NASA NACA-RM-L9A07-1949 Low-speed investigation of aileron and spoiler characteristics of a wing having 42 degrees sweepback of the leading edge and circular-arc airfoil sections aexp .pdf

1、 RESEARCH MEMORANDUM . ,OW-SPEED INVESTIGATIOlT OF AILERON ANb SPOILER CHARACTERLSTICS OF A WING HAVING 42.SWEEPBACK OF TRE LEADING EDGE AND CIRCULAR-ARC AIRFOIL SECTIONS AT REYNOLDS NUMBERS OF APPROXIMATELY 6.0 x lo6 BY Stanley H. Spooner and Robert L. Woods Langley Aeronautical Laboratory ;IFICATI

2、C i - x. :- ;-. “Pligible forces were transferred from it to the aileron, extended the full span of the aileron except for cut-outs to allow for the mounting of the strain-gage beams. Pressure orifices were installed Fn the aileron balance chamber to enable the pressure differences across the seal t

3、o be determined. The details of the aileron are given in figure 4. The spoilers used were of the step tspe. The span of each step was 0 .lob with the exceptim of the outboard one which was 0.07fjk With 2 2 all steps in place, the spoilers extended from the 0.d station out- board to the 0 station. Sp

4、oiler projections of 0.05 and 0.10 were tested. The spoilers were nom1 to the wing surface and to the plane of spnetry. They were located on the 0.70 me of the left wing panel in the manner shown in figure 4. b 2 The tests were made in the Langley 19-foot pressure twel with the air in the tunnel com

5、pressed to approxFrnately d= atmospheres. Measure- mente of the lift and drag and the .pitchFng, rolling, and yawing moments 3 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-6 NACA RM NO LgAO7 I ware made for each configuration through an ;RnIlaximu

6、m aileron deflections investigated are presented in figures 5 to 10. It caa be 80811 that for the plain dug wd for the wing equipped with split flaps a amaller increment- in.the pitching-moment coefficientwas obtained at positive angles of at tack wlth,.the q aileron than xith the dm ailerm. Con- ve

7、rsely, anmller Increments in the pitchin -mment coefficient were obtahed with the dowl ailsron than with tge up aileron for the wing equipped with the laad.bg-edae devices. It is estimated that about 2 of elevator deflection would be needed to compensate for the mxlmum increment in pitching-momxt co

8、efficient reeulting from m0 up and down dePlection of a eetofalle?ons. Hinge-moment characteristics. - In on3erf.o illustrate the aileron hinge-mament characteristics ofthe varioue cmfigurationa investigated, the hinge-mament parma ters C asd Ch and the balsncs-chamber reedtat-preaeme paramstere h6

9、a pR8 .#, were determi;aed from the Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA RM No. LgA07 9 basic data of figures 5 to 10 and are presented in figure 15. It can be 88811 that considerable variation in the values of these w-rameters occurr

10、ed. In order to show the effects of the variation in C a rolling condition must be coneidered, and if the aileron balance is to be of the conventional, sealed, internally balanced type, the parwtors and PR also must be considered. The comblne3 effect of these parameters for am aileron having varlous

11、 amounts of inte“ns1 btnce is shown in figure 16. The hFnge-monent parameters of the aileron with varying amounts of balance were calculated by means of the following equations : . . . -. . . w pR 6 a 3 balance balance C =c ha with ha without balance balance where the span of the balance was assuned

12、 equal to the span of the aileron and where the bahnce chord was assumed to include one-half of the gap covered by the seal. The parameter- Chg is defined a8 the rake of change of hinqe- moment coefficient in a steady roll with aileran deflection and was calculated by means of the following equation

13、: in which the values of the parameters and C were computed from equations (2) and (3) fox- various amounts af balance and ch8 ha p c2 where - -2lOC and is the ratio of the effective 28 change in angle of attack. in a steady roll to the change in aileron deflection. The constant K wa8 determined by

14、means of the charts of reference 4. The damping-in-roll coefficient was determined from reference 5 and had a value of 0.266. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-10 - NACA RM .NO. 907 Considering first the aileron without any internal bal

15、ance, flgne 16 shows that on tae plain wing the aileron was. more znderbslanced at high angles of attaok than it was at low tnglea of attack. The a3dition of the split Flap8 resulted in qpoaite effect; the aileron was more balanced at. high than at low angles of attack. The further addition d the le

16、ading-edge flaps and .the stall-cm.tro1 fences teqied to offset the effect of the splft flaps and resulted in- a reduction in tho variation. - of C through the angle-of -at tack range. The Ahas af C at hi?t of balance chord required for . C .= 0 was betwen 45 and 50 percent at-. low anglen of attack

17、 and h6 1 Lmax h6 I - hc u increased about 5 percent at the angles of actack correspond-ing to 0.85 rent-the occurrence Df exceasive cmtrol f orceu . The foregoing cmpgrison of fig. 17) which results in an abrupt decrease in Cz . The same abrupt decrease in C2 is indi- cated for a 0.379 spoiler loca

18、ted at the tip, whereas a 0.4- b spoiler loaated inboard of the 0.a station does not encounter the effects of I the wlng stall until an mgle of attack of approximately 12O. The wing 2 2 2 2 equipped wlth the high-lfft and stall-control devices exhibited an initial stalled region behind the inboard e

19、nds of the leading-edge flaps, and as the spoilers extended into this region there wa8 a marked reduction in Cz (figs. 20 and 21(a). It shoula be noted that for the fhpped cofllgu- rations some rolllng-mament coefficient is produced for angles of attack corresponding to cLmsxo Provided by IHSNot for

20、 ResaleNo reproduction or networking permitted without license from IHS-,-,-12 . NACA RM NO LgA07 “ The effects of spoller. projectioa or height -for the plain wing may be see2 by a cnmparison of figyes I8(a and lg(a). In thg low angle.- of-attack range, the 0.10 apoiler is several times as effectiv

21、e as the 0.03 spoiler which in all probability is due to the fact that a amaller perceatage of the 0.10 spoiler is in .the boundary-layer air. At the angles of attack wfiere. me bcqndcary kyer becomes thicker and flow sepration occurs, the effectiveness of both the 0.10 and 0 .Ogc spoilers becomes e

22、qual wtil f sally bo,th have zero effectiveness as all the spoiler se-ente are enveloped in the stalled region. * i - -. In figures 22 to 24 a slmmary TEI praaented of all spoi-ler cambina- tions tsated. It can be s00n in flgure 22 Vmt for a given spoiler span on the plain wing the inboard lxation p

23、rovided slightly greater values of C.z at low angles of attack tbn did the outboard location. It le quite posailbls tht the Inboard spoilers on a sxeptbsck uing can, due to croasflow, cause spoiling of the flox over secbiu of the wing outboard of the spoilers. For the f laps-deflac tsd configuration

24、s, a epoiler located on the outbosrd portion of th wing produced higher values of C2 than a spoiler of equal span located inbawd. A spoiler of the same apn but with its inboard end located at the wing root might result in yet different results. It see.,.therefore, that the optbun spanwise spoiler lo

25、cation on a sweptback wing ia largely dep0mI-t ULQ the span loading and/or the- spanwlse- center. .of-presswe of tklat particular wing. It can be seen In figure 22 that for .tbe plain wing equipped with a short span of the 0.05 spoilers some rolHng-mmnt revareal was encountered. It is yogsible that

26、with a short span of Lhe 0.10 spoilers reversal might also be encountered. For . name-, Ooe, the inboard end being located at 0.2ure 2.- Wing mounted in lg-foot pressure tunnel. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Provided by IHSNot for R

27、esaleNo reproduction or networking permitted without license from IHS-,-,-19 I. v Section D- D fen1urged) 1.99“ Section - (en/urged/ Figure 3.- Details of high-lift and staU-control devices. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-20 NACA RM

28、NO LgA07 Figure 4.- Geomtq of aileron and spoilers. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA RM NO LgA07 .03 .02 . o/ 0 -.O/ -.02 -. 03 -4 0 4 8 12 /6 20 24 E, deg 21 Provided by IHSNot for ResaleNo reproduction or networking permitted wi

29、thout license from IHS-,-,-22 L2 .8 .4 0 -.4 -.8 -1 6 . I2 .08 .04 0 “04 “OB -J2 -.I6 -2U -. 24 -4 0 4 8 I2 I6 2U 24 =, dg (b) (2% and pR against a. Figure 5.- Continued. 0-6 # Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-1.0 .8 .6 .4 .P 0 -2 -.4

30、(c) CL and Cm against a. Figure 5.- Concluded. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-24 - NACA RM XO * L9A07 .6 .4 .2 0 -.2 :4 -02 . o/ 0 -.O/ YO2 (a) C2, Cn, and CN againet a. Figure 6.- Aileron characterietics of wing with split flaps. T

31、Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NPICA RM NO* LgA07 -4 0 4 8 12 16 20 24 a, dw (b) Ch, and I?R against a. Figure 6.- Continued. .04 0 -.04 -. 08 -./ 2 -. 16 -.PO l., c Provided by IHSNot for ResaleNo reproduction or networking permitte

32、d without license from IHS-,-,-26 g -12 b 15 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-WCA RM NO rn L9A07 . .6 .4 .2 0 “ 2 -.4 -.6 -.8 .o/ 0 YO/ .02 .o/ 0 -.o I 102 -4 0 4 8 12 /6 20 24 dQ (a) C2, Cnc and Cma against a. Figure 7.- Aileron ch.wa

33、cteristics of wing with drooped-noee and split flaps and f encea . Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-28 L2 .8 .4 0 “4 -. 8 -4 0 4 8 12 16 20 24 a, deg (b) ch, and 91 again& a. Figure 7.- Continued. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-29 L4 I. P LO .8 CL .6 .4 .2 /Illllltllllll 0 -4 0 4 8 12 16 20 24 a, df?Q (c) CL and C, against a. Figure 7.- Concluded. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-