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INTRODUCTION
In April 1937, the worlds first turbojets independently
made their first runs in Britain and Germany (1). Just
four days before the outbreak of WWII, the worlds first
jet aircraft took flight (2). By the last year of the war, the
Germans were perhaps five years ahead of the allies in
aerodynamic technology. At the time of this article, some
65-years on, the conceptual and real designs of the early
German Jets continue capturing our imagination, as
evidenced by widespread literature and artwork thereof.
maximum speed of 870 km/hr to the Jumo 004 engine. Messerschmitt 163B
0.30 cN C/Cav
Nevertheless, in this section we validate the method for 0.20
p/h
0.00
-1.25 -1 -0.75 -0.5 -0.25 0 0.25 0.5 0.75 1 1.25
Looking Starboard
Plan View
We now progress from a planar wing to a cambered Flat-plate Incidence, deg Chord-weighted Drag Coefficient
o 8.2
0.050
wing with 10 twist, again tested with a body, but with 8.0
7.8
0.040
Dc C/Cav
0.030
only exposed wing loads measured. Again, the 7.6
7.4 0.020
calculation agrees well with the test data. A key point of 7.2 0.010
7.0 p/h 0.000 p/h
interest is the outboard upwash, whereby with the wing 6.8
-1.25 -1.00 -0.75 -0.50 -0.25 0.00 0.25 0.50 0.75 1.00 1.25
-0.010
-1.25 -1 -0.75 -0.5 -0.25 0 0.25 0.5 0.75 1 1.25
o o
root at 3 angle of attack, and the wingtips at -7 angle
Method Validation ~ Wing-body lift with body pressure taps
0.00
Tail Tail
0
Fin p/h Fin
-0.10 p/h
-0.1
-1.25 -1 -0.75 -0.5 -0.25 0 0.25 0.5 0.75 1 1.25 -1.2 -0.8 -0.4 0 0.4 0.8 1.2
Upwash (Normal to section), deg
1
Fin
Plan View 0
Wing
-1
Tail
-2 Forebody
-3
Looking Fwd p/h
c.g.
h -4
p p
-1.2 -0.8 -0.4 0 0.4 0.8 1.2
Section Profile Drag, cDp
0.015
0.010
Looking Starboard
a.c.
0.005
0.000
-1.2 -0.8 -0.4 0 0.4 0.8 1.2
Section Vortex Drag, cDv
Flat-plate Incidence, deg Chord-weighted Drag Coefficient 0.008
5
0.025 0.006
4 Wing cD C/Cav
0.020
3 0.004
Forebody 0.015
2 0.002
1
Tail 0.010
0
0 Fin p/h
0.005
p/h p/h
-1 0.000 -0.002
-1.25 -1.00 -0.75 -0.50 -0.25 0.00 0.25 0.50 0.75 1.00 1.25 -1.25 -1 -0.75 -0.5 -0.25 0 0.25 0.5 0.75 1 1.25 -1.2 -0.8 -0.4 0 0.4 0.8 1.2
Focke-Wulf Ta183, Cruise ~ Distribution of Lift and Drag Over the Forebody, Wing, and Empennage
Plan View
c.g.
Looking Fwd
p
Ho-iX / Go-229 a.c.
Looking Starboard
c.g.
GERMAN JET Three ~ Focke-Wulf Schwanzloser
The Schwanzloser represented a far-more practical Looking Fwd
British Avro Vulcan, the design of which followed in time Aerodynamic Loads in Cruise ~ Blohm & Voss P.209A
the Schwanzloser by only two years, will immediately
note strong similarities in the configuration overall.
Mario Merino
Plan View
Looking Fwd
h
Blohm & Voss P.209 in Action
p
GERMAN JET Five ~ Junkers EF.128
The Junkers EF128 was characterized by a prominent Looking Starboard
pair of finlets and ventral fin, together ensuring a stable
gun platform. Also of interest is the inlet boundary layer
bleed, discharged from the aft step behind the canopy. 6
Flat-plate Incidence, deg 0.030
Chord-weighted Drag Coefficient
4 cD C/Cav
0.020
2
0
0.010
-2
p/h p/h
-4 0.000
-1.25 -1.00 -0.75 -0.50 -0.25 0.00 0.25 0.50 0.75 1.00 1.25 -1.25 -1 -0.75 -0.5 -0.25 0 0.25 0.5 0.75 1 1.25
Junkers EF.128
Heinkel P.1078
Junkers EF.128 in Action
Messerschmitt Ente
APPENDIX
-0.002 cl o/cL
Figure A-1, based on test data from NACA reports -0.004
(TN703, TN1468, TN1581, TN1671, TN 2445, RM
A6K15), correlates the yawing moment coefficient with -0.006
l
lift, sweep, and aspect ratio for isolated, planar wings A>=5, Tapered or Rounded
-0.008
(untwisted with no dihedral). Interestingly, even a planar A>=5, Constant Chord
rectangular wing is somewhat stable in yaw, but for any -0.010 A=3.5, Tapered
wing without dihedral, yaw stability requires lift in the A=2.6, Taper=1/4;1/2;1
vicinity of the wingtips. This was shown by Albert Betz, -0.012
A=1.6, Constant Chord
among the first to investigate the yaw stability of isolated Quarter-chord Sweep, deg
-0.014
wings. Here, yaw stability vanishes at zero lift because -40 -30 -20 -10 0 10 20 30 40 50 60
the differential forces which provide yaw stabilization Figure A-2 Empirical Correlation, Isolated Wing Rolling Moment
originate from induced drag. Thus, if a planar wing
develops no lift, or if the tip regions of a twisted wing
develop no lift, then the wing will be neutral in yaw. ABOUT THE AUTHOR
Indeed, the restoring yawing moment is proportional to Phil Barnes has a Master of Engineering degree from
the square of wing (or tip-local) lift coefficient. Sweep, Cal Poly Pomona and has recently celebrated 30-years
particularly when combined with low aspect ratio, with a major aircraft manufacturer where he is
provides a significant increase in the yaw stability of an responsible for air vehicle and subsystem performance
isolated wing. Based on limited data, it appears that analysis. He is the author of landmark studies of
forward sweep yields near-neutral or slightly-negative dynamic soaring and regenerative-electric flight, both
yaw stability, whereby dihedral becomes essential found at www.HowFliesTheAlbatross.com
unless active yaw stability is to be provided.