NASA NACA-RM-L57C20-1957 Results of an investigation at high subsonic speeds to determine lateral-control and hinge-moment characteristics of a spoiler-slot-deflector configuration.pdf

1、I RESEARCH MEMORANDUM I RESULTS OF AN INVETI,GATION AT HIGH SUBSONIC SPEEDS TO DETERMINE LATERAL-CONTROL AND MNGE-MOMENT p, c r “$ GED 1 Langley Aeronautical Laboratory I p.tr? t, %4%“ Langley Field, Va. 1 . L! -.-.- ._.“.“ - “ 4- “ *“.w CLASSIFIED DOCUMENT This material contains information affecti

2、ng the Natioual Defense of Secs: 793 %d:7,%;, the ba?smission or revelation oi which in any mher to an unauthorized person.is prohibited by law. I, . Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA RM L57C20 NATIONAL ADVISORY COMMITTEE FOR AERON

3、AUTICS RESULTS OF AN INVESTIGATION AT HIGH SUBSONIC SPEEDS TO DETERMINE LATERAL-CONTROL AND HINGE-MOMENT CHARACTERISTICS OF A SPOILER-SLOT-DEFLECTOR CONFIGURATION ON A 35 SWEFTBACK WING By Alexander D. Hammond and Albert E. Brown SUMMARY An investigation was made in the Langley high-speed 7- by 10-f

4、oot tunnel through a Mach number range from 0.60 to 0.93 to determine the lateral-control and hinge-moment characteristics of a spoiler-slot- deflector configuration on a semispan 35O sweptback-wing model. The wing had an aspect ratio of 4, a taper ratio of 0.6, an6 an NACA 63006 airfoil section. Th

5、e wing was equipped with an inboard 41-percent- semispan, 15-percent-wing-chord spoiler slot deflector located between the 55- and 70-percent-chord lines. In order to provide stiffness, the spoiler and deflector had box-type sections. The tests were made at angles of attack from -4O to 260 or the an

6、gle of attack limited by tunnel choking for spoiler projections from 0 to -10 percent of the wing chord with the deflector at projections froa zero to a projection equal to that of the spoiler at each spoiler projection. The results of the investigation indicate that the spoiler-slot- deflector conf

7、iguration with the ratio of deflector projection to spoiler projection increasing with increasing control projection has good rolling- moment effectiveness throughout the angle-of-attack range and throughout the high subsonic speed range. The results also indicate that a varying control-projection r

8、atio, basically similar to that essential for good rolling-moment effectiveness, is also requisite for generally minimal total hinge-moment characteristics. INTRODUCTION Recent investigations of spoiler-type controls suitable for use on high-speed thin-wing configurations have shown that the spoiler

9、 slot deflector has certain advantages over the plain flap-type spoiler, such Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-2 NACA RM Lj7C20 as lower hinge moments and more effectiveness at high angles of attack (for example, ref. 1). The spoiler a

10、nd deflector of a spoiler-slot-deflector configuration designed for an airplane installation would in all probability be con- structed of box-type sections to withstand the loads imposed on the con- trol in flight. The spoiler and deflector should be designed to maintain good flow properties through

11、 the slot of the control. n order to determine the lateral-control and hinge-moment charac- teristics of one such box-type spoiler and deflector COnt?Ol COIlfigura- tion, an investigation was made in the Langley high-speed 7- by l0-foo-t tunnel of an inboard 41-percent-semispan spoiler slot deflecto

12、r On a 35O sweptback-semispan-wing model. The spoiler and deflector had a chord of 15 percent of the wing chord and were hinged along the 53-percent and 70-percent-chord line, respectively; thus tests could be made on the spoiier-slot-deflector configuration at various control projections. COEFFICIE

13、NTS AID SYMBOLS Most of the data are presented about the model body axes; however, the basic-wing aerodynamic characteristics (fig. 10) are presented about the wind axes. The origin of the model body axes (fig. 1) and the wind axes is on the wing-root chord at a longitudinal position corresponding t

14、o the quarter chord of the mean aerodynamic chord. normal-force coefficient, Twice semispan normal force qs Twice semispan lift CL lift coefficient, qs CA axial-force coefficient, Twice semispan axial force qs CD drag coefficient, Cm pitching-moment coefficient referred to 0.25E, qsc Twice semispan

15、drag qs Twice semispan pitching moment Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA RM L57C20 - 3 ACZ ACn ch h, t Q S C C b U M Y 6 rolling-moment coefficient produced by control, Rolling moment qSb yawing-moment coefficient produced by contr

16、ol, Yawing moment SSb hinge-moment coefficient about control hinge axis, Hinge moment 2q(area moment of control about its hinge line) “d total hinge-moment coefficient, Ch,s + d6s ch, d free-stream dynamic pressure, lb/sq ft twice wing area of semispan model, 4.00 sq ft local wing chord, ft mean aer

17、odynamic chord, LbI2 c2dy, ft twice span of semispan model, 4.00 ft angle of attack, deg Mach number spanwise coordinate measured from plane of symmetry, ft control projection (negative for spoiler trailing edge above and deflector leading edge below wing surface), fraction of wing chord Subscripts

18、: S spoiler d def lector corr corrected Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-4 c NACA FM L57C20 APPARATUS AND MODEL The semispan-sweptback-wing model was mounted in the Langley high- speed 7- by 10-foot tunnel adjacent to tne ceiling of th

19、e tunnel, the ceiling thereby serving as a reflection plane. A small clearance was maintained between the model and the tunnel ceiling so that no part of the model came in contact with the tunnel structure. A small end plate was attached to the model root to minimize the effects on the flow over the

20、 model of air inflow into the tunnel test section through the clear- ance hole between the model and tunnel ceiling. The model was mounted on a five-component strain-gage balance which measured the forces and moments about the body axes of the semispan model. In addition, the spoiler and deflector w

21、ere equipped with strain gages to measure moments about the hinge lines of each control. The forces and moments were meas- ured simultaneously with calibrated recording potentiometers. The geometric characteristics and dimensions of the semispan model are shown in figure 2. The wing was made of stee

22、l and had 35 sweepback of the quarter-chord line, an aspect ratio of 4, a taper ratio of 0.6, and had no twist or dihedral. The wing had NACA 65006 airfoil sections parallel to the free stream. The wing was equipped with an inboard 41-percent-semispanY 15-percent-wing-chord spoiler slot deflector (f

23、ig. 2). The spoiler and deflector were hinged along the ?-percent- and 70-percent- chord lines, respectively. “he spoiler and deflector had box-type sec- tions and the material used in their fabrication was 1/16-inch sheet steel (fig. 2). TESTS All tests were made in the Langley high-speed 7- by 10-

24、foot tunnel. Tests were made through a Mach number range from 0.60 to 0.93 for a range of spoiler projections from 0 to -10 percent of the wing chord with a range of deflector projections from zero to a projection equal to that of the spoiler at each spoiler projection. For all tests where the defle

25、ctor was at zero projection, the gap around the deflector was sealed and no deflector hinge moments were measured. The tests were made through an angle-of -attack range from -ko to 260 at Mach numbers of 0.60 and 0.80 and to angles of attack at which tunnel choking occurred for Mach numbers of 0.85,

26、 0.9, and 0.93. Reynolds number based on the wing mean aerody- namic chord varied from about 3.1 x 106 at M = 0.60 to about 4.0 x 10 6 at M = 0.93. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA RM L57C20 5 CORRECTIONS No blockage or jet-bounda

27、ry corrections have been applied to the data since these corrections were found to be of very small magnitude. No reflection-plane corrections have been applied to the rolling-moment coefficients . RESULTS AND DISCUSSION The aerodynamic characteristics of the semispan-sweptback-wing model for variou

28、s control projections of the spoiler-slot-deflector configura- tions are presented in tabular form. An index to the tabulated data is provided in table I. These data (tables I1 to VIII) are referred to the system of body axes shown in figure 1. The rolling-moment characteristics of the spoiler-slot-

29、deflector configurations are presented in figure 3 and the hinge-moment characteristics in figures 4 to 9 for several angles of attack. For reference the variations of angle-of-attack, drag, and pitching-moment coefficients with lift coefficient for the 35O sweptback semispan wing with the spoiler s

30、lot deflector at zero deflection are presented in figure 10. In order to expedite the publication of the results of this investigation, only the more significant lateral-control and hinge-moment characteristics are covered in the discussion. Rolling-moment characteristics.- In general, the rolling-m

31、oment Yharacteristics of the configurations of the present investigation are similar to those obtained for the spoiler slot deflector with flat-plate controls reported in reference 2. At a Mach number of 0.6 the curves of the variation of rolling moment with angle of attack for the various ratios of

32、 deflector projections to spoiler projection investigated (fig. 3) indicate that increasing the deflector projection at a given spoiler projection generally increases the rolling-moment effectiveness for all spoiler projections investigated. In general, increasing Mach number had little effect on th

33、is trend except that at negative and low positive angles of attack an increase in rolling effectiveness was noted for each given spoiler-slot-deflector configura- tion investigated. This increase in rolling effectiveness was more pro- nounced for the spoiler-slot-deflector configuration having low c

34、ontrol projection ratios; this condition resulted in a loss in control effec- tiveness for a given spoiler projection above approximately -0.02 with an increase in deflector projection above a projection of about one-quarter of the spoiler projection. When the variation of the rolling-moment coeffic

35、ient with angle of attack and Mach number for the various spoiler-slot-deflector configura- tions investigated is considered, the data of figure 3 indicate that a Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-6 - NACA RM L57C20 spoiler-slot-deflect

36、or configuration having a,n increasing ratio of deflector projection to spoiler projection ti this linkage provides a spoiler-slot-deflector configuration that is basically similar to that indicated in the present investigation by the rolling- mment characteristics to have good control effectiveness

37、. - .- - . Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA RM L57C20 - 7 Figure 9 presents a s- of total hinge-moment coefficients (where he total hinge-moment coefficient Ch,t = ch,s + possible linkage of the deflector to the spoiler. The varia

38、tion of the deflector projection with spoiler projection is shown in figure 9. This control projection curve was obtained from the following equations of two tangent parabolas : d6d Ch,d) for one The variation of the slope of the control projection curve d6d/d6s with spoiler projection was obtained

39、by differentiating the deflection curve. CONCLUSIONS A wind-tunnel investigation was made through a Mach number range from 0.60 to 0.93 to determine the lateral-control and hinge-moment characteristics of a spoiler-slot-deflector configuration on a semispan 35O sweptback-wing model. The wing had an

40、aspect ratio of 4, a taper ratio of 0.6, and an NACA 65006 airfoil section. The wing was equipped with an inboard 41-percent-semispan, 15-percent-wing-chord spoiler slot deflector located between the 55- and 70-percent-chord lines. The tests were made at angles of attack from -4 to 26O or the angle

41、of attack limited by tunnel choking for spoiler projections from 0 to -10 percent of the wing chord with the deflector at projections from zero to a pro- jection equal to that of the spoiler at each spoiler projection. The results of the investigation led to the following conclusions: 1. The spoiler

42、-slot-deflector configuration with an increasing ratio of deflector projection to spoiler projection with increasing control pro- jection had good rolling-moment effectiveness throughout the angle-of- attack range and throughout the high subsonic speed range investigated. 2. The required control lin

43、kage for generally minimal total hinge- moment characteristics is one that provides an increasing ratio of deflector projection to spoiler projection with increasing control Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-8 - NACA RM L57C20 projectio

44、n and is basically similar to the spoiler-slot-deflector linkage for good control effectiveness. Langley Aeronautical Laboratory, National Advisory Committee for Aeronautics, Langley Field, Va., March 6, 197. REmNCES 1. Lowry, John G.: Data on Spoiler-Type Ailerons. NACA RM L53124a, 1953. 2. Vogler,

45、 Raymond D.: Wind-Tunnel Investigation at High Subsonic Speeds of a Spoiler-Slot-Deflector Combination on an NACA 65006 Wing With Quarter-Chord Line Swept Back 32.6O. NACA RM L53D17, 1953. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MCA RM L57Cx)

46、 c 9 TABLE I.- INDXX TO TABULATED DATA = 0.60, 0.00, 0.85, 0.90, 0.94 Table Control projection 5, 0.000 - . 005 - . 005 - .005 - .010 - .010 -.010 - .010 - .020 - .320 - .020 - .020 - .os0 - .os0 - .os0 - . 050 - .os0 - .075 - .075 - -075 - -0% - -075 - .075 -.loo -.loo - 0100 - 0100 - .loo - 0100 -

47、.loo 6a 6, 1 Plain wing 0 1.00 0 25 50 25 50 50 1 .oo 0 1 .oo 0 .lo .20 . 40 1.00 0 .07 013 27 -67 1.00 0 0s 010 . 20 50 75 1 .oo Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-10 NACA RM L57C20 TABLE E.- AERODYNAMIC CHARACTERISTICS Plain wing S,COr

48、r d,con Cm CA N d:; . . M = 0.60 -e0003 .0000 -2 “1174 -0063 -a0040 -e0004 .0000 -4 -a2356 -0002 “0044 -e0003 a0000 0 ,0009 -0083 -e0021 -a0032 a0000 2 -1192 ,0065 -e0009 -.0001 .OOOO 6 -3699 “0056 -a0008 -e0002 a0000 4 e2471 e0000 -.0008 -.0001 .0000 10 a6084 “0115 -so077 -.0001 .0000 8 -4980 “0097 -e0066 -a0001 e0000 12 ,7050 -e0111 “0084 -a0003 .0000 14 e7355 -e0015 -0089 -.03C3 .0000 16 ,7698 e0025 .0001 -no004 .0000 18 .e029 -0061 -.0061 -.0004 .OOO 20 e8369 .0086 -no130 -.0003 ,0000 24 .e392 -0134 “0325 -a0003 .0000 22 re417 -0113 -e0208 -.0002