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THE HIGH SPEED
FRONTIER
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- Chapter 2: The High-Speed
Airfoil Program
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- "SUPERCRITICAL" AIRFOILS
(1957-1978)
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- [55] In the late
fifties, the first American jet transports became operational and
the first concepts for supersonic transports began to appear.
Langley aerodynamics researchers tended to regard the subsonic jet
transport as a perfected accomplishment and devoted themselves to
the problems of the supersonic concepts. Stack, and his successor
after 1961, L. K. Loftin, Jr., strongly supported work on the
first Mach 3 supersonic transport (SST) designs which emerged
during this period. The British and French also became deeply
involved at this time in the developments which led to the
Concorde. Unlike NACA and NASA, however, they maintained a
continuing program of high-speed airfoil research applicable to
subsonic swept-wing aircraft (ref. 71). The cruising speeds of the more advanced subsonic
jet transports were limited by the drag rise of the wing which
started to occur in the vicinity of the critical Mach number, and
Pearcey of the National Physical Laboratory undertook a study
aimed at improving supercritical drag characteristics. He showed
in 1962 (ref. 67) that the conditions for shock-free recompression
previously suggested by Sinnott and others could be realized in
airfoils whose curvature decreased abruptly downstream from the
leading edge. For these airfoils a limited region of smooth
isentropic recompression existed ahead of the terminal shock at
supercritical speeds. Thus the shock which eventually occurred was
weaker and the shock-induced drag rise was delayed by perhaps 0.03
in Mach number as compared to cases where there was no
recompression. It was also apparent from experimental experience
that this effect is present naturally to some degree for the
thinner sections previously tested in which the critical Mach
number could frequently be exceeded by as much as 0.2 without
shock stall. Derivatives of the Pearcey sections were used on such
second-generation jet aircraft as the 747, DC-10, and the A-300.
Noting Pearcey's work, G. S. Schairer of Boeing suggested in his
1964 Wright Brothers Lecture [56] that additional
research to evolve optimum airfoil shapes "when shocks are present
would be timely."
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- One of the principal Langley investigators
caught up in the SST program was Richard T. Whitcomb. He had
evolved a configuration which enjoyed a higher lift-drag ratio
than other competing Langley concepts. But when industry
evaluations of these designs became available in mid-1963 it was
evident that Whitcomb's design had the highest structural weight
and poorer range performance than the others. All the designs had
such high fuel and operating costs relative to subsonic transports
that Whitcomb became quite disillusioned and rather dramatically
declared that he was quitting the SST program.
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- For some months he cast about for a new
challenge (ref. 72). Quite by accident he was asked by Loftin, his
boss in the Langley front office, to comment on some high-speed
model test data for a vertical takeoff (VTO) design under study by
the Ling-Temco-Vought Company. The design incorporated an upper
surface blowing slot supplied with engine air as a part of its VTO
system. When the slot was operating it appeared to produce a
substantial increase in the force break Mach number. Whitcomb
reasoned the slot blowing effect was delaying
shock-induced separation and he began to wonder if this mechanism
might not be a way to increase the cruise speed of subsonic
transports which in some cases were limited by the drag-rise Mach
number. He became sufficiently interested to start experimenting,
although there had been little pressure for work in this
area.
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- The first tests were made on a
conventional NACA 6-series section with a self-actuated slot in
which air flowed from the high-pressure region under the wing.
(Power blowing was ruled out from the start as being too costly in
weight and complexity.) Whitcomb used Lachman's book for guidance
in design of this slotted model (ref. 73). The slot action did delay and reduce the
shock-induced separation losses. But in so doing the normal shock
moved further aft and became so strong that the direct shock
losses nullified much of the gain due to reduced separation. Thus
the next step was to try to modify the upper surface shape so as
to weaken the shock.
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- Whitcomb at this time was aware in a
general way of the previous work of Lindsey's group which had
culminated with Daley's systematic [57] studies of
6-series airfoils in the 4 x 9-inch tunnel extending to Mach I
(ref.
55). He knew of the advantages of
reduced camber for supercritical operation, but he was not aware
of the special airfoil developed by Allen and recommended by
Woersching to be used in the inverted attitude. He had, however,
recently read Pearcey's paper (ref. 67) which utilized a flattening of the forward region
of the upper surface. Whitcomb had, of course, realized for many
years that reducing the curvature or flattening the upper surface
would generally reduce the local Mach numbers and reduce the shock
strength as he desired (see p. 39ff. and ref. 51). He therefore drafted a slotted airfoil with a
flattened upper surface ahead of the slot, which naturally
resulted in large negative camber. A large portion of the lift
then had to be carried by a short, positively cambered portion aft
of the slot. Tests of this
arbitrary design showed a
substantial increase in drag-rise Mach number (ref. 74). It was found a short time later that the slot
could be eliminated for only a small penalty in the onset of drag
rise and with considerable simplification in structure and ease of
application in three-dimensional wings.
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- Continued development of these sections
has taken place over the past decade. Flight demonstrations on the
Navy's F-8 and T-2C airplanes and on an Air Force F-111 have
verified the wind tunnel results (ref. 74).
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- In the course of developing the wings for
these flight programs, it was learned that the supercritical
airfoils had excellent high lift characteristics because of their
large leading-edge radii. This important benefit tended to offset
the fact that their subcritical profile drag is higher than for
comparable 6-series sections.
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- Whitcomb's initial development of these
supercritical sections was entirely experimental. By an Edisonian
process of intelligent guesswork, intuitive reasoning, and
cut-and-try testing-with the wind tunnel used in effect as a
computer-successful profiles were achieved.
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- After the first work began to produce
impressive results, Loftin suggested in 1965 that a simple baptism
similar in character to the area rule be found. Whitcomb proposed
"supercritical," a more fortunate choice than the "peaky"
appellation used for Pearcey's airfoils.
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- Loftin also instigated in 1969 the first
program to apply transonic [58] theory to the
supcritical airfoil problem, realizing that the Edisonian approach
was hardly practical for producing the many different airfoils
that would be needed to supply the increasing demands of designers
for a variety of applications (ref. 75). Paul Garabedian of New York University was chosen
to try to develop a practical theoretical program that could be
used with large modern computers as a routine airfoil design tool.
He describes the work of Murman and Cole (ref. 76) as the "breakthrough" which underlies the recent
achievements of the transonic theory (ref. 70). The first theoretical results for Whitcomb's
section did not account for the boundary layer displacement
thickness and showed poor agreement with regard to shock location.
Good agreement was obtained when the boundary layer was included
(refs.
70, 74). The theory is now used routinely as a major tool
in the program, saving an enormous amount of wind tunnel
testing.
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- An important new development has also been
contributed by the theoretical program: upper-surface shapes were
found by Garabedian and Korn (ref. 77) which produced shockless supercritical flow for
limited ranges of speed and angle of attack. The basic mechanism
involved is the previously mentioned reflection of expansion waves
back from the curved sonic line as compressions. The upper surface
shapes which accomplish this recompression without a terminal
shock arc remarkably similar to those of some of the Whitcomb
sections. In fact, Whitcomb had noticed a drag reduction in
certain tests of his sections which he attributed to the existence
of local conditions approximating the requirements for shockless
or near-shockless flow.
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- In von Karman's summary of compressibility
effects in 1941 (ref. 61) he included a brief but significant review of the
theoretical possibilities of exceeding the critical Mach number
without the occurrence of shock. He cited the work of Taylor,
Gortler, and Tollmein which suggested that local velocities as
high as 1.6 times the speed of sound could be achieved with smooth
shockless recompression, and concluded, "The mere fact that air
passes over the wing with supersonic velocity does not necessarily
involve energy losses by shock waves . . . or the compremibility
burble," and "careful theoretical and experimental research might
be able to push the velocity of [efficient] flying closer to the
velocity of sound than is possible now." Coming as they did at the
[59]
threshold of the war, these wise words were lost, and a quarter
century would pass before the theoretical supercritical airfoil
program of the seventies would prove them correct. The general
attitude of most airfoil researchers of the forties was that
shockless flows were a curiosity of the theoretician not likely to
exist in real viscous flows.
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- The extent to which the shockless designs
will further improve supercritical airfoils is not clear at the
early stage they are in at this writing. They were clearly of
special interest at the recent airfoil conference (ref. 70), but it was too soon to expect a definitive
perspective of their true potential. The Whitcomb airfoils have
only weak shocks and thus complete elimination of the shocks would
not be expected to make large improvements.
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- COMMENTARY
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- It is quite interesting that over the
entire NACA history no attempt to develop superior high-speed
airfoils by the Edisonian technique was ever made. A great deal of
valuable experimentation was done to learn what was happening on
particular airfoil shapes, and systematic testing of families such
as the 16-series and 6-series was carried out from which the most
effective members of these established families could be
identified. But Whitcomb was the first to embark on a zealous
crusade to develop an improved airfoil by intelligent cut-and-try
procedures. This situation is even harder to explain when one
notes that the Edisonian technique was often employed in other
NACA programs-the cowling programs, for example. On problems of
great complexity such as the supercritical airfoil this least
sophisticated of all research techniques is likely to prove
ineffective-unless the practitioner has truly unusual insights and
intuitions.
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- Whitcomb's first successful supercritical
sections contained the same type of camber distribution (negative
camber over most of the forward portion followed by positive
camber) recommended in 1951 by Woersching for maximum delay of the
drag rise. Whitcomb, however, employed much more drastic profile
changes leading to a radical new section. Woersching's airfoils
(of which Whitcomb was not initially aware) looked more like
slightly modified conventional sections.
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- [60] In spite of its
doubtful credibility in the mid-sixties, the transonic theory in
combination with the modern computer was actually on the verge of
achieving shockless supercritical airfoils. Undoubtedly the focus
and stimulation provided by the Whitcomb developments hastened the
derivation of the shockless airfoils, which are very similar in
their upper surface configurations to Whitcomb's designs. However,
this achievement would certainly have come along eventually
without the prior Whitcomb developments. Thus, in the long-term
perspective, the Whitcomb contribution by the sheer accident of
coming when it did, produced the supercritical airfoil perhaps
some 10-20 years sooner than it might otherwise have emerged from
the theoretical approach.
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- A final point of considerable interest
centers on the fact that several
important applications have
appeared where the supercritical airfoil principle is used to
achieve thicker wings rather than higher drag-rise Mach numbers,
the thicker wings being lighter structurally, thus providing
larger payload fractions and improved economics. Alternatively,
thicker wings permit the use of higher aspect ratio with
associated performance and economic benefits. The interesting fact
here is that the existence of the new airfoils illuminated
important needs and applications which were not clearly seen in
the beginning of the development. This underscores once again the
old, but often still not accepted axiom that it is impossible in
advance to identify all the real applications and justifications
for a research undertaking. Whitcomb's work has sparked a lively
renaissance of high-speed airfoil R&D in which the new
theoretical approaches, used in combination with experiments, are
providing a degree of technical elegance that was lacking in the
prior NACA programs. There can be little doubt that high-speed
airfoil technology is now approaching its ultimate levels of
sophistication and performance.
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