Effect of Leading- and Trailing-Edge Flaps on Clipped Delta Wings With and Without Wing Camber at Supersonic Speeds

Transcription

1 NASA Technical Memorandum 4542 Effect of Leading- and Trailing-Edge Flaps on Clipped Delta Wings With and Without Wing Camber at Supersonic Speeds Gloria Hernandez, Richard M. Wood, and Peter F. Covell May 1994

2 NASA Technical Memorandum 4542 Effect of Leading- and Trailing-Edge Flaps on Clipped Delta Wings With and Without Wing Camber at Supersonic Speeds Gloria Hernandez, Richard M. Wood, and Peter F. Covell Langley Research Center Hampton, Virginia National Aeronautics and Space Administration Langley Research Center Hampton, Virginia May 1994

3 Contents Summary Introduction Symbols and Abbreviations Model Description Test Description Experimental Results Aerodynamic Characteristics With No Flap Deection Leading-Edge Flap Deection Trailing-Edge Flap Deection Trimmed Drag Data Concluding Remarks References Tables Figures Appendix A Run Log and Data Listing Appendix B Flow Visualization Data iii

4 Summary An experimental investigation of the aerodynamic characteristics of thin, moderately swept ghter wings has been conducted to evaluate the eect of camber and twist on the eectiveness of leadingand trailing-edge aps at supersonic speeds in the Langley Unitary Plan Wind Tunnel. The study geometry consisted of a generic fuselage with camber typical of advanced ghter designs without inlets, canopy, or vertical tail. The model was tested with two wing congurations an uncambered (at) wing and a cambered and twisted wing. Each wing had an identical clipped delta planform with an inboard leading edge swept back 65 and an outboard leading edge swept back 5. The trailing edge was swept forward 25. The leading-edge aps were deected 4, 2 (cambered wing only),,5,1, and 15, and the trailing-edge aps were deected 3, 2, 1,, and 1. Experimental testing was conducted at Mach numbers of 1.6, 1.8, 2., and 2.16 for an angle-of-attack range of 4 to 2. The addition of wing camber and twist had a signicant eect on the longitudinal aerodynamic characteristics. Without leading- or trailing-edge ap deections, the uncambered wing had a lower minimum drag and a lower drag due to lift at low lift coecient than the cambered wing. Camber and twist also decreased the lift and increased the zerolift pitching-moment coecient (C m;o ), but it had no signicant eect on lift-curve slope or stability level. Leading-edge ap deection typically increased drag. The increment in drag per degree of leadingedge ap deection increased as the deection angle increased and was higher for the cambered wing than for the uncambered wing. However, at the higher lift conditions tested, the data showed that a drag reduction occurred when leading-edge aps were deected 5 on the uncambered wing. The trailing-edge ap eectiveness for pitching moment and minimum drag were smaller for the cambered wing than for the uncambered wing. Despite the reduced pitch-control eectiveness, the shift in C m;o caused by the addition of camber and twist resulted in smaller ap deections required to trim. The net result was a lower drag coecient at trimmed condition on the cambered wing than on the uncambered wing for lift coecients greater than.1. Introduction Today's military combat aircraft must satisfy a wide range of requirements and perform a variety of roles eciently over an extensive ight envelope. The number of design points (i.e., the spread in Mach number and lift) makes the choice of wing shape and size for a combat aircraft less clear than for a civil transport, and inevitably a compromise is evolved. One of those design compromises is the use of wing camber and twist for reducing cruise drag. A wing camber design based upon a subsonic design point is typically quite dierent from the camber surface based on supersonic design criteria. The subsonic-based camber surface has signicantly greater curvature than the supersonic design. At subsonic speeds lift can be produced more eciently and drag may be reduced by spreading the upper surface suction more evenly over the cambered wing (ref. 1). However, at the supersonic cruise point (low lift), a signicant drag penalty due to wing camber usually occurs (ref. 2). The disadvantage of camber at high speed/low lift may be oset by the performance benet achieved at both low speed and high speed/high lift as well as a possible reduced trim-drag penalty at supersonic speed. The disadvantage of extreme camber at supersonic speed may also be reduced by using leading-edge aps de- ected upward to reduce wing camber at certain conditions. Wings that achieve variable camber by utilizing leading- and trailing-edge devices are being considered for high-performance aircraft to meet the severe aerodynamic requirement of ecient cruise across a broad Mach number range as well as increased highangle-of-attack maneuverability. The primary purposes of leading- and trailing-edge devices are both to improve the lift-drag ratio by controlling the ow on the wing upper surface so that drag is minimized by maintaining attached-ow conditions and to control the pitching moment over a range of lift conditions. Leading- and trailing-edge aps are typically utilized on production aircraft, primarily at subsonic and transonic speeds, to decrease drag due to lift and thus increase the maximum lift-drag ratio (refs. 3 and 4). However, previous studies conducted on uncambered wings indicate that aerodynamic performance bene- ts can also be obtained by employing leading-edge aps at supersonic speeds (refs. 5 and 6). A cooperative wing design program has been established between NASA and General Dynamics. The purpose of this program is to evaluate at supersonic speeds the eect of camber as well as the eectiveness of leading- and trailing-edge aps on moderately swept ghter wings designed to meet a broad spectrum of performance goals. In support of this program, an experimental investigation of the aerodynamic performance of leading- and trailing-edge aps on two wings (an uncambered wing and a cambered wing with both having the same

5 planform and airfoil thickness distribution) has been conducted in the Langley Unitary Plan Wind Tunnel at Mach numbers from 1.6 to This paper presents the results of the investigation of leadingand trailing-edge aps on clipped delta wings with and without wing camber at supersonic speeds. Symbols and Abbreviations All longitudinal aerodynamic coecients are referenced to the stability axis system. The moment reference center is located in. from the nose, which corresponds to 35 percent of the wing mean aerodynamic chord. BL b C D C D;min C D;trim 1C D 1C D =1 2 1C D;min = j LE j 1C D;min = j TE j 1 1j= = j TE =@ C m C m;o 1C m;o = j TE m =@ c c FS butt line wing span, in. drag coecient, Drag/qS minimum drag coecient drag coecient at trimmed condition change in drag coecient from value for minimum drag drag polar shape factor leading-edge ap-eectiveness parameter on minimum drag trailing-edge ap-eectiveness parameter on minimum drag lift coecient, Lift/qS change in lift coecient from value for minimum drag trailing-edge ap-eectiveness parameter on lift at = lift-curve slope at = pitching-moment coecient, Pitching moment/qsc zero-lift pitching-moment coecient trailing-edge ap-eectiveness parameter on zero-lift pitching moment longitudinal stability at = local chord length, in. reference chord, in. fuselage station L=D M MRC q lift-drag ratio free-stream Mach number moment reference center dynamic pressure, psi S wing reference area, 2.25 ft 2 t x c x=l y z LE TE TE;trim airfoil thickness, in. streamwise distance from leading edge of local chord, in. fraction of wing length from wing leading edge at exposed root chord (length of exposed root chord, in.) lateral distance from model centerline, in. vertical distance, positive up, in. angle of attack, deg streamwise leading-edge ap deection, positive when leading edge is down, deg streamwise trailing-edge ap deection, positive when trailing edge is down, deg streamwise trailing-edge ap deection needed for trim, deg Model Description The model, shown installed in the Langley Unitary Plan Wind Tunnel (UPWT) in gure 1, has a generic fuselage without inlets, canopy, or vertical tail. The model can be tested with two wing congurations an uncambered wing and a cambered wing. Both wings are congured with the same planform (g. 2(a)) and airfoil thickness distribution (table I). The maximum thickness is 4.5 percent of the local chord located at 4 percent. The wing airfoil denition is an NACA 64A4.5 section from the leading edge to the 4 percent chord line and a biconvex section from the 4 percent chord line to 1 percent of the chord length, as shown in gure 2(b). Table II contains the dimensionless surface ordinates for the cambered wing. The wings have a clipped double-delta planform with the leading edge swept back 65 and the outboard leading edge swept back 5. The trailing edge is swept forward 25. The wings were designed for typical advanced ghter performance requirements. By using linear theory methodology as described in reference 7, the cambered wing was derived for optimal transonic maneuver performance and ecient supersonic 2

6 cruise with minimum trim-drag requirement. Its broad spectrum of performance goals includes sustained transonic and supersonic maneuver performance while minimizing acceleration penalties. The multipoint design criteria for the cambered wing were achieved by designing a series of wing camber surfaces for dierent lift and Mach number conditions and then by evaluating the designs over the ight envelope. In order to meet the performance goals, a wing camber based upon a lift coecient of.1 and a Mach number of 1.5 was selected. It should be noted that the selection was based upon an overall mission performance criterion and not upon aerodynamic performance at specic ight conditions. Test Description The tests were conducted in the low Mach number test section of the Langley UPWT, which is a variable-pressure, continuous-ow facility (ref. 8) at Mach numbers of 1.6, 1.8, 2., and 2.16 and stagnation pressures of 454.8, 455.5, 448.5, and psf, respectively. The Reynolds number was 2: per foot and the stagnation temperature was held constant at 125 F throughout the test. The tunnel dew point was held suciently low to prevent any signicant condensation eects. Transition-inducing strips consisting of No. 6 grit were located 1.2 in. aft of the fuselage nose and.4 in. aft (streamwise) on both the upper and lower wing surfaces of the wing leading edge. To ensure fully turbulent boundary-layer ow over most of the model at all test conditions, the grit size and location were selected according to the methods discussed in references 9 to 11. An internally mounted, six-component, straingauge balance was used to measure model forces and moments. Based on the manufacturer's stated accuracy for the balance used, C D,, and C m are estimated to be accurate to within 6:4, 6:35, and 6:6, respectively, or.5 percent of full scale. Repeat points taken for this test indicate that C D,, and C m generally repeated within.1,.15, and.1, respectively. The model angle of attack ranged from 4 to 2. The leading-edge aps were tested for deections of to 15 in increments of 5 for both wings and additionally for deections of 4 and 2 for the cambered wing. The trailing-edge aps were tested from 3 to 1 in 1 increments. The angles of attack were corrected for tunnel ow angularity and for model support sting and balance deections resulting from aerodynamic loads on the model. Chamber pressures were measured continuously throughout the test by means of tubes within the balance chamber routed along the sting to pressure transducers located outside the tunnel. These pressures were used to correct the force data to a condition that would exist if free-stream static pressure acted within the fuselage cavity. Experimental Results As indicated earlier, the purpose of this study was to evaluate the eect of camber as well as the eectiveness of leading- and trailing-edge aps at supersonic speeds. The longitudinal aerodynamic characteristics of both wings with no ap deections will be discussed rst. This will be followed by a discussion of the eectiveness of the leading- and trailingedge ap deections on both wings. A complete listing of the force and moment data is presented in appendix A. Aerodynamic Characteristics With No Flap Deection The longitudinal aerodynamic characteristics for the uncambered and cambered wings with no leadingand trailing-edge ap deections at the four test Mach numbers are shown in gure 3. The drag data for M =1:6 show that the cambered wing has higher drag than the uncambered wing for low lift coecients ( < :2). (See g. 3(a).) At about =:2 a crossover in the drag occurs, and at higher lift coecients the cambered wing has lower drag. The maximum L=D is higher for the cambered wing than for the uncambered wing and this occurs at =:25. The pitching-moment and lift data for M =1:6 are shown in gure 3(a). The data show that both wings have about the same lift-curve slope and stability level and that the variation in and C m remains essentially linear throughout the test angle-of-attack range. The addition of camber and twist to the wing results in an increase in the zero-lift pitching moment, and for a given angle of attack this results in a decrease in lift for the cambered wing. As the Mach number increases, the minimum at which improved aerodynamic performance results from the camber increases and the magnitude of this increment decreases. At M = 2:16 a crossover occurs at =:35, and this results in only a slight improvement compared with that of the uncambered wing. Camber continues to provide a positive C m;o shift and a negative shift. To further evaluate the eect of camber, the aerodynamic characteristics are presented as a function of Mach number in gure 4. Figure 4(a) shows a comparison of the minimum drag (C D;min ) and polar 3

7 2 shape factor (1C D =1 ) over the range of Mach numbers tested for both wings. Note that the polar shape factor is an assessment of the drag due to lift referenced from its minimum drag value to its drag values at 1 =:1. The data show that both the cambered wing and the uncambered wing have nearly constant minimum drag over the entire Mach number range. As previously shown, the uncambered wing shows better performance, lower minimum drag values, and lower drag due to lift at low lift compared with that of the cambered wing. The longitudinal stability level (@C m =@ ) and lift-curve slope (@ =@) of the uncambered and cambered wings as a function of Mach number are presented in gure 4(b). The data show that both wings are more stable at the lower Mach numbers than at the higher Mach numbers, and that the cambered wing is slightly more stable than the uncambered wing. The change in lift-curve slope with Mach number is similar for both wings, as can be seen in gure 4(b). Vapor screen, tufts, and oil ow visualization data were obtained with the uncambered wing. Tufts and oil ow data were used to examine the ow characteristics on the upper wing surface. The ow direction is determined by the alignment of the tufts or the streaking of the oil. The vapor screen data were used to obtain information on the shape and location of vortices and shocks in the ow eld above the wing. The vapor screen photographs were taken of the upper surface of the left wing panel at wing locations of 3 percent and 6 percent of the exposed root chord at a Mach number of 1.6 with the camera behind the model looking upstream. Tufts on the uncambered wing at M =1:6 with no leading- or trailing-edge ap deections at angles of attack of,4,8, and 12 are shown in gure 5. Figure 6 shows vapor screen photographs for the uncambered wing without a leading- or trailing-edge ap deection at angles of attack of 4,8, and 12. At an angle of attack of, attached ow over the wing is observed in the tuft photograph as indicated by the smooth streamwise alignment of the tufts. As the angle of attack increases to 4, the ow accelerates about the leading edge as indicated by the slight inboard alignment of the tufts along the leading edge. With further increases in angle of attack, the acceleration about the leading edge or crossow recompresses as it turns streamwise. This causes a crossow shock. This shock can be seen by the outward alignment of the tufts on the center portion of the wing at =8. The shock can also be seen in the vapor screen photographs in gure 6 by the shading discontinuity on the center portion of the wing at =8. Further increases in lift result in shock-induced separation of the boundary layer and the formation of a small separation bubble, which may be seen as a small dark region on the wing upper surface near the shock. The dark circular region on the inboard portion of the wing at =12 is the leading-edge vortex that forms at the inboard leading edge and propagates streamwise close to the fuselage. Leading-Edge Flap Deection The eect on drag of deecting the leading-edge aps of the uncambered and cambered wings is shown in gures 7 and 8, respectively. Deecting the leading-edge aps at supersonic speeds normally does not provide a benet in performance; however, the data show that a drag reduction occurs for the uncambered wing when the leading-edge aps are de- ected 5 at the higher lift conditions obtained for this test at all Mach numbers tested (g. 7). The assumption was made that deecting the leading edge of the cambered wing upward (negative) might provide a drag reduction at low lift by eliminating some of the drag due to camber. However, the data in gure 8 show that the upward leading-edge deection did not provide any signicant drag reduction. As was shown in gure 3, the aerodynamic characteristics of the uncambered and cambered wings are quite similar with the primary dierences being lower drag at low lift for the uncambered wing and an increase in C m;o for the cambered wing. Based upon these dierences, it was decided that appropriate gures of merit for assessing leading- and trailingedge ap eectiveness were the increments in drag, lift, and pitching moment per degree of ap deection (ap-eectiveness parameters). This method of presentation should allow for a direct comparison between the uncambered and cambered wings. All apeectiveness data will be presented as the change in the particular aerodynamic coecient from the undeected case divided by the absolute value of the deection angle. Figure 9 shows the eectiveness on drag of the leading-edge ap deection over the Mach number range at C D;min. No signicant variation in the drag increment with Mach number is observed; however, the penalty in drag per degree of ap deection is considerably higher as the leading-edge ap deection increases. Drag per unit of leading-edge ap deection is higher for the cambered wing than for the uncambered wing at each deection. Trailing-Edge Flap Deection The eect of trailing-edge ap deection on lift, pitching moment, and drag for both wings is shown 4

8 in gures 1{12. The main purpose of trailing-edge aps for this class of conguration is to aect the pitching moment to obtain trim conditions. As can be seen from gure 1, negative increments in ap deection have a large eect on the pitching-moment curve in the positive direction to produce trim. This benet, however, always results in an increase in drag for constant lift. (See gs. 11 and 12.) The trailing-edge ap-eectiveness parameters for the uncambered and cambered wings over the Mach number range are shown in gure 13. The drag penalty decreases slightly as Mach number increases with constant trailing-edge deection. The data for both wings show that a nonlinearly increasing drag increment occurs per degree of ap deection with increasing deection. The cambered-wing data show a lower drag penalty per degree of ap deection for both the 1 and 2 deections when compared with that of the uncambered wing. For a trailingedge deection of 3, both wings have comparable drag increments. The eect of trailing-edge ap deection on lift at = is presented in gure 13(b). In general, a loss in lift results from trailing-edge ap deection. The uncambered- and cambered-wing data of gure 13(b) show a reduction in lift loss with increasing Mach number. The change in the zero-lift pitching moment for the trailing-edge ap deection is shown in gure 13(c). The ap eectiveness is smaller for the cambered wing than for the uncambered wing. For both wings, the eectiveness decreases with increasing (more negative) ap-deection angle; i.e., a trailing-edge ap deection of 1 has a higher effectiveness on pitching moment per degree of deection than either a 2 or 3 deection for both wings. This dierence, however, is not as signicant for the cambered wing as for the uncambered wing. The data show that the increment due to ap deection becomes smaller with increasing Mach number for both wings. Figure 14 presents oil ow and tuft photographs of the upper surface of the uncambered wing with a trailing-edge ap deection of 3 at M =1:6 and angles of attack of 4,8, and 12. The data are presented here to show the reader the eect on the ow resulting from a large trailing-edge ap de- ection, but a detailed discussion of the ow characteristics is not within the scope of this paper. The data show a strong shock and shock-induced separation forward of the trailing-edge ap. Forward of the shock, the ow is attached and well behaved at an angle of attack of 4. As angle of attack increases, the ow characteristics over the wing become very complex. Additional ow visualization data are included in appendix B. Trimmed Drag Data Trimmed drag polars for the cambered and uncambered wings are shown in gure 15 with no leading-edge ap deection. The gures also show the trailing-edge ap deections needed for trim. (The data were trimmed about the longitudinal location of the 35-percent mean aerodynamic chord.) As anticipated during wing design, the cambered wing needs a smaller trailing-edge ap deection than the uncambered wing because of the positive shift in the pitching moment even though the pitching-moment eectiveness parameters were smaller for the cambered wing. The net result is a lower trim-drag penalty for the cambered wing. The cambered-wing data show lower drag for all lift coecients greater than.1. Concluding Remarks An experimental investigation has been conducted at supersonic speeds to evaluate the eect of camber and twist and the aerodynamic eectiveness of leading- and trailing-edge aps on both an uncambered wing and a cambered wing. The study geometry consisted of a 65 =5 clipped double-delta wing with a trailing edge swept forward 25. Both wings were attached to the same generic fuselage, and both were congured with leading- and trailing-edge aps of identical planform. Experimental testing was conducted in the low Mach number test section of the Langley Unitary Plan Wind Tunnel at Mach numbers of 1.6, 1.8, 2., and 2.16 for an angle-of-attack range of 4 to 2. The addition of wing camber and twist had a signicant eect on the longitudinal aerodynamic characteristics. Without leading- or trailing-edge ap deections, the uncambered wing had a lower minimum drag and a lower drag due to lift at low lift coecient than the cambered wing. Camber and twist also decreased the lift and increased the zero-lift pitching-moment coecient (C m;o ), but they had no signicant eect on lift-curve slope or stability level. Leading-edge ap deection typically increased drag. The increment in drag per degree of leadingedge ap deection increased as the deection angle increased and was higher for the cambered wing than for the uncambered wing. However, at the higher lift conditions tested, the data showed that a drag reduction occurred when leading-edge aps were deected 5 for the uncambered wing. 5

9 The trailing-edge ap eectiveness for pitching moment and minimum drag was smaller for the cambered wing than for the uncambered wing. Despite the reduced pitch-control eectiveness, the shift in C m;o caused by the addition of camber and twist resulted in smaller ap deections required to trim. The net result was a lower drag coecient at trimmed condition for lift on the cambered wing than on the uncambered wing for lift coecients greater than.1. NASA Langley Research Center Hampton, VA January 31, 1994 References 1. Ferris, James C.: Wind-Tunnel Investigation of a Variable Camber and Twist Wing. NASA TN D-8475, Wood, Richard M.; and Watson, Carolyn B.: Study of Lee-Side Flows Over Conically Cambered Delta Wings at Supersonic Speeds. NASA TP-266, Part 1, Gould, Douglas K.: Final Report, Variable Camber Wing Phase I. D (Contract No. N C-244), Research & Engineering Div., Boeing Aerospace Co., Oct. 1, (Available from DTIC as AD L.) 4. DeCamp, Ronald W.; and Hardy, Richard: Mission Adaptive Wing Advanced Research Concepts. AIAA Atmospheric Flight Mechanics Conference A Collection of Technical Papers, Aug. 1984, pp. 465{47. (Available as AIAA ) 5. Wood, Richard M.; and Covell, Peter F.: Experimental and Theoretical Study of the Longitudinal Aerodynamic Characteristicsof Delta and Double-DeltaWings at Mach Numbers of 1.6, 1.9, and NASA TP-2433, Covell, Peter F.; Wood, Richard M.; and Miller, David S.: Investigationof Leading-EdgeFlap Performance on Delta and Double-Delta Wings at Supersonic Speeds. NASA TP-2656, Kulakowski, L. J.; Stancil, R. T.; Dansby, T.; and Stewart, J. D.: Design of Ecient, Self-Trimming Wing Mean Surfaces for Conventional Supersonic Aircraft. IAS Paper No , June Jackson, Charlie M.; Corlett, William A.; and Monta, William J.: Description and Calibration of the Langley Unitary Plan Wind Tunnel. NASA TP-195, Braslow, Albert L.; Hicks, Raymond M.; and Harris, Roy V., Jr.: Use of Grit-Type Boundary-Layer-Transition Trips on Wind-Tunnel Models. NASA TN D-3579, Stallings, Robert L., Jr.; and Lamb, Milton: Eects of Roughness Size on the Position of Boundary-Layer Transition and on the Aerodynamic Characteristics of a55 Swept Delta Wing at Supersonic Speeds. NASA TP-127, Wassum, Donald L.; and Hyman, Curtis E., Jr.: Procedures and Requirements for Testing in the Langley Research Center Unitary Plan Wind Tunnel. NASA TM-1529,

10 Table I. Half-Thickness Ordinates for Uncambered and Cambered Wings t x c =c 2 =c x =c t c 2 =c Table II. Surface Ordinates for Cambered Wing Values of z=c for 2y=b of x c =c : :4976 :975 :1546 :26828 :98765 :1 :4879 :8952 :15313 :26662 :9857 :2 :4782 :8829 :15166 :26497 :98374 :3 :4685 :875 :1519 :26332 :98179 :4 :4588 :8583 :14873 :26166 :97984 :5 :4491 :846 :14726 :261 :97789 :75 :4251 :8153 :14359 :25588 :9731 :25 :2638 :664 :11841 :22744 :9398 :5 :824 :3453 :8549 :18966 :89214 :75 :18 :1513 :584 :1573 :84792 :1 :477 :8 :3397 :12765 :8552 :15 :739 :274 :1164 :7173 :72251 :2 :35 :51 :5276 :292 :64139 :25 :378 :6983 :957 :259 :56168 :3 :1257 :8794 :12589 :6911 :4836 :35 :2165 :156 :159 :193 :4545 :4 :334 :12127 :192 :14584 :32833 :45 :3852 :13699 :21923 :17966 :28312 :5 :461 :1519 :24665 :2147 :1784 :55 :5319 :1662 :2726 :23839 :1459 :6 :638 :17913 :29558 :2634 :3167 :65 :686 :1995 :31719 :28542 :424 :7 :7645 :2126 :33671 :3463 :1116 :75 :863 :2998 :35412 :3285 :1897 :8 :9682 :2179 :36954 :33416 :24969 :85 :186 :22251 :38275 :34438 :3174 :9 :1299 :22662 :39287 :35196 :38392 :95 :13317 :22974 :438 :3561 : : :14376 :23235 :415 :35722 :

11 Appendix A Run Log and Data Listing Appendix A presents a complete listing of the force and moment data. The computer symbols used are listed below, and table AI gives a run log for the subsequent data listing. alpha CA CD CL CM CN angle of attack, deg axial-force coecient, Axial force/qs drag coecient, Drag/qS lift coecient, Lift/qS pitching-moment coecient, Pitching moment/qsc normal-force coecient, Normal force/qs Table AI. Run Log for Data Listing Streamwise ap deection Tunnel run at Mach numbers of LE, deg TE, deg Uncambered wing ? y ? y Cambered wing ? y ? y

12 15: 3:9 :77 :2745 :1375 2:58 :721 :236 15: 2:2 :217 :2537 :1797 :86 :226 :246 15: 1:9 :19 :2491 :2144 :76 :185 :253 15: :3 :634 :2577 :257 2:46 :634 :258 15: :89 :147 :2781 :291 3:76 :151 :262 15: 1:94 :1485 :3144 :3333 4:72 :1495 :264 15: 2:87 :1912 :369 :377 5:3 :1927 :265 15: 3:92 :2368 :4284 :4136 5:53 :2392 :266 15: 5:96 :3244 :662 :4993 5:35 :3289 :266 15: 7:89 :474 :8361 :5877 4:87 :415 :269 15: 9:94 :4956 :11454 :6878 4:33 :579 :273 15: 11:96 :5781 :1579 :7846 3:83 :5968 :277 15: 13:98 :658 :1936 :887 3:41 :6852 :283 15: 15:89 :7326 :23796 :9826 3:8 :7698 :283 19: 3:12 :67 :2615 :1153 2:56 :684 :225 19: 2:22 :37 :2437 :1436 1:26 :316 :232 19: 1:14 :17 :2363 :1774 :45 :12 :238 19: :15 :489 :2419 :295 2:2 :488 :243 19: :84 :861 :26 :2417 3:31 :865 :247 19: 1:83 :1244 :29 :2715 4:29 :1253 :25 19: 2:8 :1618 :3312 :326 4:89 :1632 :252 19: 3:85 :229 :393 :3355 5:2 :251 :253 19: 5:84 :2795 :5431 :445 5:15 :2836 :256 19: 7:83 :3529 :746 :4752 4:73 :3598 :258 19: 9:86 :4288 :182 :551 4:25 :4397 :259 19: 11:85 :4994 :13181 :6279 3:79 :5159 :265 19: 13:85 :5696 :16844 :7128 3:38 :5933 :272 19: 15:8 :634 :2813 :7921 3:5 :6668 :276 19: 17:79 :6974 :25311 :8741 2:76 :7414 :28 2: 3:22 :665 :2518 :142 2:64 :678 :214 2: 2:21 :312 :2323 :1289 1:34 :321 :22 2: 1:19 :36 :2251 :1559 :16 :31 :226 2: :25 :363 :2291 :183 1:58 :362 :231 2: :82 :741 :2454 :279 3:2 :744 :235 2: 1:79 :165 :271 :2323 3:93 :173 :238 2: 2:79 :1417 :392 :266 4:58 :1431 :24 2: 3:84 :1781 :3621 :2894 4:92 :181 :242 2: 5:81 :2451 :4962 :343 4:94 :2489 :246 2: 7:84 :3147 :6849 :445 4:59 :3211 :249 2: 9:82 :386 :9136 :4674 4:17 :396 :251 2: 11:77 :4432 :11855 :529 3:74 :4581 :256 2: 13:74 :551 :1553 :5936 3:36 :5264 :263 2: 15:81 :5688 :1894 :6672 3:1 :5988 :269 2: 17:8 :6275 :2317 :736 2:73 :6678 :273 2: 19:8 :6864 :27688 :8114 2:48 :7396 :28 53

13 21: 3:29 :75 :251 :988 2:81 :718 :21 21: 2:27 :367 :236 :129 1:59 :376 :216 21: 1:27 :4 :2221 :1431 :18 :45 :221 21: :28 :281 :2243 :1648 1:25 :28 :226 21: :74 :616 :2382 :187 2:58 :619 :23 21: 1:7 :94 :2613 :21 3:6 :947 :233 21: 2:75 :1279 :2975 :234 4:3 :1292 :236 21: 3:78 :165 :3447 :2581 4:66 :1624 :238 21: 5:72 :222 :4653 :356 4:77 :2255 :242 21: 7:72 :2867 :6357 :3593 4:51 :2926 :245 21: 9:72 :3489 :8481 :4157 4:11 :3582 :247 21: 11:73 :4114 :11135 :475 3:7 :4255 :254 21: 13:73 :472 :14143 :5322 3:32 :493 :258 21: 15:73 :5294 :17663 :5943 3: :5575 :265 21: 17:7 :5864 :21565 :6568 2:72 :6242 :271 25: 3:12 :2834 :836 :925 3:39 :2875 :68 25: 1:96 :2299 :7451 :8667 3:9 :2323 :666 25: 1:12 :194 :694 :8337 2:79 :1953 :656 25: :9 :151 :6492 :7937 2:31 :152 :647 25: :97 :132 :6169 :7554 1:67 :121 :634 25: 1:95 :61 :67 :7166 1: :58 :621 25: 2:89 :182 :5965 :6796 :31 :152 :65 25: 3:94 :265 :668 :6356 :44 :36 :587 25: 5:89 :1121 :678 :5544 1:67 :1184 :552 25: 8:1 :211 :8234 :4869 2:44 :216 :535 25: 9:93 :2778 :1112 :425 2:75 :291 :517 25: 11:88 :358 :12485 :3447 2:87 :3761 :485 25: 13:93 :441 :15444 :257 2:86 :4652 :437 25: 15:96 :5215 :18945 :1518 2:75 :5535 :387 29: 3:25 :2466 :7791 :7769 3:17 :256 :638 29: 2:25 :264 :757 :7381 2:92 :29 :624 29: 1:13 :1611 :6411 :698 2:51 :1623 :69 29: :12 :1215 :5974 :669 2:3 :1216 :595 29: :85 :839 :5678 :6265 1:48 :83 :58 29: 1:85 :447 :5494 :5914 :81 :429 :564 29: 2:85 :56 :5454 :5583 :1 :29 :547 29: 3:89 :348 :569 :5286 :62 :385 :536 29: 5:79 :167 :6224 :4669 1:71 :1125 :512 29: 7:84 :185 :7433 :428 2:49 :1934 :484 29: 9:85 :2597 :913 :3267 2:88 :2713 :444 29: 11:87 :3332 :11226 :2569 2:97 :3492 :413 29: 13:8 :419 :13796 :186 2:91 :4232 :381 29: 15:85 :4755 :16914 :947 2:81 :536 :328 29: 17:78 :549 :2325 :111 2:66 :5771 :283 29: 19:85 :662 :2445 :686 2:48 :6531 :237 54

14 3: 3:19 :229 :7349 :668 3:1 :2246 :611 3: 2:24 :1868 :6713 :631 2:78 :1893 :598 3: 1:25 :1513 :6171 :5991 2:45 :1526 :584 3: :2 :1136 :5712 :5642 1:99 :1138 :567 3: :75 :788 :5413 :5326 1:46 :781 :551 3: 1:76 :432 :522 :57 :83 :415 :535 3: 2:76 :63 :5154 :4684 :12 :38 :518 3: 3:84 :332 :5218 :4337 :64 :366 :498 3: 5:77 :99 :5815 :3847 1:7 :144 :479 3: 7:73 :1683 :6764 :324 2:49 :1758 :444 3: 9:8 :2385 :822 :2539 2:91 :249 :42 3: 11:78 :348 :117 :1866 3:2 :319 :367 3: 13:78 :374 :12498 :1183 2:96 :3895 :331 3: 15:72 :4331 :15229 :49 2:84 :4582 :292 3: 17:76 :4949 :18522 :142 2:67 :5278 :254 3: 19:78 :5541 :2234 :7 2:48 :5969 :224 31: 3:31 :1976 :788 :69 2:79 :214 :594 31: 2:31 :1633 :644 :5686 2:54 :1658 :578 31: 1:23 :1273 :5883 :5354 2:16 :1285 :561 31: :29 :954 :555 :576 1:73 :956 :546 31: :71 :613 :5211 :4754 1:18 :66 :529 31: 1:72 :276 :539 :4456 :55 :261 :512 31: 2:66 :4 :4982 :416 :8 :63 :496 31: 3:76 :416 :546 :3827 :82 :448 :476 31: 5:67 :14 :5549 :337 1:87 :189 :45 31: 7:74 :1719 :6499 :269 2:65 :1791 :412 31: 9:79 :239 :7979 :288 3: :2491 :38 31: 11:73 :313 :9742 :1424 3:9 :3149 :341 31: 13:68 :3625 :11939 :773 3:4 :385 :33 31: 15:74 :4241 :1478 :152 2:88 :4481 :266 31: 17:73 :483 :17897 :374 2:7 :5145 :234 35: 3:14 :2389 :629 :7387 3:96 :2418 :471 35: 2:2 :191 :5321 :699 3:59 :1927 :465 35: 1:3 :1463 :4832 :6484 3:3 :1471 :457 35: :13 :157 :4512 :615 2:34 :158 :449 35: :91 :613 :4287 :57 1:43 :66 :438 35: 1:96 :143 :4216 :525 :34 :128 :426 35: 2:97 :271 :4291 :4882 :63 :293 :414 35: 3:9 :682 :4488 :4471 1:52 :711 :41 35: 5:97 :1577 :547 :3678 2:92 :1625 :374 35: 7:97 :2436 :6967 :2968 3:5 :251 :352 35: 9:93 :326 :8965 :2147 3:64 :3366 :321 35: 11:94 :469 :11545 :1287 3:52 :422 :288 35: 13:92 :4891 :1473 :378 3:33 :512 :25 35: 15:9 :5643 :18276 :589 3:9 :5928 :212 55

15 39: 2:15 :1636 :4939 :5597 3:31 :1653 :432 39: 1:14 :1239 :4487 :525 2:76 :1248 :424 39: :15 :864 :4168 :4914 2:7 :865 :415 39: :86 :474 :3975 :4561 1:19 :468 :45 39: 1:82 :83 :3918 :422 :21 :71 :394 39: 2:83 :31 :3979 :391 :76 :32 :382 39: 3:86 :699 :4178 :3546 1:67 :725 :37 39: 5:83 :1452 :4949 :2916 2:93 :1495 :345 39: 7:82 :22 :6247 :228 3:52 :2265 :319 39: 9:87 :2956 :868 :1576 3:66 :351 :288 39: 11:77 :3653 :1248 :865 3:56 :3785 :258 39: 13:86 :4381 :13112 :66 3:34 :4568 :224 39: 15:77 :549 :16187 :733 3:12 :5299 :185 39: 17:86 :5734 :269 :151 2:86 :673 :152 39: 19:88 :6375 :24387 :2198 2:61 :6824 :126 4: 3:19 :181 :5146 :4945 3:5 :1827 :413 4: 2:2 :1446 :466 :4642 3:14 :1463 :45 4: 1:19 :195 :419 :4343 2:61 :113 :396 4: :24 :765 :398 :474 1:96 :767 :388 4: :76 :48 :372 :3779 1:1 :43 :377 4: 1:79 :41 :365 :3472 :11 :29 :366 4: 2:76 :294 :372 :324 :79 :312 :356 4: 3:78 :65 :3875 :2921 1:68 :674 :344 4: 5:78 :1337 :4565 :2351 2:93 :1376 :32 4: 7:76 :26 :5699 :1786 3:52 :265 :294 4: 9:78 :2686 :7324 :1179 3:67 :2771 :266 4: 11:82 :337 :9443 :512 3:57 :3492 :234 4: 13:8 :41 :11933 :154 3:36 :4179 :22 4: 15:75 :4617 :14842 :77 3:11 :4847 :175 4: 17:77 :527 :18288 :13 2:85 :5516 :152 4: 19:75 :5756 :22132 :1771 2:6 :6166 :138 41: 3:26 :1698 :497 :4387 3:42 :1723 :4 41: 2:28 :1385 :4465 :4145 3:1 :142 :391 41: 1:3 :162 :46 :3888 2:62 :171 :382 41: :25 :71 :3747 :368 1:9 :712 :372 41: :76 :384 :3568 :3363 1:8 :379 :362 41: 1:76 :49 :3495 :311 :14 :38 :351 41: 2:74 :276 :3539 :2861 :78 :292 :34 41: 3:71 :585 :3681 :2624 1:59 :68 :33 41: 5:75 :1244 :4325 :211 2:88 :1281 :36 41: 7:68 :187 :5356 :162 3:49 :1925 :281 41: 9:7 :2497 :6843 :154 3:65 :2577 :254 41: 11:75 :3138 :8828 :454 3:55 :3252 :225 41: 13:76 :376 :11235 :16 3:35 :392 :197 41: 15:75 :4342 :1444 :691 3:9 :456 :173 41: 17:69 :4895 :17235 :1125 2:84 :5188 :154 41: 19:77 :5451 :21111 :159 2:58 :5844 :142 56

16 45: 3:1 :1797 :3749 :4637 4:79 :1815 :277 45: 2:4 :141 :3244 :4242 4:32 :1412 :274 45: 1:8 :96 :2888 :3878 3:32 :965 :271 45: :7 :523 :2661 :3472 1:96 :523 :266 45: :97 :8 :2572 :377 :31 :76 :258 45: 1:96 :352 :2621 :2691 1:34 :36 :25 45: 2:99 :813 :2828 :228 2:88 :827 :24 45: 3:87 :1199 :3119 :1915 3:85 :1218 :23 45: 5:93 :287 :4243 :115 4:92 :212 :26 45: 7:95 :2956 :5972 :29 4:95 :31 :183 45: 9:98 :3814 :8329 :55 4:58 :391 :16 45: 11:94 :465 :11153 :1343 4:13 :4736 :138 45: 13:86 :5343 :14416 :2114 3:71 :5533 :119 45: 15:95 :6141 :18558 :327 3:31 :6414 :97 49: 3:14 :1588 :3485 :3676 4:56 :164 :261 49: 2:2 :1216 :355 :3364 3:98 :1227 :259 49: 1:24 :852 :2735 :365 3:11 :857 :255 49: :16 :433 :259 :2721 1:73 :434 :25 49: :81 :59 :2432 :2411 :24 :56 :244 49: 1:87 :351 :2477 :277 1:42 :359 :236 49: 2:82 :712 :2639 :1774 2:7 :724 :228 49: 3:83 :113 :2937 :1443 3:76 :112 :219 49: 5:82 :186 :399 :826 4:76 :189 :2 49: 7:85 :2626 :5433 :156 4:83 :2676 :18 49: 9:81 :3356 :7419 :51 4:52 :3434 :159 49: 11:89 :485 :134 :1189 4:7 :424 :141 49: 13:81 :4763 :12979 :1867 3:67 :4935 :124 49: 15:82 :5438 :16495 :266 3:3 :5682 :14 49: 17:79 :658 :2356 :3297 2:98 :6391 :87 49: 19:79 :6684 :24818 :3919 2:69 :713 :72 5: 3:23 :1455 :3312 :2985 4:39 :1472 :249 5: 2:24 :113 :2886 :2727 3:82 :1114 :245 5: 1:18 :728 :2562 :245 2:84 :733 :241 5: :23 :399 :2384 :2199 1:68 :4 :237 5: :77 :48 :233 :1918 :21 :45 :231 5: 1:82 :312 :2343 :1652 1:33 :319 :224 5: 2:8 :649 :2496 :1387 2:6 :661 :218 5: 3:74 :98 :2749 :1137 3:56 :995 :21 5: 5:8 :1685 :3665 :583 4:6 :1713 :194 5: 7:76 :2357 :59 :31 4:7 :243 :178 5: 9:83 :339 :6898 :522 4:41 :3112 :16 5: 11:83 :3676 :9176 :191 4:1 :3786 :145 5: 13:82 :434 :11911 :168 3:61 :4464 :129 5: 15:76 :4895 :155 :2237 3:26 :5118 :115 5: 17:83 :553 :1874 :2773 2:94 :5812 :99 5: 19:79 :653 :22712 :3265 2:67 :6465 :88 57

17 51: 3:32 :1394 :3238 :2571 4:31 :141 :243 51: 2:26 :145 :28 :2334 3:73 :155 :238 51: 1:25 :79 :252 :216 2:83 :714 :235 51: :24 :387 :2319 :1867 1:67 :388 :23 51: :68 :8 :2246 :1663 :35 :77 :225 51: 1:67 :238 :2269 :1431 1:5 :245 :22 51: 2:77 :61 :2421 :1191 2:48 :612 :213 51: 3:7 :99 :2659 :974 3:42 :924 :27 51: 5:77 :1571 :3526 :492 4:45 :1598 :193 51: 7:76 :2199 :4793 :2 4:59 :2243 :178 51: 9:78 :2828 :6522 :49 4:34 :2898 :162 51: 11:75 :3426 :8642 :982 3:96 :3531 :148 51: 13:72 :417 :11198 :1478 3:59 :4168 :135 51: 15:77 :4618 :1432 :198 3:23 :4833 :121 51: 17:74 :5162 :17633 :2424 2:93 :5454 :17 51: 19:72 :572 :21476 :2861 2:65 :692 :98 51: :25 :382 :2325 :1889 1:64 :383 :231 65: 3:7 :1359 :273 :1517 5:3 :1372 :197 65: 2:13 :943 :2315 :111 4:7 :95 :196 65: 1:7 :47 :228 :66 2:32 :473 :194 65: :3 :41 :194 :245 :22 :41 :19 65: :96 :41 :1928 :149 2:8 :45 :186 65: 1:95 :823 :285 :51 3:95 :83 :18 65: 2:94 :1255 :2381 :875 5:27 :1265 :173 65: 3:97 :1689 :282 :1237 5:99 :174 :164 65: 6: :2565 :4141 :1988 6:19 :2594 :144 65: 7:97 :346 :69 :2727 5:67 :3456 :123 65: 9:93 :4228 :8444 :3538 5:1 :431 :13 65: 11:97 :578 :11599 :4376 4:38 :528 :82 65: 13:94 :5857 :15225 :5186 3:85 :651 :66 65: 15:96 :6616 :19444 :635 3:4 :6896 :5 69: 3:16 :1245 :2662 :1152 4:68 :1258 :197 69: 2:14 :851 :2277 :833 3:74 :859 :196 69: 1:22 :481 :243 :517 2:36 :486 :194 69: :8 :46 :192 :142 :24 :46 :19 69: 1:82 :674 :23 :452 3:32 :68 :182 69: 2:77 :154 :2271 :736 4:64 :163 :176 69: 3:77 :1436 :2641 :146 5:44 :1451 :169 69: 4:84 :1852 :3185 :1357 5:81 :1872 :161 69: 5:77 :221 :3769 :1634 5:84 :2228 :154 69: 7:83 :2962 :5457 :2269 5:43 :39 :137 69: 9:78 :368 :7563 :292 4:87 :3755 :12 69: 11:85 :4425 :1338 :367 4:28 :4543 :13 69: 13:75 :5111 :13397 :4291 3:81 :5283 :86 69: 15:85 :5821 :17256 :558 3:37 :671 :7 69: 17:81 :646 :21346 :5758 3:3 :683 :57 69: 19:83 :797 :2653 :6437 2:72 :756 :44 58

18 7: 3:19 :1151 :2593 :863 4:44 :1164 :195 7: 2:15 :779 :2219 :584 3:51 :787 :192 7: 1:21 :461 :23 :335 2:3 :465 :191 7: :17 :99 :1877 :52 :53 :99 :187 7: :75 :23 :1867 :198 1:23 :232 :184 7: 1:78 :582 :198 :457 2:94 :588 :18 7: 2:82 :938 :2216 :717 4:23 :948 :175 7: 3:87 :138 :2581 :99 5:7 :1322 :169 7: 5:84 :1978 :364 :1495 5:49 :24 :157 7: 7:78 :2627 :551 :1993 5:2 :2671 :145 7: 9:84 :3328 :794 :255 4:69 :34 :13 7: 11:85 :3985 :9545 :317 4:18 :496 :116 7: 13:82 :4596 :12342 :3682 3:72 :4758 :1 7: 15:79 :529 :1569 :4249 3:34 :5437 :85 7: 17:75 :5796 :19312 :4836 3: :619 :72 7: 19:84 :649 :23775 :5465 2:7 :6836 :61 71: 3:32 :1155 :2645 :648 4:37 :1168 :197 71: 2:28 :814 :2275 :418 3:58 :823 :195 71: 1:28 :49 :235 :192 2:41 :494 :192 71: :26 :156 :192 :48 :82 :157 :189 71: :71 :167 :188 :249 :89 :17 :186 71: 1:67 :482 :1965 :467 2:45 :488 :182 71: 2:75 :838 :2184 :696 3:84 :847 :178 71: 3:68 :1129 :2469 :894 4:57 :1142 :174 71: 5:75 :1799 :3451 :135 5:21 :1824 :163 71: 7:72 :2428 :489 :179 5:5 :2471 :15 71: 9:76 :373 :6676 :228 4:6 :3141 :137 71: 11:7 :3659 :8838 :2775 4:14 :3762 :124 71: 13:71 :4271 :11544 :328 3:7 :4423 :19 71: 15:76 :4882 :14774 :383 3:3 :599 :96 71: 17:74 :545 :18317 :4312 2:98 :5749 :84 71: 19:71 :613 :22315 :485 2:69 :6414 :73 75: 3:3 :1485 :3248 :149 4:57 :15 :246 75: 2:3 :136 :2777 :128 3:73 :145 :241 75: 1:8 :615 :2476 :623 2:48 :619 :236 75: :9 :183 :2296 :23 :8 :183 :229 75: :98 :288 :2254 :233 1:28 :292 :22 75: 1:9 :68 :2354 :625 2:89 :688 :213 75: 2:97 :1155 :2616 :143 4:42 :1167 :21 75: 3:99 :159 :2997 :1454 5:3 :167 :188 75: 5:9 :249 :4115 :2138 5:85 :2438 :162 75: 7:89 :3271 :5879 :2823 5:56 :3321 :133 75: 9:95 :418 :8246 :3561 4:98 :4188 :12 75: 11:94 :4943 :11164 :4377 4:43 :567 :7 75: 13:92 :5722 :1462 :5166 3:92 :595 :41 75: 15:96 :6512 :18756 :619 3:47 :6776 :12 59

19 79: 3:23 :1367 :324 :1113 4:22 :1384 :247 79: 2:15 :943 :2772 :737 3:4 :953 :242 79: 1:21 :589 :2495 :422 2:36 :594 :237 79: :21 :21 :2311 :82 :91 :211 :23 79: :85 :24 :2259 :273 :9 :27 :223 79: 1:84 :575 :2339 :593 2:46 :582 :215 79: 2:83 :966 :2535 :95 3:81 :977 :25 79: 3:77 :1318 :2825 :1195 4:67 :1334 :195 79: 5:82 :294 :3853 :1799 5:43 :2122 :171 79: 7:82 :2853 :541 :2378 5:27 :29 :148 79: 9:79 :3569 :7421 :2959 4:81 :3643 :124 79: 11:83 :434 :15 :3629 4:3 :4417 :97 79: 13:8 :52 :1312 :4298 3:84 :5168 :71 79: 15:81 :5696 :16586 :552 3:43 :5933 :44 79: 17:8 :6354 :261 :5752 3:8 :668 :19 79: 19:78 :6989 :2511 :6415 2:78 :7426 :3 8: 3:25 :1262 :315 :85 4:1 :1278 :243 8: 2:22 :99 :2741 :523 3:32 :919 :239 8: 1:24 :569 :246 :245 2:31 :575 :234 8: :24 :223 :2286 :27 :98 :224 :228 8: :73 :11 :2229 :294 :49 :113 :222 8: 1:76 :452 :228 :558 1:98 :459 :214 8: 2:78 :814 :2451 :827 3:32 :825 :25 8: 3:81 :1179 :2752 :197 4:29 :1195 :196 8: 5:73 :183 :3628 :1586 5:4 :1857 :178 8: 7:73 :2513 :515 :284 5:1 :2558 :159 8: 9:82 :3193 :6915 :262 4:62 :3264 :137 8: 11:77 :3847 :9192 :3136 4:19 :3954 :115 8: 13:82 :4499 :121 :3719 3:75 :4656 :91 8: 15:83 :5134 :15245 :4274 3:37 :5355 :66 8: 17:79 :5749 :18873 :4864 3:5 :65 :41 8: 19:76 :6312 :22917 :5447 2:75 :6715 :22 81: 3:29 :1224 :3139 :641 3:9 :124 :243 81: 2:32 :915 :2758 :44 3:32 :925 :239 81: 1:29 :594 :2475 :17 2:4 :599 :234 81: :3 :266 :231 :66 1:16 :268 :229 81: :77 :74 :2235 :35 :33 :77 :223 81: 1:74 :383 :2279 :544 1:68 :39 :216 81: 2:77 :715 :2434 :766 2:94 :726 :29 81: 3:76 :134 :2691 :993 3:84 :149 :21 81: 5:77 :1692 :3554 :1441 4:76 :1719 :183 81: 7:74 :239 :4812 :1891 4:8 :2353 :166 81: 9:71 :2929 :6499 :2343 4:51 :2996 :146 81: 11:71 :3554 :8647 :2815 4:11 :3656 :125 81: 13:71 :4168 :11237 :334 3:71 :4316 :14 81: 15:68 :4761 :1424 :381 3:35 :4967 :81 81: 17:69 :5353 :177 :435 3:2 :5638 :6 81: 19:72 :5938 :21698 :486 2:74 :6322 :39 6

20 85: 3:12 :1618 :3876 :1532 4:17 :1637 :299 85: 2:11 :1181 :3362 :192 3:51 :1192 :293 85: 1:12 :748 :33 :642 2:49 :754 :286 85: :9 :268 :2774 :167 :97 :269 :277 85: :95 :162 :2697 :255 :6 :166 :267 85: 1:99 :62 :2767 :697 2:17 :611 :256 85: 2:96 :138 :2974 :117 3:49 :152 :243 85: 3:86 :1416 :327 :1483 4:33 :1435 :231 85: 5:93 :2328 :4392 :235 5:3 :2361 :196 85: 7:89 :3161 :64 :341 5:27 :3214 :161 85: 9:91 :41 :8265 :373 4:84 :483 :125 85: 11:96 :4829 :11128 :4469 4:34 :4955 :88 85: 13:9 :5587 :14346 :5225 3:89 :5768 :5 85: 15:92 :6379 :1828 :647 3:49 :6636 :8 89: 3:14 :1414 :3757 :18 3:76 :1433 :298 89: 2:16 :136 :338 :732 3:13 :147 :291 89: 1:15 :659 :2978 :384 2:21 :665 :284 89: :15 :293 :2774 :64 1:6 :294 :277 89: :79 :56 :2692 :271 :21 :6 :268 89: 1:89 :472 :2736 :615 1:72 :481 :258 89: 2:89 :848 :2897 :953 2:93 :861 :247 89: 3:85 :1227 :318 :1262 3:86 :1246 :235 89: 5:76 :1964 :484 :187 4:81 :1995 :29 89: 7:86 :2762 :5615 :2517 4:92 :2813 :178 89: 9:85 :3492 :7544 :3142 4:63 :357 :146 89: 11:82 :422 :9971 :3743 4:21 :4317 :115 89: 13:78 :4899 :12863 :438 3:81 :565 :82 89: 15:85 :569 :1641 :591 3:42 :5844 :46 89: 17:83 :6274 :2297 :5779 3:9 :6594 :11 89: 19:82 :6933 :24743 :6459 2:8 :7361 :23 9: 3:21 :1314 :3688 :767 3:56 :1333 :295 9: 2:19 :977 :3256 :495 3: :988 :288 9: 1:18 :639 :2949 :21 2:17 :645 :282 9: :16 :293 :2745 :72 1:7 :294 :274 9: :85 :47 :2662 :346 :18 :51 :266 9: 1:84 :384 :2688 :612 1:43 :392 :256 9: 2:76 :692 :289 :873 2:46 :75 :247 9: 2:8 :77 :2811 :882 2:52 :72 :246 9: 3:77 :144 :354 :114 3:42 :162 :236 9: 5:74 :1712 :3872 :1658 4:42 :1742 :214 9: 7:79 :246 :528 :222 4:62 :2454 :19 9: 9:75 :377 :6939 :2717 4:43 :315 :163 9: 11:79 :3749 :9191 :3239 4:8 :3857 :134 9: 13:76 :4387 :11824 :3782 3:71 :4543 :15 9: 15:85 :542 :1571 :4345 3:35 :5262 :72 9: 17:77 :5625 :18442 :4885 3:5 :592 :39 9: 19:79 :6235 :22541 :545 2:77 :663 :1 61

21 91: 3:29 :1293 :3715 :592 3:48 :1312 :297 91: 2:31 :982 :3311 :352 2:97 :995 :291 91: 1:26 :66 :2995 :95 2:2 :667 :285 91: :32 :359 :2799 :119 1:28 :36 :278 91: :73 :3 :2693 :348 :11 :26 :27 91: 1:78 :295 :2699 :589 1:9 :33 :26 91: 2:77 :619 :2816 :828 2:2 :632 :251 91: 3:72 :911 :316 :128 3:2 :929 :242 91: 5:76 :1558 :379 :155 4:11 :1588 :221 91: 7:75 :2198 :4996 :1965 4:4 :2245 :199 91: 9:73 :2824 :669 :2444 4:27 :2895 :174 91: 11:7 :3448 :8637 :2913 3:99 :3552 :146 91: 13:72 :465 :11154 :3398 3:64 :4213 :12 91: 15:77 :4683 :1416 :3884 3:31 :4892 :9 91: 17:78 :5279 :17533 :4385 3:1 :5562 :58 91: 19:72 :5851 :21298 :4893 2:75 :6226 :31 19: 2:86 :1212 :438 :222 3: :1231 :343 19: 1:93 :852 :3668 :56 2:32 :864 :338 19: 1:7 :462 :346 :92 1:36 :468 :332 19: :98 :429 :3213 :1726 1:34 :435 :314 19: 1:75 :761 :3294 :222 2:31 :771 :36 19: 2:65 :1156 :351 :2376 3:3 :1171 :296 19: 3:49 :1543 :389 :2699 4:5 :1563 :286 19: 5:27 :229 :4766 :336 4:81 :2324 :264 19: 6:9 :2987 :623 :3995 4:96 :338 :239 19: 8:67 :3753 :784 :4688 4:79 :3829 :29 19: 1:42 :4492 :1144 :541 4:43 :461 :185 19: 12:12 :523 :1287 :6222 4:4 :5358 :166 19: 13:82 :5898 :16317 :746 3:61 :6117 : : 2:58 :126 :3592 :238 2:86 :141 : : 1:81 :74 :3323 :481 2:23 :75 :39 111: :92 :384 :3114 :759 1:23 :389 :35 111: :11 :64 :316 :131 :21 :64 :32 111: :82 :286 :32 :1332 :95 :29 : : 1:74 :654 :388 :1619 2:12 :663 : : 2:57 :963 :3256 :1886 2:96 :976 : : 3:39 :1286 :351 :2134 3:66 :134 : : 5:2 :1982 :4378 :2689 4:53 :214 : : 6:96 :2645 :5628 :3228 4:7 :2694 : : 8:72 :332 :7257 :3793 4:55 :3374 : : 1:41 :3917 :9216 :4348 4:25 :419 : : 12:11 :4546 :1165 :524 3:9 :469 : : 13:92 :5197 :14649 :5761 3:55 :5397 : : 15:72 :584 :17926 :645 3:24 :672 : : 17:4 :6381 :21481 :7144 2:97 :6732 :141 62

22 112: 2:68 :983 :3431 :222 2:87 :998 : : 1:82 :691 :3133 :442 2:2 :7 : : :93 :385 :2914 :674 1:32 :39 : : :82 :23 :2792 :1137 :82 :234 : : 1:69 :529 :2874 :1371 1:84 :537 : : 2:53 :821 :335 :16 2:71 :834 : : 3:4 :1119 :3285 :183 3:41 :1137 : : 5:18 :1732 :465 :2282 4:26 :1762 : : 6:96 :234 :528 :2747 4:49 :2386 : : 8:77 :2961 :6776 :3251 4:37 :329 : : 1:53 :3539 :8662 :3761 4:9 :3638 :25 112: 12:35 :4145 :1161 :4321 3:75 :4286 : : 14:3 :4683 :1368 :4857 3:44 :4873 : : 15:79 :5239 :16648 :5429 3:15 :5494 : : 17:59 :5785 :263 :619 2:88 :6121 : : 2:8 :999 :3397 :219 2:94 :114 : : 1:93 :717 :31 :47 2:31 :727 : : 1:1 :425 :2879 :616 1:48 :43 :28 113: :12 :139 :2757 :799 :5 :14 : : :85 :183 :2724 :118 :67 :188 :27 113: 1:67 :445 :2793 :1216 1:59 :453 : : 2:52 :725 :2947 :148 2:46 :737 : : 3:47 :135 :321 :1623 3:22 :152 : : 5:2 :1596 :3939 :224 4:5 :1625 : : 6:97 :2159 :51 :2442 4:32 :223 : : 8:78 :2729 :6463 :2893 4:22 :2796 : : 1:55 :329 :8287 :3367 3:97 :3386 : : 12:35 :3846 :152 :3872 3:66 :3981 :23 113: 14:13 :4386 :1355 :4371 3:36 :4572 : : 15:92 :4934 :15984 :49 3:9 :5183 : : 17:68 :5447 :19188 :545 2:84 :5773 : : 2:8 :326 :1166 :1238 3:21 :335 : : 2: :2892 :9315 :9819 3:1 :2922 :83 115: 1:9 :2493 :8489 :9371 2:94 :259 :81 115: :23 :296 :789 :8955 2:68 :299 : : :58 :1746 :729 :857 2:4 :1739 : : 1:49 :1326 :6785 :8131 1:95 :137 : : 2:32 :95 :6455 :7737 1:47 :923 : : 3:19 :564 :6217 :739 :91 :529 : : 4:91 :24 :656 :6472 :34 :255 : : 6:63 :969 :629 :5682 1:54 :135 : : 8:33 :1676 :7271 :5254 2:31 :1764 : : 1:5 :2391 :873 :4781 2:75 :256 :44 115: 11:7 :348 :1438 :4289 2:92 :3196 :44 115: 13:46 :3779 :12519 :3456 3:2 :3967 :338 63

23 116: 3:1 :2858 :9287 :8543 3:8 :293 : : 2:8 :2497 :8431 :8187 2:96 :2526 : : 1:21 :2151 :7716 :7836 2:79 :2167 : : :29 :1795 :785 :7483 2:53 :1799 : : :55 :1455 :6598 :7145 2:21 :1449 : : 1:44 :113 :6187 :679 1:78 :188 : : 2:32 :738 :5876 :645 1:26 :714 : : 3:18 :49 :5669 :617 :72 :377 : : 4:9 :284 :5553 :548 :51 :33 : : 6:68 :989 :5856 :473 1:69 :151 : : 8:38 :1593 :6811 :4421 2:34 :1676 : : 1:1 :2218 :7965 :3892 2:79 :2324 : : 11:87 :2857 :9727 :3444 2:94 :2996 : : 13:61 :3498 :11743 :279 2:98 :3676 : : 15:34 :4142 :13952 :199 2:97 :4364 :25 116: 17:13 :4778 :16786 :177 2:85 :56 : : 2:94 :255 :859 :7378 2:94 :2545 : : 2:9 :2221 :7824 :779 2:84 :2248 :71 117: 1:19 :1899 :715 :6775 2:66 :1914 : : :34 :1593 :66 :6485 2:41 :1597 :65 117: :55 :128 :6119 :6169 2:9 :1275 : : 1:47 :948 :5729 :5841 1:66 :933 : : 2:32 :642 :5471 :5557 1:17 :62 : : 3:25 :311 :5298 :5234 :59 :28 : : 5: :329 :5272 :4617 :62 :373 : : 6:74 :946 :5532 :42 1:71 :15 : : 8:48 :1514 :6442 :3716 2:35 :1593 : : 1:28 :2114 :7657 :3257 2:76 :2217 : : 12:2 :2693 :92 :2753 2:93 :2825 : : 13:8 :3297 :1185 :2114 2:97 :3466 :29 117: 15:57 :3894 :13239 :1423 2:94 :417 :23 117: 17:35 :4444 :15836 :87 2:81 :4714 : : 3:2 :2391 :8289 :6723 2:88 :2431 :72 118: 2:8 :283 :7517 :6422 2:77 :219 : : 1:26 :187 :6912 :6152 2:61 :1822 : : :32 :1494 :6329 :5855 2:36 :1497 : : :58 :1183 :587 :5571 2:2 :1177 : : 1:45 :894 :5535 :5295 1:62 :88 : : 2:36 :588 :5282 :58 1:11 :566 : : 3:23 :288 :5148 :4738 :56 :259 :53 118: 5: :311 :511 :4189 :61 :354 : : 6:77 :94 :5367 :3653 1:68 :961 : : 8:55 :1467 :6241 :339 2:35 :1543 : : 1:37 :236 :7398 :2848 2:75 :2136 : : 12:11 :2584 :886 :2394 2:92 :2712 : : 13:9 :3164 :1677 :1818 2:96 :3328 : : 15:67 :3712 :1292 :1281 2:88 :3922 :24 118: 17:46 :4238 :1546 :814 2:75 :455 :199 64