Page 10 - Combined_26_OCR

orrected for Reynolds Number
All tunnel airfoil test data presented has been o
and roughness. The only major disagre ament o (1) I r . •7*I — theoretic ally expocted
■
effects and tunnel results are in the axial force coefficient curves and these
differences are probably explained by the variations in the airfoil section
tested from a true CLARK-Y.

iwo different flat plate vertical stabilizers, single large center fin and
twin outboard stabilizers, were tested, because the effects of both
stabilizers were virtually identical, only the twin vertical stabilizer
data has been plotted.

FUTURE STUDIES OF AERODYNAMIC CONTROL SURFACES

Although the aerodynamic eff&ts 01 the r ecommended control package are now
known, the interplay between driv er s- n onsion, weight distribution,
aerodynamics, etc., are not* known As result, future studies should
concentrate on actual track tests 4 3 o orov ide needed inputs and direction for futur
tunnel or. Proving ^rounds tests.

In addition, prior to the sale of any vehicles to the public with
recommended control package, the handling of the vehicle at expre tn sw sy ana
higher speeds should be determined. If these tests show extreme foil angle co
of attack to be detrimental, an owner’s guide should be published -p o warn
against tampering with the controls.

Future tunnel tests should be directed towards improving the aerodynamic
controls and determining interference effects.between the controls and the
vehicle. This approach could eventually lead to a valuable store ox knowled 0-i c>
to be used, in conjunction with theory to accurately predict control effects
without actual tests.

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