Contour Plot of Multiple Data Points Vertical Z=0.37 △cD ●z=0.13 Wing-Span◆z=0.6 ◇Z=-0.06 z=0.13 Z=025 5% 20 25% 0.540.40.34020.100.10203040.5 Wing-Tip Separation( Y Relative Position), % Wing-Span 2010010 Lateral position, Percentage of Wing Span Percent change in drag versus position at M=0.56, 25,000ft, 55'N2T The change in lift and drag coefficient were evaluated for each maneuver by comparing drag while in the vortex to baseline values. In general very small changes(variations of less than 2%)in calculated lift coefficient were found for all conditions as predicted For the 55 feet N2T condition shown, up to 19% drag reduction was calculated with peak values between level and-13% vertical position and a lateral position of 10-20% wingtip overlap. Overall the data indicates a large region of significant gains. The data is not symmetric about the the peek position and shows increased sensitivity as the trailing aircraft moved inboard of the peak position as opposed to outboard of this position. In fact, drag increases were measured at some high wing overlap positions, verifying the importance of proper station-keeping to obtain the best results Data quality varied for each test point with the outboard data tending to have better quality than the inboard data, primarily due to the pilots ability to maintain stable conditions. Some inboard test points were very difficult to fly due to the lead aircraft's vortex impacting the tail or fuselage. Fortunately the region of best drag benefits was fairly stable and good data quality was obtained or most points. Atmospheric conditions also affected the data on some test points due to turbulence and vertical winds. The back-to-back comparison of vortex and baseline data helped to minimize these effectsPage 9 Autonomous Formation Flight Program NAS4-00041 TO-104 -25% -20% -15% -10% -5% 0% 5% 10% 15% -0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5 Wing-Tip Separation (Y Relative Position), % Wing-Span (CD-FF - CD-BL)/CD-BL Percent change in drag versus position at M=0.56, 25,000ft, 55’ N2T Vertical Separation, % Wing-Span Z=0.37 Z=0.25 Z=0.13 Z=0.06 Z=0.0 Z=-0.06 Z=-0.13 Z=-0.25 Z=-0.37 'CD +'Y -'Z Xf Zf Yf -'X Contour Plot of Multiple Data Points The change in lift and drag coefficient were evaluated for each maneuver by comparing drag while in the vortex to baseline values. In general very small changes (variations of less than 2%) in calculated lift coefficient were found for all conditions as predicted. For the 55 feet N2T condition shown,up to 19% drag reduction was calculated with peak values between level and -13% vertical position and a lateral position of 10-20% wingtip overlap. Overall the data indicates a large region of significant gains. The data is not symmetric about the the peek position and shows increased sensitivity as the trailing aircraft moved inboard of the peak position as opposed to outboard of this position. In fact, drag increases were measured at some high wing overlap positions, verifying the importance of proper station-keeping to obtain the best results. Data quality varied for each test point with the outboard data tending to have better quality than the inboard data, primarily due to the pilots ability to maintain stable conditions. Some inboard test points were very difficult to fly due to the lead aircraft’s vortex impacting the tail or fuselage. Fortunately the region of best drag benefits was fairly stable and good data quality was obtained on most points. Atmospheric conditions also affected the data on some test points due to turbulence and vertical winds. The back-to-back comparison of vortex and baseline data helped to minimize these effects