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An investigation has been conducted in the Langley 4- by 4-foot supersonic pressure tunnel to determine the effects of wing and horizontal-tail vertical location on the aerodynamic characteristics in sideslip at various angles of attack for a supersonic airplane configuration at Mach numbers of 1.41 and 2.01. The basic model was equipped with a wing and horizontal tail, each having 45 degree sweep and an aspect ratio of 4. The wing had a taper ratio of 0.2 and NACA 65A004 sections; the horizontal tail had a taper ratio of 0.4 and NACA 65A006 sections.
A method is presented for determining the rolling and yawing moments of swept-back wings in steady sideslip at supersonic speeds. The case treated in particular is that of a swept tapered wing with all edges subsonic.
The 7-point method of Weissinger is used to calculate the span loading in roll, lateral center of pressure, and damping in roll for wings having various aspect ratios, sweep angles, and taper ratios. The applicability of the method to the determination of certain other aerodynamic derivatives is investigated, and corrections for the first-order effects of compressibility are indicated.
By the method of superposition of conical flows, the load distribution is calculated for regions of a long swept-back wing behind the points at which the Mach lines from the trailing-edge apex intersect the leading edge. It is found that a good approximation on the load can be obtained by the application of a fairly simple correction factor to the two-dimensional subsonic distribution. The similarity of two-dimensional flow is used to derive expressions for the loss of lift behind the Mach lines from the tips of the wing.
The results presented in this paper indicate that the effects of stores on wing load distribution at subsonic speeds may be predicted by available methods at the lower angles of attack where wing flow separation is negligible. At the higher angles of attack where wing flow separation exists, a store located inboard on a swept wing may act much like various devices designed to delay wing pitch-up by reducing the loss in load at the wing tip due to flow separation. Furthermore, the results indicate that the normal force and pitching moment of a store located at the wing tip can be calculated quite well by available methods. On the other hand, no theoretical procedure is available to calculate the severe lateral forces and moments encountered at zero sideslip on an inboard arrangement of stores on a swept wing.