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They include a significant contribu­ tion from viscous effects; tests are now in hand on a similar wing at considerably higher Reynolds numbers to investigate this point. Furthermore, the lift and pitching-moment characteristics of the wing were exceptionally good—the CL'-OL and Cm: CL curves are both quite straight up to about CL = 0-27 (at Mo = 1*2), when there is a nosedown break in the pitching-moment curves following shock-induced separation over a considerable part of the span. 6. Calculation Methods Available for D e s i g n P u r p o s e s I n the preceding sections, it has been claimed t h a t there is an essen­ tial unity in the physical principles of swept wing design, which is hardly affected by whether the mainstream flow is subsonic or super­ sonic, provided t h a t the wing leading edges lie behind the Mach cone from the apex.

These appear to function by reducing the adverse pressure gradient over the rear part of the wing while still maintaining substantially straight isobars. 4 42 J. A. BAGLEY An outline of some of the design methods currently available is given in Section 6. The number of wings which have been deliberately de­ signed in accordance with the ideas outlined here is still fairly small, so a completely satisfactory experimental verification of the principles is Wings cambered to have ΔΟρ- C o n s t . T.

In this case, it turns out t h a t the result 40 J. A. BAGLEY is very close to R. T. Jones' "lower bound" value 13 for most of the planforms considered (see Fig. 13), and consequently there is little point in attempting to find a solution nearer to the theoretical limit. Multhopp and Ginzel 23 , among others, have in a sense inverted this procedure, by first seeking the wing shape which gives a "minimum" value for the lift-dependent drag, using a far-field theory, and subsequently find­ ing the local load distributions corresponding to this.

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