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I4

No. 445

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WIND-TUNNELKESEARCIICOMPARINGLATERAL CONTROL

DZVICES,PAJ3TICULAIILYAT’HIGH ANGLES OF ATTACK.-.—--.

VIII. STRAIGHTAXD SKEWED AILERONSOH WINGS..

WITH ROUNDED TII?S .:

By Fred E. Weick and Joseph A. ShortalLangleyMemorialAeronauticalLaboratory

4“ Washington?’e-cr-~ary, 1933

..-.-

.. . ..— ..- _=-.. J

.,

,., -

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https://ntrs.nasa.gov/search.jsp?R=19930081219 2018-07-15T22:51:10+00:00Z

NATIONALADVISORY COMMITTEEFOR &ERONAUTICS

TECHNICALNOTE NO. 445 .-

171XD-TUlJi7ELRESEAR03 COMPARINGLAT3RAL d02TTROL

DEVICES,PJQITICULARLYAT HIGH ANGLES OF ATTACK

VIII, STRAIGHTAND SKEWED AILERONSON WINGS

WITH ROUX3ED TIPS

By Fred E. 17eickand Joseph A. Shortal

suimiARY

This report is the-eighth of a seriesof systematictests in which various lateral control devices”are com-pared with ~articularreferenceto their effectivenessathigh angles of attack. The yresent tests were made withrounded tips; one rather bzun~ and oiily-slight~yroiinded,and the other more slenderwith the curvatureextendingwell in from the end of the wing. Medium-sizedand shortwide aileronswere tested on both wings, and in addition,skewed aileronswere tested on the wing having the moreslendertip. The tests, which were made in t-he~.A,C,A.‘7by 10 foot wind tunnel, showed the effect of t-heaile-rons and the tip shapes on the generalperformance ofthe wing, as well as on the lateral controland stabilf-ty characteristics. The hinge qoments were-not measuredbut approximatevalues are given in the first report ofthe series. —

It was found that the generalperformanceof the wingwith slightlyrounded tips was somewhatpoorer than thakof a previouslytested rectangularwingi but that theperfor?aagceof the wing with tips haviag more extreme cur--vature was slightlybetter t’nanthat for a rectangularwing. Both of the aileron sizes tested on the wing withslightlyrounded tips -gavelower rollingmoments at highangles of attack than t’hecoirespotidingaileron= on re”c-” ‘---tangularWings. Reasonably sat~8factoEyroiling moments

—

at all angles of attack that can be maintainedby averag6airplaaeswere given by all of the s-hortwide aileronstestedwith both tip shapes,aad particularlyby the s“aortwide skewed aileronson the wing having tiys with extreme

.

2 *-. -–N.A.C.AqTeghn$ca~.ToteNo, 445. ...,....*C.. .. .. —.... ‘... ......--. . .... 7 ..-....’....’-

curvature. In general, the yawing moments.were somewhatsmallerfor the aileronq,on.thqwings;wi~brounded tipsthan :~orthe correspondingaileronson rectangularwings.

,,.. .,,.

-INTRODUCTION ‘ ‘“ “:-.... , -. ... ...!../.,<... ... .

A seriijkof systsrnatic,wind-tunnel.investigations,one of which is covered3Y this report, is being made %ythe”NntionalAdvisory Committeefor AeronauticsIn orderto comparevariouslateral controldevices,particularlyat high angles.:of.a$.tack..-p~hevarious devices are giventhe same routinetests to show their relativemerits inregari to lateralcontroll~bllttyand their effect on thelateral stabilityand on airplaneperformance. They arebeing tested first on rectangularClark Y wings of aspectratio 6, to be followedby wings with differentplan formsand also with such-variationsas washout and sweepbackwhich affect lateralstability. ., :...

— . .....- ,,-Part I of this.seri.es.(reference”1) deals with three

differentsizes of ordinaryaileronson rectangularwings.one of.these-aileronswas of a medium size t~gn from theaverage.ofa Uuber .of cgnyentioual.airplanes,one was ex-tremely short and wide, and the oth”erwas extremelylongand narrow. 4.11the aileronswere proportionedto giveapprox.iaately,e”qualcontrollabilityw’ithequal up-and-down deflectionat angles of attack,below the stall. Theresultswwre analyzedtQ.show the relatolvemerits of thethre”esizes of ailerons~whenset in’thp qbovo manner andalso ia accordancewitiltwo di.ffere.nti.%1~movements,andwith upward movementonly..,tChenarrow-chordaileronswore found to he definitelyinferiorto those having me-dium end wide chords in regard to the rollingmomonts

!Chisreport covers similartests of ordinaryaileron~on wings With two representativeforms of rounded tips.One of--theseis only slightlyrounded,and”tho othor isroundedmore sharply,the curvatureextendingwell in fromthe end of the wing, Sincethe narrow-chordAileronsgaveP“oorc~htrolmoments at high angles of attaGk,onrectangul-ar wings,they”were not tested on the wings with roundedtips. . =:..:= - ---i:.=.- .:--=-.“- ——-- =. z.’.-.- -

-e

-,-_=.:.-. .L._:. ,~~

. .=- .-—

.—●

-.

..,=

. ..—t

i

N.A,C,A. TechnicalNote No. 445 3

Skewed aileronshad previouslybeen shown to be unde-sirableon-wingsof rectangularplan form (reference1,Part VI), so that the medium and short wide aileronstest-ed on the wing with only slightlyrounded tips were madestraight. On a wiqg having long curved tips, however,askewed aileronwould have a more uniform cb”ordthtinastraig’htaileron and might be”expectedto give,bptterre-sults. Hence, the aileronson this wing were testedwiihhinge axes,skewed10° aado200. In additionthe medium ai-lerons were testedwith O s~xew.Each of the aileronshadthe same span, area, and average chord as the ones of cor-respondingwidth tested OD rectangularwings in Part I.

M?PARAT!US

Wind tunnel.-,TheN.A.C.A..‘7by 10 ~oot wind tunnel,which is being used throughout‘theentire investigation,has an open jet and a single clos~d-retu~ripa”ssage~‘~fie’tunn01, togetherwith the regular balanc~-’an~--associtiiadapparatus,is describedin detail“Znre~e”fen=e20“

~odels.- Inasmuchas previous tests (reference1, PartI) had shown that the momeats caused by both right afid”””left aileronscould be found separatelyand added toge$h-er to give the total effect of both with a Satisfactoryaccuracy,the present tests were made with the right aile-ron only. Only two wing models were tested,‘oneftireachtip form. Each wing model had a removableportion in iheright rear corner,as ehowfiin Figures 1 and 2, a differ-ent model of this portion of the wing %eing made--f-oreachof the ailerons. The wing with the slightlyro,undedtips,designatedtip No. 1, is.shownwith the differentaileronsin Figure 1. The wing with the more slendertip havingthe curvatureextendingwell in from the end is designated

.——

tip No. 2,.and shown in Figure 2* Both of thewin”g”modelswere constructedof laminatedmahoganywith a span of GOinches and an aspect ratio of 6.” The Clark Y airfoil sec-tion was used over the entire span except for a slightreundingat the extreme tip, the chords of all of the see-tions along the span were parallel! and the centers of thenose radii were all in one horizontalplane.

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4 ~.A.c.A, TechnicalNote N“O.445— —

.— TESTS -—A-,- -.

,- =.- :,. ---- A. . .

-.-..—.—— —L—— _—L— — —_. L -. —-, :._ —.. —

The tests were conductedin accordancewit-hthestandi%rdprocedure,and ~t the dynamicpressure andReynoldsNumber employedthroughoutthe entire seriesofinvestigationson lateral controlt (Reference1.) Thedynam:Lcpressure–was16.37 poundti-’per”squ~.refoot, corre-spondingto ati”air”spe6& of““SOrnflesper iiourat standarddensi~jy,and the Reynolds Number was 609,000,based on theaverage“chord. — -.. -.

..-. -

Norce testswere atideat a&gles o~-a~tackup to 605with the aileronsneutral and up to 40 with the rightailerondeflec~edup or dotinvarious amounts. Tho testswere made at O yaw with all deflectionsand at 20° yawin certain cases. Free-autorotationtestswere made todeternin~theangla ofoattackabove which autorotation;7asself-startingat O yaw wXfi-ail<rorizi9uti&lwForced-rotation testswere also made in which the rollingmoment--...-—-.—— .-——while rollingwa~ measured-at–

—= — — — —.the ~o~atlonalv~~”ocitycor-

respondingto Q2P

= 0.05, the highest rate likely to Locausedby gusty air, and at angles of yaw both 0° and -20°.

-.~Lccuracy.-The accuracyof the r6&ultspresentedin

this report is the same as that obtainedin Part I..

It isconsideredsatisfactoryfor the purposb~ o~ the investi,ga- “tion at all atiglesof attack except in the lvr%led regionbetwe<~E-200and 25°

.where the rolling and yawing momontH

are relativelyunreliabledue to the critical,and oftenunsymmetrical,conditionof the burbled air fzow aroundthe wing. ..- -.— ~.-. ~..

—.. A% --*: - . ,,Aileron movements.-r~om tq.stswit> the sipgi~.aile-.—-— -—-...

rons deflectedupward and aaw~tiardvaiiou;”amofinii,datawere clttainedfrom which criterionswere copputodfor foumailerclnmovemen-$s:~he eqtialu~”~and-down,avem~gg diffeT-----ontial.,extrem~”fifftir”en~ialliind’upUO=filymoveiion%s,Thesemovementswere the Fameat thoseused in Part 1,(Reference1-) The relativeup~and-dowudisplacementswith the two differentialmovenentsare given intTable I@nd tl;~”’qssu.raedlinkages to o%tali A1”Zof the moveae~ts*D I’igvre3. The deflectionof tie ~kewedaileronswasmeasured in a plaae perpendicularto the hinge axis, andis slightlygreater than the projectedangle of deflectionin a lo-ngitudinalplane, t

.-.. .-,+.

1

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N.A.,C.A. TechnicalNote No. 445

TABLE I

SIMULTANEOUSAILERONDISPLACZME?I!J!S

WITH ASSUilEDDIFFERENTIALARR~GEMENTS

Average differential(No,1)—-.

Upwarddisplacement

Degrees

0.010.020,030.035.0

,- “

Downwarddisplacement

Degrees

0.08.513.015.015.0

~xtre~edf,fferelltial(No.2)

Upwarddisplacement

Degrees0.010.020.030.040.050=0

DownwarddisplacementDegrees

0.07.012.014.011.5‘7;0 ..

RESTUZTS

Coeff5cientq.-The force-testresults are given inthe form of absolutecoefficientsof lift and dra~ and ofthe rolling and yawing moments:

-–——

liftCL = —qs

dragCD = —qs

(jIl = rollingmomentqbS

(jnl = yawing momen~qbS

where S is the total wing area, b is the wing span,and q is the dynamicpressure. The coefficientsas givenabove are not correctedfor tunnel-walleffect. They areobtaineddirectlyfrom the balance and refer to the wind(or tunnel) axes- In syecialcases in the discussionwhere the moments are used with referenceto body axes,

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.

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N.A.C.A. TechnicalNote No. 445 6

the coefficientsare not primed. Thus the symbolsforthe rolling and yawing moment coefficientsabout body axesare c1 and Cn.

The resultsof the forced-rotationtests are given,also about the wind axes, %y a coefficientrepresentingthe rolling moment due to rolling:

where A is the rolling moment measuredwhile the wing isrolling,and the other factorshave the usual signifi-cance This coefficientmay be used as a measur=”ofth6degree of lateral stabilityor instabilityof a wing undervarious rolling conditions. In the present case, it isused to indicate the characteristicsof a wing when it issuh.jettedto a rolling velocity equal to the maximum like-ly to be encounteredin controlledflight in very gustyair● This rollingvelocitymay be expressedin terms ofthe wing span as .

ptb =0.05

H

where V is the air speed at the center section of thewing, and p! is the angularvelocity in roll about the— —wind axis,

Tables.-The results of the tests areII to XVII. Table II gives values of CL,~n1 for all control deflectionsat 0° yawwith tip No. 1 and medium ailerons. Tablesimilardata for the same wing and aileronwith 20° yaw. Tables IV and V are similar

given in TablesCD, C~l, and

for the wingIII containscombinationbutto II and III

.-

but contain the data for the short wide ailerons on thesame wing. Table VI contains the results of the rotationtssts for the same wing. Similarly,Tables VII to XVIIgive the resultsfor the wing with tip No* 2-

b

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N,A,C.A, TechnicalNote.No. 445 ?

DISCUSSIONIN TERMS OF CRITERIONS

For a comparisonof the differentlateral controlar-rangements,the results of the tests are discussedinterms of criterions,which are explainedin detail in PartI and briefly in the followingparagraphs. By use ofthese criterionsa comparisonof the effect of the differ-ent control devices on the generalperformance,the lat-eral controllability,and the lateral stabilitymay bemade, The values of the criterionssummarizingthe re-sults of the present tests are given in Table XVIII, andthe values for the standardand the shortwide aileronsof Fart I (rectangularwings) are inoludedfor compari-son

GeneralPerformance (AileronsNeutral)

wing area requir~ for desired landing speed.-Thevalue of the maximum lift coefficientis used as a crite-rion of the wing area requiredfor the desired landingspeed,or conversely,for the landing speed obtainedwitha given wing area, The maximum lift coefficientof thewing with tip No. 2 was about the same as those for therectangularwings, but that for the wing with tip No. 1was definitelylower.

Speed ran~e.- The ratio /%max CDmin is a conygnientfigure of merit for comparisonof the relative speed rangeobtainedwith various wings. The wing with tip No. 1 hada slightlylower minimum drag coefficientthan the rectan-gular wings, and the speed-rangeratio was about the same.The ratio for the wing with tip No. 2 was about 5 per centhigher.

Rate of climb,- In order t.oestablisha.suitablecri-——.terion for the effect of ‘the,wing and the lateral co.ntro,ldevices on the rate of climb of an airplane,the perform-ance curves of a number of types and sizes of airplanes–were calculated,and the relation of the maximum rate ofclimb to the lift and drag curves was studied, This in-vestigationshowed that the L/P at CL = 0,70 gave aconsistentlyreliablefigure of merit for this purpose,Rounding the tips of the wings had no appreciableeffecton this criterion,

.

.

t

a.

Lateral Controllability(MaximumAssumed AileronDeflection).

Rolli~ criterion.- Ths rolling criterionupon which-—.— .——. .——the control effectivenessof aach of the aileronarrange-ments is judged is a figure of merit that is designedtobe proportionalto the initialaccelerationof the w~ngtip that follows~n~tantaiieou~deflectionof the aileronsfrom neutral,regardlessoi the air speedor the plan formof the wing~ Expressedin coefficientform, thfi rollingcrlterioriIs- —-.— —

,-- .. a _. > .R--~ *..-—- ~,., .,... =!=-=—===.~ -.—-,“’. - “ClS b2Rc’ “~ “..._—. — .... 12 CL 1x

.

—

where cl is the coefficientof rollingmoment due to theailercnswith respect to the body axis (whichaxis for thewing e,loneis taken as the midspan chord line), and Ix 3sthe area moment of inertia of the-wing&tout the midspanchord line. A more detailedexplanationof the derivationof R(} and the assumptionsupon which it is based.is givenin Part 1. (Reference1.),. —

~!ile“nuiierfc&l>aj.”;.ze02 this criterion-that--isa;=umedto represe~”t”satt~factory coritrol‘conditionsii approxi-mately C.075, the value given by the sttidardord~naryai-leronswith the assumedmaximumdeflectionof *25 at anangle ~~...a~t~gkof10°* ~$eePart I, referencel.).... .=-.=....=..-=.=_—.:........=

vheco-m~aFi~onof the various ailt3rOn6and mov~rn.entBis given in Table XVIII for four representativeafigl~e--ofattack:’”0°, 100, 200, and 30°. Tha-OO angle roprose.ntsthe h:l”gh-sjeedat~itnde; d = 10° r~esents the h~ijhestangle”--uf’’aifia&dt’whiclieiitir&ly”~af~hfactorycontrolwith or”dinaryailer”oti-sis-obtained; c%-=20° is th”e”con-ditiongf.gre~tg~~lateral instabilityand is probablyabout the”greatest:~bta~na%l=“AfigI”~-03?‘“attackin ‘asteadyglidem~ithgost

-?resqn”t-dayairplanes”;and-finally, u =

30° is g~%ln””%n=yfo”ih-cti”rnp”=risonwith controlsfor pos-siblefuture ty_pesof’”a~ti~~”&n&s.‘“’-”= - --------. . .

—-. . -----At ~ =’‘0° all the ailerons“gavev“~ues or Zd”-””great-

ly in e~cess of those con-~iderednecessary,the aileronGon wings with ro-und.edtips giving Ilig-hervalues than thecorres~o’tiding”aileroriko-nrectangularwings.

lit a= 100 all the aileronsgave values of RC rea- ,

..-

.. . _. _——

.

.

:-p..’....’...C.’-. .“~-.. .._..... . ,,.-... —— -—_--. *sonably:-c16s:i’~~oY:%&~-~ssur@-sati5SfatiiQ-& “+’$$,<~‘with—tiO!“exbept.i@n‘of:~~b”sh~~t~w~de..~ilerons”tStit,~~wtnghaving,tiP’No~“,2;‘,.,These,.aZler.oq,s”/when,~i.ven-’the-;extrerng~iyfer.-ential or the up-only.m~v‘“me~ts,

8gave.“s.ubstqn%i.~.llY high.~r

values‘“of“-“RC qt,:..ti.Y..~0‘.iBy’the’simpleti-irpedie-qfof ~.,.cliarig ing s.l”ightl.~”.”fih,e-,@ssu.me@maximum de~1ec.ti,~ori$aqy of!:.:’.the~e.’dilerohscan..bqear:rwg.edto :@Ve”tle‘same“maximum::.rol”ling’“momentat “a = 10b. which will allow a mor”eat-’””curate com~arison if desired.. ...... . .-,, k~.,*. .... ...... “

A%‘ ~.“=2Q..—

0 ‘.~~n”e,o.fthe medium ail&:o-n_s’““gav”q.sat’i-s-factory,values ,9f~~S.~:.,.lg.fae.t, the medfuti”Aileronson ~~bbt~ wings with.rou~~e.d.-$tipsgave substanffallylower.val:

:“uas than t-he w.edi~,:aileyopson the rectangularwing~ ,Theshortwide “aileronso*.the-wings”with ‘bothforms of round.-...,..ed tips, however, gave values with the extreme‘d~fferentiz@and the‘,up-onlymotie~entswhich.approxim~tedthe sa,tis.fac.-tory v’al,ueof .0.07’’5,9~ The highest value wbs “o~tai-n~edO,U,..the WiIri.&tii,th-tQj“No~.2 by ,th.eshortwid”eailerons,,’having ..-10° ske”w”and “theup-only movement, this Value being,5,‘percent higher than the as~umed sat,isfact~ry’o’tie.“’ ..

,.

At a = 30° none of the aileronsgave sat>s<actoryvalues of Rti,,;m,o,s.tof them being Iesa than “&ne-~hirdofthe satisfactorytialue. me short wide aileronswith 20°skew on the wing with tiy No. 2 gave values definitelybet-ter th~n the ot~qr.s,that~.fo.r.,the up-o_nlYmo.v~mentbp<qg:60 per cerit’”?f’the asstime’dsatisfactory:valub. -“ .... .

,,, .- :.,. . ;..’. —.

,~~teralcontgol:with.sidg?lip.- If a wi”ngis ‘ya-wed“ap-.“

preciablyi.a rollingmoment,i:S:set up that tends to raisethe foryard tip~ The..rnagn.>tude“of.this roI.li?igmoment i$always greater a’tvery high angles of attack ihan.tihe””availablerollingmoment due to ordinaryailerons. Tne -highest aqgle of,attack at whi,ch.~~e..aileroncan.balancethe rollingmomenfidue .$o20° yaw i’stabulatedfor all thearrangementstested as a criterionof c,oritrol“-tiithiide-slip. A,s..previouslyr”mentioned’,20° yaw iepr&ents the,condition-sin .afairly se.ver.eside.slip~ “The.lateral gori-.trol agairist”the effect of 20° sideslip is maintained.’,u~to approximatelythe same ahgle’”.of attackwith all of’.~he..:combinations-tested, .

,.;,’ ...,..- --. ,,-.’J= ..... ....,.R,- .. .::,. —.,, ,. “.=.:=-’-’.

~fn~ m~pzi~“duet6 ailero~-~..-Th8.“+,eSira@lg “y.aw~-ti-g..morn.entdue :to,ailer’onsddperidsto some @.Zteq’tup”onthe “.“O.type”.of qi.rplane,that-.is betng .&onsi’dsred.... It is obviousthat“a..yawing monent t:endin~“toretard the high wing whenthe airplaneis banked is never desirable, For‘highlyma-

—

“.

.—

.-.. ... . . ..

?

Lo -- IT..A.C.A.,T.ech$ca.lNote No...4:45.—.. i -- <. . . . .-. , ‘,.— *

ne,tyv,era,b+l..emilitaryor .~crobaticmachinescompleteinde-peritledce“o?.~he:cdi’t%ols“ast~e;~”:&fFec%‘tu%’nfmgmo~ents ..about’the variousbody.-axesi“spr’vbably.a :deslZt%%lefea-:ture.=@ tliti”other hand, at high angles:of,“zlttack,a ynw-‘ing mo,na~tof the propetimagnitudetendingto retard the.low wing would under certaincircumstancesbb an apprecia-ble ai3 to-saf& flying for large transportai~lan”tisonfor machines~~o:be operatedty relatf+elyinexp%r~encedpilotsl - ““”’“’‘-’- .-. .......—-- !.— —

,- . ....-w!,. ~n general,the yawing moment coefficie~ts,both ad-

+6tis0and favora$”l”e”,were sometiha-ts-mailer–=ith“botZ-”,viti#j.shaving’”rotidedtips tfianfor co-rresponding”aizero~son”re~ctan”gula? wiig“s. One except3on”“.30‘t%is ‘ru~eyas ~o-~fid.for,.+11”of’the ailer”onswith equal tip-and-downdeflection

~..at ap &gle of attack of 20°~ or just abowe the stal~ ......y.=:..Nose,$!+ousdver se yai’ing-mo~ents.yereobt-ti~nedTp”r’~-y=of the“%il’eroqswith ‘up-only”move”ment, and reasoi~abl~smallvalues’:wereo>t”ained’with the’diff.ereatialmovements. !l%eyawing h$me?.i’tscould b-e’irnprcr~eddtf.,11.”f~rther ly riggingthe aileronsWti=b% u~-10b when”“neu”t’ral:and deflectingthemfrom that p.%sition. (SeeFart 111”,reference1.)

...—

.-- —

... ., . .,. ;.-..: ___ -.; .. . . ::.= x :.—. .,.. .

., ““““’”~at~r~~-~{{b~i~li”t’y>(~il~r&n~ ~’eu~~al]‘ “’”..,, .’,.- .=”-_ .. — .=: —-=- ----- .-+ -- --..—...=”.

*-——,..~”- -.= ,+.-;,.+ ---- ..-=.- ---- - - -:- =-----.“” ....

-—

—

!.:, ~n~le’‘of- a~ta-ck’a%ov-e ~hich “autorotat~on “fig-e~- — -starting.- ‘Thisc~i~r~=~~-mess-~re of the rangeof an-~1~~ attack above which autorotationwill start fr”orn

..—

an iaitial c-o-ndit~on”’of practi-tallyzero ~te of rotation-For the wing wfth tip No. 2 “thisangle was the same‘a-s.fort~e rec.~~ul~y ?~>nes~ . ... .. -----_. ..-=.-.,._.Q----but ftirthat with tip No-.“1“it”was2- lower. ...,, -: ..

Stabiliti’....—.- ,’i+ainstroll”iig=c-aus”ed..by””gu”s~~--T-ost -flightsaave”shown that in seyere&“sts a rolling velocity

such thatplb

– 0.05 may be,obtai~ed.57 ‘“

Cons”equontlyj..the rollingmoment..o”f”“aw’3ng due to- rolling at t~is: ~?~~e

““.- .“ .,.-,,.. “. ‘.

NX,A.C.A. Technic?l.No,teNo. 445 11.,: ,~i.’..”‘..,?-‘“.2,‘-. .—

, caseWith‘ivith

tarting.values for free autorota_tion..th~n,the,.?.el.?-?,20 yaw, “’this“criterion““was”the”s“atie:f:orth~,.wing---tip..~,o, .>,.~s for the p.revi.ouslytested rectangular

wing, put:it:.waa,~~,o.,higher.fo,~’’”t-h~e.”“wf~gmi:th-%tPNO. 2.

—,., .,-,,. - . .. ., ● ✎✍✎✎ ☞ ✎✎✎ ✚✚✌ +---:-c–.The,.\’~$,o.ve”cri\E&ion‘.s~ow~s”t%e+‘~c,fii%-5’cal”.:ra,nge’,bel.o}~“,

whi,chstability..is““Euc.hth.a-~~‘“any&bll%hg is “damped,..out,.and abov;””whi”cliinstabilityexf’syts.Qhe I“=s.tcrit.cirion,~,maximum CA~ indicatesthe degree of this instability,...iyit,hb~th$:~ qnd.,2,0.0.Yaw. @~fi !h? wi~g~...with ro~ded tiPsh@..mgmiqrqm.iaiu~s.of.. CA wi~i’chcinie.W.ith~n the-&@ngefoundfo~ the vari,ousrectangu~krwtr@i which“liav6,been.testsd,,--This‘~angbi,sfai,rlj~wide”bedause“-ih-evalues,.,de-pend in a very criticalmaarier”’ont,he‘exactdimeasioas.-and shape of the airfoil and are-affected%Y”va~iatio~sin shape which,arewell within the ordinarylimits of ac”-cwacy of const.rp’ctionfor wing model~o. V .. -–...,. -.--~ .-. :. .-..:_“”-,.,:.-.-,.,.. .. , .,~.-.... ...--,.,.. .,.-.,..:-..,.,

., ....,:Coqt,rolForce Requir8d,. ”.” ..:-., ,,.. . ,,. ...- —.’. .,.,., --: ,. r.,.,.,-:, .-—,.”

The hinge moments were not meadtibedin theprese~’t——

tests,but an approximateidea of controlforce requiredmay be obtained’by.,,acomp,ariso.nwith the aileronson rec-tangulqy-wings~.o,n’.itheassutiptionth~tithq hinge’moment.~a-ries aq the ~quar+ of‘the.atleronchord. Otithe b:asisofsuch a comparisonal”lof the ailerons on “tlie..cwingswithrounded tips would have hinge moments not greatly differe-nt from those of the aileronsof correspondingsize onrectangularwings,

At the end of the investigationof various lateralcontrol devices it is intendedto test the best devicesin more detail, especiallytn regard to control force re-quired.

CONCLUSIONS

1. From a standpointof generalperformance,thewingwith slightlyrouaded tip (No.1) was found to be slightly

--

Inferiorto the rectangularwing, but the wing with moreextremelyrounded tip (~?o.2) was somewhat“betterthan therectangular

.2. Rollingmoments due to the aileronsat high an-

gles of attack were lower with the wing with tip No- L

,.: -. .—

t

...—.

—12 ....N.A.C.A. TechnicalNote No. 445

,. ..,.. .--- . ,,e+.-

than for the corresponding-ailero-~son a rectangularwing...

.,..,,...... . ...:.“ 3:’‘Rol”lin~m.ofieiitsdme to t-he.”a,ilei~ns.ofithe wi”fig”>.

with long roundedtiy (No,2) were better than those forthe:rectangularwing ‘withboth sizes,ofai.leronstested’when comparedfor optimum arrangements,the aileronsonthe wing with rounded tips giving tltebsstresultswhenskewed’20°. .......... ..=.-.-.>.--%. —...

,,:.,

.W ‘r.+;,.. “Reasonablysatisfactoryrolling momeqts at all

angles of attackwhich caa be-maintainedby averageair-planes were given‘byall the short wide:aileronswith theextremedifferentialand up-only movementson both of thewings with rotiridedtips- ..’. .,— .... ,- -..

.,~o---Ingeneral,the yawing moments:wereSomewhat

smaller‘forthe aileronson the wings with rounded tipsthan for correspondi.tigaileronson rectangularwings...

6. The lateral stabilityfactors testedwere notappreciablydifferentfor the wings with”roundedtipsthan for rectangularwings... .,---..— .——

-..-yr .. .... . -- ..:

LangleyMemorialAeronauticalLa%orat~ry,National+dvisory Cornrnitteef~rAeronautics,

“=LangleyFiOld, ~ai~ Septem%”6r27,.~93~~,.

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.

.

N.AtCcA. TechnicalNote No. 445 13

REFERENCES

1, Wind-TunnelResearch ComparingParticularlyat High Angles

Lateral Control.Devices,of Attack..,

I.

11.

111.

IV.

v.

VI.

VII.

OrdinaryAilerons on RectangularWings. T.R~NO. 419, N.A.C.A., 1932, %Y Fred E. Weickand Carl J. Tfenzinger.

SlottedAilerons and Frise Ailerons. T.R. No.422, N.A.C.A6,1932, by Fred E. ?7eickandRichard IT.Noyes.

OrdinaryAileronsRigged Up 10° when Neutral.T.Rs ~~Oe423, IT.A.C~A.,1932, by Fred E.T7eickand Carl J. ‘iYenzinger. —.

Floating Tip Ailerons on RectangularWings. .T,Re No, 424, N.A.C.A., 1932, by Fred E.Weick and ThomasA. Harris.

Spoilersand Ailerons on RectangularTings.T.R. No. 439, N.A.C.A., 1932, by Fred E.Weick and Joseph A. Shortal.

SkewedAilerons on RectangularWings. T.R,~~o,444, N,A.C.A., 1932, by Fred E. Weickand Thomas‘A.Harris.

HandleyPage Tip and Full-SpanSlots with Ai-lerons nnd Sp;ilers. T.ii.NOO 443, “N.A.C.A. ,1932, by Wed. E. Weick and Carl J. Wenzinger,

2* Earris, ThomasA.: The 7 by 10 Foot Wind Tunnel ofthe i~ationalAdvisory Committeefor Aeronautics.TaR~ Xoo 412, N.A.C.Am,1931,

t

.

.

.

.

.

N.A.C.A.TechnicalNoteNo.445 Fig.1.—— -.-— .=

Front view Leudinq edge--’

f

I

aileron b/ock--<

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Tipplanform(Stationsmd ordinates~riinches)

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N.A.C.A. TeohnicalNoteNo.445

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.007 .010 .011 .O11 .010 .010,011 .cm .011.Ols

T461XXI

~ TXaW. 10IICEA~ OWPDS’m 110S6Pmm m xo.a m IROILWAILEMaS.++% y -

E.I.- aou,ooo Volooi$y=,S0m.p.h.

d 4140140 1“00] 6° Iloo ,# 14011#1 ls”\lao]ao”la# a50 *O ,00 ~o 000

6* AileronUbutral ,6L 00 4.OM .069.laao:% o::131:% l.1# l:aa:l,ag 1::: l:algl:l& l:JW:O::g:o:~a 0.754.060.5606D 00 .Ola.015.016 . . .681.an1.0s5

Tlq@aileronqOzl@ 0.014 0.01sc=I@ -:@&._ --.00s..

0:010 ::% 0.00s018~o -.-.ms

.osa-:&s

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g %J.

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-.Km ..-.ca-.0070 oaa o 0s7 o 0s

.ooa._ .-.004. .-:CM6.0s1O.oal0.001.014

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.Ou .046—-.006-.010-.006-.007-JJg.0s4ant&Jcl S&.

.ola.-.cea-.010

& %.04a

.oo&.044 .04s

-.ooa..Oz,MO.oaa .007

..-.OM.Om .ola

.-.:~a

-.007-.W8 -.010-.W -:%7 -.0. .05s .03s 3on,~

011~o.ml.

.01.063

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.-.M6.049

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.039 .0s6 .oa7

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.010.ml-ma -.006

FugmKtlsrondma

011 P 4 J3101 -:&o -o%’

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:&%-0.001

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hi Idd .ooa...x%

3

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-:~5w! w .ooa.

-.00101’w -.ola -.017

.Ow .005-.006

~a 1* .ooa. W06.-:@&

oz~14’3.007 -.y

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-:OO;Ozt~o

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.0Q4.005~1 ~o .W6.

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me.01~650 -::? -:%1 -:SK%&-.ola .00s0=8a@ .007

:%4 -.ooa -:S/O:011~o

.m..a,-.osa -.067

.011 .ma .%3

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I.A.O.A.TwhnlomlIota 10.44S TablesXII”&=iI~

T@u XII

mma TXSTE.‘0‘“E ‘~ - ma *’”E%nJ#:*’ ‘m ‘-.“61TIfTIF~. Z MD MEDXOIAIIZ301S.

R.I.- W6,000 Tdooity- 60m.p.h.

u -F [-30. 00 & I ioO HP I 140 160 lao 600 a@ I~~o y.’o 4’015@[so0 I

s Ail’aronneutral Yaw- -a&

“L 00 -o:S&oJ& o:lt&o:% O:=S:‘:%: l:;::l:12J1::~ 1:llJ??3o::= o:~a o:8J:o;;;;o.74ao.6al~, :: -.M1on, 00 .001.Wl”

.87a1.035-.001-.W6 -.OW -.Ola-.OU -:yfm:-;poe;-:&w -.OW -::%+$ -.041

.Wa .&a .ma .Wa .W4 ,MS .007 .006 .Ola .04s .056

Alleroanautml Yn = +60°

0.0050.zal0:%*o:&a O:!:1:24 i:~5 l:;J l::g l:&wo:9g O::g o:~q omy 0.7350.611g % a-’la.’14 JMaOl.om

::: $ -.&1::%? ::%i::%% ::%:-.%s -:&s -:&4 -:;E -:% -:% -% -$% -:% -.046-:=

BighttiezOnup raw- -600L

oS)J!7 0.030 o.03a0.0340.0s40.0340.030OooaaO.cosO.wa:$ s _ --:=.‘z,am

-.W6 -.007-.006-.012-.OM -.017-.017-.010.oza .04a .046 .046 .060

O*I@.04a .0a7 .014

-.CW3._ .-.005-.007-.OW -:%!-.019-.019-.063-.0130,!# - .063 .054 .067 .066 .Cao.FW6 .Oaa .oa7 .036~1 500 .0=. .008._ --.ooa-.004+;Ozt600- .067 .068

-:00;-ml: -.017-.oal-.016.oa4

:%.063 .041

O*I600 .016 .Om.067

-ml -.ooa-.wa-:wa -.016-.oal-cm

Rightdlkul dmn Yaw=+w

o~t -0.011 -o.ms‘n, $

4 ml: 4):00:4:g3:-0.W6 o -o:% -O:JXI;-0.W4.00s

‘1,1~- % -.o17-.0040.004

-.017.005

-:&ml-:&s -.006.ml -.006-.00s-.W4Oal1~ .00s .ma._ - .007011a~ -.oa5”

.006-.oas -.oas-.oa4-SIC?

Omla~ .Ow-:W4-:%1

.011-::::-:%

.Ola .01s-:%!

.014“.011 .Ola .014—.

TABL6XIII

maoaTasfa.10IXOSA- OEORD= 50I1OE3PAYULA21Y mmWI*ETX?60.a Am 6BJR?,mm AxL6RoIis.10’Jaxq

E,I.- aoa,ooo Tcloolty- 80mph. Tar-od I -@ 4° -6° [ 0° L+’.10° la” 140 .~o 1*0 ~ao ~o aao .# *O @ ~o MO

6A Aileronnmtml ... -..— .-.—

ob ‘o-Qma ‘.~a .l~ 13.334O.B* l.oa~1.1351.aa5l,- lo= 1:$: 1:;g 1:;;;‘:~ ‘:?@:‘.751.mg ‘.~on 00 .016.016.Ola .020.046 .065.lw .laa.lw .lao .660.8641.064

RightLllmonq! +.-. _

o~~10: 0.0’16O*110.

O.ola_ .-:m$.

o.ola o.ooaO.OQS

o~l300 .033.-:00:.‘ -tg:-:00:

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-.006..‘*1a@- .043 0.U3

.-.005M4; 0.04Z

-.003‘n,a~ .004._ .-.00s.

.0400.0360.007.Ooa .Ooa. .-.006._ -

Qll@l- .061 .061-.006-:ml;-.011-.007-.00?

.014-.010.014

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.017-,wa.

.Ola-.004-.OW -.wa -.011-.010.:cJ&-:g

‘z,4’0 .Osaon!40Q0Z8mO-

,01s. .005. --:% . --.010-.014.cfia

on‘mo..W5 .Oas

.017._ -.oaa

.011,.07a

.006...Ma .0ss.060.oas

01’60°.W5

.064 .064RJ -:fj.3J-.W5-.ms-.006-.014

.Oai .Oas%* 600 .061 .015

.Oao-:%6 .016.019.Ola .Ow .W7 .c@5 .Ws -.005-.011

sightallmon&mQZl p -0.011 -0.W9 4:Jx&~1 P

-o.lM5-o.Ws 4 j.oo4.00sOwl o.W3

i-:%

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.ooa.CJw.*

~1 6° .ooa.-ma

Q,l1’0 -ml: -:ml;J&

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-:xJ&;’% $5

$0q! 11 .003.

-.W1-.ola -:&s

.005.Ow:$ $* .W3.

-:%1.

o~t1% -.OM -:~z.O- .O-

Oalla-:%1 -.W1 o

q! 140- -:%s -Al:Sn& .W7

~~ 140 .W4. .0w7-.ol~1- -.oal -.OM -.012

.“w7-.wa 00

on,@ .W6.-.m

.006.:%

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:Wl o

-.oa4:W:

-:M.COT.006

.ola0=8*

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ol~a@ -:%.010- .Ooa.010

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-.015-.00s .Ola.01s.

.W9 .Wa‘t,~o

.Ow .wa.015

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u~lL?& .Ola. .01s..OM .ca

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.01s.016.013

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t.A.O.A.?aohnloalSO*6M. 445 TablesXIT& 17

TA3U XX?

~ TZSTS. 10IMOEAVX3ASSO= 3ZSOIYbaSW# OLARXY.WIzo6XTETIsso.s-m mar WDa AmaBcMs.lW ma.m - sm,om lelm’le- h a.p.h. Tn=@w

ISA AA1OZOUUeut?al Tm =-a@

~ @ 0.0010.1180.6400.6010.ss70.6651.076l.laa1.1401.1450.474O.ml 0.sssO:;:o:~74:.:gy: g “y “:16 :o& +gg :g; -:%, -:$!J-:= JJ .= .=6 .3s4 .600

.:$8:-.&5 -:~a -X%J -::%-:% -:p4n .ma .ooa .Cal:ma .003.m5 .*, .~ ..0? . .

. Ailaronnau+?d TW -‘+alm

+00 0.006O.m 0.663O.sfiO.alol.om 1.0s0&.140l.a.ml:~mo.~ 0.s75O:MSSB:&ao.74ao.61?w .o13.Ols AM .W .074.0s0 .lm .aaa Am

~t@ -.oo1-.001-.001-.ooa-ml u .o15Oal@ -.M1-.001-.001-.wa -.004-.004-:s -mm -:% -:% -%% -:% -:W .:% -% :%-. Eiailtaileronq Yu . -a@

O*I~ O.oa+ 0.067 O.oaa0.0360.0340.0660.CJ5S0.0ss0.034O.omoatafl- .ma -.wa -:O& -mm .-:%? -J?#J-:o~:-:o& -:om~-.olaOz:w , m# — - .041

-:%.Ola

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.070 .071.076 .Ma .0s7 .oas08 ~$ ~:” .oas. .Oal,

.078‘.00s .Ooa .001+x& -.00s-:ml;-.0s7-::cl

.0’?s .ml.036

.m4 .0s5.033 .Ola .m4 :%1

.01s.8 .Om, .Om -.ola-.oa4-.01s

01: *

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g :$- + - “.007

-.ols— --:%!.007 .wa

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ZASL3XT

bb MhrOn neuhti

0 -o.ooa0.0640.1sso:o~o:?: 1:% l.;g 1;% 1:~ 1.334l.aaal.lm 1.0s00.s04o.Sm o.7sa0.698O.WJg :. .Ols.015.016 . .lso .19s .s4s .aaa.40a.30s .saa.6541.OJ’M* +lloronq

Qzlloo] II 1.0.!)3.5! I0.017Ont@ .mao.Ola

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/1 MO .0 .maLIZ: .Osl

-.om.-a

Q:. a?!.oaa

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Mmhbmllarondown

EEE3 ‘‘ :4 IO&AM

E+‘:.001-.ooa

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.%a .005-.005 ;=. -.001

-:%.007-.LW6 .ml -:%.(?

s.004

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.001.%.(7

3.W5

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.

—

—

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I, A.O.A.?eobiaml Iota10. 446 ftila~ X71 & X711

-=-=

TASLX%lZ

MiXl TESTS. 10.IIOE1~ O- BYSOIXOE82AMoURXTRRI~W~?~I~IO.2 ASDSE)R?,TIM AIuROS8.. . Tolooity- 80mph. Taz P*

a -iP -w @ 50 l@ 1; 14” lso lao S@ a@ S@ w I 400 I@ Soo I I61 Alloronneu$ml Yaw= -w

@ o:~ o.Il;o:% o:% o::~o:% 1:% 1.la41.14sl.lsa0.s’78O.ac’a0.87S0.80s0.7MO.sas$, :! .la7

on!o .ba % f% := .L4-%x -:!% -:E

.am-MJ

.401 .s08 .878.8781.088-:23-.OW -:~ms”-:% -:= -:&a-:JJ44 ,.014.014

Aileron mutrd Yam - +2@

~ $ o:s.o~0::::o:~ o:6& o:~4l.o& 1:% 1:1# l:y3 l:~yojss o:?, o:~y O::;:O:#Jia:::J3

$; :: -.001-.002-.OQ1:Cal-.&a%:

.016 .037-:% -.00s-.ola

.0s4.081 .107-.ooa-.ooa-.Kla-.005

.C95 .Oln..048.041n -.013-.01s-:035-.045...041-.048-.osa

Rightdl.aranq Tan--ao0fjtla- o.oas o.oas0=1asO .ooa.

::~5 ::~ ::o& O.oaaO.oal0.028O.olso.ms-:% . .

011Sso .Oas .Oaa-::g-.ola-.ola-.oao-.ola

.04001 .@ ma.. .

.04-:x}

.043 .041 .03s .011

o;!So. .0s7 — -%J -%J ::= %J “::y:::%J :;:; :;%J0=1~fJ*8~o” .017. .008.

.085 .on— - .07a .076oatSoo .Oas .Ols

.caa .gea.0s6 .067 .Oaa.010 .Om .004 -.wa .:E -.oa4-.018

Rightdurondamn TaK- +afYo~$ F . ‘4.01s 4 -o:% -0.010on!p .ooa.. -

-0.0074:= o:= -0.Q34-o.ma-o:&%-.

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.003-$%

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(yIlap-‘ -:%! -:= -:%? -.088.007

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.018-:E4

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TABLx1711

ROTATIO1TEsTS. 10IIOHAPEFUOXOmSDBY80IIOESPAX”OLARXY

Wao WITETn so. a.mmoaon samm—

R.X.= S0S,000 Valoel*y- 80m.p.X. YaT-lP,-ar@

ci~1-givenfarforcedrotationat PT -0.05,(+)ddingrotation,(-)dampingrotation

a“ 0° la” ~40 1P lW lS’Jw a-lo aw a40 ago ~o a~ no @ SLF 40°

Aileronneutral TILT- 00

FJMioa ox-o.oaa-o.ml -o.ml o.ma o.oa7O.oasO.oaa0.OY.6 a.ma -o.ooa -0.00s

(-)BO*L$10!4ok -.o17-.OIS .ml .00s.Om .0a5 .08a .017 .ma .003 .M1

Ularonnmtral Yaw- -800

RJ2ion o~-o.ola-o’.oas~.om -0.0ss -0.O?l-0.078-o.ma-o.Caa-.0s1-.0754.081-.055-0.053

#Gioa oA -.016-.007 0 .Oaa .061 .oaa .c9a .0s1.080.077 .075.051 .045

—

TASI& XVIII.~ txmm EaLmva.W31TSw AILEFOSS

ate of ollmb

Lctarelontrol.labll-

1$7

-16.+0’ .‘4 ‘4 ‘4 ‘4 ‘B-s‘s 76-598-6‘o ‘0 780‘6-0‘a‘s ‘s 7B3

1.s70 1.s70 1.m 1.3’M lam 1.%ss l.asa 1.S139 1J!44 1.1941.la41.la4l.laal.ml 1.1s9 l.l&l

16,9 ls.9 15.9 I&e MS.9 l,.% 16.8 16.6 15.6 ls.6 use 16.6 16.8L/natO@, 70 ld.9 1.5.’a16.9 1

m a. N .x4 .Wa .a14 .M” ,ss0 .834 ,aad .ma as’ ‘.SM .W .l~ ‘.=s .= .= .Y.as

m a-1~ .07a ,074 .074 .07a .072 .0$4 ,CL!?a .O’ia .0’7s .070 .on .oa7 .07s lx! .0s4 .077

m ,m. w 1.03si.o+ai.oss1.0s41.046i.o~ w.~~ ih.074 .033 .Ma .O?a ,0s7 .0s4 ,049 .rM7 .ma

Ho a-w .m? .0fJ6.Ooa .ma .Ola .Oan .Oas .Oaa .0s4 .0s0 .011 0 .IM.5.0s4 .0s.4.Oza

. I 1 1 I 1 1 1 1 I ! I I I 1 1Rmtmtos me .rivm mt ,md of tabl

1 I0.

—

t&bility6, - (p) I

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Tan- @ .’W .~ .~ .* . 02a . Oaa . Oaa .OLa .Om .OECI . 0s0 .0s0 .030 .030 .0s0 .030

lW-XJJ .0s3 .mls .C95 . .Oas ,CSd .C45 .cm .C86 .C8s .bw .M5 .W .aati .C%5 .Oas .m9

I

.

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bed Imp ‘%um In

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mm of Olm L(O a~ O@. la.e la.e I.&w me lul lb.n I&n 16,6 we 1.6.6 16.6 M.6 14.9 14.!? 14.0 14.9 M.a , 10.9 lm9 L9.o

no a.ly .alv .m I .817 JOT ,aaa .= .mll .aJ8 .826 .= ala .Mm .=7 .mfi .~ .~ .83s1.m .~ .~kt.rll ao 8.W ma .OKI, .07s ,0’71 ,075 .076 .G76 .om .07a .m .074 .ma .ma

On*rOktdl-.ml .Cm .aaa .Wa W .C@ .~

Ro d-ti .083 .Oas ma .Oil .am .Om .b46 .(X8 .Dm .ma .0= .Oaa .047 .OS1 .C@4 .079 .Oaa .Dm .wa mm

.0a7 .O?J .- .m .0= .Om ,Om .M1 .Oao .Ca .Cc4j

I aaJ“’3m.03s , .C61 .0s4: .0s

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