Xflr5 half wing1/10/2024 A series of spoiler cross sectioned shapes were tested utilizing a reflection-plane model. Wind tunnel experiments were conducted to determine the effectiveness of spoilers applied to a finite- span wing which utilizes the GA(W)-1 airfoil section and a 30% chord full- span Fowler flap. Reflection-plane tests of spoilers on an advanced technology wing with a large Fowler flap Large nose-down pitching- moment coefficients were produced by the half-span flap, with the greater part of these being the result of the larger jet reactions required to produce a given lift for the half-spin flap compared with that required for the full- span flap. The half-span jet- augmented flap gave thrust recoveries considerably poorer than those obtained with the full- span jet-augmented flap. The reduction of the span of the jet-augmented flap from full to half span reduced the maximum value of jet-circulation lift coefficient that could be produced from about 6.8 to a value of about 2.2. The results of the investigation showed that the ratio of total lift to jet-reaction lift for the wing was about 35 percent less for the half-span jet-augmented flap than for the full- span jet-augmented flap. A jet of air was blown backward through a small gap, tangentially to the upper surface of a round trailing edge, and was separated from the trailing edge by a very small flap at an angle of 55 deg with respect to the wing-chord plane. The wing had an aspect ratio of 8.3 and a thickness-chord ratio of 0.167. Low-Speed Wind-Tunnel Investigation to Determine the Aerodynamic Characteristics of a Rectangular Wing Equipped with a Full- Span and an Inboard Half-Span Jet-Augmented Flap Deflected 55 degĪn investigation to determine the aerodynamic characteristics of a rectangular wing equipped with a full- span and an inboard half-span jet-augmented flap has been made in the Langley 300 MPH 7- by 10-foot tunnel. The data are given in the form of pressure-distribution diagrams and as plots of calculated coefficients for the airfoil-and- flap combinations and for the flaps alone. ![]() A test installation was used in which the model was mounted in the wind tunnel between large end planes so that two-dimensional flow was approximated. The pressures were measured on the upper and lower surfaces at one chord section both on the main airfoils and on the flaps for several angles of attack with the flaps located at the maximum-lift settings. Some of the tests were made in the 7 by 10-foot wind tunnel and others in the 5-foot vertical wind tunnel. Report presents the results of tests made of a Clark y airfoil with a Clark y Fowler flap and of an NACA 23012 airfoil with NACA Fowler flaps. Pressure Distribution Over Airfoils with Fowler Flaps Results also indicate significant increase in lift coefficient as the Fowler flaps are deflected when the flap was fully deflected, the maximum wing lift coefficient was increased about 96 percent. In addition, the data show that some two-dimensional effects on spoiler effectiveness are reduced in the three-dimensional case. In general, the spoiler effectiveness increases with increasing angle of attack, increases with increasing flap deflections, and is influenced by vent lip geometry. Lateral characteristics indicate that the spoilers are generally adequate for lateral control. ![]() Static longitudinal and lateral aerodynamic data were obtained over an angle of attack range of -8 deg to 22 deg for various flap deflections and positions, spoiler geometries, and vent lip geometries. The spoilers were hinged at the 70 percent chord point and vented when the flaps were deflected. The wing was tested without fuselage or empennage and was fitted with approximately three-quarter span Fowler flaps and half span spoilers. Wind-tunnel investigation of a Fowler flap and spoiler for an advanced general aviation wing
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