Author: Victor L. PetersonPublisher:
ISBN:
Category : Aerodynamics
Languages : en
Pages : 44
Book Description
Static Stability and Control of Canard Configurations at Mach Numbers from 0.70 to 2.22 - Trangular Wing and Canard with Twin Vertical Tails
Author: Victor L. PetersonPublisher:
ISBN:
Category : Aerodynamics
Languages : en
Pages : 44
Book Description
Static Stability and Control of Canard Configurations at Mach Numbers from 0.70 to 2.22 - Trangular Wing and Canard with Twin Vertical Tails
Author: Victor L. PetersonPublisher:
ISBN:
Category :
Languages : en
Pages : 0
Book Description
Effects of Wing Height on the Stability and Control Characteristics at a Mach Number of 2.01 of a Canard Airplane Configuration with a 70 Deg Delta Wing
Author: Effects of Deflected Wing Tips on the Aerodynamic Characteristics of a Canard Configuration at Mach Numbers from 0.7 to 3.5
Author: Victor L. PetersonPublisher:
ISBN:
Category : Aerodynamics
Languages : en
Pages : 180
Book Description
Static Longitudinal Aerodynamic Characteristics of Close-coupled Wing-canard Configurations at Mach Numbers from 1.60 to 2.86
Author: Samuel M. DollyhighPublisher:
ISBN:
Category : Aerodynamics
Languages : en
Pages : 126
Book Description
An experimental investigation was made in the Mach number range from 1.60 to 2.86 to determine the static longitudinal aerodynamic characteristics of close-coupled wing-canard configurations. Three canards, ranging in exposed planform area from 17.5 to 30.0 percent of the wing reference area, were employed in this investigation. The canards were either located in the plane of the wing or in a position 18.5 percent of the wing mean geometric chord above the wing plane. Most data obtained were for a model with a 60 deg leading-edge-sweep wing; however, a small amount of data were obtained for a 44 deg leading-edge-sweep wing. The model utilized two balances to isolate interference effects between wing and canard. In general, it was determined that at angle of attack for all configurations investigated with the canard in the plane of the wing an unfavorable interference exists which causes the additional lift on the canard generated by a canard deflection to be lost on the wing due to an increased downwash at the wing from the canard. Further, this interference decreased somewhat with increasing Mach number. Raising the canard above the plane of the wing also greatly decreased the interference of the canard deflection on the wing lift. However, at Mach 2.86 the presence of the canard in the high position had a greater unfavorable interference effect at high angles of attack than the canard in the wing plane. This interference resulted in the in-plane canard having better trimmed performance at Mach 2.86 for the same center-of-gravity location.
The Effects of Wing Vertical Location and Vertical-tail Arrangement on the Stability Characteristics of Canard Airplane Configurations Having Delta and Trapezoidal Planforms at Mach Numbers from 2.38 to 4.00
Author: Frank H. Jr NicholsPublisher:
ISBN:
Category :
Languages : en
Pages : 106
Book Description
An Investigation at Mach Numbers from 0.20 to 4.63 of the Aerodynamic Performance, Static Stability, and Trimming Characteristics of a Canard Configuration Designed for Efficient Supersonic Cruise Flight
Author: Effects of Deflected Wing Tips on the Aero- Dynamic Characteristics of a Canard Configuration at Mach Numbers from 0.7 to 3.5
Author: Stability and Control Characteristics at a Mach Number of 1.97 of an Airplane Configuration Having Two Types of Variable- Sweep Wings
Author: Aerodynamic Performance and Static Stability at Mach Number 3.3 of an Aircraft Configuration Employing Three Triangular Wing Panels and a Body Equal Length
Author: Carlton S. JamesPublisher:
ISBN:
Category : Aerodynamics, Supersonic
Languages : en
Pages : 38
Book Description
An aircraft configuration, previously conceived as a means to achieve favorable aerodynamic stability characteristics., high lift-drag ratio, and low heating rates at high supersonic speeds., was modified in an attempt to increase further the lift-drag ratio without adversely affecting the other desirable characteristics. The original configuration consisted of three identical triangular wing panels symmetrically disposed about an ogive-cylinder body equal in length to the root chord of the panels. This configuration was modified by altering the angular disposition of the wing panels, by reducing the area of the panel forming the vertical fin, and by reshaping the body to produce interference lift. Six-component force and moment tests of the modified configuration at combined angles of attack and sideslip were made at a Mach number of 3.3 and a Reynolds number of 5.46 million. A maximum lift-drag ratio of 6.65 (excluding base drag) was measured at a lift coefficient of 0.100 and an angle of attack of 3.60. The lift-drag ratio remained greater than 3 up to lift coefficient of 0.35. Performance estimates, which predicted a maximum lift-drag ratio for the modified configuration 27 percent greater than that of the original configuration, agreed well with experiment. The modified configuration exhibited favorable static stability characteristics within the test range. Longitudinal and directional centers of pressure were slightly aft of the respective centroids of projected plan-form and side area.
