ir copy • s • , • pm l56b02a • s •s. •s si •ss s naca ... · naca research memorandum...
TRANSCRIPT
_______________ Copy .. .._ _Ir • ••• •• . • . • • S • , • - _.• . •. • . PM L56B02a • S •• e• •S. SI •SS S S SI •S • • • ••S ••
NACA
RESEARCH MEMORANDUM
AERODYNAMIC LOADS ON AN EXTERNAL STORE ADJACE4r
TO A 600 DELTA WING AT MACH NUMBERS N1 Zc
FROM 0.75 TO 1.96 0u2
1 C)
By William M. Hadaway00
Langley Aeronautical Laboratory4.)
Langley Field, Va.
jJSSIFI EFFECTIVE l—l.6t C) '
Authority: Memo Geo, Drobka NASA HQ. ,.,
Code ATSS-A Dtd. 3-12..6L1, Subj Change
in Security Classification Xark±ng '- * C) -1
NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
WASH I NGTOF'4
April 24, 1956
https://ntrs.nasa.gov/search.jsp?R=19930089175 2018-07-17T03:39:44+00:00Z
.. ... . S S •S •S S •S• • ••• S. • . . . S • NACA FM L56BO2a . . .. . CONIETIJL S
S . .• S 55 • •
• . S • • ••S • • S S • S S • •5 ••S •S •S• S • •• •• S • S •S5 •5
NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
RESEARCH MEMORANDUM
AERODYNAMIC LOADS ON AN EXTERNAL STORE ADJACENT
TO A 600 DELTA WING AT MACH I'JIJMBERS
FROM 0.75 TO 1.96
By William M. Hadaway
SUMMARY
An investigation has been made in the Langley 9- by 12-inch blow-down tunnel to determine separately the aerodynamic characteristics of both a Douglas Aircraft Company (DAC) store and a semispan delta-wing-fuselage configuration in the presence of each other. The store was. located at the 50-percent-semispan station with the store nose both ahead of and behind the wing leading edge for two longitudinal and three vertical positions. Data were obtained through. a Mach. number range from 0.75 to 1.96 and at angles of attack from -3° to 12°. The test Reynolds
numbers were between 2.3 x io6 to 3.1 x io6 . Limited. effects of pylon modification were also obtained at Mach number 1.62.
With the store nose behind the wing leading edge and. the store adjacent to the wing, there was a forward shift in wing-fuselage aero-dynamic center at Mach numbers above 0.75; however, changes in wing normal-force and bending-moment coefficients were small or negligible.
The variation of store normal-force coefficient with angle of attack was generally negative or approximately zero with the store beneath the wing. Variation of store pitching-moment coefficient with angle of attack was positive with the store nose ahead of the wing leading edge but approximately zero with the nose behind the leading edge.
For the present tests, the most critical loading condition through-out the Mach number range appeared to be due to the large outwardly directed side forces on the store at moderate and high angles of attack when the store was adjacent to the wing and the store nose ahead of the wing leading edge. With the store nose moved behind the wing leading edge, however, the variations of store side-fdrce coefficient with angle of attack Cy were about one-third the magnitudes obtained with the..
nose ahead of the wing leading edge throughout the Mach number range.
S. ••S • ••S • •• S. S • • •S• ••
S • S • • 2 ' ' ' . .. . . NPLCA RM L56B02a • S •S S •• • •-' • S S S • • • • ••• . S • S •
•5•••S S S •I •• S S ••• •• •SS ••
INTRODUCTION
Continued use of external stores on high-speed aircraft has neces-sitated extensive investigation of their effects on aircraft performance characteristics and, also of the effects of the aircraft wing and fuselage interference on the external store loads. Area-rule concepts have been shown to apply to the determination of the drag of aircraft-store con-• figurations at transonic speeds and, to some extent, supersonic speeds (ref. 1). Additional information onthe effects of store size, shape, and position on aircraft performance at supersonic speeds are reported in references 2 and 3. Information on external store loads at transonic and supersonic speeds, however, is relatively meager, although consider-able work has been done at high subsonic speeds (ref a. and 5, for example) and the effects of store position on the store loads at low angles of attack have been extensively investigated at Mach number 1.6 (ref. 6). There is considerable need for information on external store loads at transonic and supersonic speeds both from the standpoint of structural-support design as well as an aid to the estimation of jettison characteristics. In order to provide this information, the investigation conducted in the Langley 9- by 12-Inch blowdown tunnel of the effects of stores on the aerodynamic characteristics of a 14.50 swept wing, an unswept wing, and a 6o° delta wing (refs. 2, 7, 8, and 9) has been extended to include the measurements of store loads. These data for the 14.50 swept wing and the unswept wing are presented in references 10 and 11, respec-tively, and the present paper presents store loads information for the 60° delta-wing--body combination.
The 600 delta semispan wing had an aspect ratio of 2.31 and NACA 65A003 airfoil sections. The store, which had. a Douglas Aircraft Company (DAC) shape, was sting-mounted independently of the semispan wing-body combination and at no time was attached to or in contact with the wing. Forces (except drag) and moments on the store and on the wing-body combination were measured simultaneously as both wing-body com-bination and store were rotated through an angle-of-attack range of _30 to 12° for a limited number of store positions. Tests were made in a transonic slotted nozzle at Mach numbers from 0 . 77 to 1.20 and in three supersonic nozzles at Mach numbers of 1.14.1, 1.62, and 1.96. The test Reynolds numbers based on wing mean aerodynamic chord ranged from 2.3 x 106 to 3.1 x i06.
SYMBOLS AND COEFFICIENTS
Normal force CN normal-force coefficient,
qS
.. ... . S NACA RM L56302a . . . . . ONFtflIkt7 .'.
. S S S • • • . .. S S • • • S S •• • •• • • 3 • . . . • ... . . • S • • S S GO 000 55••••S•• •• • S S •SS ••
Cm pitching-moment coefficient, Pitching moment about O.25E qSE
CB bending-moment coefficient Bending moment qS
CN5 store normal-force coefficient, Store normal force qS5
C store pitching-moment coefficient, Store pitching moment about O.li-i
qS5l
Cy5 store lateral-force coefficient, Store lateral force q55
Cns store yawing-moment coefficient, Store yawing moment about 0.141 qS5l
q free-stream dynamic pressure
S seinispan wing areapb/2
wing mean aerodynamic chord, -J c2dy Swo
c local wing chord
b wing span (twice distance from root chord to wing tip)
store maximum cross-sectional area
1 closed length of store
a angle of attack of wing, deg
a5 angle of attack of store, deg
z minimum distance from wing lower surface to store longitudinal axis (positive down)
d maximum store diameter
x chordwise distance from line perpendicular to at quarter-chord station to store point -
y spanwise distance from wing root chord to store longitudinal axis
. ... .. S. SO'.TT11'JJTI.A. . . . . NACA RN L56BO2a • . . . • . • . S. • •S • • S • • • S •• • • • • . . . • . . .•. . . . • S
.• .•. . . S •• •• S • ••S •I •SS ••
(!) d denotes pylon required to reach store when store longitudinal
P axis is at z distance below wing
V0 free-stream velocity
R Reynolds number based on
M Mach number
rate of change of coefficient with angle of attack
Subscripts:
w wing and fuselage
s store
p pylon
f fuselage
MODELS
The principal dimensions of the semispan wing-body combination are shown in figure 1. The 600 delta wing was fabricated from heat-treated steel and had NACA 65A003 airfoil sections parallel to the airstream and an aspect ratio of 2.31.
The external store had. a DAC shape and a fineness ratio of 8.58 based on the closed length. The store was made of steel and cut off at 80 per-cent of its closed length to permit entry of an internal electrical strain-gage balance. Store ordinates and. sting-mounting arrangements are given in figure 2 and a photograph of a typical test condition is shown in figure 3. AU tests were made with the store at spanwise station. 2y/b= 0.50 and at longitudinal station x/ = 0.151 or 0.1153. For the store positions adjacent to the wing (z/d = 0.5) the pylon con-sisted of little more than a fairing between the wing and store, being attached to the wing by pinning and sweating to the wing but not connected to the store. The fairing for the rearward located store consisted only of a thin brass sheet, but for the forward store location'the fairing (or pylon) had NACA 65A0l0 airfoil sections. A limited investigation of
NACA RN L56B02a • . . . . S • S 5 • . .. . . S •• • •• S • S.. • • ... S • S • • S S S. eee 5•••S• •. S. • • •'•• ..
the pylon configuration was made at 1.62 with the store at x/ = 0.151 and z/d = 1.0. Data were obtained with a connecting pylon of 1.67 inches chord length (0.4171), the leading edge of which coincided with the wing leading edge; with the pylon moved rearward 0.201 from the wing leading edge and the aft 14 percent of the pylon removed to Insure noninterference with the support sting; and with 50 percent of the remaining pylon removed (25 percent to 50 percent and 75 percent to 100 percent). The configura-tions tested and the relative store positions and pylon plan forms are presented in figure 4.
TU11NEL
The tests were made in the ]ng1ey 9- by 12-inch blowdown tunnel,
which was supplied with compressed air at 21 atmospheres by the Langley
19-foot pressure tunnel. The air was passed through a drying agent of' silica gel and then through finned electrical heaters in the region between the 19-foot tunnel and the blowdown tunnel test section to Insure condensation-free flow at supersonic speeds in the test region. The criteria used for the drying and heating necessary to reduce the air dew-point below critical values are given In reference 12.
Three turbulence damping screens were installed in the settling chamber between the heaters and the test region. Four interchangeable nozzle blocks provided test-section Mach numbers of 0. 75 to 1.20, 1.41, 1.62, and 1.96.
Supersonic Nozzles
Extensive calibrations of the test-section flow characteristics of' the three supersonic fixed nozzles are reported in reference 13. Calibra-tion results Indicated the foflowing test-section flow conditions:
Average Mach number Maximum deviation in Mach number .....
Maximum deviation In stream angle, deg
Average Reynolds number
1.41 1.62
±0.02 ±0.01
±0.25 ±0.20
2.9 x 1o6 2.5 x io6
1.96
±0.02
±0.20
2.3 x 106
6c?cFitNT&L' NACA RM L56B02a • • S • • • S • . .• S •• • • • . • S • •• S S • S • • S • • S •SS • S S S S
•5S••• • • .. S. •S•••SS ••S 05
Transonic Nozzle
A description of the transonic nozzle, which had a 7- by 10-inch rectangular test section, together with a discussion of the flow charac-teristics obtained from limited calibration tests, is presented in reference 114 . Satisfactory flow conditions in the test section are indicated from the minimum Mach number (0 . 75) to M = 1.20. Maximum deviations from the average test-section Mach number are given in fig-ure 5(a). Stream-angle deviation probably did not exceed ±0.1° at any Mach number. The average transonic Reynolds numbers of the investiga-tion are presented in figure 5(b) as a function of Mach number.
TEST TECHNIQUE
The semispan wing-fuselage model was cantilevered from a five-component strain-gage balance set flush with the tunnel floor. The balance and model rotated together as the angle of attack was changed. The aerodynamic forces and moments on the model were measured with respect to the balance axes. The fuselage was separated from the tunnel floor by a 0.25-inch aluminum shim which has been shown in references 15 and 16 to minimize the effects of the boundary layer on the flow over the fuselage surface for M = 1.9. A clearance gap of about 0.010 inch was maintained between the fuselage shim and the tunnel floor with no wind load.
The external store was attached to the forward end of an internal four-component strain-gage balance. The downstream end of the balance sting was supported by a strut from the tunnel floor, and the store and sting pivoted about a point 12.25 inches (2.70) downstream of the wing /14.. The store angle of attack and. position in a direction normal to its own axis were controllable during tests within limits and per-mitted an angle-of-attack range of about 6° per test run. The sting support was repositioned between runs and three runs were required to obtain data throughout the angle-of-attack range from -3° to 12°.
Two small electrical contacts on the side of the store nearest the wing permitted alinement of the store with the pylon and also gave an indication of.fouling between the two. A minimum gap of about 0.02 inch was maintained at all times unless otherwise stated.
Jet-boundary interference and reflection-plane effects at high sub-sonic speeds cannot be theoretically evaluated at present for the tran-sonic nozzle. The experimental evidence available (ref s. 10 and 114-),
however, indicate that the wing-plus-interference (wing-fuselage minus fuselage) characteristics are reasonably reliable except in the Mach number range between 0.914- and i.o14. In this range, significant quantita-tive differences are found between pitching moments for a sweptback wing
S. ••• • • . .. S. • ••• • ••• .. • S • • • S • S • • I S S I • • NACA RM L56BO2a I • . • , (ONFNT_AL • .. . .. o • 7
I • S • I • • •0 •I• •• •• • • •• • • • • ••• ••
measured in the transonic nozzle and those measured in other facilities where the ratio of tunnel cross-sectional area to model wing area was considerably larger. The store forces and moments in this speed range are believed to be relatively free from interference effects and the incremental wing forces and moments due to the presence of the store are considered reliable. (See ref. 10.) ReflectiOn, of shock or expan-sion waves emanating from the model back onto the wing fuselage or store by the tunnel walls is known to occur at supersonic Mach numbers less than 1.2, although at Mach numbers of 1.07 or less the effects of reflected disturbances are believed to be small. Data are not presented for the Mach number range between 1.05 and 1.2. At M = 1.2, the reflected fuselage bow wave is believed to pass downstream of the wing and store.
Chord forces on the semispan wing-fuselage combination in the pres-ence of the external store were measured but not presented because they were in error by an unknown amount due to interference of the store bal-ance supporting strut on fuselage base pressures. (See ref. 10.) For this reason, measured normal forces for this condition could not be rotated to the wind axis and presented as lift. Parts of other wing data have also been omitted because wing strain-gage wires became disconnected during the tests.
ACCURACY OF MEASUREME11TS
An estimate of the probable errors introduced in the present data by instrument-reading errors and measuring-equipment errors are presented in the foflowing table:
±0.01
Cni ...............................±0. 002 CB, ..............................LiD. 002 ct,deg ............................ ±0.05 CN3 , CY5 .......................... ±0.01
Cms, Cns ........................... ±0.001
a, deg ............................ ±0.20 ±J oo8
y ..............................L0.Olb/2 Z ............................. ±o.oa
The preceding measurement accuracy for the store angle of attack a. refers to the angle between the store and the wing and does not include inaccuracies in measurement of the wing-fuselage angle of attack. The minimum gap and the alinement between store and wing in the pitch
1
.. ... . ... . .. .. . S S ••S SI
8. S S S S • o .. • •. • • CQNF1NTIL S
S NACA RN L56BO2a . I • S • . . I S S • S• •S• S S S •I •• • S ••S S• •SS US
plane were fixed by setting the heights of the electrical contacts on the store with wind off. Alinement during tests was determined by simultaneously making or breaking of the two electrical contacts on the store. The vertical position was then determined by means of a calibrated lead screw which moved the store normal to its longitudinal axis. There-fore, the store angle of attack and vertical position relative to the wing were essentially independent of the deflection of the store supporting system or of the wing due to air loads. In the lateral plane the store position measurement accuracy was determined from static load calibrations. The longitudinal location of the store was fixed before each run. The accuracy given above was essentially the variation in x relative to the wing during each run due to the different points of rotation of the wing and the store.
Tests of the store alone were made both with the electrical contacts raised and with the contacts faired. smooth with the store surface. Dif-ferences in the measured loads were well within the stated experimental accuracies.
RESULTS A1'D DISCUSSION
It should be noted that for all store positions tested, a pylon was attached to the wing. In the case of the store located one-half store diameter (plus a very small gap) below the wing lower surface, the pylon was little more than a fairing between wing and store. Therefore, when the store was moved away from the wing without changing the pylon, a condition existed that will be referred to as the "pylon off" condition.
An index of the figures presenting the results is as follows:
Figure
Sketch indicating directions of forces and moments used herein . 6 Forces and moments of fuselage alone:
CNf Cmf and CBf plotted against a .............. 7
Force and moment characteristics .of wing-fuselage in presence of store: C, C, and C plotted against a -
Effect of chordwise store location .............. 8 Effect of vertical store location (pylon off) ........9
.. ... S S • •S •S • •S• • •S• •• • . . S • S • S • • • • . . S S I'JACA RM L56BO2a •
• . ONIE11A. . S 5 9
. S • • • . . S. •S• 55••••••S •. S • • •S• ••
Figure
Force arid moment characteristics of store alone and in presence of wing-fuselage: CNs C, Cy5 , and C plotted against a. -
Effect of chordwise store location ..............10 Effect of vertical store location (pylon off) ........11 Effects of pylon at M = 1.62 ..................12
Comparison of effect of pylon on store side-force coefficient for store beneath an uriswept wing, a sweptback wing, and a delta wing. M = 1.62 .....................13
Incremental wing force, moment, and slope changes due to the presence of the store:
fdCN\ fdC\ fdc\
ACm, LCBW, \ da.)'i plotted against M . 114.
two .1,
no ,
Force and. moment c wing-fuselage at CN and Cm (a. =
Cy and Cns (a. = against M
teristcs of the store adlacent to the spanwise stations: 6°) plotted against M ...........15
dC dC 6°); and and n5
= 6°) plotted da. da.
...... . 16
Wing Loads
The absolute values of the wing-fuselage force and moment coefficients have little if any application to conventional wing-fuselage configurations because of the arbitrary shape of the test body which includes the boundary-layer shim. However, the changes in the wing-fuselage charac-teristics due to the presence of the store are believed to be reliable, and the increments are of primary interest herein.
Figure ]A indicates that, in general, the presence of the store dCN dC
caused small changes in da. and da. at a. = 00 . The presence Of' the
store caused a forward shift in wing aerodynamic center at all Mach numbers tested above 0.75 when the store nose was behind the wing leading edge. When the store nose was shifted ahead of the wing leading edge at super-sonic Mach numbers, the wing aerodynamic center was shifted to a more rearward location. The forward located store pitching-moment-coefficient data were not obtained at low angles of attack in the transonic range:
S. •S• • ••S • •• •S S S • SIS IS • I S a •I S I • • I S • S S S
10 • • •• 0IIDIAJ ' NACA RN L56B02a S S S • • S • S I S S a. • . . •5 OS S S •S. 5 55
Store Loads
With the store in the presence of the wing fuselage, the variations of store normal-force coefficient with angle of attack CN5 were
generally either negative or approximately zero at moderate and high angles of attack throughout the Mach number range (figs. 10 and U). As a consequence, the store normal-force coefficients at angle of attack were not only smaller than the store alone values but were also negative in some instances. Furthermore, with the store adjacent to the wing, the store normal-force coefficient at moderate and high angles of attack was generally of less magnitude for the store nose ahead of the wing leading edge (x/ = 0.151) than for the store nose behind the wing leading edge (x/ = 0. li-53) - particularly at supersonic Mach numbers (figs. 10 and 15). The variations of store pitching moment with angle of attack Cms were
positive throughout the angle-of-attack range with the store nose ahead of the wing leading edge; however, with the store nose behind the leading edge, the values of Cm5 were approximately zero (fig. 10).
Probably the most significant result of the investigation is indi-cated by the store side forces and. the effect of a supporting pylon. As shown in figure 10, the store side-force coefficients were of very large negative magnitude (outward) at moderate and high angles of attack with the store adjacent to the wing ((z/d) 5 = o.5) and the store nose ahead of the wing leading edge (x/ = 0.151). Figure 16 indicates that the magnitudes of C for this condition remained fairly constant
SCL
through the Mach number range. There was pronounced nonlinear variation of side-force coefficient with angle of attack at angles near zero for some Mach numbers -tested; therefore these Cy 5 values were obtained
at a. = 60 where the slopes were more representative of moderate and high angle-of-attack data. The large store side forces, particularly at high angles of attack and supersonic Mach numbers, are of importance because the force was in the direction of least structural strength of the store support. With the store still tangent to the wing but moved rearward so that the store nose was behind the wing leading edge (x/ = 0.11 53), store Cy values were reduced by approximately two-
thirds throughout the Mach number range (figs. 10 and 16). At this rearward location, movement of the store away from the wing in increments of half-store diameters, indicated negligible change in store side-force coefficient In the supersonic speed range at which the tests were made (fig. U).
Tests were made at M = 1.62 to determine the effect of a pylon on the store side forces with the store nose ahead of the wing leading edge (x/ = 0.151). Figure 12 indicates that lowering-the store one-half store diameter from the wing (without addin g pylon) reduced the magnitudes
S. ••• • • . .. .. . S.. • .55 •. NACA RM L56BO2a ' ' - ' • COIDTTh , ,• • S I • • 11 • I •I • • • I • • • ••S S • S • • S I • S. •S• •50 ••• S • •• •S • I • 115 ••
of Cy and side-force coefficients at moderate angles of attack by more
than half. A connecting pylon was attached to the wing and Cy 5 was
increased to a value slightly larger negatively than that for the store adjacent to the wing. This same effect of store pylon on large store side-force coefficient and Cy values of the store in the presence
of both a 14-5 sweptback wing-body and an unswept wing-body combination (store nose ahead of wing leading edge) was observed in references 10 and U. A summary of the effects •f pylon on Cy 5 as a function of z/ds
is presented in figure 13. These data indicate that for tests where wing-fuselage combination and store are separated for purposes of measuring interference loads and moments, as in this investigation, a very small gap between store and wing, or pylon, can cause apprectable change in the measured store side-force coefficient and be misleading for some store positions - particularly with the store nose ahead of the wing leading edge. Although this pylon effect was obtained only at M = 1.62 in the present investigation, results of other store locations, throughout the Mach number range as well as results of references 10 and U tend to indicate strongly that with the store nose ahead of the wing leading edge, the powerful influence of' the pylon on the store side force would exist throughout the Mach number range.
The pylon was moved rearward 0.201 behind the wing leading edge and the aft 1)-i- percent removed to insure noninterference with the support sting (see fig. Ii-). Results indicated that this pylon modification reduced the magnitude of the store side-force coefficients slightly and approached those values for the store adjacent to the wing (fig. 12). Further removal of 50 percent of the pylon indicated a shift in the Cy5 slope and the
Cy increment at = 0 which decreased the side-force values at
moderate and high angles of attack but increased them in the low angle-of-attack range (fig. 12). Results indicate that even a small supporting pylon could tend to load up both the store and pylon.
CONCLUSIONS
Results of tests of a Douglas Aircraft Company store beneath a 6o° delta wing-fuselage combination at the 5O-percent-semispan station from Mach numbers of 0. 75 to 1.96 indicate the following:
1. The presence of the store adjacent to the wing caused a forward shift in wing aerodynamic center through the Mach number range when the store nose was behind the wing leading edge; however, variations of wing normal-force and bending-moment coefficients for all store locations tested were small and, in some cases, negligible.
S •SS •• 12 ' . -. S.
• • . • . . C1iIDEWTIIL. • • • • NACA RN L56BO2a • S •• • •• S S • I S • S •S • S • • • • • • • a •.. • S S • I
•, ••• • • • •• •. I S •..o. 1.1 SI
2. The variation of store normal-force coefficient with angle of attack was generally negative or approximately zero in slope with the store beneath the wing; consequently, the values at high angles of attack were smaller than those for the store alone. Variation of store pitching-moment coefficient wIth angle of . attack was positive when the store nose was ahead of the leading edge of the wing, but the slope was approximately zero with the store nose behind the wing leading edge.
3. ]Arge outward store side forces at moderate and high angles of attack were obtained throughout the Mach number range with the store adjacent to the wing or to a pylon, and the store nose ahead of the wing leading edge. Limited data at a Mach number of 1.62 and reference data indicate that the same large side-force condition would exist through the Mach number range with the store lowered from the wing nd connected by a pylon.
1$. For a store location where large side forces are present, separa-tion of the store from the wing or pylon by a very smafl air gap (as can be done in wind-tunnel testing) can appreciably reduce the measured store side forces.
5. Location of the store adjacent to the wIng with the store nose behind the wing leading edge resulted in store side forces of about one-third the values obtained with the store nose ahead of the wing.
• 6. A reduction in pylon lateral area reduced the store side force at moderate and high angles of attack.
Langley Aeronautical laboratory, National Advisory Committee for Aeronautics,
Langley Field, Va., January 21 -, 1956.
S. IS. S NACA RM L56BO2a • • • • • . S.. • 55.
S S • • • • 13 • S •S • S • • S I S •• • •• • S e . . , • ••• , • • • •, • •5 ••S •I ••S S S •• S. S • S •SS ••
REFERENCES
1. Smith, Norman F., Bielat, Ralph P., and Guy, Lawrence D.: Drag of External Stores and Nacelles at Transonic and. Supersonic Speeds. NACA RM L53123b, 1953.
2. Jacobsen, Carl R.: Effects of Size of External Stores on the Aero-dynamic Characteristics of an Unswept and a 15° Sweptback Wing of Aspect Ratio and a 600 Delta Wing at Mach Numbers of 1.i .l, 1.62, and 1.96. NACA RN L52K20a, 1953.
3. Smith, Norman F., and Carison, Harry W.: The Origin and Distribution of Supersonic Store Interference From Measurement of Individual Forces on Several Wing-Fuselage-Store Combinations. I. - Swept-Wing Heavy-Bomber Configuration With large Store (Nacelle). Lift and Drag; Mach Number, 1.61. NACA EM L55Al3a, 1955.
1. 0 'Bryan, Thomas C.: Flight Measurement of Aerodynamic Loads and Moments on an External Store Mounted Under the Wing of a Swept-Wing Fighter-Type Airplane. NACA RM L53G22, 1953.
5. Silvers, H. Norman, and King, Thomas J., Jr.: Investigation at High Subsonic Speeds of Bodies Mounted From the Wing of an Unswept-Wing-Fuselage Model, Including Measurements of Body Loads. NACA RM L52J08, 1952.
6. Smith, Norman F.,. and Carlson, Harry W.: The Origin and Distribution Of Supersonic Store Interference From Measurement of Individual Forces and Several Wing-Fuselage-Store Configurations. II. - Swept-Wing Heavy-Bomber Configuration With Large Store (Nacelle). Lateral Forces and Pitching Moments; Mach Number, i.6i. NACA RN L55E26a, 1955.
7. Jacobsen, Carl B.: Effects of the Spanwise, Chordwise, and Vertical Location of an External Store on the Aerodynamic Characteristics of a 1° Sweptback Tapered Wing of Aspect Ratio Ii- at Mach Numbers of 1. 1--1, 1.62, and 1.96. NACA EM L52J27, 1953.
8. Jacobsen, Carl B.: Effects of Systematically Varying the Spanwise nd Vertical Location of an External Store on the Aerodynamic Character-istics of an Unswept Tapered Wing of Aspect Ratio Ii- at Mach Numbers of l. li1, 1.62, and 1. 96. NACA EM L52F13, 1952.
9. Jacobsen, Carl R.: Effects of the Spanwise, Chordwise, and Vertical Location of an External Store on the Aerodynamic Characteristics of a 60°.Delta Wing at Mach Numbers of l.li.1, 1.62, and 1.96. NACA RN L521129, 1952.
lii- '. .'. ' '. c FII5ENT]k1'. ' NACA RM L56B02a • S • S • • S • S •• S •• • • • S S • S S•SS
• S • • • S • SSS S • •S S
S. ••• • • S •S •• • S •SS •. ••• SI
10. Guy, Lawrence D., and Hadaway, William M.: Aerodynamic Loads on an External Store Adjacent to a 1170 Sweptback Wing at Mach Numbers From 0.70 to 1.96, Including an Evaluation of Techniques Used. NACA RM L551112, 1975.
11. Hadaway, William M.: Aerodynamic Loads on an External Store Adjacent to an Unswept Wing at Mach Numbers Between 0.75 and 1.96. NACA RM L55L07, 1956.
12. Burgess, Warren C., Jr., and Seashore, Ferris L.: Criterions for Condensation-Free Flow in Supersonic Tunnels. NACA TN 2518, 1951.
13. May, Ellery B., Jr.: Investigation of the Effects of Leading-Edge Chord-Extensions on the AerodyTxamic and Control Characteristics of Two Sweptback Wings at Mach Numbers of 1.1l, 1.62, and 1.96.. NACA RM L5OLO6a, 1951.
114 . Guy, Lawrence D.: Effects of Overhang Balance on the Hinge-Moment and Effectiveness Characteristics of' an Unswept Trailing-Edge Control on a 60° Delta Wing at Transonic and Supersonic Speeds. NACA RN L5l Gl2a, l95li.
15. Conner, D. William: Aerodynamic Characteristics of Two All-Movable Wings Tested in the Presence of a Fuselage at a Mach Number of 1.9. NACA RN L8HOIi. , 1911.8.
16. Mitchell, Meade H., Jr.: Effects of' Varying the Size and Location of Trailing-Edge Flap-Type Controls on the Aerodynamic Characteristics of an Unswept Wing at a Mach Number of 1. 9. NACA RN L50F08, 1950.
a. I.. • I I II •I I .10 I ••I •• • I I I I I I I I I I I I I S NACA PM L76B02 ' I Il
COFIJTL a . . .
• I I II I •• III 11....... I. • • I •II II 15
a, -4 44 a,
4) 0a OE .-4 0 w
a) 'C
C) C
'a-I
C
a)
cd
C 0
0) C a)
•H
H H
F-. 0
O.03c
a, U
0 -4 4) 4) 0)
-4 0 a. -I a,
'4-' 0 0 U-' '0
'C C-) 'C z
0
a, bO a,
.-1 a,
0 .-1 4) U
C 'a-I
Cd
a) rd
C cd p4 Cl)
'a-I
a) 0)
p4
C'-4 0 U)
H 'a-1
Cd 4-) a)
H a,
a,
,-1 0 -I C)) '4\) U'f' V 0,
............ 00
0 0-U
CO3 0 00000000000 0, --4 00000000000 4) '4 0u'0r,o,r.ou-soo a,
a, -' 0
0
.. S.. • ••. S •S 55 S S S 555 •O
• S S S S • S • S S • SS S S S
• , • , . • . T1F]NTIL1
16 • S S •S S •• S S S
S. S • 55 S S S 155 55NACA EM L76BO2a
--a, 4' a,
.00.000 ..D ,-I H M H .'.O t- H ('J N\ H 0
H 'C) 000HHHHHC'JNC'JNHHO .. 0
H -
a, ., H 0. 4) 00 H C%L.'L(0 ('4 0'.. 4,)
4' 0 HHH('J'\PC
'I
0
a,o
LI ('I ('J H
o.o
____o.
ifroH
00 H
5
lo0
a,
-1 H
a, 4, a, C) a, C) 0 0 H
/a,
/
-
Cl) ci) C)
.,-I
"-I
ci)
0)
0
Cl)
I
L\
0
IC)
0
'-I
cJ
0
-p U) 0
0 4) U)
U)
+, U) a)
4.)
'-I C)
•H
4.)
MTh
•. ... . . . S. •• S •S• S •S• •• • S • S S S • S • • • S • S I • NACA EM L76BO2a ' CFI'I'L 1 • •• • •. • . 17 • S S S
S S S S • S S S. SI. .555511 55 IS S S S •SS •S
.. ... . ... . S. •• • . S •S• •S
18 . S tOPIETIPL . ' NACA RM L56BQ2a . . S S
• . S. S •• • S
• S S S S • S • 1 .
S. •S• • S S •S 55 • • •S• •S •S• •S
N 5 0.75, 0.90, 1.05, 1.20, 1.kl, 1.62, 1.96.
N 0.75, 0.90, 1.05, 1.20, 1J41, 1.62, i.96 r'- 0.I417___._1
- - .1.1. • 0.5
N = 0.75, 0.90, 1.05, 1.20, 1.k1, 1.62, 1.96 0.775k
- 0.5
I'd 1.5
0.l7
fl0.2 '- °.
0.151
zfd=1.o
62
0.0895 0.0895
1 h'1 0.0895
151
N = 0.75, 0.90, 1.05, N = 0.75, 0.90, 1.05, 1.20, iJi, 1.62, 1.96 1.20, 1.141, 1.96
0 Figure 1L• — Configuration of the present investigation and Mach numbers
at which they were tested (2y/1D = 0.50).
.. •.. . . . S. •• S ••S S •SS 55
. . S S I FTACA RM L76B02 ' ' CNFAIL. . .. . .. • a . . .. • I I • S ••S S S II I • I I. •II •S ••• • S •I •• S I S III S.
±1
ziM
.6 .7 .8 .9 1.0 I.! 1.2
M
(a) Maximum deviation from test-section Mach number (tunnel clear).
4x/06 -
-_== =----- - - - R 2 -
0 --.6 .7 .8 .9 1.0 1.1 1.2
M
(b) Variation of test Reynolds number, based on , with Mach number.
Figure 7.- Variation of Reynolds number and deviation of test-region Mach number with Mach number.
19
a,
'-I
4.)
'dO
c0
rd
00
rdbU
0
0H a)
.'-lo
C)
a)
a)
.,-. 4.)
rJ)
0
P.i
I
S. •S. • •S• S 55 •S S S S 555 55
20 • • • S S 'CO F]DNTIL' ' ' '
S •S S I • • SS S •• S S • S S S S S S • 555 5 S II•
555555 5 5 5• 55 5• 555 II 555 55
NACA BM L761B02a
U)
H U) (1)
C+jl
bO
•rl
a)
a)
a) H
C)
O)
I II I I 1 I
I ; /
/..y-------,
II, 'p I,
I I
If
I,
M
00
DO
c/n' lAO
0 0.75 0 .90
1.05 A 1.20
1.41 1.96
.. ... . S • .5 .S • •S• • •.• •• . S • • • • • NACA RM L7GBO2a S CcNFDINTAL• • • • . .. . • . . . . ..• S • S • • • • .
•5 ••S •S ••• S • •S 55 a • • .s• ..
21
2
00
DO
[AC
.04
-.04
.04
00 Do
CBfO AC N0
-4
0 4 8 /2 r,deq
Figure 7... Aerodynamic characteristics of the fuselage alone.
S. •S. • ••S • •• S• S • S •S• •• . S S •
22 • • ' CQFIINTtAL . .• . . NACA RM L76BO2a • S S. • 55 5 S • • . S S • • • ••• . S • • •
S. S•• • S S •• SS•SS•.S. •SS SI
.8
.6-
.4 -------
---- i ---CW2 ___.____
48/2
cr, deg
1 - b d)
0— - - -
c'.5 .151 .5 .5
.5 .1453 .5 .5
0 4 8 /2 -40 8/2
, deg , deg
(a) M = 0.77.
Figure 8.- Influence of the DAC store chordwise location on the aerodynamic characteristics of the wing-fuselage combination.
•. S.. • • • •5 •• S ••• S ••• •• • • • • S S • • S S S S S • S S NACA EM L56BO2a ' COTFILL • 23 • S • S
• S S S • S• S. 55. S5S.Sis•s •5 S 5 •.S•5•
.8 ----7 • ------i-
.4
-----,---
CNW
-.4 — — — — — — — - -4
1 ..L (f\ f-z\
b iT d)
- - -
- ;•— .151 .5 .5
L2.5 .153 .5 .5
o 4 8 /2
a,deg
°4kIIIIII o -------.—----
-n
-4 o 4 8 /2 , deg
o 4 8 /2, a?,deg
(b) M = 0.90.
Figure 8.- Continued.
.. ... S •S• S 55 •• • . . ... S. • . S • S • S S • S • S • S S •
S 55 S S 2Il 1 I CFNIL . . . . NACA RM L56BO2a • . 55 5••
5•5••• 55 55 5555555S5 •SS •S
.8 111111_j
.6 ------ 7 -
.4 -----i--
-------.2 -------
CNw- -
o
-.2
101 _ r,deq
1 -- f\ (\ b"S
\d)3
—0— - - -
0.5 .151 .5 .5
.5 .j453 .5 .5
.04
0 ------
-04 - - -
---- --
: IIIIIIftT z, deg
• 11111 _ 2 -- --- -
/
CB w
0
/;1/2
c,deg
(c) M = 1.07.
Figure 8.- Continued.
-S
.6
.4
.2 CNw
0
-
i 4. (A'\ (.\ b C d) \d13 ___________ — — —
Ia 0.5 .151 .5 .5
.155 .5 .5
.. ... • • • .• .. . ... S •SS S. •cFIEI!IIA.L . . S • S S NACA RM L76BO2a . . S S •• • •s S S • . S S • •S• • • S • 5• • S S. S.. •• •5• S S •S •S S S • ••S ••
25
-4 0 4 8 /2 a', c/eq
.08 --
.04 — -
--------.04 — - - -.- —
Cmw - - - — -
-.08 ----
::
- I,-4 0 4 8 /2
€', deg
HEE csw — — 7 -. - — —
0 4 8 /2 , c/eq
• (d) 14 = 1.20.
Figure 8.- Continued.
S. •SS • •••.S •S .5 5 S S •S• •S
. S • S S 26 S •CoW1']DINT]1L . .. . . NACA RM L76BO2a • S •S • •S S S
5• 55 •S5 • •SS • 5 •• S 55555• S S •S •• S • •5S 55 •S• 55
.8 -- - -
.6 -__?
/ .4 -- -
- - - - 7 - - -
1 4 (!'\ 1!
b Cp
-0- - -
.151 .5 .5
.453 .5 .5
-4 0 4 8 /2
cv, deg
.08
.04
0
-.04 c,nw
-.08
- -
.3
.2
cB1
- - - - - - - -- ----- ---s---- - - - - --
-
-4 0 4 8 /2 -4 cc,deq
(e) M = i.li.i.
Figure 8.- Continued.
0 4 8 /2 cv, deg
.. ... . S • •. .• . •.. S ••S •• • S • • S NACA EN L76BO2a • • •• • CNFIIAL ' ' ' • • •• • •• . • 27 • • • • S ••S S • •I •I S S •S SIS •• •5• • • •• •• • • • ••• ••
1- () ( )8 b
0- - - - -
.2
.- .5 .151 .5 .5
A.5 .153 .5 .5
-4 0 4 8 /2
v, deg
.08 --
.04 - --
o ----- --
-.04
-----\'——-
-16 -
, deg
I A C..' - — — - — — —
o
•04 /2
z', deg
(f) M = 1.62.
Figure 8.- Continued.
08 .3
.2 .04
0 0mw
-.04
.1
C8
0
-.08
-.12
-.1
-.2-4 0 4 8 12
, deg
0 4 8 /2.
v, deg
28
.6
.4
.2 CNw
0
-4
.. ... . ... . .. .. . . . ... .. • CON3'JD]NTIL
S S S • S• S S • S •• S •• • S
• S S S • • S S ••S S S I S S •S...I S S SI IS •IIISSI III IS
z .. (•) (aO - - -
- - 0 . 5 .151 .5 .5
.5 .153 .5 .5
0 4 8 /2 a, deg
NACA RM L56BO2a
(g) M = 1.96.
Figure 8.- Concluded.
.. I.. • • . .• I. • ••S • ••S •• I.. • S • • S • • . . 1 • • CO+FIIENTIAL • • •• • •• . . 29 • •. S S •Sl • • • • . • I • S. ••• •S ••I • • QI •• • • S •SS •.
L () (.)s
0— - - -
].5 .1453 .5 .5
____________ C>. .1453 -I .5 1.0
NACA EM L76BO2a
.6
.4
°N 2
0
-9
-4 0 4 8 /2.153 .5 1.5
a, deg
.08
.04
0 .3
-.04 .2
-.08
w .1
-/2
-.1
-4
o •4 8 /2
-4
0 4 8 /2
, deg
(a) M = l.li.1.
Figure 9.- Influence of the DAC store vertical location on the aerodynamic characteristics of the wing-fuselage combination.
S. ••S S ••S • •• •• S S • ••. •S
3 • • • • • . S . S • S
S. • S NACA RM L56BO2a • . .. . .. S • • S S S • • • • .5. S S •IS
.. •.• S • • •• •0•SS•. •S ••• 5•
.6 -I
(1/ .4
--
CNw .2 -- --
o -
1 -- I.\ i?' b td} .dJ8
- 0— - - -
0 .5 .1453 .5 .5
__________________ 'C> .5 .14 53 .5 1.0
.5 .5 1.5
o 4 8 /2 tv, deg
.08
.04 --- -- --
o------
-04 -- - -- --Cmw
-08 - -
--
-./6 -
-4
.3 - -
2 - -
EEEEEE 0 4 8 /2
cc,deq
0 4 8 /2 a, deq
(b) M = 1.62.
Figure 9.- Continued.
.6
.4
0N,, .2
0
-p
Z -- b (f\ (!\ \d)p
- 0— - - -
0.5 .1453 .5 .5
c.5 .1453 .5 1.0
.. ... . . . .. .. I III S ••S •I • . ' • CbIDNI74..L . . . S NACA RM L56BO2a • • •• • S IS S SI • S • S S • S •SS • I SI • S S S I. •SS •• •S• • • •• •. S • S 155 SI
31
-4 0 4 8 /2L..5 .1453 .5 1.5
cv, deg
o -------
CmwO4 ___
-.08 ---------- -
-.12 ---4 0 4 8 /2
v, deg
0 4 8 /2 -4 a, deg
(c) M = 1.96.
Figure 9.- Concluded.
.. ,.. . ... . S. •S • • S ••S •• • . . . • S • • . •. . .• • . CO'IEINTA, • •. S • • S I S • S • • •SS • S • S •
S. •S• S • • •S •S.. S S•I 55 SU• SI
.4 I I I I I I I I I I I I
32 NACA BM L56B02a
.2
0
-.2 .2
-.4 .1
Gins0
-.1.4
.2
0
-.2
Cy5-4
-.6
-.8
r. 0.5
.5 .153 .5 .5
-/0 .1
-12 0
cns
-.1
-2-4 -2 0 2 4 6 8 /0 /2 /4
, deq
(a) M = 0.75.
Figure 10.- Aerodynamic characteristics of the DAC store at two chordwise locations relative to the wing.
NACA 1M L76BO2a
.4
.2
-.2
.2
-.4
'.1 c/n5
0
--I
.4
.2
0
I. •S• • • S •S •S ) •S S ••• •5 • S SI S • . S . S • I S
• S 55 5 •S S I • . . I •5• S • • • • S S S •• ..• IS 5555555 II I S S 55555
.1 - 1t \J \dJ,
-1-f---. - - -
- iL- t-___________ D .5 .i5]. .5 .5
•-_T1-TJZ r - - - . 5 .!5s .5 .5
-.2
C),5
-.8
-/0
/
-1.2
0fl5 -.1
-4 -2 0 2 4 6 8
c, deg
(b) N = 0.90.
Figure 10.- Continued.
/0 /2 /4
3 lj.•• ... . c,.. •• •. . S S •SS
S • • •
• • . • • • • CO FDNT]] • •• • , NACA RM L56B02a • . S. S •• • I • . . S S I S • 551 I I I S I II III S SI •• •• • S 55555 ••S IS
.4
.2 CNs
0
-.2 .2
-.4 .1
0m5
0
-.1.4
.2
0
-.2
• -.4
-.6
-.8
-to .1
-t2 0
Cns
-.1
-.2
Z ... (A'\ (z\ b d)
- - -
- U .5 .151 .5 .5
.5 53 .5 .5
-4 -2 0 2 4 6 8 /0 /2 /4 , a'eq
(c) N = 1.05.
Figure 10.- Continued.
.. ... . . S •S •S • SS• S S•S •S
NACA RM L56BO2a ' ON1'TIAt. SS
• S •S • S •S S •S S S 35 • S • S • ••• S • • • S • S S 0. •eo se •.. • • •. •• • • • ••• ••
.4
.2 0N5
0
-.2 .2
• -4 .1
cm5
0
-i.4
.2
0
-.2
Cy54
iUiiii
- -I. ç
- El .5 .151 .5 .5
-F F - K> .5 .1l5 .5 .5
-.8
-10 .1
-1.2 0
C,,5
--I
-2
-4 -2 0 2 4 6 8 /0 /2 /4 r, deg
(d) M = 1.20.
Figure 10.- Continued.
3 6 €OM 1,ITh1NTIAL
• • • • • NCA RM L56BO2a • S S S SI SI S• S IS S S S S S S S 55•S S. • S • S S S •SS S S S S S
SS 555 5 5 5 5S SSSS 55555 •SS 55
.6
.4 CN5
.2
0
.2-.2
.1
0
-.1 _t i __ + ()p
.4 -I--.I.---r- — 0_ - - -
_I_ • - - -.5 .151 .5 .5
.2
- - - - -•0 •5 .h53 .5 .5
0
-.2
-.4
-.8
.1
-10
0 cns
-.1
-.2-4 -2 0 2 4 6 8 /0 /2 /4
,deg
(e) M = i.111.
Figure 10.- Continued.
S. •SS S S •, •• •S • •S• • •s• •5 NACA RM L56BO2a • • • • • CNFNiAL • • • . . . 37 • . •. . S S • S •• S •S S •
• . . S • •SS S S S • • • • S Se ;.e Sc..... .. .. . . . .•• ••
.8
.6
CN5 .4
.2
0
.2
-.2
.1 ems
0
-.1
-.2 .2
0
-.2
-.4
Cr5
-.6
-to
.1
-t2
0 ens
-.1
__
- ci .5 .151 .5 .5
-o .5 .I53 .5 .5
-4 -2 0 2 4 6 8 /0 /2 /4
r,deg
(f) M = 1.62.
Figure 10.- Continued.
.. ... . ... S •S •S S S S •SS 55
8 . COI1NILL • •• • • MACA EM L76BO2a
.. S S S • a •. • •. • • • S S S S I S I SIl 5 5 IS S 55 5•• S S I SI II•I III •5 •S IS
.8
.6
.4 CN5
.2
0
.1 -.2
0 C,773
-.1
-.2
.2
0
-.2
-.4
-I.0
-1.2 0
-1.4 Gus -/
u_u.
•iu•iau - —.
-4 -2 0 2 4 6 8 /0 /2 /4 , deg
(g) M = 1.96.
Figure 10.- Concluded.
SS ••S • NACA RM L56BO2a . . . , .CNFI?F.NL.L. S.. . S • • S S • . .. • S • S S • S •S • • S • I ••I I I S S •1 •SS •• ••• I • •• IS • S
• •• • S •I S • S •IS Is
.8 - - -
.6--
.4 -7----
/
CN5 -. -
.2
-
-- zz ---
o--- -------- ----
-
-.2
-
-
2
-
--
Cm
—.1
_
:i: ri I Ib
^. (\ c dJ d)3
• ____ - - -
-D.5 .1455 .5 .5
-<C>.5 .1453 .5 1.0
.2 - - - - - - - _____- . 5 .1453 .5 1,5
Cn
:
- --
_
-4 -2 0 2 4 6 8 /0 /2.14
z, deg
(a) M = l.il.
Figure 11.- Aerodynamic characteristics of the DAC store at various verti-cal locations relative to the wing (x/ = o.).53).
39
?? + () .()s
____ - - -
—- _O.5 .1453 .5 .5
— <C>.5 .1453 .5 1.0
. oS S
. • • • NACA RM L56BO2a •. . S • • • • I II• •• • • . . . I S SI S • • • •.. • • . . •.. S • I S I
S. ••S I S I SI •I I I •IS IS •SS SI
.6
.4
.2
0
-.2
.2
.1
Cms 0
-.1
.2
0 Cy5
-.2
-.4
cr?5 0
-.1-4 -2 0 .2 4 6 8
, deg
(b) M = 1.62.
Figure 11..- Continued.
/0 /2 /4
NACA RM L56B02.'
..' ' '
a . . . .
. . S S 4-1 • S •• S • S • S • • 55 5•• • S • S S S S •5S S • • S S S S S S. •SS •S 5555SS• 55 I S I 11555
.8
.6
.4
.2
0
-.2
.1
CmsO
-.1x (i&\ (!'\
b d) 'd)8
- - -
-p. 5 .I53 .5 .5
.0.5 .!53 .5 1.0
-.1-4 -2 0
.2
2 4 6 8 /0/2 /4.
o',deq
(c) M = 1.96.
Figure 11.- Concluded.
0 Cy5
-.2
-.4
.1
c,,s 0
:
x
b C
-'----- 0 . 5 .151
__________ LI .5 .151
K) .5 .151
... S. • . S
S• • S • •.
S.. ••
b
- ..5
:Df' : (Z'\ (2.'\
. 5 . 5 _
.5 .0 ______
1.0 1.0
.2
CNO
-.2
NACA RN L56BO2a
x (\ (z\ - 'SI'
.151 1.0 1.0
.151 1.0 1.0
.151 1.0 1.0
0 Cn7$
-I
-.2
.2
0 Cy5
-.2
-.4
-.6
-.8
-La
0 C ins
-.1
-.2
a Cv
'3-2
-.4
-6
-.8
-10
S I
I Il I I•I
Figure 12.- Effect of various pylon configurations on the aerodynamic characteristics of the DAC store at M = 1.62.
C)
,QOJ
_______________ I,()
tDr
U) II
—,,l •a)0
N OJ+)
ad)
0 4-)
I • Ii a)
-pd)
.1-ia) CH CH4.) a) 04-i 00
rdH n-Ia)
-Io
COO)
_ •1 0a r
0
4) )
OPi
4-i 4-4(I)
a5
1
C\j
I I •r-I
c)
iuiiii•
j.'—.uu..
auuu•uu•mu
.--......
•iiuuu••mi
iuuu•• u
NACA 1RM L56BO2aS. ••S • • • .. •5 • •S• S ••S •• • . S • .CNFI].A.L. • • • • • • . .. . S S IS • •• • S • . . . S •S• • S • • I S S S S. •I• •• ••• S I •S S• S I • ••• •S
c-1 c-I
o 0
o 0 H
p-
1 +
a
I:0
'-I0
4- 0 H
•0 o -
II.
0
-U N
c_I o
0
HH
P-I
H H
4
, D
c-I
3 0
H
- •1-' R
c-I
o 0 0
o C — -4 0
H
1 c_I a)
+
00 \0
-3o •0 II 4, p
I .'I
0 N
0
.. .. S S•
S
• S S • • • • • S S • • 555 •5S S S S S • • ISIS • S S S S S S S III S S S S S
S. 555 S S S SS 55 5• 555 •S 555 55
NACA RM L56BO2a
• U111 •It U'. Ulli •i'i U..
.uu•i •iii •i•i •u•i U.. ...
a) C?s
C)
a) p4 0. H
•v-4
aa)
C\j
Q)
•rI s4)
a)'5 OH ________ ________ -IQ)
0
r1r-I
c:
c: --- I.
•r. Hw IU) C!)
a) 0
U,.,.. •t'i'. UUUUUU U.". U.'... U1UUU •uiu• U..... U...". U.'.". •uiiii• •ii• U.....
•.-i. •.i.'. tUUIU •ti... •iiii'a• •UNUflU UUflUU• U..... U.'.". UUIUUFLU •.'.r'. ....'. U.....
•,-a)) c•'
•a)
00
U)
U S.-.
C)
OUJ 'S..
+'4.' S...
.-1 0
5zj-
• 1
•iuiimi•
miiiurii UflIUIUU •itiii• •iiiiii•i u1."U. ...... U..... .iU... •iiau•u •'....
C.j
I. c.) .
T '
S.-
•. 5.5 5 .. S •SS S •SS 55 NACA BM L56BO2a . . . . . ONELEJIAL . . . . . •
• • .• . . I S S S S SI S •S S I • S I S S 555 S I S S S S IS 55 555 555555555 5• 55 5.5.55
I N
C) I0
q-4
- H x1
_____ I
I
_____ 0
0)
0 ____ - II
0)
c-i 0,c I
(1 C.)
+
aj-4-)
cli c •- U-' c::)
I ', (I) I
ci '.4 p4\
ci .pC)
qIoU-. us '1 -
a)
00 .,-1
• LI +)+ (Ja)
N Na)' UI
C) I-
0)-P
_____ c-
I Oai
.. 0
ca) 0 ___
dJ 0
0(1_I
0)0
Ho I _________ I_-I
I I I,a)I I I I I(. - I I I It. -
c\j ç f.'i c3-
11:6.. ... .
• . IS • • I S •
•5 ••I •
... I •S •• I • • ••I SI
• ' •• • I II S I S • I • ••• S I •S• • I •• •S • • •I• •• •II IS
NACA EM L56BO2a
I I ____ _________________________________ _________________ ____ __
a) rI C)
- I c-I
0. '-I
KPO.us
______
•'
______ ___C)
'1) Il) 0 C) ,
i H ______
_________________________________
______ 0 0
_________________________________ ______________________
o c-i
I I' H a) 'C)
-2
a) ,z
4 4)
I______
I
______ ___
)-p
________
/
I .
________ ____-
C) WI
- 1Id
oId
c-i
0
- c: - — V\j ç
I I.
0
•
rdI
a) c-i ,c 0 4)
Cl) a)
n
RI
5' H
o i)
•R g U) a3 0 Pi •'
4) a) Cl) a)
• .,-I C)
0 c-
-I c-I
.C) 0 a)
I-' C)
o.
a) a) C) H
0
H
J..'-I
I
—I
,•
NACA - Langley Field, Va.
