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The results of wind-tunnel of a single-engine single-rotation airplane model indicated that, although extreme asymmetry in the horizontal tail showed a reduction in power effects on the longitudinal stability of the model, the particular "practical" arrangement tested did not show marked improvement. Disagreement between tests and analyses indicated the necessity for continued research to determine the characteristics of the slipstream behind various propeller-fuselage-wing combinations. Out-of-trim lateral forces and moments of the unsymmetrical tail arrangements that were best from consideration of longitudinal stability were no greater than those of the normal tail arrangement.
Results indicate that cross-sectional shape and aspect ratio are minor factors compared with radius ratio in affecting the velocity pattern. Variation of Reynolds number within the range of the tests had no appreciable effect on the velocity distribution in curved ducts.
The tunnel-induced upwash for a wing of any plan form and load distribution in a rectangular tunnel may be found with the aid of only two charts. One is given in the present paper. The second must be computed for each tunnel. The second chart is given for an open tunnel of 2:1 width-height ratio, a closed tunnel of 2:5 width-height ratio, and a closed tunnel of 10:7 width-height ratio.
An investigation was conducted in the Langley high-speed 7- by 10-foot tunnel to determine the horizontal- and vertical-tail contributions to the static lateral stability of a complete-model swept-wing configuration at high subsonic speeds. The results indicate that, in a general, Mach number effects within the range studied and wing effects on the tail contribution were small and the overall trends of the data of the present investigation agreed with those which have been established at low speeds.