NASA TECHNICAL NASA TM X-62,151

MEMORANDUM

in
i _. t,_

i;" 04_

_ k- (NASA-TM-X-6215 I) AERODYNAMIC N72-240 I_

i! < CHARACTERISTICS OF A LARGE SCALE LIFT FAN
::i: _ TRANSPORT MODEL WITH PODDED FANS FORWARD
.;:) Z
: AND LIFT CRUISE FANS MOUNTED J.V. Kirk, et Unclas
_ al (NASA) Apt. 1972 132 p CSCL 01B G3/C2 282C1
.._.

AERODYNAMIC CHARACTERISTICS OF A LARGE SCALE LIFT FAN

!!_=_:! TRANSPORT MODEL WITH PODDED FANS FORWARD AND LIFT

_i._ CRUISE FANS MOUNTED ABOVE THE WING

Jerry V. Kirk, Stanley O. Dickinson, Leo P. Hall, and Mary G. Coffman

_.._ Ames Research Center

.! Moffett Field, Calif. 94035

°,:,:

April 1972
 .I

PRECEDING PAGE gLANK NOT FILMED

• NOTATION

b fan exit area, m2 (sq ft), or wing aspect ratio

b wing span, m (ft)

c wing chord parallel to plane of symmetry, m (ft)

b/2

•• T mean aerodynamic chord, _2 f c2 dy, m (ft)

" O

D
CD drag coefficient, q-_

C1 rolling-moment coefficient, qSb

• i,i L
:i CL llft coefficient, q-_
•!: M
,_. Cm pitching-moment coefficient, q-_c
'i N
Cn _,awing-moment coefficient, qS--b
, j .? y :

::..:.: _ side-force coefficient, qS

D drag, N (ib)

....
_, De effective diameter of the fan, m (ft)

._ Df diameter of the fan, m (ft)

it horlzontal-tall incidence angle, deg

1 rolling moment, m-N (ft.-Ib), or length, m (ft)

L total llft on model, N (ib)

M pitching moment, m-N (ft-lb)

N yawing moment, m-N (ft-lb)

Po standard atmospheric pressure, N/m2 (ib/ft2)

""il Ps free-stream static pressure, N/m 2 (ib/ft2)

• ill
 q free-stream dynamic pressure, N/m 2 (ib/ft 2)

fan speed
RPM corrected fan rotational speed,
/f
r fan radius or cruise fan nacelle length,cm (in)

S wing area, m 2 (ft2)

T complete ducted thrust measured along the far, axis with

= 0° and 8v = 0°, pAvj 2, N(ib)

v air velocity, m/sec (ft/sec)

V free-stream air velocity, m/sec (ft/sec)

-- Stl t
. V tall volume coefficient, --
S_

Y side force, N (ib)

X distance from fan center llne or nacelle leadlng edge, cm (in)

a angle of attack of the wing chord plane, deg

B an_le of sideslip, deg

Bv lift-fan exit-louver deflection angle from the fan axis, deg

8v cruise fan exit louver deflection angle from the fan axis, deg

"_ PS
6 relative statzc pressure, i_
°
i
6f traillng-.edge flap deflection measured normal to the hinge llne, deg

e ratio of ambzent temperature to standaro temperature t519 ° R)

¢ average downwash at the horizontal tail, deg I.

n fraction of wing semlspan, b2y

2V
tip-speed ratio, _f

0 density, Kg/m 3 (slugs/ft 3)

fan rotational speed,radians/sec

 Subscripts

c corrected

J fan exit

i induced

s static condition

u uncorrected
i:

w. wing

t tail

t,

. i' V
 AERODYNAMIC CHARACTERISTICS OF A LARGE SCALE LIFT FAN

TRANSPORT MDDEL WITH PODDED FANS FORWARD AND LIFT

CRUISE FANS MOUNTED ABOVE THE WING

. t. Jerry V. Kirk, Stanley O. Dickinson,

Leo P. Hall, and Mary G. Coffman

_ Ames Research Center

.:.
:!! SUMMARY

_ • The aerodynamic characteristics of a large scale V/STOL transport

• model powered by tlp-turbine driven lift fans were investigated in the
Ames Research Center's 40- by 80-foot wind tunnel. The model had four
fans; the forward fans were mounted in pods forward of the wing at mid-
, semlspan. The aft fans were placed in cruise nacelles behind and above
the wing. A cascade of variable camber exit louvers was placed behind
ii_/ each of the llft-crulse fans to turn the fan flow in the lift direction
for hover and transition to wing supported flight. The wing of the
_ model was mounted above the fuselage, had an aspect ratio of 5.8,
sweepback of 35 ° at the quarter chord llne and a taper ratio of 0.3.

Various configurations of the model were tested to explore the

transition speed range. Fan performance, turning effectiveness of the
variable camber exit louvers, longitudinal and lateral-dlrectlonal _
characteristics with fan operation in crossflow are presented.

' /i
 INTPODUCTION

As a continuing program, the Ames Research Center is studying l_ft

fan V/STOL transport configurations to assure acceptable aerodynamic
characteristics throughout the speed range from hover to wing supported
flight.
4

This study was initiated to explore the use of llft-cruise fans

with axes parallel to the aircraft longitudinal axis, above and behind
the wing. These fans were provided with vectoring devices to give lift
at zero forward speed. The forward llft fans were located in the same
position as reported in reference I. Fan performance, longitudinal and
lateral-directlonal characteristics are shown for various model configu-
:_ rations throughout tLe transition speed range. Wall pressure distribution
and inlet total pressures were measured on the left cruise fan at several
tip speed ratios.

MODEL AND APPARATUS

_ Photographs of the model mounted in the Ames 40- by 80-foot wind

tunnel are shown in figure I. Figure 2(a) is a sketch of the model
with pertinent dimensions.

_ Model

Fuselage.- The fuselage was slab sided with rounded corners.

Overall length, height, and width in meters (feet) were 13.41(44.0),
1.98(6.5), and 1.77(5.8) respectively. The fuselage used for this
investigation was the same as reported in references 1 and 2.

Tai____l.-
Horizontal tall geometry and location are given in figure
2(a). The horizontal tail pivoted about the quarter chord allowing
incidence angles from-I0 to 20° . During tail off testing, only the
horizontal tail was removed.

WinE.- The wing was mounted above the fuselage. Aspect ratio
was 5.8, taper ratio 0.3, and sweepback at the quarter-chord llne was
35°. An NACA 65-412 airfoll section was basic for the wing. Propulsion

2
 system pods were mounted forward of and beneath the wing at mld-semlspan.
These pods housed the four gas generators and two front llft fans (figure
2(a)). Leading edge slats were mounted to the wing and extended full
span except for the area containing the propulsion pods (n = 0.383 to
0.631). The slat chord was 15 percent of the wing chord and deflection
was 20 ° for the entire investigation.

A 22 percent chord traillng-edge flap extended from 15.9 percent to

37.5 percent sentlspan (see figure 2(5)). Deflection angles of 0° and 45 °
were used for this study.

Propulsion System

Four modified YT58 gas generators were located in pods forward of

the wing (figure 2(a)) and powered the tip turbine driven X-376 llft
fans. The front podded fans were in the same position as described in
reference I. The two llft-crulse fans were installed in nacelles above
and near the wing trailing edge. Nacelle exit area was intended to
• produce a design pressure ratio of I.I at zero and low forward speeds.
• A rack of variable camber exit louvers was mounted behind each cruise
fan as shown in figure 2(c). Unless otherwise stated, the rack assembly
for the louvers was at a 45 ° angle to the fan exhaust. The variable
; camber louv_rs (ordinates shown in figure 2(c)) were remotely actuated
i i from 7° (thrust direction) to 82 ° (llft direction). Mechanical inter-
ference did not allow deflection beyond these limits.

.... TESTING AND PROCEDURE

Longitudinal force and moment data were obtained for an angle of

attack range from 0° to 22 °. Lateral-dlrectional results were obtained
for a range of sideslip angles from -18 ° to +2 ° at 00 and 8° angle of
attack. The moment center for data reduction was placed at the quarter
chord of the wing MAC.

At zero angle of attack, fan RPM and wind tunnel speed were varied
independently. Data were obtained at several exit vane deflection angles,
two flap deflections, tall on and tail off.

When angle of attack or angle of sideslip was varied, fan RPM and
wind tunnel speed were held constant. When all four fans were operatlngt
thrust-equal-drag conditions were selected at zero angle of attack by
 varying the front llft fan __xlt louvers and the llft-crulse fan cascade
louver deflection angles at several tlp-speed ratios. Angle of attack
or angle of sldesllp was then varied holding these settings constant.
Angle of attack was also varied with exit louver deflection angles ±10 °
from the trim points to provide thrust greater than drag and thrust
less than drag results.

CORRECTIONS

!i
_ Force and moment data obtained without the fans operating (power
off) have been corrected for the effects of wind tunnel wall in_.er-
ference in the following manner:

a = au + 0.488 CLu

CD = CDu + 0.0085 CLu2

Cm = Cmu + 0.0203 CLu (tail on only)

_ Appropriate tares have been applied to the results to account for

exposed st_ut tips.

Reference 3 gives a set of model to wind-tunnel sizing ratios that

-t give only small wind tunnel wall effects. The subject model, according
..! to these restraints should produce only small wall effects, therefore
• no wind tunnel wall corrections have been applied to the results with
. the fans operating.

RESULTS

An index to the figures is given in table I. Fan performance, both

• at hover and forward speed, are shown in figures 3 through 6. Figure 3
presents the hover characteristics for 4-fan operation and llft-crulse
fan operation. The static turning effectiveness of the variable camber
exit louvers are presented in figure 4. The relationship between tip
speed ratio and velocity ratio are given in figure 5, while figure 6
presents the variation Of fan thrust with forward speed.

Longitudinal aerodynamic characteristics at zero degrees angle of

attack with fans operating are presented in figure_ 7 through 20. Re-
sults are shown for a representative tip speed ratio range with the
forward fans operating (figure 7), all four fans operating (figures 8
through 18), and the aft llft-crulse fans operating (figures 19 and 20).
Model variables included exit louver deflection angles, llft-crulse fan
cascade deflection angles, wing traillng edge flap deflection, and
horlzontal tall off and on.

Variable angle of attack data are given in figures 21 through 30.

Power off results (fans not operating) are presented in figure 21;
next, results are shown wlth Just the llft-crulse fans operating
(figures 22 through 24); and finally, data with all four fans operating
are presented in figures 25 through 30.

Figures 31 through 34 present lateral-dlrectlonal characteristics

with fans operating. Results are shown for llft-crulse fan operation
(figure 31) and for all fans operating (figures 32 through 34). The
ex/t louver and cascade angle settings were those used as trim drag
points in figures 25 through 30.

Appevdix A lists, in tabulated form, the inlet pressure distribution

from a series of wall statics in the left cruise fan nacelle. Figure
2(c) shows the locatlon of the static taps. Results are given for an
angle of attack range from O" to 22 ° at three tip speed ratios.

Inlet total pressure distributions are presented in Appendix B for

the same conditions as those of Appendix A.
 REFERENCES

I. Dickinson, Stanley 0.; Hall, Leo P.; and Hodder, Brent K.:
Aerodynamic Characteristics of a Large-Scale V/STOL Transport
• Model with Tandem Lift Fans Mounted at Mid-Semlspan of the
Wing. NASA TN D-6234, 1971.

" 2. Hall, Leo P.; H1ckey, David H.; and Kirk, Jerry V.:
Aerodynamic Characteristics of a Large Scale V/STOL Transport
Model with Llft and Lift-Crulse Fans. NASA TN D-4092, 1967.

3. Cook, Woodrow L.; and Hlckey, David H.:

Comparison of Wind Tunnel and Flight Test Aerodynamic Data
in the Transition Flight Speed Range for Five V/STOL Aircraft.
NASA SP-116, 1966, pp. 447-467.

4. Kirk, Jerry V.; Hodder, Brent K.; and Hall, Leo P.:
Large Scale Wind Tunnel Investigation of a V/STOL Transport
" Model with Wing Mounted Lift Fans and Fuselage Mounted
Lift-Cruise Engines for Propulsion. NASA TN D-4233, 1967.

i
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(C) CL VS _1 6_ I 45 ° .

FLgure 7.- ContLnued.

 (a) C_ vs p, _r = 45°.

Figure 8.- The effe_C of tlp-speed _tlo on lon_itudinal

_ha_m_te_is_i_s; 4 fans, ev = 82 _, Call off.

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(a) CL vs _, 6f - 45 ° .

Figure 9.- The effect of tip-speed ratio on longitudinal

characteristics; 4 fans, ev - 71 °, tail off.
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(b) CD, Cm vs _, 6£., 45 °.

Figure 9.- Continued.

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(a) CL vs _, _ = 45 _.

Figure ii.- The effec_ of _ip-speed ra_io on longi_udinal

characteristics; 4 _ans, Ov = 55°, _ail o_f.
J
(c) CL vs _, 6f = O".

Figure 12.- Continued.

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' ,._, (b) CD, Cmvs _, _f = 45°.

Figure 13.- Continued.

 (c) CL vs _, 6f - 0".
• Figure 13.- Continued.

o,
(b) CD, Cm vs t_, 6f - 45°
Figure 14.- Continued.
 (c) C L vs p, 6f = 0 °.

Figure 14.- Continued.

"-.. _
 .: (a) CL vs _, 6f = 45 ° .
- Figure 15.- The effect of tlp-speed ratio on longitudinal
• ::, characteristics; 4 fans, ev = 20°, tall off.

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 (a) CL vs p, 6f = 45°.

Figure 16.- The effect of tip-speed ratio on longitudinal characteristics;

4 fans, 8v = 20°, tail on, it = 0°.
.. (c) CL vs U, _f " 0 °.

• Igure 16.- Continued.

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(d) CD, C= vs _, _f - 0°

Fisure 16.- Concluded.

#21
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(c) C L vs U, 6f -- 0 °.

Figure 18.- Continued.

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Figure 18.- Concluded.

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.f
 Figure 31.- The effect of tip-speed ratio on lateral-directional
characteristicswith llft-cruise fan operation; llft
fans covered, 8v 90°, tail off, _f " 0° 0°

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