Document
ACR No. L4])12 NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS ORIGINAllY ISSUED April 1944 as Advance Confidential Report. L4D12 WIND-TUNNEL INVESTIGATION OF CONTROL-SURFACE CHARACTERISTIC S XVTI - BEVELED-TRAILWG-EWE FLAPS OF 0.20, 0.30, AND 0.40 AIRFOIL CHORD ON AN NACA 0009 AIRFOIL By Verna rd E. Lockwood Langley Memorial Aeronautical Laboratory Langley Field, Va.
NACA
WASHINGTON NACA WARTIME REPORTS are reprints of papers originally issued to provide rapid distribution of advance research results to an authorized group requiring them for the war effort. They were pre- viously held under a security status but are now unclassified. Some of these reports were not tech- nically edited. All have been reproduced Without change in order to expedite general distribution.
L - 666 COHFIDENT IA L NATIONAL ADV I SOHY CmlllllrTEE FOR ASROlTAUTICS A DVANCE C ON FID~NTIAL REPORT NO . L4D12 NIND- TUN :, r:BL I N V~ 8'I IGATIO N OF' CO NT ROL - SURFACE CHARACTERISTIC S XVII - B::;:V<;L :-< ;D - TRA ILI ~IG - "8DGE FLAPS OF 0 . 20 , 0 . 30 , AND 0 . 40 AIRFOIL CHOR D O ~ i A ;: ITA C,' 0009 ;~IRFOI L By Vernard E. Lockwo od Sln ' ThlARY .'orc3 te s ts iE t'.'To - :iir:'H::3nS lona l flow have been made in the NA8A 4 - by E- foot vert ic al tU:1ne l to de termiL1e the aerodynamic c }iaracteristics of a!1 NACA 0009 airfoil vith f la. ps havi:1 ,9." chords 20 , 30 , an'i t=O pe:!. 1 cent of the airfo~ 1 ChOl'd a ~l Q 20 , cOo , anJ 10 beveled trailing edges . 'rIle effect of a ga}J at the 110se of the flap and of a rOl1. c" h l e adinf" edpe fra S dete::'liline:i f'Jr the I~a9s cquinp~d w~th t~e 36 bev e led trailing ed~e .
The restlts indicated tbat , wi th a smooth leadinc; edGe , tte ::'ncreased trailing -ed l ~ e anc;le on the .:'laps with sealed gapa decreased the slopv of the control - .f'ixe d li ft curve and the l ift effectiveness. rrhe increased trailing - edge anc;le general l y reduced the hinge mom e nt , that is , ga ve positive increments in the rate o~ change o .:. ~ hinge - moll1ent coefficient w ith ang le of attack and fla _ de f lection . The hinge - mo:nen t characteristic s also showed that , as the f l ap chord v'as incrsaBed , the beve l angle that gave the greatest reduction of hinee monen ts was inc.rease d.
Opening the ga p s at the n os e of the flaps c.aused a r eduction in the slop s of th3 lift cur v es and I:l. positi ve increme~t i~ the slopes of the hinge - ~om3nt cu r ves .
The adQi tion of ro L .l.!::,_ne s s s tri)s to tIle nose of the airfoi l produced similar resu l ts .
I TROD'G 'L'ION , For ce tests of a nu mber of NA GA sy'Y.ltr.letric.a l airfoi ls have been made previous to the investigation reported CONPIDENT IAL NA CA A CR No . L4D12 CO!Jl<~DEN~:IAL herein for t he p ur pos e of providing d a ta for the desi g n of cOi1trol surface s . T he m odi fic ations t ha t have heen previous l y tested i nc lude alterations of flap profile , f la D nose shape , b a l ance chord , ~ap size , and to so me exte n t trailing - edge an g le . . Previous tests of airfoi ls hav9 shown that c o nsidera~le reduction in the hinge n: o m3 nts of f l aps may be obtained by increas in g the tr a iling - edge ang l e (refer enc esl to 4 ) . The purpose of the p r ese nt if' ve s-ejgatio n is to show the effect of a wide ra n~~e a f trailing - edge angle on the aerodyna m ic c haracteri stic s of flaps of var ious cho rd s . The invest igaLion a l s o in e lud eo tests of "'orne o f the m odels with an op e n gaD at the nose of the f l ap and wi th a rougn l e~d~ng edg e .
A~ ARATU S AN D MO D:';L T!Je t es ts V le r3 rla ee tn the NA C 4 - b y a - foot vert ica l tunnel de sc ribed in rdfer e n ce 5 an d modi fied as des cri bed i n reference 6 .
Th e 2 - foot - chord by 4 - f 06 t - span model was made of l amina te d mahogany t o ~h e IJAC A 000 9 pr o f ile ahead of each h i n , ;<:e axis . (See Vb l e 1.) The mode l W8.S tested with f l a~s havinr ch ords 2 0 , 3 0 , and 40 per ce nt of the airfoi l chord ( 0 . 20c , 0 . 3 0c , and 0 . 40 c) . Each flap had three inte:: ' chan ge2.b l e tr2. il ing - edp'e_ port i ons with 0 0 0 i nc l uded J.ng l es of' 20 , 3 0 , and 40 • A p lai ll nose wit h radius equ a l to approximately one - half t he airfoi l t hickne s s a t th e h i ng e axis was use d on each flap .
T be profi l es of the .::'laps are de f ined in figure 1. An aclditicna l 0 . 30c f l ap , which had an nSY:l1metric beve l wi th l'eSD 0 ct to t.he cLord li ne r.m d is he re inafter refe r r ed ~ to ~ s tLe 30° a3ym ~ etric flap , was test e d.
The 30 i nc lu ded angle at th e tr a iline.; edge wa.s divided to gi ve a. 100 ·oeve 1 to one su r .:'a ce 'md 0. 20 bevel to t he other surf·ace and to r. 18 . 1-:: e the b3 v e l chor ds of the t wo surface s equa l . The gap s between the noses of the f l aps an d the cover plates ware 0 . 002c . For mos t of t ha te sts , the gap w as s e led b71 sheo t rubber g lued to t he nose of th e flap and to the airf oil a head of th e f lap .
For a few t e sts , the tra n sition point on the air - foil was fixed by th e addition of a stri p 2 inches wi de C01\fFIDE'YTIi'.L JT ACA ACR Xo . L4 DJ. 2 a t 'che nose OLl e a ch sur f ac e of t he u:i.rfo i 1. The I' ough st rip was compo s ed of ~ o. EO carborundum fas t ene d to the leadIng e d ge a l ong ths full span of t~'1e mo de l.
rr-l-:;S TS S ome t es t s we r e made a t a dy n amic pressure of 15 pound s pe r sq ~a ~ a f2 ot, which c ~rre s pond s t o a v el o cit y of a bou t 76 d le s per hour at standa rd s ea - l eve l condi ti cms . T he ef fee t lve Heyno l ds nlli'!lber for t he se tests wa s approx i ma t e l y 2 , 760 , 0(0 . (~ ff ective
ReY-i.1o l ds nuwbe r = Tes t Re yno l ds nur:l.ber x Turbu l e nce
f ae to!' . The tl.trbu l enc'3 f'f'.. C t or lor thC) !TACA 4 - by 6 - foo t vert ica l tun .J e 1 is 1 . 9 3. ) For the rest of the t sts , the dyn :-~ic pre s su re wa s reduced to l l. 2~ pound~ pe~ square foot becau s e in s ufi'icier..t p01iier {as avai l a.ble for cO:1ti!"'~uous oper& - t i on of t>:e tU:"lne 1 at a dyn,o.mic pre 3 ~mre 0 _~ 15 pou nds per sqL:.are fo l.. t . The dynamic )reS3Ure of 11 0 25 pound s per square fort corresponds t o a velocity of abou t 66 !ni l es per' hour and an eff3ctiv3 'Re;:rnol6.s numher of anproximate l y 2 ,~9 8 , OOO .
Tre various model modificatio~s and tes t Reynolds n umbers are fiv~n i n t ab l e II.
RCS1')"LTS Symbo l s Coe ff:t c i6n sand sym'l)o l s used ere i n are defined as follO'i\TS ~ airfoi l section _ift coeffici0nt ( L/qc) CL c " airfoi l section irofi l e - 6~ac coefficien t ( do/qc ) Co c airfoi l section pitching - mo!11ont coef f ic i ent (m/ q c ) m flap sec t ion hinEe - momen t coef f i c i3nt ( hf / qCf2 ) c h f w he r e r L air f oi l sect io n l i f t do ai rfoi l s ect i o~ prof i le d rag C OITr I DT ~ ~\rS:'I.' ..L CO~T}'IDE: \N :::: A L liACA A. CE No . L4D12 a i rfoi l sect i on pi t ching moment abou t q uarter - m chord ~oint of a i rfoi l h f l ap sec ti on hinge momen t f c chord of ba si c airfoil with fldp ne u tra l C ... f l ap chord .L q dynamic PI· essure and a ang l e of att~ck for airfoi l of infinite aspe ct o ratio f l ap def l ec t ion with respect to airfoi l Of ¢ ::: cL u where I CO;JF I DEiJT I AL , CO loJP I D E~rl' I AL N ACA ACR Ho . IA D12 Subscripts: p airfoi l - contour n l a i n f l ap
b beveled flap for ¢ > 11 . 6
Tbe subscr1pts outside thG parentheses represent the ractors held constant ~u r l 6 the meas~rement of the }.Jarame te rs .
Precision The max Lnur:l erro r in ang l e of ttack appa a!'s to
be t o. 2 • '1'he small amou'1t of lift obtaill'3d at an
angle of attack 01 0 ior all tests Mlth flap neutral indicates son~ inaccu acy in model construction or installation . Flap eflections were se t within ± 0 . 2° .
Tunne 1 corre ctione expe l·il1t:3:r'.tally C!3 te -;,;r:.ined in the NAC. 4 - by 6 - foot vert"lca l turDel wvrc applied only to lift . The htr.ge 0ms£lts a1'8 probcl.b1y slight l y higber than wO'l.lcl De obtairwd in freG air . The increm ent s of profi l e - drag coafficient are belie'ed to be acc urate within ±O. OC I for saall flap dBf1ections and within ! O. 003 for lar39 fl~? deflections and shou l d be reaso:1.ably indepe~1dent of t In, e l effect a1 though the abs)lute v8.1ue ::'s sub,1ect to an unkno':-'n correction .
Presentation of Data The e13 rodynarric se c tion characte '1lS tic s of the .... TACA 0009 !"',:Lyf oil 'Ylfith tl".3 various fl~i.p arrangements tested are prese .ted in fin: .... res 2 to 14 . The 11ft , hinge -rro :;~::m t , pnd pi tr-ni?1g - 1!iOm8'1 t parb.rre t 3 1: 'S are given in table II . Tle flap llr~ effectiva~ess aB is given as a function of f l ap chord ratio for the , ario'..l.s trai1 i ng - edge angles in firurc 1 5 .
1e The da ta " ':Iro sen 'ca d in 11 p-U] s 16 to 18 show f1an section hinEe - ~ornent coeffici~nt as a function of airfol 1 sar-tion lift coefficient resulting from the def1~ction of the 0 . 20c , 0 . 30c , and 0 . 400 ~laps at c:. = 0 • Tre e ffe cts of Gap , trai1i1 1g - edge angle , o and 162.dL1g-edge roughne s s are Dbown in p.:J.rts ( a) , ( b) , and ( c ) , respectlve 1y . ~e variatton of flap section hinge - r.IC'1len t uar&me tel' S wi 'ch fla p trai l ing - edge ang l e is g iven in fi ru res 1 9 and 20 for the 0 0 20c , 0 . 30c , and 0 . 40c flaps with aps seale d .
COl'L ,1 ID ~ NTI AL NACA ACR No . L4D1 2 Incre men t s of airfo il se ct lon profi l e - drag coeffi - cient caused by f l ap def l ection for the 0 . 20c, 0 . 30c , end 0 . 40c beve l ed flaps wtth various trailin~ - ert5e angleD and gap conditicns are shown in figures 21 to 23.
Incra DdLts of pro fil - drag coeffic i ent for tte 0 .30c p lain fJap of r~feren ce 6 are included in ~igur~ 22 for com- parison .
The hinge - ~oment rharacte~lstics of the flaps with 0 . 002c and s ea l e d ga9s may be co~pared from figure 24 for ~n airrei l with a smooth le~ding e d ge . Sirrilar dat a for airfoils with smooth dn~ rou gh leadin ~ e d ges are g iven in ftgure 25 for fls9S with sealed gaps to show th3 eff~ct of fixing the transi tien ?oin t.
kirroi l wi t h Smooth L ~dding ~dze , Symmetric Flaps , Lift .- As is to be exnectad from references 1 and 2 , the slope of tho lift c1.,;,rve cLa ( table II) was mate - rially reduced by increasins t he angle at the trai l ing 0 0
edge ¢ from 20 to 30 ; however , as ¢ was increased
from 00 to 40 , this decrease was less ma r ke d . The vari a tion of f l a:) choI'd f rom O. 20 c to O. 40c for cons tan t
tra iline; - edge ang l e ¢ decreased c La ' rrhis decrease
was probab l y due to the thicken ed f l ap pr ofi le .
The lift curves ( figs . 2 to 4 ) show that , for posit ve angles of att&ck , the O. 20c beve l ed flaps gave greater lift and smal ler hinge mome nts at flap 0 0 deflections of 20 and 30 than the plain or airfoil - c on tour f la p of re fe Y' .. n ee 7 . The O. 30e be 'e led f l aT,) (fi gs . 6 to 8 ) also ;av e grea te r lift Lnd smaller hinge moments foY' a flap deflection of ;: .0 then the plain flap of reference 6 . The increased lift at these lap deflections is co .tr ar y to th rt shown by the air - foi l of referen c ~ 2 , ~or simi l ar conditions.
The size of tL trailing - ed[e angle had little effect on t.he angle of attac1\: at which the airfoi l stall occurred , but tha inc r ease d flap chord decreased the angle f stall frolT 1 3 for the O. 20c flap to 11 for the 0 . 40c f l ap .
r:..Tf. CA ACR No . L4 D1 2 Figure 1 5 shows that , for a gi v en f l ap chor d, the fJap l ift - effectiveness pa r ametel' a was de c reased
o
as the included &ng l e at the trailing edge wa s increased ar.d hence was Ie ss than for the Gorre sponding pl c.in flap .
The value of ao , wh"ch is mainly a function of flap chord , increased \"li th f l aD cho~"d in ar)out t-he SGme ~roport!on3 for a co ~ stanl n ngle ¢ a s for n plain flap .
The control - free lift parameter Ct given in afree
table II is valid only a t ao = of = 0° . IncreaSing
the t::-,ailing - edge angle i 1cl'easBd t:1e s l ope of the control - free l ift cur 3 . '1'he effect was qua l itative l y the sa~e as that noted in reference 1 .
Hinge r.lOmant . - AI ins pe c tion of' the hlnge - moment - cosffici , ent curve s ( figs . 2 to 14 ) indicate s tha t linearity \Jith anG le of attack j_ s restricted to the curves for the 20 bevelJd tr~jllng ed~a ~t flap def13ctio"Cls of 0 to 5° . Oth-:3-::' htn,3e - !!1o!TIdnt - coefficient curve s are less linaar than corresponding curves for the p l ai~1 f l aps .
T1:.e hinge - r.1olTI.:;n t coaff'ici "3nts w-sra 0clnerally smaller for the 0 . 20c and 0 . 30c heveled fla)s than for the corre - spondi ng plain flaps for a gi ven lift at a = 0 (figs . 1 6 o and 1'/ ) . Li l~ewi se , the flaps '.1i th the 30 beveled trailir..g edge generally gave smaller hinge momants for a given lift than the flaps with the 20 beveled trailing edge .
The 20° and 30 bevels werB effective in reducing hinge r 0ments for the tl:r'ee f l a;Js tested as is shown by tf'3 hinge - Ylloment parame ters Dlot ted as a fUl1c tioD of trailicg- - -8dF9 angle in fi , r; - u.re 19. tep l aci.ng thE:: 30 b8vsl by a 40 bevel ch9n rre d th hi~ge - mom3nt chara c- teristics of the O. 20c flau only sli~htly in comparison wi th corr0s90ndin& chan~es on th~ O . ~Oc nd 0 . 40c fla s .
On tho 0 . 30c an~ O. 40c flaps , cha and chB were made mors positive by the 40 beJ~13d flan. A comon.rison of the hinGe - mOln _ 7~l t - e J fficiant curves indicates that , as the flqp chora w a ~ ~ incr e ased , the bevel angle that gave the greatast rdduction of hinge mom8nts was incroasad .
The data frO M the present investigation do not a~ p3 ar to agree well with t~~ ::-'esults of the be7eled- trailing - edre correlation of reference 4 . Ths points in fic;ur-s 20 representing the hiIlge - 1'10men t parameters r,OW'IDm : TIAL CO ~JPID ::;J'TI A L N CA ACR No . L4 Dl 2 frCin the pl"eS3n t Eeries of tests ar~ con si.der ab l y sc a tter e d from the ro su l ts set forth in reference 4 . Dat a o n beveled controls obtained from 7ar i ou s sources since the corralation wa:J r::a(! ,3 :: "cw some d isa r~r ee men t and indicate tha t mo r e fac tors s ile l ~ ld bel ta Jcen into cons ide 1'a tion than we re given in the co~relation in refe r ence 4 .
~ \ ( GCn ~
-) and --
(
GC L/ GCL .P- ao uf ( ta ble II ) g iv e the p's it ion of the ae rodyn am ic center of the airfoi l with respect to the quarte~ , ' - cho r d p oint .
Inc reas i '1g th':} trailine.; - edge a '1g1e shif t e d forward the center of the li f t caused by angle of at-t:;ack or by f l ap deflections . T }l is shif t was in the sarna direction as was noted fo r t he NACA 0009 airfoi l of reference 1 and the NACA G6 ( 2 1 .5 ) - 0 1 4 airfo 11 of re fe ren ce 2, Drag .- In crem e nts o f airroi l s Rct i o n pr ofile - drag , coeffIciint t:.cd. fer tne O. 2 0c , 0 . 30('. , and 0 . 40 c bev :- " 2 1 eled f la ps (fi gs . 0 :to 23) we 1'3 ob t ained b y d..,duc tin g tha dra g for tho f la p - neutra l cond i tion at a n angle of 0 0 attack of _6 , 0 , or 6 f~o, t he d rag for the flap - def l ~ cted cond:ttion at t he S2m3 an :. l e cf atta c k .
0 0 ~ 7 he 30 a ~ l d 4 0 1)evJ J. ...:d fIL:.ps 1.n gene ral produced ,small e r increm8nts of drag than the) 20 beve 1 0 d f l 3.p for 0 0 a ngles of a t t'~c\:: of 0 and 6 • The d iffe rence s in drag for tilli various beveled fla~s at a = Of = 0 w ere , o within the experimenta l accuracy c l aimed , .pOI' small n ap defl e ctio:ls . The prof 'i l e - drag co ff ic ie n t for Of = 0 was I:l,pro~rj_1E at e l y 0 . 0 1 96 , 0 . 0112 , and 0 . 0188 f or 0 0 a = - 60 , 0 , and 6 , r espectiveJ:y .
o Effect of G ap a t ~ ose of Flap An. indica tion oJ' the effec t of a 0 0 002c gar at the nose of the flap o n the d ': H ' odynami characterL Jtics of a f l ap with a beve l ed trailin~ e d r e mUT be sean from th~ parameter - v' 8 lu es of tab l e II aUQ figures 1 6 (a) to l 8(a) • .t s expected from the re sults of ref e Y'en ~e G, the li f t parame te rs ' we re nume ri c a l ly s:na}_ler and the hinge - momen t pa~ameters 'ere more p ositive for flaps having 0 . 002 c gaps t han for f l aps wi t h sea l ed gaps .
The hing3 - n o msnt characte"istics ( fig . 24) of the O . 30c flJP w it h a 30° bev8led tr n illng vdGa and with CClJFID-r::NTIAL NA CA ACR No . L 4D12 open [end s ea l e d pEep wer e typical of the various f lans test~d wi t h open gap .
The o pe n gap usu~lly gave lar ger incr errent s of the airfoi l s3ct io n profi l e - d~ag coofficient for ancles of 0 0 a t tac} ~: of 6 , 0 , and - 60 (fi gs . 21 to 23). Tho profi 1 9 - dr'ag coeffici3n t [~ t 1-:, = 00 fOl' t he airfoil with smooth leadinp- .:;dL,e ~as ap ' ... o ximately O. Ol OF> at a = 0° and o 0 . 0170 at 00 = ±6°.
Pixin z the trans5tio n point by means of u r ou gh 1e ad\rlg edge na 1 sOtl1e efftlct on t:h3 D.erodYllE'.m ic charac - t erlstlcs of t:16 airfoil. T:1e control - fixed lift parameters wer.:; )l lJ.ITlerically sm.qller and the hinge - moment parameters were m0~'e positive for the airfoil wi ch r ou r~h leaditlg , ?d i€ e c han wi tl:.. sr!lOoth leading ed ge .
The rouch l eE, -Lnf ed{.e g'lve G. l,ere €2. ad ual cha nge i n ·~:-.e s 1 0pe of the 15 ft C '-. l ·V) near -Lhe stell [tnd the rna _irril.UT: 1 ift 1·12 s 1 '3 ~J 3 tt.~m for tl~'3 St c.:> th c.}-r co: 1. • Tbe hing;i:.. - :,olTI...,r,t r:;1Pi.· ·8 CC'LJst· _cs s~o ·'~ 1. tIl .~· i:;uY':-, r.5 I'.lre t yo~c21 for moJ ~ J3 w~th snootn ard ~O~fh l:?~~rr~ ed~os .
The acd.:'·~iorl Jf rouc::hness 8trip~ to tl.e leadinr-s edg~ [a70 ~r ~n(r5A8e in t~e prefile - crag c03 fficient of 8.oproximetely O . 00~ at a~ = Of = 00 .
Ef fec t of !.symme tric Bevel The aer ody namic section clla.Y'acteristics for the 30 aSYdlr' stJ'.l.C' f l ap are ('..3-/0n in ~lbure 10 . As Vi2..S expected wi t::-l the 20° be v e 1 on .,he U 1 )1)0 r surf&ce of the flaD , th3 1 inge-mom en t cOl.:)11 ic io81 ts were negative at ...
a = Of = 0° . The C'urve of hing3 - nonDnt coefficiGnt
o as a fun tion of an g 13 of a tt ck at Of = 0° , lik s t ha curves for th~ 40° ' eveled fIB.. , has a posi tiv e slope at negative ang193 of a~tack ~nd , like the cur v e s for tha 200 bevale d fla , , ha s a negat iv 3 sl o pe at
a o > 3°. A simi l ar t~ ndency 1s inrticated in the vari -
ation or hinge - mo ru0nt coefficient w~ t h flap d ef ldct lon .
Two curvos , showi {!, hinge - rnonsnt c00fficient as a function o f lif t coeffi ci. ~n.t at ao = 0 , are gi v en for the 30° aSYrrJl"{le tr'ic ·l ap in figu r e 17 ( b ) , · ..,ifi th ench surfac3
c OEF 1D:S ~lT TAL
N AC A A CR No . L4D 12 CO NY:l DE N'r L. L 1 0 ccnsidere d a~ , t:18 u p.i; e r sur f a ce . T he slo p es of these curve s are f rr lal l e l' than t he c ar rE:: spol1<l:i.ng sl ope s for tl~e ~lap s w~ t b symme t ric be ve ls.
CONC LUSI ONS For c e te s ts in two - dimen s iona l f l ow of f l aps h avin g cho r ds 20 , 30 , and 40 per c 3n t of the ai rfoil ch o r d a nd 0 0 20 , 30 , and 40 be v dled trailin~ edce s on a n NA CA 00 09
g irfol l have be311 made in t1 e N t' CA 4- by 6 - f oo c ve rtical
t u nne l . _ c o m:)arison of th3 resu l ts of the t ests of
mo de ls ha v inG a r,.oo ell lead' ng edge and a sea l e d f l ap
wi t h the res ul ts for ;J l aln flaps hav i n[j chor ds 20 a nd 30 p3rcent a ' th3 airf o :U. chord on an NA C. 0009 a irfoi l indicated t he followil1o conclusions : 1. T ho in . :::r8a s ')d t rs.i l ing - 8d2:8 ang l e and the increase d thi.ckness nea r the; t rai l i.ng e d ge re du ced t he sl o pe of tho co ntro l - fixed l ift C1 .1.rV3 .
2 . T he .:'la1;) l ift eff3~t i veness lJJas reduced by t he in c rease of ~he ~ai l in~ - d~~ anglo and h911ce was l e s s than for the corrcspondin~ plain flapc .
3 . An incre~se in t hJ trailinf - vdge ang le gener ally gave a mOT'e po si tive s l ope to the rate of change of h~nge - M o m3nt c o efficient with an r l e of attack and w it h flap dE::f l Gctjon . The h i nge - moment chara c teri s ti cs a lso sb wed that , as the f 1 8.p chord 'V"lS increased , tha be vel angle that ~ave the g r ea t est reduct io n of h i nge m om e nts qas increas'9d .
4 . Aerodynamic r~n t e~s of lift t~a t resu l t from v arying th e angle of ~ttack and varying t he f la p def lec - tion were genera l ly shifted forward by an in c rea s e of the trdi l ing - edge an~le .
5 . Openin~ tbe gaps at tb9 nosv of the f l ap s wi t h a 30 beve l e( trailin~ edfe decreased the s l ope of th e con t ro l - fixed l ift cur ve and decrease d the f l ap ef f e c - t iv e n'9 s s . The slopes of the CQrves of tinge - monen t coef f icient agains t anr l e of a t tack and f l ap de f l e c t ion are more posi t i ve for the flap wi th o pen gUD than vli th the see l ed cap . The drG.g ·,vas general1J highe r fo r f l aps wl th ope n than wi th sealed ga.s .
C OFF'ID ~ iTTV ,L _A C ~ ACR N o. 1 4D12 11 6 . F~xin~ the t~ansition at t~e l eading edge of the airfClil b. trs aJeH t ion of roughness had an effect on thE:; lift and r . in g e · momun t s:'m il ar to that caused by o~ )e r:ing the gG.p . Th8 maximum 1 1ft was reduced by addttioD of the r ough l eadirg edg se 7 . ;i'1~8 as ;mrrs tri c flap \IV i th 20 be 78 1 on the UPDe.l.~ sur!'a c e and 1 0 beve:L on tr 'e 101" e r tnu'f'ace gave negative hin g e rrom9nts at ze ro an21e of att~ck and zero flap deflection . The hince - moriien t - coefficlant curve as a i'unction of an(£le o f attach: at zero flap deflection btd a positivo s l o pe at ne g atIve a1g1es of attack and a neg~t:l.ve slope at po s- ' ~ ive angles of att3.cl ~ greater than 3 • L a~~ l ey Mem ori3.1 A er onautica l La tCl~ator y , Ira tiona l .t' d' ''' i ory Co r,:r" i ttee ror Aeron2 . ut ic s , Lan c ley ~ie 1d , Ta • .
12 (: O]FIDE~ TIAL N AC; ACR No . L4D12 REFERENCES 1 . Jones , TIobert T . , dnd AMes , Mi lton . B ., Jr .: Wind - ' !'unne l Investigation of Control - Surface Chara c- terist i cs . v- The Use of a Beveled Trail i ng Edge to Reduce th e Hinge Noment of a Co nt ro l Surface . NACh AJ~{ , larch 1 942 .
2 . Purser , Paul E ., and Ri ebe , John M .! VVind - Tunne l I nv est i gat ion of C ont rol - Surface Charact er istics .
XV - various Contou r Mod ificati on s of a 0 . 30 - Airfoi l- Chord P lain Flap on an ~lCA 66 ( 215 ) - 014 Airfoil .
N AC · ACE No . 3L2 0 , 1943 .
3 . Sears , R icha r d I .: iiHnd - Tu me 1 De ta on the he ro - dYllam ic Claracteristics of Atrplane Cont r o l Surfaces .
Nl Cl~ AC R No . ~L08 , 19 4 3 .
4 . Purser , Paul 2 . , ard Gillis, Clarence L .: Prelim i na r y Cor re l l::tti on of the _,ffects of Beve l ed Trai li ng Ed~es on the Hinge - hloman t C hara cteristics of Contro l Surface s . Tfl.C A CB Ho . 3E 14 , 1943 .
5 . Ven z in ge r , Car l J ., an d Ha rris , Thoma s A. : The V 0rti c al V lin d T un nel of the Na tiona l Adv i sory Co mn itt e e for i.:. ronautic s . Nl\.CA Rep . No . 387 , 19 3 1.
6 . S ea rs , Ri cha rd I .: ~ind - Tunn91 Investigation of Co n tro l- Surface Ch a racte r istics . 1 - Ef fbct of Gail on t Ile AerodynaMic C haracter istics of an NACA 0009 Airfoil wi th 8. 30 - Pe rc an t - C ho rd Pl a in Fl ap . NACA i- FJ1 , J un.e 1 94 1 .
7 . Sa ars , Richard 1. , and Purser , Paul E .: Wind - Tunne l Investi ga ti on of C ontro l - Surface Character i stics .
X IV - Nfl.CA 0009 ir fo il wi t h a 20 - Percent - Chord Double Plain }' la p . Ni~ C A ARE No . 3F29, 1 94 3 .
co: -n ·ID8N'TIl-iL
Nl.C i~ hCR No . L4D12
TABLE r. - ORDH:-J· 'I':;S FOR ~·rA CA 0009 i-.Ir:.FOIL
/Station and ord in ate s in pe: cent of airfoi l chor{l.
z > (") > > (") ::0 z a r-' ~ t:l f-' t\) f--J ~ L-666 -.179 -.142 -.141 -.143 -.130 -.140 -.143 -.096 -.095 -.090 -.107 -.184 -.lBO -.180 -O.ll~
------- -0.190 ------ -0.150 ------
(~)ao
nts .032 .032 .023 .036 .042 .048 .045 .049 .049 .042 .050 .063 .057 .049 me 0.022 0.033 0.022
------- ------- ------- ~
(~i)~f
linear.
ao Measure r ) h nearly -.0035 -.0026 -.0034 -.0017 -.0029 -.0028 -.0049 -.0026 -.0079 -.0044 -.0042 -.0022 -.0101 -.0044 -.0109 -.0035 -.0025 14. OOr - -0.0130 -0.0115 -0.0145 (oc FLAPS to are t 2 0~ (') .0000 .0035 .0030 .0051 .0047 .0010 .0048 .0025 .0036 .0016 .0048 . .0035 .0022 .0019 to -.0006 -.0034 - curves ""'OCi;' figs. s -0.0050 -0.0075 -0.0101
caCh~)
_50 ter where with om ame .088 .144 .122 ----~-~- .121 .122 .141 .163 .101 .176 .122 .095 .128 .116 .121 f r 0.095 0.076 0.066 ED-TRAILING-EDGE - Par only
--------- --------- ---------
ction Of (~)free
e EVEL B e d
us of ct
defl e -.51 -.50 -.54 p -.42 -.41 -.40 -.40 -.36 -.56 -.53 -.52 -.50 -.68 -.64 -.62 -.62 -.56 WITH be -0.57 -O.H -0.68
ang (~i)
fla r uld ----- o t o a nd sh AIRFOIL .095 .090 .092 .095 .090 .089 .089 .088 .0 .093 .088 .086 .084 .085 .098 .094 .094 r s 0.096 ck 0.098 0.098
~\f
--~
( flap flap flap
chO te atta me 30 ; of ara 0.20c 0.30c 0.40c NACA p to Teat .76 le number -------~ 2.76 2.76 ------.- 2.39xl06 2.76 2.39 2.76 2 2.76 2.39 2~;9:io6 2.76 2 .
g 0 Reynolds 2.76xlO 2.76 2.76 2.76 2.76 FOR an e enco urves, --- m _3 4 3 5 6 7 9 9 o f c 2 3 7 a er ro 11 12 13 12 14 f ------ ------ ------ ref Ge o f Figur a ran PARAMETERS e from of os a t n small 11.- ge flap --do-- --do-- --do-- --do-- 0.0020 Sealed --do-- --do-- --do-- --do-- 0.002e --do-- Sealed --do-- --do-- --do-- --do-- Gap Sealed Sealed 0.002e ran flap nonlinearity over el TABLE t o d of plain mo ~ -- -- - o eneral of o H g o - ition L.E.
limited -do ont a p .
measured of Smooth --do-- --do-- --do-- Rough Smooth Smooth --do-- --do-- --do-- Rough --do-- Smooth --do-- Smooth --d --do-- - Rough airf Smooth tion fl Cond l1-c o Cha crip r s ~ ---~ ) Because of De alr dge rarameters (deg e -~ 20 30 40 ~O ~O 20 30 40 30 30 30 30 20 40 30 30 por Trailing- angle, a11.6 11.11.6 b30 all.6 a bAaymmet r l c I ':I:j f-o. f-.I OQ z » (") » » (") ::0 Z 0 L' of::>. t::1 f--' [\) r..-666 .rXJZc .roZc -,""",,,,- I ".., ,1 ~ airtoll.
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air/oil -Oetall~ res 03 .1.
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~
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NACA ACR No. L4D12 Fig. lOb
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H Fig. 19 NACA ACR No . L4D12
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