1、L ADVI FOR AERONAUTICS TECHNICAL NOTE No. 1872 HIGH-LIFT AND LATERAL CONTROL CHARACTERISTICS OF AN NACA 652-215 SEMISPAN WING EQUIPPED WITH PLUG AND RETRACTABLE AILERONS AND A FULL-SPAN SLOTTED FLAP By Jack Fischel and Raymond D. Vogler Langley Aeronautical Laboratory Langley Air Force Base, Va. Was
2、hington April 1949 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NATIONAL AMTISORY COMMITTEE FOR AERONAUTICS TECHNICAL NOTE NO. 1872 HIGH-LIFT AND LATERAL CONTROL CHARACTERISTICS OF AN NACA 62-213 SESIISPAN WING EQUIPPED WTET. LUG ANI) REmCI!ABU AE
3、iBONS AM) A FULL-SPAN SLOTTED FLAP By Jack Fischel and Raymond D. Vogler SUMMARY A wind-tunnel investigation was made at low values of Reynolds and Mach nmibers to determine the high-lift and lateral control character- istics of a semispan wing of NACA 6%-215 airfoil section equipped with a 25-perce
4、nt-chord, full-span, slotted flap and plug and retractable ailerons The ailerons were located at the 70-percent-chord station over the outer 49 percent of the wing semispan and were fabricated in five spanwise segments. The results of the investigation indicated that large increases in wing lift cou
5、ld be obtained by use of a full-span slotted flap, and also that a 15O og a 3Q0 flap deflection would probably be more advan- tageous than a 45 Characteristics j whereas a 45 flap deflection may be more advantageow for landing or as a glide-path control. flap deflection for best airplane climb and f
6、light The plug ard retractable ailerons investigated produced large rolling mments in all flap conditions, and the effectiveness of both In all flap conditions, the plug aileron was generally more effective than the retractable aileron. generally favorable with the flap retracted, and became less fa
7、vorable with increase in wing angle of attack or flap deflection. ,ailerons hcreased with increase in the flap deflection. The yawing moments produced by both ailerons were A conrparison of the lift data obtajlled on the present wing and on a previously investigated wing of similar plan form havhg N
8、ACA 65-210 sec- tions showed the similarity in the incremental values of maximum lift coefficient produced by a 45 flap deflection on both wings and also showed the mre advantageous lift characteristics obtained with the thicker wing used in the present investigationo In addition, the plug and retra
9、ctable ailerons on the present wing generally produced larger rolling moments and more favorable yawing moments than were produced by slmilar ailerons at correqonding projections on the NACA 65-210 wing. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-
10、,-2 INTROIWCTION NACA TN NO. 1872 As a solution to the high-lift and lateral-control problems pre- sented at take-off and landing for transport airplanes and other airplanes having large wing loadings, the National Advisory Committee for Aero- nautics has been investigating the chamcteristics of spo
11、iler-type lateral-control devices to be used In conjunction with full-span flaps. The results of many of these irttrestigations have been summarized in refereme 1 and have indicated that, in addition to allowing for the use of full-span or almost full-span high-lift flaps, the spoiler-type, lateral-
12、control devices also provide control at high angles of attack, favorable yawing mments, and higher reversal speeds than conventional flap-type ailerons because of the smaller wing twisting maments of spoiler-type ailerons. Ln addition, spoiler-type lateral-control devices provide small stick forces
13、and an increased effectiveness when full-span Slaps are deflected, particularly when a plug aileron is used. These investi- gations have also shown the large increases in wing lift obtainable with a full-span flap, and the generally superior lift and Lateral control characteristics obtainable with a
14、 slotted-type flap. The results of other investigations perfomd on unswept wings having high critical speeds (references 2 to 5) showed the increase in rolling effectiveness of the spoiler-type ailerons when the Mach number was increased in the high Reynolds nmber range as contrasted to a decrease i
15、n rolling effectiveness obtained with conventional ailerons as the Mach number increased. The present investigation was perfomd in the Langley 300 MPH .7- by 10-foot tunnel to determine the lift and lateral control character- istics of a moderately thick, low-drag, semispan wing (having NACA 6%-215
16、sections) equipped with a full-span slotted flap and either a plug aileron or a retractable aileron. an extension of the investigations reported in references 4 to 6 and employs the same wing plan fom but a thicker wing section than that used in these previous investigations. Wing lift, drag, and pi
17、tching-moment characteristics were obtained for the plain wing, and also for the wing with the flap deflected l5, 30“, and 45 at various flap positions in order to determine the optimm-lift flap-deflected positions (that is, the flap positions at which optimum lift characteristics were obtained over
18、 the angle-of-attack range). aileron configurations were performed at various aileron projections through an angle-of-attack range with the plain-wing configuration and also with the flapped-wing configuration with the fbp at various deflec- tions in the selected optimum-lift positions, The present
19、investigation is Tests of the plug-aileron and retractable- SYMBOLS The molnents on the wing are presented about the wind axes. The X-axis is in the plane of symmetry of the model and is parallel to the tunnel free-stream air flow. The Z-axis is in the plane of symmetry of Provided by IHSNot for Res
20、aleNo reproduction or networking permitted without license from IHS-,-,-NACA TN No. 1872 3 the model and is perpendicular to the X-axis. perpendicular to the X-axis and Z-axis. intersection of the chord plane and the 35-percent-chord station at the root of the model. The Y-axis is mutually All three
21、 axes intersect at the The synibols wed in the presentation of results are as follows: lift coefficient (Twice lift of semispan mrdel/qS) incremnt of lift coefficient drag coef f icient (D/qS) pi tching-moment c oef f ic ient *( M/ E) rolling-manenti coefficient (L/qSb) yawing-moment coefficient (N/
22、 qb) damping-in-roll coefficientj that is, rate of change of rolling-moment coefficient with wing-tip helix wing-tip helix angle, radians local wing chord wbg mean aerodynamic chord (2e86 ft) ($/*C%) twice span of semispan model (16 ft) lateral distance from plane of symmetry, feet twice area of sem
23、ispan model (44.42 sq ft) twice drag of semispan model, pounds twice pitching mmnt of semispan model about 35-percent-chord station at root of model, foot-pounds rolling-moment, resulting from aileron projection, about X-axis, foot-pounds yawing moment, resulting from aileron projection, about Z-axi
24、s, free-stream wnamic pressure, pounds per square foot (jjp$) f 00 t- pounds Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-4 NACA TN No. 1872 V P a X Y free-stream velocity, feet per second mass density of air, slugs per cubic foot angle of attack
25、with respect to chord plane at root of mdel, degrees flap deflection, measured between wing-chord plane and flap- chord plane; positive In the flag- All of the testsowere perform whereas the 43O flap deflection (or a larger deflection) may be more advantageow for landing or as a glide-path control.
26、Ch produced with a 30 flap deflection was almost as large as CL over mst of the angle-of- for flap deflections of 15 and 30 were almost In addition, the values of drag coefficient produced at Became the wing of the present investigation was chosen mainly to give laxge-scale lateral-control data and.
27、had a relatively low aspect ratio, the lift, drag, and pitching-moment characteristics presented herein are not those that would be obtained on a high-aspect-ratio transport-type airplane wingo ratio L/D obtained on the present wing s 26 at L 13 at In addition, the values of the lift-drag (i b)-, CL
28、 = 1.0, and 7 at CL = 2 .O are not representative of the larger Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-8 NACA TN No. 1872 values of L/D that could and would be obtamd on the high-aspect- ratio wings used on trassport airpIaaes (values of (L/
29、D)- of amroxi- mately 35 were obtained in the high-aspec-kmttu wtug inveetigatiane, reported in references 10 and 11) j however, the present data indicate the advantages to be gained far -t;ranSport-type asld other high-perfolznasce alrcraft by me of a full-spas flq. A canrps3ison of the lift data o
30、btained in the present investigation with compamble data obtainsd in the inwstigation of the NACA 65-210 semi- span wing reported in reference 4 is Dreeented in the following table: These data show the sWlaSity in the values of both wings by a 45 flap deflection - a phenomenon wbich might be antici-
31、 pated because the sm flap was used in both hmstigation however, the hinge-mmmt data presented in references 1, 5, and 6 show the magnitude and trends of the hinge mcxmsnts that could be expected for various plug-aileron and retractable-aileron configurations that may be installed on the present win
32、g if incorporated in an airplane. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA TN No. 1872 9 Plug aileron.- “b,e lateral-control data of figures 8 to 11 showed that the rolling effectiveness of the plug aileron wa nonlinear ovep the projectio
33、n mnge and generally increased wlth increase in aileron pro- jection. San of the nonlinearity results frm the testing technique, as discussed later, and might not be present in an actual instal- lation. he rolling effectiveness of the plug aibron also increased with increase in the wing angle of att
34、ack, except at Wge values of a asd aileron projections Wger than about -2 percent chord where a slight decrease in rolling effectiveness with increase in u was noted. Th, ineffectiveness exhibited by the plug aileron at relatively small projections and low angles of attack for the plain-wing configu
35、ra- tion (fig. 8) is similar to that obtained with retractable ailerons on caventional wing sectimsj however, this ineffectimneas of the retract- able ailerons on conventional whg sections ms alleviated when a slot was added behind the aileron (references 9 and 14) the present wing model was therefo
36、re believed to be cmpmatively ineffective at these low angles of attack because of the Ermall differences in pressure that probably existed between the two wing eurfaces in the vicinity of the plug slot when the flap was not deflectedo is substantiated by the fact that unpublished section pressure d
37、ata on a similar whg section show that R reversed (unfavorable) pressure gradient across the plug slot could be obtained. At high angles of attack in the plab-wing configuration, and also with the flap deflected, the pressure difference between the upper and lower wing surfaces near the plug slot wa
38、s sufficient to produce an induced flow through the plug slot and thereby increase the aileron effectiveness. Similar effects were noted at corresponding low values of Mach number in the aileron-investigation* reported in reference 5, but were alleviated when the Mach rimer was increased. that an in
39、crease in roUing effectiveness with increase in Mach nmber may be expected over the entire projection range for the present wing- aileron canfiguration. The rolling ineffectiveness encountered at low angles of attack and low Mach nuuibers by the present plain-wLng con- figurdtion is therefore believ
40、ed to be inconsequential for a reasonably high-speed airplane because the airplane in this attitude (low a) would normally be flytug at higher values of Mach number than those at which these data were obtained; also, the rolling effectiveness of the plug aileron on the aforementioned high-speed ajrp
41、lane is expected to vary almost linearly with aileron projection throughout the speed range in the flap-retracted condition. owner tyye having low wing loadlnefs and relatively low maxLmum speeds, wing sections similar to those on the present wing - or those that might give an unfavorable pressure d
42、ifference,across the plug slot - probably would be unsatisfactory if a plug-aileron configuration is to be employed. would probably be desirable. The plug slot on This belief Moreover, the data of references 2, 3, 5, and 6 indicate For airplanes of the private- For such airpla-nes, use of convention
43、al wing sections The lssge values of rolling-moment coefficient at small aileron projections of about -0.01 shown in figures 8 to ll at the higher values of lift coefficient result frm the sudden opening of the plug Provided by IHSNot for ResaleNo reproduction or networking permitted without license
44、 from IHS-,-,-10 NACA TN No. 1872 slot as well as from projection of the aileron. Because the opening of the plug slot would. probably be more gradual with increase of aileron projection in an airplane installation (probably somewhat like the con- figuration investigated on the NACA 65-210 wing in r
45、eference ?), the resultant curves of rolling-moment coefficient against aileron pro- jection would not eihibit such a surge in rolling effectiveness with initial aileron projection as was obtained in the present investigation, and the aforementioned curves would be more linear. It is believed, howev
46、er, from the data of references 5 and 6, that no aileron ineffec- tiveness would be encountered with the lift flap deflected. the data of figures 8 to ll show that at low angles of attack a,slight reduction or a tendency toward a reduction in the values of rolling- moment coefficient occurred at neg
47、ative aileron projections above -9.0 per- cent chord. between the wing md the lower edge of the,aileron, and it is believed that this gap permitted a partial premure recoverg on the wing rearward of the aileron, the pressure recovery thereby causing a loss in effec- tivenesso A simllas effect was al
48、so noted in the investigation reported in reference 5. In addition, At projections greater than -9.0 percent chord, a gap existed The aileron effectiveness increased with increase in flap deflectionj the values of Cz twice as large as the values of Cz figuration. aileron provided large rolling momen
49、ts up to and even above the whg stall angle in any flap configuration. obtained at a flap deflection of 45 were more than obtained with the plain-wing con- In addition, the data of figures 8 to 11 show that the plw The values of yawing-moment coefficient obtained by projection of the plug aileron on the plain-wing configuration were generally favorable (that is, having th
