REPORT No. 648 DESIGN CHARTS FOR PREDICTING DOWNWASH ANGLES AND WAKE CHARACTERISTI¢ BEHIND PLAIN AND FLAPPED WINGS By Aue Suvansraiw and 8. Karzorr SUMMARY Equations and design charts are given for predicting the downwash angles and the wake characteristice for power-off conditions behind plain and flapped wings of the types used in modern design practice. ‘The downwash charts cover the eases of elliptical wings and winge of taper ratios 1, 2, 8, and 6, with aspect ratios of 6, 9, and 12, having flaps covering 0, 40, 70, and 100 percent of the span. Curves of the span load distributions for all these cases are included. Data on the lft and the drag of Happed airfoil sections and curces for finding the contribu tion of the flap to the total wing lift for different fypes of flap and jor the entire sange of flap epans are also included. ‘The wake width and the distribution of dynamic preeeure ‘cross the wake are given in terme of the profile-drag co- eGicient and the distance behind the wing. A method of estimating the wake pocition ia aleo given. ‘The equations and the charts are based on theory that ‘has been shown én a previous report to be in agreement with experiment, INTRODUCTION Ine recent paper (reference 1) methods ere developed for predicting downwesh angles and wake characteristics for power-off conditions behind eirfoils of known span loading. ‘The celeulation of downwash involves several simplifying assumptions that are shown to be justified. Wake characteristics aro given by empirical expressions derived from experimental data and ere in agreement with available theory. In order to make the methods of reference 1 readily applicable for design purposes, charts have been pre- pared covering the range of modem design practice. ‘These charts are given in the present paper. Included are curves of the lift and the drag of flapped airfoil sec- tions and charts for finding the contributions of the different types of flap to the total wing lift. Informe- tion is also presented for determining the position of the wake, its width, and the distribution of dynamic Pressure across it. ‘The downwash charts aro for elliptical wings and for wings of taper ratios 1, 2, 3, and 5, with aspect ratios of 6, 9, and 12, having feps covering 0, 40, 70, and 100 percent of the span. ‘The explanatory text accompany- ing the charts is sufficiently complete to permit their use without study of reference 1. SYMBOLS Or, lift coefficient. Grp, lift coefficient at particular angle of attack, flaps up. , increase of lift coefficient, at the same angle of attack, upon deflecting the fap. 1, section lift coofficient. ‘cs, increment of section lift coefficient corresponding to a fiap defleotion (two-dimensional). %, section profile-drag coefficient. 6, swing chord. & flap chord. #, wing epan. by flap span. S, wing area. +, longitudinal distance from quarter-chord point, 1, leteral distance from symmetry plan 2, vertical distance from quarter-chord point. 2, vortex semispen, in wing semispans, T, vortex strength. ‘v, induced vertical velocity. 9, downwash factor. «, downwash angle. A, downward displacement, measured normal to the relative wind, of the centerline of the wake and the treiling vortex sheet from its origin at the trailing edge. 1m, vertical distance of the elevator hinge axis from the wake origin, measured perpendicular to the relative wind, & distance behind the trailing edge. 5, wake helf-width, ¥', verticel distance from wake center line. 1, loss in dynamic pressure at wake center, fraction of free-stream dynamic pressure g. 17, loss in dynamic pressure, fraction of free-stream. dynamic pressure ¢. &, correction for locating wake origin. &,, Bap angle. 107108 Résumé OF THEORY Downwash, plain wings.—The downwash behind « wing is mainly e function of the wing loading and is a manifestation of the associated vortex system. This vortex system comprises the bound, or lifting, vortex considered localized at the quarter-chord line and the vortex sheet that is shed from the trailing edge. If the strength of the bound vortex at distance s from tho airfoil center is P, the vorticity per unit spanwise length in the sheet as it leaves the trailing edge is —dr/ds. ‘A first approximation to the downwash is obtained by assuming the sheot to originate at the quarter-chord line and to extend unchanged indefinitely downstream, the vortex system thereby consisting of elementary U-vortices (or horseshoo vortices) of somispan # and strength —(dP/ds)ds to which the Biot-Savart equation is applicable. The actual sheet, however, does not extend uneltered from the lifting line to infinity be- couse, as a result of tho sir motions that the vortex system itself creates, it is rapidly displaced downward and deformed. For purposes of calculation of the downwash angle at the tail, a satisfactory second approximation is ob- tained by neglecting the deformation end considering the entire sheet to be uniformly displaced downward by an amount equal to the displacement of the center of the sheet near the teil. ‘This displacement, further- ‘more, ean be readily calculated since the sheet follows the downflow which, with reasonable accuracy, may be taken as that given by tho first approximation. Inas- much as the downwash depends to a predominant extent, ‘on tho trailing vortex sheet, a vertical displacement of the sheet causes « vertical displacement of the entire downwash pattern by the same amount ‘The strength of the vortex system is proportional to G,; hence, the downwash angle « and tho displacement, 1 must also be proportional to C;. At higher lifts, however, there aro threo disturbing effects, all of which tend to increase the downwash above the sheet and to decrease it below. ‘These factors are: (1) The effect of the strong tip vortices that, owing to the curvature of the sheet, are above the center; (2) the effect of the bound vortex thet, owing to the downward displace- ment of the sheet relative to it, similarly contributes more to the downwash above then below it; and (3) the flow of air into the wake, which is coincident with the trailing vortex sheet. Downwash, flapped wings.—The effect of a flap on the downwash depends upon its effect on the span load distribution, The change in loading upon lowering = given flap is nearly independent of the angle of attack, and tho ebsolute chango in tho lift coofficent at any section ¢; is approximately proportional to the total increase in the wing lift coefficient C,,, ‘The resultant Jonding and vortex systems being the sums of those of ‘the plain wing and of the flap, the resultant downwash REPORT NO. 6i8—NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS is the sum of that due to the plain wing at the given attitude and thet due to tho flap. ‘The component due to the flap is proportional to C,,. ‘The vortex- sheot origin lies between the trailing edges of the plain ‘wing and of the flap. Its vertical displacement is, like the downwash, the sum of that due to the plain wing and that duo to the fap. ‘For wings with flaps, increased importance attaches to tho three disturbing effects mentioned for plain wings. ‘Tho wake, in particular, requires consideration whore high-drag flaps are used. ‘The wake—The wake is characterized by a loss in total pressure, the deficiency being a maximum atits cen- ter and decreasing to zero at a fairly well-defined wake edge. Its center line coincides with that of the trailing vortex sheet: On account of turbulent mixing with tho surrounding eir, the maximum totel-pressure loss docreases with distance downstream, whereas the width, of the wake increases. ‘The integrated loss in total pressure across the weke remains nearly constant and is proportional to the profile drag of the wing section from ‘which the wake was shed. DOWNWASH CHARTS Plan forms.—The downwash charts of figures 1 to 16 contain four groups of diagrams. In the first column of each chart aro shown tho plan forms of the wings for which the computations were made. Consistent ‘with the assumption made in the celeulations that there is no sweepback of the lifting line, the quarter-chord line is drawn perpendicular to the center line in every case. The tips ere shown rounded for a spanwise distance equal to the tip chord, as was done in refer~ ence 2, Although the flep chord is shown as 20 per- cent of the wing chord, the actual value of ce is immaterial as long as it is constant over the entire span of the flap. In actuel practice, this condition is not | always maintained. As long as the variation of ec remains within the usual limita, however, this source of error is of secondary importance. Span load distributions.—The span load distributions ave shown in the second column of each figure, The distribution for the plain wing wes obtained from reference 2, ‘The distributions for the fap conditions were computed by the Lots method (reference 3). Jn the computations, the Fourier coefficients for the chord distribution were found by Pearson’s system (reference 4) and the Fourier coefficients for the angle distribution were found by the usual method of integra- tion, ‘Ten terms of the series for the I were derived, which are adequate to give the shape of the loading curve except neer the flap tip, where a reeson- able number of terms does not suffice to give the shape accurately. The curves ate therefore more or less | erbitrerily drawn in this region, the main condition | being that the slope be infinite at the position of the flap tip.a oof Pa a a $ ae a L________",, Dicance behind t-cherd port percent 20} sa 2 eon 2 eo 20,4 10 3 semispe § z- oom &, perce 2 a a | 290-60 G0 700-120. 40-160 ! ‘Somispan ; 3” aistonce’ ahind I/4-chord point i : Sete emispon i 4 So, t $ yo fells : bo : a oe 020 40 60 80 M0 Distance tron &, percent Semapan 9G 40- 00 86-700 ~1e0 740780 ‘Distance Behind i/4-chord pont, percent Senigpon % ao 100, 120-140 60 Distance beret! a-thord pont portent seaispon 0 3040-80-30 100 Distonce tram &, percent Semspar Vertical distance from i gz Verticol oisplacement of woke & 8 a a 20} > [20406089 “700120 Ta 760 Distance behind i[4-chord point, percent oe = z Semizparn 90 30700120 740160 atone Debi I 4-chord port, ‘semispon rave Dale hr wig had cin, erratic, ere sf, Phin it 0 a 38 oe: ip 1 Sh | SOMUSTEELOVUVHO TUVA ANY SHIONY HSVANAOG ONILOIGGUd HOI SLUVHO NOISAT 60r8 a 2 ee, wo L Elo ene tat 1, 6 ale aire an petit LLL TT LY anit caine y er pit pactont © +: seme Distorce from &, percent = remmpon a a Ta a ret tron, } Eos ea semgpan |S Distance behind I/4-chord point, : i sti lies : i 4 3 : 1 | 5 Yoo } . ; : | See ac & x Cala + Sel - LBD ied ae, | tae rao hat ES Kinet oaks hone roel parce © of ae obra Gon periore™ & | sone Bastien he term asf aces baie 8 . 2 3 Bed 3 FSH «0 zl 20] + SEE 40" 60 700 720 mo Wo *| Bosonce bela 1S pore oth persone Semiepan a a 7 gy Neaksi-sis ae lStonoe rom, percent tice Sein Ya eoord Soot . “percent semnispon ‘Miovrs 2-~Dasg charts sown an Strain, devas pct, ant downenth xg, Plain wing, 64D Ad O79 Sa; Chad Ci 0 ee, eet ale 8 760 eo 730 Orr SOLLAVNONSY UOS FILLIWNOO AUOSIAGY TYNOLLVN—SH0 ‘ON LUOeTU60} al 8 60 2040-80800 120140 “760 ee ..Lr—~——.—L—.C_.C i ic cre Sek - faccard pelh percent” Psi Sena 95 ao bo 700-720 O00 Distance behind I14-shord part “percent semispan rest Tl = 24066-30100 —Ta AO 760 2 gs bistance trom &, percent tance be el erent Tron, oon ee Se Bistonee behind i/4-| i i 4 iota a « Seo 30, 40-66, E eo ey eo i tT) sioee bahia f4-cbard! pa, percent : soon ee Seni eo ee Bee Henly aon ea 3 ‘percent semispan 8 3 $ ; 3 Fe0 = 3 | Semispar aiStonee fron €, percent e FF a Distance boning Y4-chord port “percent semispan loves t2—Drsen ears boring oad dstubuton,dowsvath Aupaeent, and downmash angen Pai wag, 4 and O70 Dae: Cx and iy LO tape, Bape a 1. 70 wo 70 oct SOMLAVNOWAY YOU AALLINWOD AWOSTAGY IVNOLLYN—8¥9 ‘ON LXOSTEo =fee| g gle Distance from &, percent Semisnah 9 3 - | aiStonce from &, percent Verhco! displocenent of woke & from woke origin, percent semisnon 40-808" “700120 740160180 Dislonce behind l/4-chord polnk, percent Semispon 45-85-85 7001200180 Distance Bening I[4-chord poinh, percent 20 40 60 Distance trom £, percent ‘Semiopan 204060 aistence from &, percent Lonipor 700 distonce fron &, percent om =z Fee 20| im 40-26 700" “725-40 750, Distance benund l/4-ehord point, percent Semispon lon ale a [0 6020-100 “720 40 760 istence behind I/4-cherd paint, “percent slmigpan 8 8 chard point; percent semispan e Go 60801001200 760 Distence behind I/4-chord pot erent semispan 8 Vertical ctstance from i 8 20} weap ae sy, fe ratte hastens et ‘Marna ih —Desen cst showing ln isbn, dowuwashdplaeman, und owas mags, Phin wie, QD and O76 flaps Ce ad Cp alte amet at, 8. SOLMSIUSLOVUVHO BVM CNY SHIDNY BSVANAOG ONILOIGUd UOE SLUVHO NDISTG Tat38 0 20 40 60 80 100 42] - § distnce Pon € pertent 9 ~-25--a5 “e055 Too i | ale Pon Eoe ee | | ists fapagereent : i ae 2 5 “percent semispan Pt ; : : : 3 £ : : : i Cr § } & g JLCOOBSEE { SoS 1 iO Cbs Fag E pattanr Fy + OT Distance bind |4-thord par Sepak : 1, Stems pea Caiper : ; 8 8 u 3 eo Bo a Ha SEE ! 205 05-2 HOTT aa 2a ; 2 , ‘btee achnd [Y-chare pot, poreent 5 vittene ton fe pertont W600 SemBean f | somo ites ran percent fete eel ‘distor behind 4-dhord poi porter Senigpan ‘hoone H.—Desgn carts showing lad desis, doweath Aplsement, ad dowswash ange Pho wing, 04D and O78 ane Cx nd Ch 1.0 eget a, 8. er SOILAVNOWSY YOL ATLUINWOO AUOSTAGY TVNOLLVN—8H9 ON LUOaTEol 0 a z = 3 Lt ri 3 3 He 2a re a § Beterde patina /tchord pobit percent” ¢ 20 271 ya nord ont i a5 ! Semapob a : Le a : Distance behind Ila chord point ' y settee aon ; / i te att 3 i 3 He a : ge FEE] $1 F 2 ae Bo 100" 120" 740760 Ze Lae Cry § Batente netine [enor port percent ae seme ° #6080 00 § — 95 60-36" 100,120 HOO Distonce fom’, portent 3 | aitnce benint is drard pant semspan g & “sonal sankpan Po a 3 2 3 Bed g — i EERE ae) Wz 20 ‘Bild 120 140 TR 20} 2040 60 60 ito Borate vehi renard pobih percent rt a ea Semis eer seth Delores rom € parent eke Sod Semispon Distence benint }4-chord porn “percent samipan ‘oven i-—Diclen arlasbowig led aati, downs diohsroest, ad domrvarh aoc. lan wing, O4b and G7) Map; Ox and iy 10; pet ape at, 12 SOMSIMELOVEVEO SHVAN GNY SHIONY HSVANAOG ONILOIGSYd YO SIUVHO NOISTT eer124 Undisplaced downwash-contour charts—The down- wash-contour cherts shown in the fourth column are drawn for C,,=1.0 and C,, For other lift coef ficients, the downwash angles can be obtained by multiplying the angles on the contour charts by the particular values of O;, or C,,, In the derivation of these charts, the trailing vortex sheet was assumed to start at the quarter-chord line and to extend unchanged indefinitely downstream. As already explained, the vortex system is thereby assumed to be made up of U-vortices of strength —(4T/de)ds, where I is the strength of the bound vortex. The downflow velocity at a point (2, 2) in the symmetry plane is given by the equation -—a he Lnsaleetae ee In tho actual computation, the indicated integration was replaced by a summation, i. e., the smooth span load distributions were approximated by stepwise distributions of 5 to 7 steps, eo thet equation (1) was effectively replaced by w= FDP Lae where (APs is the rise of the nth step and ¢s is the corresponding somispan. Figure 16 illustrates the substitution of a stepwiso distribution for a continuous 1), 4 tinea] © REPORT NO. 648 NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS C.,=1.0 and C;/=1.0. For other lift coefficients, dis- placements are obtained by multiplying the values on the charts by the particular values of C., oF Cr, Origin of the trailing vortex sheet—For a plain wing, tho sheet is considered to be shed et tho trailing edge. For « wing with a flap, the origin is be- tween the trailing edges of the flap and the wing, 3 yt 4 span load distribution, Curves of the function sp fie ey ec aarti) tea] were found useful in these computations. reproduced in figure 17. ‘The longitudinal component of the induced flow generally being negligible compared with the free- stream velocity V, it follows thet the tangent of the downwash angle is very nearly w/V. The downwash- contour charts have been constructed on this basis; only half of exch chart is chown, for the axis is a line They are of symmetry when the longitudinal components of the | induced velocities are neglected. Displacement of the center line—The downwash- contour charts just, described. require a vertical dis- placement, as hes already been mentioned, because the trailing vortex sheot undergoes downward displacement as it proceeds downstream. ‘The downward displece- ment is given by the equation ha [7 taneds ne. ‘The curves shown in the third column of figures 1 to 18 are plots of this integral as a function of z, for @ o 70 24 % z Distance frm centerline, senispan ‘oon Rs of he shat fe Ueto th etal vores sn Cyne, ee the distance below the trailing edge of the wing, in semispans, being given by the formule (6112) sin be Ny seth © which is based on the available experimental data. ‘The factor i is given in figure 18. Contribution of the flap to the total lit—Vigure 19 shows the theoretical contribution of the flap to the ‘wing lift coeBicient. The values of C,,/Ae, were derived incidental to the computations of span loed distribu- tion, coming directly out of the first term of the Fourier series. for the loading. It must be noted that they correspond, as do the spen load distributions them- selves, to flaps of uniform ye or, stated differently, to flaps of uniform ac,. Where Ao; is not uniform, an average Ao; weighted according to chord will usually be tisfactory.DESIGN CHARTS FOR PREDICTING DOWNWASH ANGLES AND WAKE CHARACTERISTICS 125 cI - @ a ry 4 a Se }—+—| 4 | BES EH | L\ it ‘| ele] glu g i 5 mS iLA I pil |. 27] Se = 7 —— aa a [ a e (ty / = [- (>. \z=0| ECR a a a a 2a Ba U-verton santgos 8 Foo curvt fh ¢ ttn ass feund 2-04 CD EWGA (EOS (DELS aR Beth 08 Curves of Ac;—In order to facilitate the application L of the curves of figure 19, data are presented in figure 20 for the increment of section lift coefficient Ac; obtained of by deflecting the various fips, It must be noted that these increments are section characteristics and give * the increase in lift coefficient when the flep is lowered in a two-dimensional flow. The data were obtained mainly from N. A. C. A. results and from reference 5. No at- tempt has been made here to give a complete presente- tion of the lift increments due to flaps. The date given ‘a 3a 700 a Floo detiection: by deg. ‘loves 18—Cuveof the btr fr letng to wake vee wigs wih fap, oma2—40—10 are best applicable at ebout 3° to 4° below maximum lift; however, they apply with reasonable accuracy at lower angles, for the increments ere nearly constant126 over the entire useful range. The coefficients for the 0.200 external-sirfoil flap are based on the combined chord of the wing and flap; those for the 0.26 Fowler T T levi tic | [etiorice al Ener L 2 o aoe Flee opens tf Frooae iit newts ise wth partabous fap) Ant.) Amd ‘oan flap are based on the chord of the plain wing. In the case of the Fowler fap, simply extending the flap, with 4,=0°, inorensos the lift coefficient by about 26 percent, because the effective chord is increased by this amount. Accordingly, the total increment in lift coefficient on extending the flap is 26 percent of the lift coafficient, REPORT NO. 648 —NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS for the plain wing at the particular angle of atteck, tho further increment given in figure 20 for the particu lar by. ‘Variation of downwash across the tail span—The discussion thus far hes been concemed with the calcula ua rap 9 7 Increase in section lit coetticlent, Be; 0 oy Chara a Rappad Rs beds ee, agen Socom eto teeta Sa, | tion of the downwash in tho plane of symmetry and it, | has been tacitly implied that the downwash so derived applies over the entire tail span. In order to investi- gate the error thereby involved, calculations of down- wash ware made for points on. the vortex sheet, 0.75 6/2 back from the quarter-chord line, which is approxi- ‘mately the usual longitudinal position of the tail. The calculations showed that, for some cases, considerable difference exists between the downwash at the center of the tail and the average downwash over the tail.DESIGN CHARTS FOR PREDICTING DOWNWASH ANGLES AND WAKE CHARACTERISTICS 127 Tape Pats, n a 104 ] co} eT eich Ei. << eu. .s6} 2 z 5 ae 3 ae ¥ wie 2 2| 3 Plein airfoil a 26) T Mm 1 Q Et. ae ae aL ale Et 3 2 z 5 2 $ ieee 2 100 'Airfoll with 0-percent-soan toe 1 a T em tad = = En _ 3 = 2 a6 a9 2 ae A 3: s2| | g- [Airtor, witm To-percant onan fle] 7 eee eee eee Tce Oe re ee ee Toit goon Wing sear ‘lovee 2t-—Conetin ts ain twa sr 8 al on fos 28 ‘Tho correction factors have been plotted in figure 21 | ing edge, or wake origin. Consider m to be negative if for all cases. the hinge axis lies below the trailing edge. 2. Find the downward displacement h of the wake eee eee center line at distance 2 from the querter-chord point Downwash, plain wings.—The downwash at the tail | by multiplying the value at distance = on the corre- of an airplane with a wing having neither twistnor aflap | spoading displacement chart by the lift coefficient C,. is obtained from the charts given in figures 1 to 15 in| 3, Locate the point (2, |m-+h)) on the downvrash- the following manner: contour chart! and multiply the corresponding down- 1. For each angle of attack under consideration, find | ws aurora can ber apl at “ta! dtanne the longitudinal distance x of the clevator-hinge axis | gum ths ata although, axrapoodin tothtaelndot drtetios afte chats, he from the quarter-chord point of the root soction. and | sata mais & ubext "ror acc fo the chord pala” ft the vertical distance m of the hinge axis from the trail- | uum © pre ane tn dniusent Co128 ‘wash angle by the lift coefficient and by the correction factor of figure 21. Downwash, flapped wings—For on airplane with fiaps down, it is first necessary to separate the lift co- efficient into two parts. The part Cy, is the lift coeffi ciont at the particular angle of attack, with flaps up. ‘The part C;, is the increase, at the particular angle of attack, on lowering the flap; it may bo obtained by the use of figures 19 and 20. Derivation of the downwash proceeds in the following manner: 1. Find the longitudinal distance 2 of the hinge axis, from the quarter-chord. point of the root section, and the vertical distance m of the hinge axis from the wake origin. The wake origin in this case is not the trailing ‘edge but a point below the trailing edge, as previously explained. (Géo equation (4).) 2, Find the contribution fi of the plain wing to the downward displacement of the wake center line at dis- ‘ance 2 from the quarter-chord point by multiplying the value on the corresponding displacement chart (plain wing), at distance , by Cry. 3. Find the contribution fy of the flap to the down- ward displacement by multiplying the value on the corresponding displacement chart (flap), at distance z, by Grp 4, Locate the point (z, |m-+Ji+hs}) on the contour charts for the plain wing and for the flap; multiply the corresponding downwash angles, respectively, by CL, and C;, and by the correction factors of figure 21 and ‘add in order to get the desired downwash. This procedure completes the computation of the downwesh, except for the wake effect, which increases the downwash above the wake center line and decreases the downwash below it. ‘The amount of this correction will be discussed in the next section. There are two other reasons, previously mentioned, for making still further corrections, seldom exceeding 0.6%, positive above the wake and negative below it. Interference of the fuselage, the nacelles, and the wing-fuselage junc- ‘tures is only partly predictable; however, for the modern irplane with efficient wing-fuselage junctures and streamline fuselages, it is likely to be of small im- portance. 7 For wings or for flap spans other than those covered by the charts, a linear interpolation is usually permis- sible. For a wing with appreciable eerodynamic twist, the downwash due to the twist will have to be computed from the span load distribution at C,=0 and applied as an additive correction. Dihedral and sweepback may be neglected. WAKE CHARTS AND FORMULAS ‘The center line of the wake coincides with the center line of the trailing vortex sheet; henca no new data are REPORT NO. 648-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS required for locating it, ‘The wake half-width, chord lengths, is given by the formula $=0.68e4)4(8-+0.15) in which £ is in chord lengths, 1 will be noted that the unit of length in this and the other wake equations is the chord rather then the semispan. Curves of this equation are plotted in figure 22 for different values of the parameter ¢4, ©) on 7 2 | bs | 2 g ; We 4 |] € | 05, § {1 ® | « 1 = r Z $ Distance from T.E, € ;chord lengths rocms 2M arn wok Win en tes oe tao. Potamyeeaan ‘The maximum loss of dynamic pressure in the wake occurs at the wake center and its value » is given by the formula 22eui4 HOS © Curves of this equation are plotted in figure 23 for dif- ferent values of the parameter ¢4, The distribution of dynamic pressure within the wake is given by the equa- tion @) which is plotted in Sgure 24. ‘The effect of the wake on the downwash in and neer it is nogligible for low profle-drag coefficients as, for example, in the case of plain wings at low angles of attack. ‘It must, however, be taken into account for wings with high-drag flaps and it may be approximatelyDESIGN CHARTS FOR PREDICTING DOWNWASH ANGLES AND WAKE CHARACTERISTICS computed for such cases, as explained in reference 1. Results of some of these computations are shown in TI . | \\ \\\ 129 diminishes with distance from the wake; for points only 1a short distance outside the wake @. e., for the most usual tail positions), however, itis nearly equal to that Gistarce tati trting mck: € ard ing 2| i 7 i a : h } \ Ht Sol | L Profile-cirog ‘coefficient, Gia en { 12 TY | A a [> o T 3 f = F 4 | Distonce trom wake Genter line, # chord fargth (easton upper ee ot te wats, Yo] | Minin ‘uaa Tab eft on oEvash, The Been seq, ut opp seo, a= ‘Wow i essa J 4 tT pop POR L2/| | at the wake edge near it. Figure 25 (b) shows some t > Distorce from TE, € chord lengtha ‘Froous 2.—Reation Detwan mast of yaar roma fa tha ake 48d “Guach wag os o “ar ogee 2 + 7 & ‘oo Van tran pen ei ae f<(GF) figure 25. Figure 25 (a) shows the computed effect, at the upper edge of the wake for three distances behind the trailing edge; at the lower edge of the wake, itis the same in magnitude but opposite in sign. The effect typicel variations of the effect within the wake. In order to facilitate the application of the preceding equations, which involve ¢, some section profile-drag Fiap type \ Je Airfoil thickness Taian 26 tp sites 3| 1 Siteteititen' 8 2 ae 70 20 a Flop ongle, 6; .deg. ‘roves 2—Seeton pot dag ett eet Bape coefficients for the different flaps aro presented in figure 26, ‘These date apply particularly in the higher lift range, about 3° to 4° below the stall. They were col- lected mainly from N. A. C, A. results and from roference 5.130 EXAMPLE OF APPLICATION TO DESIGN For purposes of illustration, some specimen ealeula- tions will be made for @ midwing monoplane (6g. 27) ‘The wing is of aspect ratio 9, taper ratio 3:1, and has split sp of 0.708 span and 0.20¢ chord. ‘This case covered by figure 8. The tail span is 0.8. ‘The case of the airplane with flaps up will be con- sidered first. Ié will be assumed that, when the air- plane is operating at the attitude shown in figure 27 (a), o map. @) Map dove. {9 Pip dw, tlt sh wae ‘acan 2-vattie th epee etalon of owas 3 ea. the lift coefficient G, is 0.9. ‘Tho steps outlined under Methods of Application are as follows 1. 2=0.68 0/2. m=~0.01 B/2. 2. ‘The downward displacement of the trailing vortex sheot at 20.68 8/2 is, for C,=1.0, 0.05 4/2, so that h=0.9X0.05=0.045 B/2 3. Reference to the downwash-contour chart shows that the downwash at point (c, jm-+i)), or (0.68, 0.04), for O,=1.0 is 5.6°. Multiplying by 0, (0.9) and by the correction factor of figure 21 (0.95) gives, for the downwash, 9X0.95X6.6=4.8° ‘The center of the wake passes m-+h semispans below the hinge axis, as shown, and its half-width ¢ at this point is obtained from the section profile-drag coefficient {assume ¢,,=0.015) and the distance behind the treiling edge (£1.29), where ¢ may be taken as the root chord. By equation (5) or figure 22, $=50.68X0.0154X1.4464=0.1 chord REPORT NO:@43—NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS ‘The edges of the wake are showo in the figure. The tail lies outside the wake and, inasmuch os the wake is too slight to affect the downwash, it requires no further consideration. ‘The airplane at the same attitude, with flap down, 60°, is shown in figure 27(b). From figure 20, ‘cy is seen to be 1.18 (assuming the wing thickness to be 0.120); from figure 19, Cy,/Acs is 0.67, £0 thet Qs = 0.76. ‘The contribution of the plain wing, Ory is 0.9 before, since the angle of attack is the same. The steps outlined in Methods of Application are as follows: , a8 indicated by equation (4) (The wake origi fo (Ole) sin 60° 0.016 and figure 18, is Oe) Sere eOore spans below the wing trailing edge, at the location shown. For this wing, 5/2=3e.) 2, The contribution hy of the plain wing to the downward displacement is the samo as before: y= 0.045 8/2. 8. For the fisp contribution, the chart shows that, semi- for Cr,=1.0 and 2=0.08 8/2, the displacement is 0.07 b/2. iy==0.76X0.07=0.058 b/2. 42°The point (2, m-hithy) is thus (0.68, 0.12). Reference to the downwash-contour chart for | the plain wing and to figure 21 shows that the plain-wing contribution to the downwash at this point is ¢=0.9X0.05X5.0=4.3°. Sim- ilarly, the flap contribution to the downwash a wake correction should be applied, as de- rived in the next paragraph. ‘The center of the wako in this case passes m-li-+ ha=0.12 6/2 or 0.86¢ below the hinge axis, as shown. Figure 26 gives cz,=0.17 and, with £=1.20¢ as before, figure 22 or equation (6) gives the wake half-width: f= 0.68X0.17"X 1.440.846 ‘The edges of the wake are shown in the figure. ‘There is no effect on the dynamic pressure at the tail, for it lies outside the wake. ‘The increase in downwash at the ‘upper edge is found from figure 25 to be 1.°. The effect at the tail, which is only a small distance from the ‘edge, may be considered to be the same. ‘The down- wash is thus 0.2-+1.5=10.7°, Tf the relative positions of the wing and tail aro such, that the tail lies within the wake, as is shown for exam- ple in figure 27 (c), the average loss of dynamic pressure atthe tail is also required. ‘The loss at the hinge axis, may be used for this value although the average over the tail surface may be somewhat different.DESIGN CHARTS FOR PREDICTING DOWNWASH ANGLES AND WAKE CHARACTERISTICS 181 2.420.174 ‘The computation of the downwash proceeds es before: 08 5/2 0.13 6/2 0.045 5/2 ‘y=0.058 b/2 9X0.95X5. 40.94 X0.76X7.8: ertq=10.5°, which is the downwash uncor- rected for wake effect. ‘The wake effect at the hinge axis is seen, by interpo- lating between the two curves of figure 26(b), to be ‘about 1.6°, which must now be subiracted from the pre- ceding velue, for the teil lies below the wake center. ‘The corrected downwash is 10.5—1.6=8.9°. ‘The computation of the dynamio pressure at this point is as follows: 206 17 0.846 ay nee =0.00e © .68, from figure 23 or 68, from figure 24 or equation (7). ‘The dynamic pressure at this point is 1—y’, or 0.47g. Laxouer Mrmonsat AnRoNAvzicat LAponatony, ‘Narronat Apvisony Coxanrrres ron Arnonamics, Laxouer Freuo, Va., July 14, 1988. REFERENCES 1, Silverstein, Abe, Katzoff, 8, and Bullivant, W. Kenneth: ‘Dowawesh and Wake Behind Plain and Flapped Alrfols, TR. No. O51, N. A. C. A, 1989. 2, Anderson, Raymond F: Determination of the Characteristics, of Tapered Wings. ‘T. R. No. 872, N. A. C. A., 1086. 8, Lots, Irmgard: Bereshnung der Auftriebavertellung beliebig, geformier Fitgsl. Z, F. M., 22. Jahre, 7. Heft, 14. April 1931, 8. 188-105. 4 Pearson, H. A.: Span Loud Distribution for Tapered Wings ‘with PartialSpan Flaps. T. R. No. $85, N. A. C. A. 1997. 5, Clark, K. W, and Kirkby, F. W.: Wind Tuunel Tests of the Characteristics of Wing Flaps and Their Wakes. R. & M, No, 1698, British A. R. C., 1986.