The next stage of development is to look into the aerodynamic optimisation of the wings and stabilisers, for this we are using CFD and wind tunnel testing.
The general aerodynamic arrangement of the full size is as follows.
The aircraft planform consists of a 45 degree swept wing at the mean 25% chord line. Both the horizontal stabiliser and vertical stabiliser have a sweep of 45 degrees at the mean 25% chord line. The airfoil sections in the wing are NACA65A005.5 at the root blending to a NACA 65A003.7 at the tip. The NACA 6 series aerofoils are designed for high levels of laminar flow at sustained supersonic speeds of up to Mach 2.0. The aerofoil was designed specifically for high Reynolds number applications and is unsuitable for our applications in 1/6th at low Reynolds numbers.
The wing includes a 7.5 degree droop between the intake outboard section and extends to the inboard edge of the leading edge flaps. The leading edge flaps include a gradual span wise chord increase of 28% and have a maximum extended position of 20 degrees. The span wise chord design increases the wings camber towards the tip on extension.
Trailing edge devices consist of a fowler flap with a maximum extension of 46 degrees. Combined with the LE devices and the large span wise dimensions of the TE flap (65% of the wing) increase the camber of the wing dramatically helping low speed handling.
Roll control is accomplished with ailerons which are augmented with spoilers. The spoilers are only deactivated at high speed. To maintain roll authority spoilers are required to operate with ailerons in the medium to slow speed envelops.
The aircraft presents many aerodynamic challenges in 1/6th scale. The F105 was designed for sustained high supersonic speeds and coupled with its 45 degree sweep represents the worst aerodynamic configuration possible for low reynolds number operations.
The airflow velocity experienced by a swept wing is lower than the actual aircraft velocity. This leads to concerns that our 1/6th scale aircraft will struggle in the slow speed flight envelop unless we make design changes to the original wing. Our prototype will include all the high lift devices of the original. Optimisation of wing within the original plan form using CFD and wind tunnel testing will need to be carried out to achieve the best out of our scale model.
The general aerodynamic arrangement of the full size is as follows.
The aircraft planform consists of a 45 degree swept wing at the mean 25% chord line. Both the horizontal stabiliser and vertical stabiliser have a sweep of 45 degrees at the mean 25% chord line. The airfoil sections in the wing are NACA65A005.5 at the root blending to a NACA 65A003.7 at the tip. The NACA 6 series aerofoils are designed for high levels of laminar flow at sustained supersonic speeds of up to Mach 2.0. The aerofoil was designed specifically for high Reynolds number applications and is unsuitable for our applications in 1/6th at low Reynolds numbers.
The wing includes a 7.5 degree droop between the intake outboard section and extends to the inboard edge of the leading edge flaps. The leading edge flaps include a gradual span wise chord increase of 28% and have a maximum extended position of 20 degrees. The span wise chord design increases the wings camber towards the tip on extension.
Trailing edge devices consist of a fowler flap with a maximum extension of 46 degrees. Combined with the LE devices and the large span wise dimensions of the TE flap (65% of the wing) increase the camber of the wing dramatically helping low speed handling.
Roll control is accomplished with ailerons which are augmented with spoilers. The spoilers are only deactivated at high speed. To maintain roll authority spoilers are required to operate with ailerons in the medium to slow speed envelops.
The aircraft presents many aerodynamic challenges in 1/6th scale. The F105 was designed for sustained high supersonic speeds and coupled with its 45 degree sweep represents the worst aerodynamic configuration possible for low reynolds number operations.
The airflow velocity experienced by a swept wing is lower than the actual aircraft velocity. This leads to concerns that our 1/6th scale aircraft will struggle in the slow speed flight envelop unless we make design changes to the original wing. Our prototype will include all the high lift devices of the original. Optimisation of wing within the original plan form using CFD and wind tunnel testing will need to be carried out to achieve the best out of our scale model.
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