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No. 1299
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RETURN ;0
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Washington
May 1947
Estimates of flight values of maximum lift coefficient from windtunnel teets are usually made by accounting for the incremental
change In lift coefficient that results from differences in Reynolds
number. The effects of a variation of Reynolds number on the maximum
lift coefficient and the stall phenomenon are described In references
and 2 References 3 and h indicate that compressibility effects on
the maximum lift coefficient may occur at relatively low free-stream
Mach numbers (0.20) A knowledge of the Interrelated effects of
Mach number and Reynolds number on maximum lift coefficient is
Important in the interpretation of wind-tunnel test data, in flight
problems concerning airplane maneuvering psrforwmce, and in
propeller performance at high thrust conditions. Becaune of the
importance of Maoh number aa shown in references 3 and k, any
estimated flight values of maximum lift coefficient may be
questionable if only the difference In Reynolds number la taken
Into account. As data concerning these phenomena are incomplete,
the present testB have been made to explain further the effects of
Mach number and Reynolds number on the maximum lift coefficient of
a wing.
The present paper contains the results of teats made with a
wing of NACA 230-series airfoil sections in the Lanjjley 19-foot
pressure tunnel- The tests were conducted at tunnel pressures
of 14.7 and 33 pounds per square Inch absolute These tunnel
pressures gave Mach number ranges of 0.10 to 0 35 and O.08 to O.27.
The corresponding Reynolds number ranges were from 1,530,000
to k,530,000 and from 2,U50,O0O to 7,800,000, respectively. The
tests included force tests and chordwise pressure-distribution
measurements at six apanwlse stationsThe tests were made with the wing model equipped with full-span
and partial-span eplit flaps deflected 6o end without flaps. Da
addition, force tests were made with leading-edge roughness for the
flaps-retracted configuration.
There are included herein data from tests of this wing In the
Langley 16-foot high-speed tunnel, port of which data has been
published la reference 5SYMBOLS
Q?/8)
aepeot ratio
(I./q E)
max
D
I.
lift, pounds
free-stream Mach number
feet
(V0/a)
er
(H*)
()
(m
a-
--
/dc,/da0\
.10
local chord, fe3t
cS dy 1
"r,
ft
Vx
(/
flfip deflection
A/
degrees
14.7
0.10 to 0.35
1,530,000 to It,530.000
33
O.08 to 0.27
2,450,000 to .7,880,000
^19
19'
respectivelyTare tests were made for all model flap configurations at both
tunnel pressures. In addition, scale effect on tares was Investigated
for the flaps-retracted configuration. The result indicated no change
in tore through the Mach number and Reynolds number ranges obtainable
in the Langley 19-foot pressure tunnel.
Force tests were made through the tunnel-speed range at both
tunnel pressures for all flap configurations. Leading-edge-roughness
teste wore also mad at both tunnel preaauroo for the flapsretracted configuration. The forte tests at a tunnel preBaure
of 33 pounds per square inch absolute were made at speeds which
would produce either the same Mach numbers or Reynolds numbers ao
those of similar tests reported in reference 5.
A comparison of the maximum-lift-coefficient data obtained
in the two wind tunnels for the same test conditions was made.
A Langley 16-foot high-speed tunnel condition (Mach number
of 0.15 and Reynolds number of 2,450,000) was reproduced In the
I/angley 19-foct pressure tunnel at a tunnel pressure of I0.5 pounds
per square inch absolute
Chordvise-pressure-distribution measurements were made at
Plg 1 33 for v*lues of Mach number and Reynolds number obtained
in force tests.
Vleual observations of the stw.ll pattern were made by tuft
surveys at several tunnel airspeeds.
The wing was tested through an angle-of-attack range from-3.7
through the stall. A constant value of Mach number or Reynolds
number was maintained during a mn by proper adjustment of the
dynamic pressure to account for changes in temperature and pressure.
CORRECTIONS TO DATA
Force Teats
The lift coefficients have been corrected for support-strut
interference ts determined by tare tests.
(--1f1) \e"-*:
that would be obtained in the two tunnels under the same teat
conditions gave a value of maximum lift coefficient of 1-35,
ae compared with a velue of I.36 (reference 5) obtained in the
Langley 16-foot high-speed tunnel. This agreement was considered
satisfactory and Juctlfied any conclusions interpreted fx-oa the
results of both tunnels
The slopes of the lift curves for the flaps-retracted
configuration with and without leading-edge roughness and tho
Elopes corrected to incompressible-flow conditions by the method
of reference 6 are plotted against Reynolds number in figure 6.
The figure shows the applicability of the correction factor of
reference 6 in converting slopes of these lift curves from
compressible-flow conditions to incompressible-flow conditions.
After the correction factor had been applied **o the slopes, the
results from the T^an^ley 16-foot high-speed tunnel (reference 5)
and the Langley 19-foot pressure tunnel vere in excellent agreement.
The maximum lift coefficients and correapoiidvj angles of
attack have been plotted against Mach number &nd Reynolds number
in figure 7, which also includes data obtained frcm reference 5The variations of maximum lift coefficient with Mach number and
Reynolds number for all model configurations and tunnel conditions
resemble those shown in reference for a wing of NftCA 0012 airfoil
section. Figure 7 shows that for each tunnel condition the
maximum lift coefficient increases with an increase in airspeed
K and M increasing (see fit;, k) - to a maximum or peak value,
after which the maximum lift coefficient decrease? with a further
increase in airspeed. The peck values of maximum lift coefficient
occur at Mach number- of approximately 0.20 for the fImps-deflected
confijj-urations and between O.25 ard 0-30 for the flaps-retracted
configuration. There vere no peak maximum lift coefficients for
the flaps-retracted leading -edge -roughness configuration iii the
Mach number ranges obtainable in the Lang.ley 19-foot pressure tunnel.
A comparison of the flaps-deflected configurations (figs- 7(b)
and ?(c)) with the flapti-retracted confi.-iurat-'oii (fig- 7(a)) at
similar tunnel conditions shows that flap deflection usuries the
peak maximum lift coefficients to occur at lover M.ch numbers. For
each model configuration a similar ccmpari&on between the two
tunnel conditions
pj-i = 33 and plt,, Ik.f shows.' that tho peak
maximum lift coefficients occur at lower Mach numbers for
than for
, = lU.7.
. = 33
10
Mcr
a pronounced
max
significant point of the variation of
C,
19'
and, consequently,
CL
max
Mach number (fig. 13) at which the peak value of
occurred.
Tnax
When the flaps are deflected, an increase in pressure coefficient
along the chord result? and this increase causes an increased
maximum lift coefficient; but because of the increased pressure
peaks, the critical pressure coefficient Is reached at lower freestream Mach numbers with flaps deflected than with flaps retractedThe foregoing discussion of figure 13 is based on consideration
of the maximum pressure coefficient that occurred on the wing.
11
out, lr. its effect in lncreaslnf the engle of attack at which the
wing stalls; hence, when the critical Mach number limits the peak
value of Cr
the effect of a further increase In Reynolds
max
number is markedly reduepd. The data from tho present tests
(figs. 7(a) to 7(c)) are too Limited to de'^erolno whether at very
hifjh airspeeds CL
is affected at all by Bc^ncldp nanber. Flight
"max
tests of an airplane equipped with a ving of NACA S6-eeriet; airfoil
sections (reference 9I have shown that fit values of Mach nunber in
exuesi; of 0.!?0 the ei'fecte of Reynolds number arc ne^li^ible. The
value of Mach number at which the Reynolds nuaber wJJl become
negligible will probP-lly depend on the particular airfoil involved.
The increase in
C.
hnax
reached is due almost entirely to the chanpe in Reynolds number; that
is, the natural transition from laminur to turbulent boundary layer
with increasing Reynolds number allows higher angles of attack to be
reached before the wing stalls. Wien the values of C,I,
cempured it equal Reynolds numbers (figs. 7(a) to 7(c)), .it is neen
that, in the ran/;e belov the peak value of CT
lower values of
max
C-
max
inch absolute than are obtained at a tunnel pressure of 33 pounds per
square inch absolute. The values at p , 1J*.7 are actually at
19
higher Mach numbers than are the values at p10, => 33 (fig. k).
A plausible explanation of this loss in lift due to the increase
32
HAC,
n No. 1299
13
CONCLUDING REMARKS
On the basis of the wind-tunnel investigation made to determine
the effects of Mr.ch number and Reynolds number on the maximum lift
coefficient of a wing of NACA 230-series airfoil sections, the
following conclusions may be drawn. These conclusions appear
applicable to other wings which exhibit an abrupt stall precipitated
by high leading-edge pressures.
1. The peak values cf maximum lift coefficient are determined
by a critical Mach number which Is attained at relatively low freestream Mach numbers (approx. 0.20 for the flaps-deflected configurations and O.25 to 0.30 for the flaps-retracted configuration).
2. The values of maximum lift coefficient are increased when
the Reynolds number Is increased but the critical pressure coefficient
(critical Mach number) is reached at lower free-stream Mach numbers.
3- The increased pressure peaks that result when the flaps
are deflected cause the critical pressure coefficient (critical Mach
number) to be reached at lower free-stream Mach numbers than when
the flaps are retracted.
k. After the critical pressure coefficient (critical Mach
number) has been reached, the value of maximum lift coefficient
is appreciably reduced by further increase in Mach number and there
is an indication that the effect of Reynolds number on the maximum
lift becomes markedly reduced.
5. The value of maximum lift coefficient before the critical
pressure coefficient (critical Mach number) is reached is almost
entirely dependent on Reynolds nualber. but even in the low Mach
number range, Mach number effects should not be neglected. Any
method, therefore, that is utilized to predict flight values of
maximum lift coefficient from wind-tunnel data by accounting for
a Oifference in Reynolds nuuber and neglecting a difference in
Ifech number nay give erroneous results.
Lan^ley lianorial Aeronautical Laboratory
national Advisory Committee for Aeronautics
Lancley Field, Va., :iovomber 1?, 19h6
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Furlong, G. C.
Fitzpatrick, J
FORG'N. TITLE:
TN-1299
230 (99150.8)
AUTHOR(S)
AMER. TITLE:
ATI- 7157
DIVISION: aerodynamics (2)
SECTION: Wings and Airfoils (6)
CROSS REFERENCES: Pressure distribution - Vinas (7i500);
'.Yings - aerodynamics - Flap effect (99150.8); NACA
COUNTRY
Effects of Mach number and Reynolds N'umber on the maximum lift coef ficient^of
a wing of MACA 230 series...
LANGUAGE FORGN.CLASS
DATE
PAGES
ILLUS.
FEATURES
photos, graphs
26
VUy'i7
ABSTRACT
'.Ying was tested with full-span, partial-span, or split flaps deflected 60 and without
flaps. Ghordwiae pressure-distribution measurements were made for all flap configurations.
Peak values of max.1 mum lift coefficient were obtained at relatively low free-stream lach
numbers and, before critical Mach number was reached, were almost entirely dependent on
Reynolds Number. Lift coefficient increased by increasing Mach number or deflecting
flaps while critical pressure coefficient was reached at lower free-stream Mach numbers.
U.S.
Eng.
U. S.CLASS
Unclass.
NOTE: Requests for copies of this report must be addressed to N.A.C.A., waehington, D. C.
, HO., AIR MATERIEL COMMAND
AlR TECHNICAL
INDEX
raraFoaes (ntet)
Furlong, G. C.
Fitzpatrick, J
AUTHOR(S)
A170- 7157
DIVISION: Aerodynamics (2)
SECTION: Wings and Airfoils. (6)
CROSS REFERENCES. Pressure distribution - 'Yings (74500);
'.Kings - Aerodynamics - Flap effect (99150.8); NACA
TN-1299
230 (99150.8)
Effects of Mach number and Reynolds Number on the maximum lift coefficient of
wing of MACA 230 series...
FORG'N. TITLE
asraaar
Wing was tested with full-span, partial-span, or split flaps deflected 60 and without
flap3. Chordwise pressure-distribution measurements were made for all flap configurations
Peak values of maximum lift coefficient were obtained at relatively low free-stream Kach
numbers and, before critical Mach number was reached, were almost entirely dependent on
Reynolds Number. Lift coefficient increased by increasing liach number or deflecting
flaps while critical pressure coefficient was reached at lower free-stream Mach numbers.
NOTE: Requests for copies of this roport must be addroosed to N.A.C.A., Bashington, D. C.
T-2. HO.. AIR MATERIEL COMMANO
_JW2_
Ala
VECHNICAL DNDEX