MR No.

AZO6

NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

ORIGINALLY ISSUED

July 1945 as
Memorandum Report A Z O 6
E F F E C T O F MACH AND REYNOLDS NUMBERS ON THE MAXIMUM LIFT
COEFFICIENT
OBTAINABLE IN GRADUAL AND ABRUPT STALLS
-_=
IC--

O F A PURSUIT AIRPLANE
-___--- --- EQUIPPED WITH A LOW-DRAG WING

By John R. Spreiter, George M. Galster, and William K. Blair

Ames Aeronautical Laboratory

Moffett Field, California

WASHINGTON
NACA WARTIME REPORTS a r e reprints of papers originally issued to provide rapid distribution of
a&&?ce researrh results to an authorized group requiring them for the war effort. They were previously held under a security status but a r e now unciasoiiied. Some nf fi-eae reports were not technically edited. All have been reproduced without change in order to expedite general distribution.

A-5

NATIONAL ADVISCRY COMMITTEE FOR AERONAUTICS

MEMORANDUM REPCRT
for the
Bureau of Aeronautics

N a y - Depart ment

EWT@1 OF MACH AND REYNOLDS NUMBERS ON "B MAXIMUM LIFT

COEFFICIENT OBTAINABLE I N GRADUAL A D D ABRUPT STALLS
OF A FURSUIT AIRFLANX EQUIPPED
W I T H A LOW-EAG WING
By John R . " p r e i t e r , George 14. G a l s t e r , and W7'11.iam K. B l s i r

Flight t e s t s were conducted on a nursuit, a i r p ? a n e ; which has an

NACA low-drag wing, t o determine t,he e f f e c t s of Ma:k nn3. Reynq1.d.s
numbers on t h e maximum l i . f t coeffjcient, o b t a j n a b l e in g:aR.ml an.!
abrupt s t a l l s . Gradual s t a l l s were mad.e a t Mach mmbers f r o m 0-.145
t o 0.67 and Reynolds numbers from 5 2Or?,OOO t.0 19 :3:~,CiOO. S.tslls
of v a r y k g degrees of abruptness were made a t s d w t e 2 Mc7h numbers
from 0.2-95 t o 0.1~4 and Rej-ndds numbers fi-om 6,370,3639
t:s 13.,3@090Q0.
The t e s t r e s u l t s indicated t h a t t h e maximum l i f t c o e f f l k i e n t
o b t a i n a b l e i n a gradual s t a l l was g r e a t l y a f f e c t e d t:- MRrh number as
w e l l as Reynolds number, even when t h e Mach niunber ire's '98 l'ow' as 0.15.
AS t h e Mach number w a s increased from t h e lowest value t e s t e d , t h e
maximv. l i f t , c o e f f i c i e n t decreased stead5l:; u n t i l a minimum vaiue of:
0.90 was reached' a t a Mach number. of 0.49 and' +,hen in'creasec! reachSng
a value of 1.09 a t a Mach number of 0.66. I n addit,-l.on, t h e usunl
Reynolds nmiber e f f e c t s w e r e postponed t o a l a r g e r Re:mol ?.s number
and were diminished, i n magnitude un+,i.l, a t SpeeJs' g r e a t e r ' t h a n t h e
c r i t i c a l Mach number, no e f f e c t s of Reynolds number were appa.ron5.
The maximum l l f t c o e f f i c i e n t s cbt,ainable i n abnipk st.al.ls were P w n l .
t o be li-mited by Mach num3er b u t were independent of R e p o l d s number.
. . .
. .
A comparison I s made w i t h cnrresponding d a t a obtained f o r a
p u r s u i t a i r p l a n e equipped w i t h et conventional w:'ng, which i s verv
similar t o t h e t e s t a j r p l a n e . ?euul.t,s show t h a t at, low Mach numbers
t h e maximum l i f t of t h e a i r p l a n e with t h e conventional wjng was
g r e a t e r t h a n t h a t . o f t h e alrplane-equipnet1 w i t h . t h a low-clrag wing.
A t moderately s u p e r c r i t i c a l Mach numbers, however, t,he maximu?? l-ift,
of t h e a i r p l a n e with t h e low-drag wing was much great,ttr t h a n t h a t 4f
t h e a i r p l a n e with t h e conventional wi-ng.
.
.

. . .

MR No. ~ 5 ~ 0 6

ITRODUCTION

While e x t e n s i v e information on t h e c h a r a c t e r i s t i c s of NACA lowdrag a i r f o i l s has been provirled by wind--tunnel t e s t s , t h e characterist,-cs of p r a c t i c a l c o n s t m c t j o n wings having t h e low-drag c i r f o i l
s e c t i o n s have not been as completely evaluated. I n order t o provide
comFarat7:ve d a t a on t h e maximum l i f t c h a r a c t e r i s t j c s of wings having
low-drag and conventional a i r f o j l s e c t i o n s , f l i g h t t e s t s have been
conducted a t t h e Ames Aeronautical Laboratory on two a i r p l a n e s of
otherwise similari conffj guratton.
Reference 1 r r e s e n t s d a t a on t h e e f f e c t s of Mach and Reynolds
numbers on t h e mxl:miun l i f t cceff i c l e n t obta:nable I n gradual s t p l l s
of a pursut a i r p l a n e vhich has a wing with c o n v e n t i m a l a i r f o i l
sect,ions. I n t h e presen? report, informstion i s provide3 on t h e
e f f e c t s of Mach and Re:-nol-ds numbers OR t h e maximum l i f t c w f f j c i e n t
obtainzble i n gradual and abrupt s t a l l s of a s i m i l a r p u r s u i t a i r p l a n e
which has a wing with l o v 4 r a g a 5 r f o i i s e c t S m s . For purroses of
comparison k t a from reforence
a r e insl.urle6 i n t h e nresent r e p o r t .

The t e s t a i r p l a n e is e sjnglc-nlace, single-engne, low-wing,

c a n t i l e v e r mononlane. Figure 1 i s a t,hree-vTew drnwing of t h e ajrplane and f t g u r e 2 s h ~ w st h e a i r p l a n e as ; n s t n m e n t e d during t h e
tcsts. The p r o f i l e s cf thc root and tir, e j r f o i l s are shown SP
f i g u r e 3. The general s p e c i f i c a t i o n s cf t,hc a i r v l - ? n o a r e as foll9ws:
Engine

.......................

L i q u ? ?-i:ooled
17-12, v-1--1~-93

. . . . . . . . . . . . . . . . . H - - a r ~ ~ u l i c a l l .oyn e r a t e d ,

FroTeller.

c m s t a n t speed

. . . . . . . . . . . . . . . . . . . . . . 11 f t 7 i n .
F r o F e l l e r design. . . . . . . . . . . . . . . . . . . A542-S-Dl
Blade design. . . . . . . . . . . . . . . . . . . . .
A-2@--156-17
Weight at t,?ke-off (as f l o m ) . . . . . . . . . . . . . .
q3Oc! Ib
Diameter.

Center-of-grzvity p o s i t i o n a t t a k e - o f f
(ns flown)

. . . . . . . . . . . . . . . . . . 26.3 percent

M.A.C.

Wing

.......................
........................

span.,
Area.

38.31ft
248 sq f t

MR No. A5GQ6

. . . . . . . . . . . . . . . . . . . . . . 5.93
Tcper r c t i o . . . . . . . . . . . . . . . . . . . . . . . . .
2:l
Incidence, r o o t . . . . . . . . . . . . . . . . . . . . . . .
1'1et
Incldence, t i p . . . . . . . . . . . . . . . . . . . . . . -0'27'
Aspect r a t i o .

. . . . . . . . 3,049
Swecpbqck ( l e a d i n g edge). . . . . . . . . . . . . . . . . 5'6'17"
M.A.C.
. . . . . . . . . . . . . . . . . . . . . . . . . 6.88 ft
A i r f o i l , r o o t . . . . . . . . . . . . . . . NACA 66,~-116(a-o. 6 )
A i r f o i l , t i p , . . . . . . . . . . . . . . . NACA 66,2~-216(a=0.6)
Diherlral ( t o p s u r f a c e , 35 nercent chord.).

Horizontal-tail

surfaces

..........................
45.15
Total area . . . . . . . . . . . . . . . . . . . . .
Incidence

'
1
sq f t

Standard IlACA photogl-aDhicallr recording f 'light in3tmments

were used t o measure, as a function of time, t h e l o l l o k i n g v a r i a b l e s :
i n d i c a t e d a i r s p e e d , press ure a l t i tuCe , xomial ~c C G lerat i on, and
p i t c h i n g and r o l l i n g v e l o c i t i e s . The hecd used f o r the me,zsurement
of a i r s p e e d was nounte& on a boom extcilding 4.2 f e e t ?head of t h e
l e n d i n g edge and l o c a t e d 2.1 fee's in3oard of t h e left wing t i p . The
i n s t a l l a t i on w a s ca1ibra';ed f o r p o s i t i o n error. I n d i c a t e d n i r s p e e d
as used i n t h i a r e p o r t i s d e f i n e d by t h e following formula by which
s t a n d a r d a i r s p e e d meters are c a l i b r z t o d :

where

Vi

c o r r e c t i n d i c a t e d a i r s p e e d , miles per hour

free-stream t o t a l prcssurc:

free-stream s t a t i c prcssure

po

standard atmospheric pressurc a t sea. l e v e l

NO.

~ 5 ~ 0 6

The f r e e - a i r temperatures were obtained from radiosonde observat!ons taken d u r i n g t h e moimings and evenings of t h e d a t e s of t h e
t e s t f l i ' g h t s and were checkad i n f l i g h t by r e a d i n g a f r e e - a i r temperature i n d i c a t o r c o n x c t c d t o a temperature bulb mounted under
t h e wing of t h e a i r p l a n e .

, . . -

TEST PROCEDURE'

Tests were made with t h e f l a p s and g e a r up, o i l - and coolantduct s h u t t g r s closed-, power o f f , and w i t h t h e p r o p e l l e r i n t h e
c o n s t a n t -speed h i gh-pj. t ch. posit ion.
G r a d u a l s t a l l s were made i n t u r n s a t speeds throughout t h e
a v a i l a b l e range a t 5,100, 8,800, 13,500, 17,500, 21,300, 24,500,
29,400, and 32,300 f e s t p r e s s u r e a l t i t u d e . S t a l l s of varying degrees
of cilxvptness were made a t s e l e c t e d speeds and a l t i t u d e s throughout
t h e a v a i l a b l e Mach and R e p o l d s nuniber range. With a f e w exceptions,
a l l s t a l l s were made w i t h i n ?OO f e e t of t h e l i s t e d a l t i t u d e and 3
m i l e s per hour of t h e l i s t e d speeds.
RESULTS AXD DISCCSSIGN

The maximum lirt c o e f f i c i e n t o b t a i n a b l e by a n a i r p l a n e i n

f l i g h t may b e l i n ; s t e ? by unzontrolled-for motions o r very s e v e r e
b u f f e t i n g . T h i s point i s emphasized because t h e maximum l i f t coeff i c i e n t obtainr,bla i n f l i g h t is determined not only by t h e m a x i m
l i f t c o e f f i c i e n t as measured i n a wind t u n n e l , b u t a l s o by t h e cont r o l l a b i l l t j - idien near t h e s t a l l . The t e s t airplane usuall:: p i t c h e d
down a i d r o l l e d somewhat a t t h e s t a l l . A t t h e h i g h e s t Mach numbers
t e s t e d , however, t h e a i r p l a n e r o l l e d suddenly t o t h e right a t t h e
s t a l l . These c o n t r o l c h a r a c t e r i s t i c s a t t h e stall mag have prevented
t h e attainment of t h e u i t i r m t e maximum l i f t c o e f f i c l e n t t h a t would
be measured i n a wind t u n n e l . B u f f e t i n g s e v e r e enough t o ?revent
t h e maximum l i f t c o e f f i c i e n t f r o m b e i n g a t t a i n e d vas n o t encountered.

In computing l i f t c o e f f i c i e n t s , t h e l i f t was assumed equal t o

t h e normal f o r c e WAz;
it w a s e s t i m a t e d t h a t t h e e r r o r involved i n
t h i s assumption w a s l e s s t h a n 3 percent.

where

cLmax

maximum lift c o e f f i c i e n t

weight of t h e a i r p l a n e , pounds

MR NO. ~ 5 ~ 0 6

normal a c c e l e r a t i o n f a c t o r , t h e r a t i o of t h e n e t
aer%iyna;nic f o r c e along t h e a i r p l a n e Z-axis a t t h e s t a l l
( p o s i t i v e khen d i r e c t e d upward), t o t h e weight of t h e
airplane

AZ

wing area, square f e e t

dynamic pressure a t t h e s t a l l , y0und.s per square f o o t

Gradidal S t a l l s
The maximum l l f t c o e f f l c l e n t o b t a i n a b l e i n gradual s t a l l s i s
t h e quantit;r most s i m i l a r t o t h e steady-state maximum l l f t . coeffjc i e n t measured 7n wind turmels. A s rich, it r e p r c s e n t s t h e m a x i m u m
u s e f u l l i f t c o e f f j c i e n t and I s of i q o r t a n c e i n e s t i m a t i n g t h e
landing speed and t h e t u r n i n g a b i l i t p of an e.irplcane.
Curves of t h e maximnun nornlal a c c e l e r a t j on fpr-for qD5;nSned In
gradual s t a l l s , corrected t o an a i r p l a n e m!ght of 8GDQ P G U ~ ~a S
r e,
p l o t t e d as a f u n c t i o n of inLiceted a i l a p e 6 , a t eech t e s t a l t i t u d e i n
f i g u r e 4 m d a r e cross-plotted a3 a f u n c t i o n GI al+,itu.le f - r constant
i n d i c a t e d a i r s p e e d i n f i g u r e 5 , These curve8 sho;i t h a t , . <itlow
speeds, t h e maximum n o r m 1 a c c e l e r a t i o n f a c t o r decreases with an
i r c r e a s e i n a l t i t u d e . A t high s-pee6.a and a l t i t u d e s , homver, a
c r i t i c a l noint 1 s reached bepond which t h e maximmAnoma1 ac,celerat i o n f a c t o r i n c r e a s e s with an increase i n a l t i t u d e . The r w s o n s for
t h e s e v a r i a t i o n s w i l l . be shown i n t h e su3sequent s e c t J m q . q$ t h e
report
E
f f e c t of Mach number on the maximtm l i f t coefficient.- The
-----________~-----_Il i f t coefficient obtainable
v a r i a t i o n with Mach n m b e r of the rnaxini~~m
i n gyadual s t a l l s a t each t c s t a l t i t u r i c i s shewn i n f i g u r e 6 . A t
each a l t i t u g e t h e miximum lift c o c f f i c j c n t dccrchscs t o 0.90 as t h e
Mach number incrcascs t o 0.49 and t h c n i n c r e a s e s with f i r t h c r
i n c r e a s e s of Mach number rezching rr vnluc of 1.09 a t a Mach number
of aTproximately 0.66. There i s an i n d i c a t i o n of a tcnd.cncy t o peak
a t t h i s value, which i s 3 I G l i l a i - t o t h o tcndency previously observed
I n t h e low Mach numbcr
(Sec reference 2 . )
i n win?-tunnel t e s t s .
regfon, t h e maxinmn l i f t c o e f f i c i e n t dccreasos markedly with i n c r e a s e s
of n l t i t u d e : whereas a t h j g h e r Msch numbers t h e e f f e c t s of a l t i t u d e
become very small.
The d a t a shown i n f i g u r e 6 w e r e p l o t t e d i n f i g u r e 7 t o show
t h e v a r i a t f i o n of t h e maxlrn7u.m l i f t c o e f f i c l e n t wjt,h Mach number f o r
constcult Reynolds numbers. For all cxcept t h e 6,500,000and
8,000,000 Reynolds number l i n e s the maximum l i f t c o e f f i c i e n t
decreases almost l i n e a r l y w i t h i n c r c m c s of Mach liumbcr M a t 8
r a t e 6CLITl,X
T h i s v a r i a t i o n may bo caused,
of approximately -1.75.

6M

MR No. Ay.206

as described i n r e f e r e n c e 2 , by t h e t h i c k e n i n g of t h e boundary l a y e r
whS ch reduces t h e c i r c u l a t i o n or by t h e e a r l i e r s e p a r a t i o n r e s u l - t i n g
f r o m t h e s t e e p e r adverse 9ressui-e g r a d i e n t s a s s o c i a t e d with l a r g e r
Mach nwlbers.

T h e o r e t i c a l conputations made i n r e f e r e n c e 3 i n d i c a t e d t h a t t h e
wing t i p and r o o t a i r f o i l s e c t i o n s have c r i t i c a l Mach numbers of 0.44
and 0.40, r e s p e c t i v e l y . a t a l i f t c o e f f i c i e n t of 0.90. It appears,
t h e r e f o r e , t h a t t h e i n c r e a s e i n t h e maximum l i f t c o e f f i c i e n t i s
caused b r a n i n c r e a s e i n t h e chordwise e x t e n t of t h e low-pressure
r e g i o n on t h e uppsr s u r f a c e following t h e f o - m t i o n of a superson;c
v e l o c i t y region. This Thenomenon has previously been noted i n
r e f e r e n c e 2 , I n orc?er t o i l l u s t r a t e t h e p o l n t , p r e s s u r e d i s t r i b u t i o n s f r o m r e f e r e n c e 2 f o r an NACA 16-515 a i r f o i l a t an angle of
a t t a c k of 1l0 a t Mach numbers of' O.l+O, 0.55, and 0.60 a r e presented
i n f i g u r e 8. These pyessure d i s t r i b u t j o n s show t h a t , as t h e speed
i s increased from s u b c r j t i c a l speeds t o moderately s u p e r c r i t i c a l
speeds, the upper-surface p r e s s u r e - d i s t r t b u t i o n changes from one
with a s h a r p ncg3t:ve r r e s s u r e peak followed immc<~atclyby a s t - e p
adverse pressure g r a d i e n t t:, m e w'th a lower. m v e rcunded, neRative
pressure peak with t h e steep a d v e r s e - - F r e s s u r e - ~ r a ~ ~ e nrte q i m of t h e
s h w k wave moving rearward w'th increases ~ f 'Mzch n w b e r . While t h i s
phenomenon is occurring or, t h e u r p e r s u r f e c e , t h e lower-sur"ace
p r e s s u r e d i s t r l 3 u t i o n i s remaining e s s e n t i a l l y unchanged, thoreby
a c c w n t i n g f o r t h e g a i n i n l i f t . Unpubllshed d a t a on f i l e a t Ames
Aeronauticel Lzbcratorz- show t h y t s l m l l a r ' changes :n pressurr- dfstrib u t i o n occur on an R X A 66v2-213 a l r f ' o l l wh;ch is very s i m i l e r t o
t h a t used on t h e t e s t a i r p l a n e . A s thc c r i t i c a l Mach niunbor i s f ' r s t
exceeded, t h e rounded pressure ~ e a kp-rduces a h i g h e r maximum l i f t
c o r f f i c i e n t , b u t as t h t Mach nmlbcYr 3s incr=zsc? f u r + h c r , t h e l m s ir,
lift due t o t h e decreasing values of t h e l i m i t negative p r e s s u r e
c o e f f i c i e n t s ( a concept presented i n r c f e r e n c e 4 ) f i n a l l y overcomes
t h e increase due t o t h e rearward movement of t 3 e shock wave.
Figure 9 p r e s e n t s data obtained. from r e f e r e n c e 1 shnwlng t h e
v a r i a t i o n of the maximum lift c o e f f i c i e n t with Mach mmber f o r
constant Reynolds numbers for power-of f gradual s t a l l s of t h e a 7 r-plane cqulppcd with t h o conventional wing. Thls a i r p l a n e i s similar
t o t h o t e s t a i r p l a n e exccnt f o r t h e wlng s e c t i o n s . The wing of t h e
a i r p l a n e described i n r e f e r e n c e I c o n s j s t s of NACA c o n v m t i o n a l
s c c t i o n s t a p e r i n g from an NACA 0015 a t t h e wjng r o o t t o en PTACA 23009
a t t h e t i p . It shoulr? be n%ed t h a t t h e curves f o r t h e a i r p l a n e w j t h
t h e conventional wing are s l i g h t l y d!ffcrent from t h o s e o r i g i n e l l y
presented i n r e f e r e n c e 1, due t o t h e c o r r e c t i o n of some small crrors.
A comparison of t h e curves of figure 7 w i t h t h e cqrresponding d a t a
f o r t h e t e s t a j r p l a n e r e v e a l s t h a t t h e c h a r a c t e r of t h e v a r i a t i l s n of
t h e m a x i m u m l i f t c o e f f i c i e n t with Mach number d i f f e r s grcat1:r f o r
t h e two a i r p l a n e s . In c o n t r a s t t o t h e v a r i a t i o n s prev;ousl?r n o t e 1
f o r t h e test a j r p l a n e , t h e maximum l i f t c o e f f i c i e n t of t h e a i r r l a n e
of reference 1 decrcased s t c a d i l y w i t h i n c r e a s i n g of Mach number
throughout the e n t i r e Mach number range t e s t e d . Unnubli shed a i r f o i l

MR No, A5GC6 .,

6 a t a on f i l e a t Ames Aeronautical Laboratory i n d i c a t e t h a t t h i s chara c t e r i s t i c i s -cypic;ll of conmntional a i r f o i l s and t h a t t h e l a r g e

ch3rCwise extenslon of t h e low-prassure r e g i on a t moderately supercri L~ i c a Mach
l
n m % c s i l l h x r a t c d i n figprt. 8 does n o t occur on conventional a i r f o i l s .

A coTiiFarison of t h e d a t a olitained at low Mach nmn3srs r e v e a l s

t h a t t h e :mxiiJLi l i f t c m ; l i c i s r L t o f the a i r 2 l a n e with t h e corn-entionai wing Z 3 g r c s t e r ther? t h a t of the t e s t air;lr;?ne. A t superc r i t i c a l Mach l1uYbGrS5 ho.cre..ier, the m , x l m m l i f t of t h e co.xJ-er;tiorml
wing %asmuch l e s s &an That, or the low-Drag wing.
t h~e m . z-_x i mm l -_-i f t c o e f f-_
i c i --e n t .- Effect
o i d s n;il;;her on
-------- of R e-y--_--.
F i s u r e 10, a c r o s s p l o t of i i g l ~ r 7s , K . W C h a t hs thi. Re-jnoids
nmke1 i s increased a t c o n s t a r t Mach nujn3ers t h e n l a x i m m ilft coeff i c i e n t a t f l r s t remzins aearLy coqstr.nt; 5 u t when a c r i t i c a l
Reynolds nmnSa 5s reac!ie?d, tns mxjrnc7 l i f t cocFf i c i e n t i n c r e a s e s
rapidl:. t o a higher cralue 826 then rerixlns n e a r l y c c n s t a n t a g a i n
with f u r t h e r :r,crease2 or Fe:-noliis n m x k r , T h e r e y i l i inc,reaso of
t h e m a x i m m l i f t coefPjcient ha3 keel. ;?.r)rin I n r e f c r s n c e 5 t o be
a s s o c i a t e d with thc c h v g e firm h f i i n a r zepzrrbion t o t u r b u l e n t
s e p a r a t i o n . Fiisnrt: 11 skiom t h r t t h e c r i t i c a l Reynolds r c z h e r
( R e p o l d a nLuniser ai; i ~ i i i c ht h e mxim~x1i f t c o s f l t c i e a t s ~ , a - ~i+t s
There
m?:d i n c r e a s e ) i n c r e a - e s nGarly Iint?a -;
j i T J i - h Yach a m b e r .
a r e two e f f e c t s which c o - d d c m ? c a i t c h G vrl-iatio;i of ci-[tical
Reynolds nunber with Macn n m 3 o r . O i , e i.: %he -;ease
2? kinematic
v i s c o s i t y i n t h e boundary l a ) e r of a coiqxessi-dle f l i i - d d7-s t o aerodgnamic h e a t which caimes t i c r a t i o of t l e l c c i R e 3 . i o l d ~xun5er
(based on boundary-layer coriditio-in ) t o -,he ii-ec-3 :LTV l c j ~ ~ l d s
n11125cr t o diminish as shown jn r a i e r i n r e 6* Acco-d-L ,1y9 as shc,wn by
r c f c r e n c e s 7 aand 8 , a l a r g e r free--stroan? Reynolds riwkcr wo~ildbe
necessary t o reach the local crZtic;tl Ic;molds numbers r e q u i r e d f c)r
t r a n s i t i o n from a 1ani-m-r to a t u r b d t n t S m n d a r y layx. A second
p o s s i b i l i t ; i s &de t o t h e f z c t t h a t i-ncreF;;lng t h e Nach number i n t h e
s b b c r i t i c a l range has e f f e c t s on tkle upy,or-surface pressure d i s t r i b u t i o n s i m i l a r t o -chat of dccrsr-sing thc a i r f o i l i;hickness. Thc presBGre peeks become sharper pnd the adycrse pressi!re g r a d i e n t s become
s t c e p r . Deci-easing t h e a i r f o i l t h i c k n e s s i s shown i n r e f e r e n c e 5 t o
i m r c a s c t h o c r i t i c n l R c ; m o l d s ninbcr, hence s i m i l a r e f f e c t s due t o
i n c r e a s i n g Mxh number wmld be e n t i c i p a t c d .
--------_-

A s t h e Mr?ch n m b c r increoscs, t h e e f f e c t s of Reynolds number on

t h e maximum l i f t c o e f f i c i e n t decrc-tsc u n t i l , a t s u p e r c r i t i c d Xach
numbers , no e f f e c t s are afparcnt. Ti?c Reynolds number e f f e c t s arc
probabl suyprcsscd i n t h c s u 2 e r c r i t i c a l Mach num3er r c g i o n b e c a m e
thc. sc;nrFution point m y bo dctcrmined e n t i r e l y by t h c p o s i t i o n of
t h e shc-ck -gave r c t h c r t h a n by t h e g r a d u a l growth of t h e boundary
1 - -- -.AU. L A t k t C ~ C U ~I=
E slj.bcritica1 flow.
Firm-c 1 2 f o r t h e a i r p l a n e of r e f e r e n c e 1 i n d i c a t e s t h a t t h e
Rcynol.ds nmber e f f e c t s on t h e mximum l i f t c o c f f i c i c n t a r e of a

similar nature t o t h o s e determined f o r t h e t e s t a i r p l a n e . A s t h e

Mash number i s increased, t h e e f f e c t s of Reynolds number decrease
u n t i l at a Mach number of 0.60, no e f f e c t s a r e d i s c e r n i b l e . Althcu&
not i n c l u l e d i n t h e t e s t range, it appears from t h e shape of t h e
curves t h a t t h e c r i t i c a 1 . R e y n o l d s number i n c r e a s e s with i n c r e a s e s of
Mac9 number i n a manner similar t o t h a t observed f o r t h e t e s t airplane.
The r e s u l t s of t h e s e t e s t s i n d i c a t e t h e n e c e s s i t y for considering both t h e i n d l v i d u s l and F n t e r r e l a t e d efiects of Mach and Reynolcls
num3ers i n t h e yred.icticn from wind-tunncl-model datz. of thc: maximm
l i P t c w f f i c i s n t cf a n ai-rplano f l y i n g a t s u b c r : t i c a l Mach numbers.
This becomes of s p c c i a l im-prtance i n t h e p r u d i c t i o n of landing
sp::d.
A t speecls g r e a t e r tkxi t h e c r i t i c a l Hac?_ number, howevcr, t h e
mxlnm l i f t c a e f f i c i e n t 7-s s l i o ~ mt c ? be indcper,dent of Rcjlmlds
numbcr c v e r the rangc of t h e t c s t s ((3,OOG,OGO t o l6,5OO,GOO).

Calculated ni_nlmm
r z d i u s of turn.- The e f f e c t s of t h c varia.-.-_I.-___
t i o n of t h c maxjmim liit. c
ficj.or,-t with Mach anS.1 Rc:_-nclds numbers
on t h c mni;uvering c h a r a c t c r l e k i c 3 >.If t h o t e s t alrpl?.nc x r c i l l u s t r a t c S bs t h e curves of f i g u r c l3 Ehswlng t h e cnicul~.T;cdminimum
>if.>r
i z o n t a l t,urn a t various
r a d i u s of E yo2crl;~bnnheL, powcr-off
a l t i t u d c s plottcir a c n func,tl m !If i n d l c a t c d a i r s $ > o L cnd t h a t COP
putcd by iusing a low Mach nuxbcr valuc? of t h e n ~ x - i n ~lilt
m
cocfficj.ent (1.30).
A com2arison of t h c two curves for unch n l t i t u d c shows t h c large
detrimental e f f e c t s on t h o t u r n i n g z b i l i t : , of thc; t e s t airplnnc. tl:ct
r e s u l t f r o n t h c dcsrease of t h e max5mm l i f t cocfficicmt w l t h
increases in Mach nw-bi;r. T h i s ccmprj.s,:m I . n i l i ~ t i : s th- iiucessity
for considering Mach num3er e f f o c t s i n estinzt-ing t h e t u r n i n g perf o m n c c : of airplancLq., ec;ccicily a t high z l t i t u d o s .

Abrunt S t a l l s
Although t h e h i g h e r l i f t obtained i n zbrupt s t a l l s i s n o t a
u s e f u l q u a n t i t y i n i n c r e a s i n g t h c m c u v c r a b i l i t y o r dccrcasin;: t h e
landing s?ced of an a i r p l a n c , i t i s considcrcd, a t prcscnt, i n
designing a i r p l a n e s t o withstand loads imposed by v c r t i c * - i W s t s and
b j abrupt manouvers. Although t h c t e s t s wcm mCe by s t a l l t n g t h e
a i r p l a n e i n very zbrupt pull-ups, s t n i l a r mxlmum l i f t c h s r a c t c r i s t i c s would be a n t i c i p a t e d i n s t a l l s produce? b;. f l y i n g i n t o a v c r t i c a l g u s t b c c a . ~ cboth ?henomem arc caused c s s c n t i a l l : by t h c l n g of
t h e flow s e p a r a t i o n following a sudden i n c r c n s c i n t h e ~ n g l cor
a t t a c k . The e f f e c t s of p i t c h i n g v c l o c i t y and Mach and R e - m o l d s
numbers on t h c maximum l i f t c o c f f i c i c n t will be discussed i n t h c
f 01-lowing s e c t i ons.
E f f e c t s of p i t c h i n g v e l o c i t y on t h e mximum lift c o e f f i c i e n t . The e f f e c t s of p i t c h i n g v e l o c i t y on t h e maximum lift coefficient are

AFOG

NG.

shown i n i g u r e 14 where t h e maximum l i f t coelfic!.ent i s p l o t t e d f o r

vzrious speeds and a l t i t u d e s as a f u n c t i o n of t h e excess p f t c h i n g
a n g l e per chord l e n g t h of t r a v e l .

This p a r m e t e r i s

where
rl,q

exccss pj t c h j n g v c l . x i t y (thi: d_fferenceSetwcon t h e n c tuc:l

p:.tc,hing veloci t; and -ha: roqu-lrod t o m : n t z i n t h o ai rgl.ane
i n 3 stcady turr, or pull-up a t a constant angle of a t k c l r
,- ,,.
~spnr,d!ng
,
t o t h e spoeli,: nl.tit,u-?e, n o m - 1 a c c c l e r a t l on,
m d cittjtude of the a i r p h m a t the t i n e of the ~ t z l l ) ~
degrecs p e r SCCOEC:,
V..IAI

VT

t r u e a i r s p e e d a t t h c t ; n z of t h e stcll, f e e t p e r s e c m L

U s e qf t h i s parameter * J ai2 i n thc g c n ~ r a l .e p p l i c a t i o n of t h c s c dr-ta

i s j u s t i f : c d i n r e f e r e n c c 9 whcro i t is pointed out that, it r c p r c s d n t s
t h c c o n d l t i m for dynamic s i m i l i t u d c of unstcad:j x c c l c r 2 t i m f x c c a .
Figure 1 4 s h m s t h a t t h e mx-!.nmnl ! f t cocffic:c:nt I.ncro-s;:s
noari;. 1incarl:T with r a t e ox pitching until z 1:z:tj.Eg vcluc, sf ti==
m?ximm l j f t c o c f f i c i c n t i s rcnxhbd which i s u n n f l c s t c d by f u r t h o r .
i n c r e a s e s i n pitchi-ng v e l o c i t y .
E
f f e c t of Mczh
and Reynolris n~i1z3crs 3n thc-.- w.xir.nri 1:f-L so~jffi.-_-.c
i
c
n
t
The
liml.t:.ng
vzluc of t h o nn?~inuml i f t cacffic:i:nt c3tz:-&F.>.;
--i n n - n u p t st-11s .is p l o t t e d as a f u n c t i o n cf Mzch n x x b x * x d ,?,lt:t,u?~
i n f i m m 6 and i s shown t o dccrczsc r a p i d l y with i n c r x s c s 3f h c ! 1
n.umbcr b u t t o bc: indcpendcnt of t h c c i t i t u d c ,md, s?nsuquzntly, thir
Reynolds number. A s a rcsu1.t of t h c o r c t i c ? l cnlculrtt; m s inrl?icr.tlzc
t h n t t h e c r 7 t i c n l Mach nuq1c.r of -t,he wing i s ~xci:ci?;:d 7-t l:ft coo2lic i c n t s below t h e lim:.ting vclue 3btai.nc;d i n t h e ::biluyt stc..lls, It
cppears t h a t . t h e mximu? l i f t c o c f f i c l c n t i s li.mitcd by t.hc l i n i t
p r w s u r c cocff I.cients c/r b;- boundnry-laybr s c p r j t i on In2uccd 37 tho
compression shock wzbvc r a t h e r than by t h c n o m z l gr,)wth .?mi sepnrnt i o n of the boundnry h p r . Thc ~ a x i m u nl i f t cooff i - c i c n t , th::ro,ro,
bcsomcs rc1ativel.r indegondont of t h c l a g af t h e flow sc:p;:..ration 2nd
r c m i n s n e a r l y constant with f u r t h e r i n c r e a s e s of p; t c h l n g vcloci t y .
_
_
_
I

e-

The t r e n d s of t h e curvos shown -In fi,gure 6 sucgost t h 2 t t h e

maxlnum l i f t cocff: c i c n t o b t n i n z b l c I n ?brupt s t z l l s r r y n,pyrozch th- t
o b t c i m b h i n grz$~-.l st-tlls ct rt Mach num5er of apyrnxiimtcLy C.6;.
Such rtn e x t r a p o i s t i o n appenrs p l a u s i b l e becauzr:, i n u()tFL padxni -nd
zbrupt sttll3.s a t t h e s e Mach nimbers, t h c mximum l i f t c w f f i c i i n t i s
becoining l i m i t e d $3- t h e rcductlon i n l i n i t prcsstrre c o c f f i c j o r t .

Conpa:-lson Wlth Calculated. Lim; t L i f 5 Cyeffi c i e n t

2. Reynolds niunbei- had less e f f e c t on t h e maximum l i f t c o e f f i ?Tent o b t a l n a 3 l e i n gradual sta'ls a t high lilach numbers t h a n a t low
Mach numbers, no e f f e c t s being aprarent, a t Mach numbers g r e a t e r t h a n
0.50.

3. The Zncrerse jn t h e maximum I:ft c o e f f i c i e n t due t o Reynolds

nvxber occurred a t higher vs~luesor' Re;-noids number a t high Mach
E1.mbers than a t low blsch numbers.

4. The maximum l i f t c o e f f i c i e n t w a s a f f e c t e d by c o m p r e s s i b i l i t y
a t Mach num5ers .as ;.ow as 0.15.
5. The maxjmum l i f t coeff Ictent c b t a i n a 3 l e i n gradual s t a l l s
decreased n e a r l y 1Ireaz-l:. with ;Erreases i n Mazh number u n t i l a
rnjnjmm value of 0.90 w a s reschcd a t a Mzch n m b e r of 0.49, and t h e n
increased w i t h f u r t h e r 'nsreases i n black: nimber u n t i l 8 value of
1.09 was reacned a t a 14as.h nxxber of 0.65,

6. A t l o w Mach nimbers the mxim1m l i f t of t h e a i r p l a n e wjth

t h e conventional wing was g r e a t e r t h m t h a t of the t e s t a i r p l a n e
equ'Tpec! with t h e low-drag wing. A t moSioracYely s u p e r c r i t i c a l Mach
n m b s x , however, the ~;laximu.-aL f t of t h e lm-irag wing s as milch
greatei- t h a n t h e t of t h e conventjonal wing.
h e s Aeronautical Labora%or:J,
Natiorial ACvlsory Committee for Aernnautirs,
b1of;ctt F i e l d , Celif., Zuly 6, 1945.

MR No. ~ 5 ~ 0 6

12

1. Nissen, James M., and Gac?eberg, B u r n e t t L.: E f f e c t of Mach and

Reynolds Numbers on t h e Power-off Maximum L i f t C o e f f i c i s n t
Obtainable on a P-39N-1 Alrplane as Determined i n F1iph.t.
NACA ACR No. 43'28,

1944.

2.

Stack, John, Fcdziuk, Henry A . j and Cleary, Harold E.:

Preliminary I n v e s t i g a t i o n of t h e E f f e c t of Compressibility on t h e
M a S m u m L i f t C o e f f i c i e n t . NACA ACR, Feb. 1943.

3.

Hsaslct, Max. A . :
C r i t i c a l Mach Numbers of Various A i r f o i l
Secti-ons. NACA ACR No. bGl9, 1944.

4.

Rhode, Richard. V.: C o r r e l a t i o n of F l i g h t Data on L i m i t Pressure

Cceffic:icnts and T h e i r R e l z t ? on t o E i g h - S p e d Bur3ling an6
C r i t i c a l T a i l Loaas. NACA ACR Ne. L4127, 1944.

5.

6.

Allen, B. J u l ; m , 2nd Ni-tzborg:, Gerald. E.:

The E f f e c t of CQmp r e s s i b i l ' t g on t h e Growth of the L m l n a r B;.v.n?ary Layf?r on
Low-Drag Wings and. B o d i e s . XACA ALX Jan. !.?!I?.

E.

Goldstein S. : Mxiern D e v e l o p e n t s i n F l u i d Dynaxics.

oxford univ. Fress, 1938, ~ p .475, 4%.

9.

Kramcr, Max: Increase t n t h e Maximum L i f t of a n Airplane Wing

due t o a Suddsn I n c r e a s e Sn I t s E f f e c t i v e Angle of A t t a c k
Resulttng f r c m a Gust. KACA TI4 No. ';$>
J u l y 19T.

V d . 11,

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C O E F F 7 c I E N r O F Tk TST
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