif oi

I'r

\ \

\ \ I

\ \

I I \ I

\ \ \

\ \ 1\ \ \

II \

1\ \ \'

\\

I' ,\', ~

o

, Figure -0 3 , -4 -:6 -.7 - ~ >< ti ~ ~ .si.

1...)"'7/ ~

(J s:::: ~ § ~ ~-:-5 ~ ~

~ ~ ~ 'Q. ~ V) -+-- .~ ,I...) <;:: G-.' i- :c: r-' ~-:-Z Fig. 20 NACA ARR No. L4J05 r----.

:r V k' ;j' I",' 'I :';; li>ih 1" ~1 r '; , I" 1I tt' ", , Ilf .

' 'ii. 1':, ,ij: IV I- Tll.

I,' , r ' # ill! l~ . , ..

"- laiki" V [if c, \. , t- fJ.' I "' t I> , r>;

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I> , , Ii;!

jj' ii, k(

=..I b Ii"

F"" if.- , .. 1,1\

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1M ' I:'; ' '11' i" ,if I'- 1\, I';' .

;' "i, \ 1 1: . \ r", I I\i . , 'Iii jl5 ii"~' i ';;' .

T,' ,';' IJ. 'II : ' ", i"'C'- ~){~ III :> ~ , le , , .,~ ,~' l <ll"" ;: , , ,. ,':';;: .. , .. :.

. I;V

..... tf

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V rf .

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ri-~ I I i I !/,p .1 I .-' ,, '

, .. ~.~I-

~ ~ ''-' '-J.

~8 -", ~ r IP ' IA- ~ I I .. ~ it(!

I~ r-' l I P.~ I lift c.

!-Y. I-A hr.;-f"1 1/:'; , Iolf ~~14 p,., p, '/'i 1 ;:;.3 r r.!:> ...

li'lk-r/ Ih" oil7 1 ~ fh ...... l'; !,-, kif' t ,<;, h. /jar.: , y" b"" YJ ~BL Q!/i' F?, .q ;.,,; 1,, 1= r',~C .;: ,/ , 7'? PI Ai I/J/?, Vi I ') r-~, flA' ~, . ~ In 0-11 i.ifl cYlr _L -f- , ''''' .1 1:'"1 ' J. I I I NACA ARR No. L4J05 Fig. 21 .-;1'.: . ...... ", "F' ..• i.o\ rw' 1 .1 F . . • r :. '. ' "'i- I\.: . .!. .

r .1_ I': . ,I~ .Y . t t .L," ,J

~1-TrIf-;o.,jc-+--t-+-++'~H I 'C .L--r. - i' i P'" t'T

....•. ~

. ' r-,Ll ~ , I l~ 1;.,.._ i. ,.. 1 J 1 i 1 ",~, +

I"'T ~ -r"1 . ,. , i .

Fig . 22 NACA ARR No. L4J05 • l

J

_ NACA ARR No. L4J05 Fig. 23

j

NACA ARR No. L4J05 Fig . 24 , It .: I- .

1;:, ' I V h N I I :f in : I 1 '-'1' I>' F .'11.: 14 V,) l!lil ,.

I .:! I l .;q 1 1 '- 1 -.

tttttltwtb!jjjjjjjj ~4$~:r$$~ tt .. ~tt~~~~~~H

Vld.A11 it .1 I.

.j ·1 I 'f l ' J.! l ie NACA ARR No. L4J05 Fig. 25

Overview

section pitching-moment coefficiont View in PDF