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Lift, drag, and static-stability characteristics of a triangular-wing airplane were determined at Mach numbers from 3.00 to 6.28, angles of attack up to 13 degrees at zero sideslip angle, and angles of sideslip up to 8 degrees at zero angle of attack. The test configuration consisted of a triangular wing mounted on a cylinder afterbody with a fineness-ratio-3 tangent-ogive nose, and a single vertical-tail surface with a trapezoidal plan form. This configuration closely approximates a class of current operational transonic aircraft. Data were also obtained with the basic configuration modified by the addition of a conical flare to the afterbody.
The drag due to lift increases with increasing sweep through the Mach number range. Some increase in bag due to lift is evident decrease in taper ratio for wings having 300of sweep through most of the speed range.
An analysis is presented of the influence of wing aspect ratio and tail location on the effects of compressibility upon static longitudinal stability. The investigation showed that the use of reduced wing aspect ratios or short tail lengths leads to serious reductions in high-speed stability and the possibility of high-speed instability.
An investigation was made in the Langley 300 MPH 7- by 10-foot tunnel to determine the static stability characteristics of a cambered-delta-wing model. The cambered delta wing was derived from a segment of a cone selected so that the projected plan form with a wing dihedral angle of zero degrees was the same as a 60 degree delta wing. The projected plan form had an aspect ratio of 2.31.
The data show that, when reduced to the same static margin, all the tail configurations tested on the model provided fairly good stability characteristics, the biplane tail giving the best over-all characteristics as regards pitching-moment linearity. Changes in static margin at zero lift coefficient with Mach number were small for the model with these tails over the Mach number range investigated.
An investigation has been conducted to determine the effects of wing position and vertical tail configuration on the stability and control characteristics of a jet-powered delta-wing vertically rising airplane model. A ducted-fan powerplant was used because there was no hot-jet powerplant of sufficiently small size and adequate reliability available. In addition to conventional flap-type control surfaces on the wings and vertical tails, the model had jet-reaction controls provided by movable eyelids at the rear of the tail pipe and by air bled from the main duct and exhausted through movable nozzles near the wing tips. The investigation consisted of flight and force tests of three model configurations: a high wing with a top-mounted vertical tail, a high wing with top- and bottom-mounted vertical tails, and a low wing with the top-mounted vertical tail. The flight tests, which were made in the Langley full-scale tunnel, represented slow constant-altitude transitions from hovering to normal unstalled forward flight.