UNCLASSIFff() -18011 • r FILE N 1 l TT -+ t I + - AV Re" 'ANADA IM IT ED TECHNICAL DEPARTMENT (Aircraft) , Kl.PORT Nl _P/F.F.M./57 No 11 ,HE T· Classification cancelled / changed to. Unc-1-a·s·s·H ·ied- By authority ol..AVRO Arrow Declass.i.f.. .. ,.Boar-d··· Date . . 28 .. . .J..ul1 .. 87.. ... . Signature -~ !.u.l!d.f-:r , Co-Chairpe·r ll on Unit/ Ronk/ Appoint~ ! ..... . DSIS · 3 ··· ···· · .. ·· ... , ....... CF- 105 FREE FLIGHT STABILITY MODEL RESULTS PREPARED BY M. V. Jenkins I'\ t-f .r CHECKED aY D. Ewart t AP 'f-,:, 'E' SUPERVISED BY f!f.}« / ,'/ ./ / AF'PRCVt--[) BY , /.,;r• :,.,._. / C,A j TRE'MARk t July 1957 " " .. " " " • I I J, TEC HNICAL II f I/ -I /· l I I .[// I I /J s DEPARTMENT Closrilication cancelled/ chanced tdJnclassified By authority ofY.~? .... ~r .~ow Declassif~· 1i"~~;d· ····· ·· - Dot 28 Jul 87 • ••• •••••••••• •• ••• •• • ••••• ••••• • ••• ••• •• ~:~;;:a~··~~LfLi;.... ··-'- Co.~Chairp~r..$. .QP i;:,ent.. . .. PS J.S ... .3 ....... ...... . ...................... . Not at ion " .. lntroduction INDEX Brief discussion of detivatives " " " " " " .. " " " " " Fi gures Fi n r;: eometry Reynolds Number Steady C( " " " " Lift curve s lope Cm0 C1x, Cma; Cmq + Cmcx Cm'ii C:Ho CH'ii " Cn " " Cy~ Cry-a c¥ Cl p Cnr Cnp R: ~oRT No P/F.F.1h}_5? __ _ SHEET N O PR EPARED BY DATE M. V. Jenkins C H EC KE D B Y D. Ewart Shee t l a " l b " le " lla Ilb llc " llla .. lllb " Ille " Illd ff 1 " 2 .. 3 . 1 " 3 .2 " 3.3 " 4 " 5 " 6 " ? " 8 " 9 " 10 " 11.l " 11.2 " 12.1 " 12.2 " 12. 3 " 13 " 14 .. 15 " 16 " 17 " 18 ~~ ... ,.7 ~ ,",;_ ~~ ·l(Nr A//lf/111-r I/ J// l/"/1 AR '1 TECHNICAL DEPARTMENT A IRCRAFT ~ _ ___J- PREPARED BY DATE Reference Sheet No. 12 I W Lv_. J ~5'7 ~I -60MFIDE~-~-____,__~D C H=P,: C"'--"-K E-08-Y ~~~ CLs --It is not been required BRIEF DISCIBSlON ON THE CO~?ARISONS (Continued) considered that the angle of incidence has established to the very high degree of accuracy for the reliable determination of CL 0 . Drag corrections enn11ed to the Drag Free Flight Models' results to make them more representative of the C.F. 105 1. Base drag correction is required becauee the edges of the model duct exit are blunter. 2. ' llomentum drag correction ie required since Avro charges mo~entum drag against engine thrust . 3. lnduced drag correction. 4. Allowance is made for the difference between model and ai rcruft in exit flow from the nozzle. 5. Spilla~e drag correction is required since Avr~ charges spilla~e dra~ against the engine thrust. 6. On the model there wae an additional and out of ecale pitot tube. 7. 'l'he models contained an out of scale pressure rake located in the duct exit. 8. The fixed elevator setting of the models requires a trim drag correction. 9. Fin difference. 10. Correction for~-(=> vane installation, where fitted. ,. 11. Fuselage contour differences where applicable . AIRCRA FT lJ 14 15 I 16 17 18 ex: I I II,. I,' I '-'l1\ T ~ I/Ill/) I R • C'ORT NG TECHNICAL DEPARTME NT ~T Nu --::__--::__--::__--::__--::__--::__-:::_-:::_-=-I_=-I~I~d~--::__--::__--::__--::__--::__--::__--::__--::__--::__--::____- ---- P REP ARE D BY .,__v. Baddeley __ CHECKED BY D. Ewart Brief Discussion on the Comparisons (Continued) LATERAL DERIVATIVES FROM FREE FLIGHT TESTS NO'S 8 AND 9 (i) (ii) - The F.F.M. i W./T. estimates of this derivative, check well, except in the high subsonic speed range. - The check of F.F.M. i W./T. estimates for this derivative is good throughout the Mach Number range covered. - Although the numerical check of the F.F.M. and W./T. estimates is not very good, both methods show the same trend of the derivative with Mach Number, and except for .95 ~ M < 1.2 the numerical check is quite fair. - The F.F.M. estimate is considerably higher than the calculated values except for the lowest Mach Number of the F.F.M. range. There is a considerable amount of scatter between the two F.F.M. tests but the peak values, and generally higher order, of the derivative from the F.F.M.'s seem well substantiated. It will be noticed that no comparison of these derivatives with calculated values is shown. The reasons for this are two-fold. From the F.F.M. analysis the algebraic sum of p Cnp i r Cnr is obtained and not the deriva- tives separately. The theoretical method of estimating Cn is very unreliable and so comparison of (p Cnp j r Cnr) will be reserved until a better theoretical method of estimating Cnp has been devised. - The variation of angle o~ attack throughout the Mach Number range f.or F.F.M. No's 8 and 9 is shown on Sheet J.1. - The range of sideslip angle varies from 1.0° to 1.6° for F.F.M. No. 8, and from 0.3° to J.5° from F.F.M. No. 9. l l ----- - ~--_____,.._. - ... I I T • I I t FIN 35 09s ' --1.---.._. - I ... ~-.---.--· ,. 1 i i t F.u LL S<;.ll_LE I C --:--105 "\O f" F J-:l9..)EL _';;:Ca_t,,,J;: + .. ( f"1,',:.,'t ,\-,il3.I:.. ) ' # f(, '"" / ' / / '22. ;,.,- #"' l • -. ! . ·~ .,.. -'1) cl} 1- '° .,£). -.() r--l • \(} ~ '° ...:.. 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CF-105 free flight stability model results Report No. P/F.F.M./57

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