An investigation has been made in the Langley 8-foot transonic tunnel to determine the effects of twist and camber on the aerodynamic characteristics of a sweptback wing-fuselage configuration. The wing had 45° sweepback of the 0.25 chord, an aspect ratio of 4, a taper ratio of 0.6, and NACA 65A-series airfoil sections with 6-percent-thickness distribution parallel to the plane of symmetry. The twist and camber used was designed to obtain a uniform load distribution at a Mach num¬ber of 1.2 and a lift coefficient of 0.4.nComparisons of the results with those obtained for a plane-wing— fuselage combination indicated that the twist and camber used increased the maximum lift-drag ratios of the wing-fuselage configuration at test Mach numbers up to 0.84 and above 0.99, but decreased the ratios between these Mach numbers. The twist and camber, however, produced significant improvements throughout the Mach number range in the lift-drag ratio values at the higher lift coefficients which are of particular interest in the climb or maneuver conditions of flight. In addition, substantial increases in the lift-coefficient values at which the unstable break in the pitching-moment curves occurred were obtained throughout the Mach number range. At a Mach number of 1.00, the lift coefficient at which the unstable break in the pitching-moment curve occurred was delayed approximately 0.2 by the use of twist and camber. The breaks at the upper limit of the linear portion of the lift curves also occurred at higher lift-coefficient values for the twisted and cambered wing than for the plane wing.
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