Document
.ARB No. L5B17 NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS I
"'< ORIGINALLY ISSUED
April 1945 as Advance Restricted Report L5.617 WIND-TUNNEL INVESTIGATION OF A RECTANGULAR NACA 2212 AJID'OIL WITH SEMISPAN AILERONS AND WITH NONPERFORATED, BALANCED DOUBLE SPLIT FLAPS FOR USE AS AERODYNAMIC BRAKES By Tham.a.a A. Toll and Margaret F. Ivey Langley Memorial Aeronautical Laboratory ~ ,., ) Langley Field, Va.
DPERn OF JI"'[ PROPUL!'ION LABORATOR) '.:SR! r.l' CkLiFO R NIA INSTITUTE CF TE CHNO LOGY
ACA
WASHINGT ON 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 - 56 NACA ARR No. L5B 17 NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS ADVAUCE REE'TRT CrJ.'ED ImpORT WIlD-TUNNEL INVESTIGATION OF A RECTANGULAR NACA 2212 AIRFOIL WITH SEMISPAN AILERONS. AND WITH NONPERFORATED , BALANCED DOUBLE SPLIT FLAPS FOR USE AS AERO:;)YNAMI C BRAKES By Thomas A. Toll and. Ma r garet F . Ivey StHf.MARY Tests have been made in the LanGl ey 7- by 10 - foot tunnel to dete r mine the applicability of nonperforated, balanced double sulit flaps for use as aerodynamic br~ke s .
Information WaS desired on the braking power of the flaps as well as on the effectiveness and the stability of a conventional trailing - edge ai l eron located irMnediately behind the flaps .
A rectangular 10- by 60-inch wing model of NACA 2212 airfoi l section was used for the tests. Results were obtained for flat - plate flaps with no wing cut-outs and for flaps having Clark Y sections with cut - outs made in the wing to simulate the space left open by the deflected flaps. ~he flap deflections , the chordwise location, and the gaps between the flaps and the ~irfoll contour wero varied over wide ranges in order to determine the optimum configuration . In addition to the force tests, an investigation was made to determine any buffeting tendencies of the aileron. Silk tufts and a flexible t~rque rod were used for these tests.
The drag was only slightly lower for the model having airfoil-section fl~ps and wing cut - outs than for the mode l having flat-plate flaps and no cut - outs in the wi ng; for both arrangements the drag was higher than that obtained in previous tests of an NACA 23012 airfoil with full - span, 0.20-airfoil - chord, perforated doub : e split flaps . The aileron effectiveness was lov in either case, except when the flap gaps were equa l to about 20 percent of the wing chord and when the noses of the flaps were at least 80 percent of the chord from the leading edge of the wing.
2 PA CA ARR No. L5B17 A lt hough the entIre ~ote l showed some tend8Dcy t o sh&ke , tufts indica t ed t~a~ the ~ir flow ove r t he aileron e;Ene rall] \'itlS sl.looth . T83 t s of the ailE-ron attaclled t o a f lexi b l e torque r ')d indicated almost no tendency for t:r ~e ai ler')n to shake; hO'Never, wh6n the flap gaDs were 15 nercent of t }"8 wing cho rd :) r 1.':'ss, th e ai ler on acted as thoUC11 i t were o v erba lanc ec d.y~(i usui:tlly tended to fl oa t against the st~De f~r eitLcr posit iv e or negative def l ections .
ThB Dresent investigation wuS ~ade because certain unuublishecl. 6a ta bad incico.ted tha t sdtisfd.ctory d ra g and lateral contr') l cha r acteristics hac been obta in ed on an airplane wi ch bali:l.l~Ced doub l e sp l i t flaos mounted ahead of a conventi0~i:tl ailero~. Tes ts of balanced sin g l e sp lit f l apo on the IJwe r surface of r wing h ad previously been made b~ thu KACrl ( r eferen ce 1), anG c6rtain flap loc a t io ns w£re found at whi ch the ai10ron was as effec - ti ve with flap def l ected as with flap retracted. Tests of nerforateo doub l e sp lit fla9s having no Saps between the ilaps Qnd the airfoil contour ( references 2 t o 5) showe~ that such f l aps produ c ed desirab le lift, d ra g, and pitching - mome nt charac teri sti cs for use as d ive brakes a nd that the drag incre me nt increa sed as the flaps were moved forward on the wing. The tests re po rted in refe r - e nce 2 , howE::ver, showed that allaost no effectiveness could be expected from an ai l e ron located bt:::hind these f l ap s.
T~e p res en t t est s were made w ith a model configura -
tion si mi l a r t o that o f r efe r a nc e s 2 and 4 but having
tv; 0 flaps, simi l a r t o the f l ap of r efe r e nc e 1., symmetri - ca ll y disDosed abo ve and below the wi ng. It was desired to de t e r mino if there were u ny flap locations at which s u ffi ci e nt lateral control as well as satisfactJry drag characteristics could be obtai n ed simultaneously .
AP FA R ATUQ J.,.N1') 'l'ES'rS 1. ode l T he wing l!lode 1 Wb. S bui 1 t of TU::l.hoga ny to th e N ACA 22 12 profi16 . The me-de l wus of rectangulb.r p lan for m; th e span was 60 inches and the chord, 10 inches. Semispan ailerons • having chords equal to 18.5 percent of the wing chord (0.185c) were provided. The ailerons were not balanced and had small gaps at their leading edges.
Two sets of flaps were used with the model. Both sets were full span, were nonperforated, and had chords of 2 inches. One set was made of flat steel nlate (:6 - in.thlCk) and had rounded leading edges. - Each flap of this set was attached to the wing by eight fittings along the span . The fittings were adjustable to allow variations of flap deflections, chordwise locations, and gaps between the flaps and the wing. The wing had no cut-outs to simulate the space left by the flaps when deflected. Photographs of the model mounted in the tunnel are given as figures 1 and 2. The second set of flaps was constructed of steel plate and wood to the Clark Y section (fig . 3). Cut - outs in the wing w~re made to simulate the space left by the flaps when deflected.
Each flap was attached to the wing by six fittings, which rested on narrow bridges left across the wing cut-outs.
The dimensions of the model and the fl~p locations
and deflections tested are given in figures 4 and 5·
Tests The dynamic pressure maintained for all tests was 16.37 pounds per square foot, which corresponds to a velocity of about 80 miles per hour under standard sea- level conditions and to a test Reynolds number of 60 9,000 based on bhe chord of the model wing (10 in.). The effec -
tive Reynolds number, based on a turbulence factor of 1.6
for the Langley 7- by 10 - foot tunnel, was about 975,000.
The tests consisted principally of the determination of the lift, drag, and pitching - moment characteristics of the model with the ailerons neutral and of the rolling - and yawing-moment characteristics of the model with the right aileron at various fixed deflections . A few tests were made to determine the aileron hinge-moment coeffi - cients and to investigate the flow conditions in the vicinity of the aileron.
NACA ARR No. L5B 17 Tests of the model with no wing cut - outs and with flat-plate l'lflps were Place wi th the flars at a number of chordvri se 10 ca t ions, gaps, and det' Ie ctions . only a few configurations of the model with airfoil - section flaps ~nd with wing cut-outs ~ere tested. These tests were mbde principally to check the validity of the assumption th a t the wing c.ut-outs bond the flap section would have little effect on the r e sults when the flaps are at high deflections .
RESUL~CS AND DISCUSSIOn Ey:mbo 1s In the presentation of the results, the following s}'111bo Is are us ed: lift r.oc:;fficient (L/qS) dr&.e c<Jefflcient (D/qS) quarter- pitching - molnEJnt coefficient about
chord point of airfoil ( .:.,c /~ . )
, qSc
ai 18 ron hinge-moment c effi ci 6nt (H/qb 2)
a ca rolling - moment caefficiEmt (LY-lSb) yawing-moment c')efi'iciont (N'/qSb) where lift L drag D aileron hinge noment H pitching mome~t about quarter - chord point of
Mc/4
birfoil rolling moment about wind axis in plane of L' symrn0try of model iACA AR~ No . L5DI?
N' yawing mome nt about wind axis in plane of symmetry of model q
dynamic pressure of free air stream PV22 )
(
p denslty v velocity c wing chord aileron chord
s wing area
b wing span span of aileron a angle of attack aileron deflection upper-surface split-flap deflection measured from wing chord line lower-surface split-flap deflection measured from wing chord line Gap is defined as the distance, measured perpen - dicular to the wing chord line, between the true airfoil contour and the portion of the flap nearest the airfoil
contour. (S ee figs. 4 and 5.)
Chordwise location is defined as the distance, measured parallel to the wing chord line, between the wing leading edge and the tangent - perpendicular to the wing chord line - to the Dortion of the flap nearest the airfoil contour .
(See figs . 4 and 5.)
Aileron effectiveness 1s defined as the incr emen t of rOlling-moment coefficient between curves corresponding to two fixed aileron deflections.
Corrections No corrections were applied for the effects of support - strut interference. Th0 standard j e t-boundary 6 NAC A ARR No . L5B17 corrections, which were apo lied to al l the fo rc e -t es t data, are : where 6a is in deg r ees, 6 i s the jet - bou ndary correction fac t or, and C is the cros~ - se~t!onal area
of the jet (69 . 59 sq ft ). "1. v9.1ue of c = 0.112 for the
closed - throat wind tunne l was used in no rr ect in g the r esu lt s . No c orrec ti 0ns were a~plied to the pitching -, yaw in g-, rol 1ing- , or hinge - rroment c8efficionts ; the se corrections are al l sma ll because of the relatively mna ll s i ze of the model.
Wing wi thou t F laps Tests we r e mace of the mode l withou t flaps in orde r t o provide a basis up o n w hich to co mpa r e t he t ests of the mode l with flaps . The results of th ese tests are gi v e n in fi gures 6 t o 8. The a l mos t linear variation of lift coefficient w ith angle of a ttac k (fi g . 6), the l a r ge and almost c onsta nt increment of ro llin g - momen t J coefficient between ailero n deflections of ±20 (fi g . 7), a n d the approximately constant n ega tive slope of the hinge-moment curves (fi g . 8 ) should be not e d .
Wi n g with Flat-Plate Flup s The mode l was tested wi th two symmetrica ll y located flat - pla t e flaps a t a number of cherdwise l oca tions, ga ps, and def l ections . Th e result s of t he tests a re given in f i gures 9 to 20. The effect of flap defle cti on (flaps located a t 0.80c and wi th 0 . 05 c gaps ) is g i ve n in fi g ure 9 .
A compari30n of this figure wi th figure 6 indicates t ha t, at zero angle of a tt ac , in cr eme nts of d rag c oe f fi cient of 0.232 and 0 . 468 are pr oduced by th e flaps whe n def l ected 30 and 60 , respectively . C ompa rabl e v a lu es of the drag inc~ement caused by ful l- span, 0.20c, perfora t ed double ;~pli t flaps at th e same chordwise NACA A.RR No. L5 B l7 location on an NACA 2 3 012 a i rfoi l (f i g. 3 of reference 2) are 0 . 14 and 0 . 33. The irregularities in the curves of CL against a for the model with flaps deflected (fig. 9) are of inte r est . The effectiveness of the ailerons is very low - at times, even negative - for this co nfi gu ration (fig. 10) .
Whe n the flaps are deflected 30°, the irregulari t ies in the curve of CL a ga inst a are less pronounced when the gaps are O. lOc (fig . 1 1 ) than when the gaps are O. 05c (fig. 9 ) . The aile r on effectiveness is greater when the gaps are O. lOc (fig. 12) than when the gaps are 0.05c (fig. 10 ). Increasing the flap deflection to 60 resu l t s in lar ge irr egu larities in the curves of CL against a (fi g . 13) as we ll as in reductions in the lift - curve slopes, par t icu l a rly when the fla;:>s are located far fo r- ward. The aileron effectiveness (fig . 14) is ge neral l y l owe r and mo re irregular when flaps are deflected 60 than when flaps are deflected 30 (fig. 12). Tests were made wi th aileron deflections o f ±lOo as well as 0° o and ±20 for the co ndition of the flaps locat e d at o.BOc (fi G. lL ~ ( c ) ) " in order to de ter mine if g reater effe cti ve - ness might be ob t ained a.t the sma ller ailer o n deflections.
The effecti veness seems to increase al'1lost linearly wi th de flection for l ow angles o f attack but is about the same o for 6 = ±100 as for 6a = ±20 at hi gh angles of a attack.
The characteristics of the mod el with the flaps
de flected 60 and with ga ps of 0.15c are given in fig -
ur es 15 and 16. The irregulari ties in the lift curves incr ease in magnitude as the flaps are moved forward ( fig . 15). The aileron effectiveness decreases as the flaps are mov~d f o rward (fig. 16).
With the flaps locate d at o. BO c an d with gaps
of 0.20c, tests we re made w ith the flaps deflected 60 0 0 90 , and 120 (figs . 17 and 18). The lift curves for 0 0 the c ondi tions of f l aps deflected 60 and 120 are cha r- acteri~ed by flat regions n ea r zero angle of attack (fi g . 17). Whe n the fla p s were deflected 90 , an irregu - l ari t y o ccurred, wh ich was si m ilar to those noted previ - ous ly. The m aximum values of the lift - curve slopes for these co nditions are only about one - half the value of th e lift - curve slop e for the model without flaps ( fig. 6 ) . The ai18ron effectiveness is r e latively high - - ---- -- -- -------- -------- ---- -- NACA ARR No. L5B17 (about 80 percent of the effectiveness when no flaps are attached) and does not seem to be appreciably affected by the flap deflection (fig. 18) .
Tests were made with flap chordwise locations af 0.90c, gaps of 0.20c, and deflections of 60 and 120 .
The results are gi ven in figures 19 and 20. The condition of flaps deflected 60 seems to be the most favorable of all the configura tions that have been di scus sed,. 'I'he lift curve (fig. 1 9 ) is al mos t linear and the value of its slope for angles of attack greater than 2 is about 80 percent of the value of the lift-curve slope of the model without flaps (fig. 6), The ailerons are as effective as when no flaps are attached.
Tests were made with one flap located at 0. 80c , with a O.lOc gap, and with a deflection of 60 (fi gs . 21 and 22). For the n6gative angle-of-attack range wi th the flap placed bel ow the airfoil and for the positive angle-of-attack range with the flap placed above the o airfoil, the effectiveness of the aileron for ±20 deflection is about the same as the effectiveness when n o flaps are attached. When the flap is below the airfoil, the effectiveness of the ~ileron deflected 20 decreases as the angle of attack is increased above _2 (fig. 22 (a)). Whe n the flap is above the airfoil, the effectiveness of the aileron deflected -20 decreases as the angle of attack is decreased below _2 (fig. 22(b)) .
Wing with Airfoil-Section Flaps The r esu lts of tests of the model with Clark Y airfoil-section flaps are give n in figures 23 to 37.
The lift, drag, and pitching-moment charact e ristics of the model with flaps deflected 30 and at chordwise locations of O.GOc and 0.70c are given in figure 23(a) for flap gaps of 0.05c and in fi gure 23(b) for flap , gaps of O.lOc. A comparison of the curves for the 0.70c location of figure 23(b) with the corresponding curves of figure 11 reveals that the airfoil-section flaps and wing cut - outs result in slight decreases in the drag coefficients. A similar - effect through most of the angle-of-attack range may be noted by comparing figures 27, 29, and 31 with figures 13, 15, and 17, respectively.
Part of the reducti o n in drag coefficient is probably a result of the fact that fewer fittings were used to attach the airfoil-section flaps to the wing than were used to attach the flat-plate flaps to the wing. The aileron effectiveness generally is slightly hi g her for the model having airfoil-section flaps and wing cut - outs than for the moael having flat-plate flaps and no cut - outs in the wing; this fact can be noted by comparing figures 28, 30, and 32 with figures 14(a) and 14(b), 16(b) and 16(c), and 18 (a), respectively.
The variation of the rolling-moment coefficient with aileron deflection was determined for the model with the flaps located at 0.70c and with gaps of O.15c and 0.20c (fig. 33). At an angle of attack of 0 the rolling- moment coefficient varied almost linearly with aileron deflection, but at an angle of attack of 12.1 the variation with negative deflections was irregular when the gaps were 0 . 15c.
Aileron hinge moments were measured for a number of
model configurations and are presented in figures 34
and 35. When the flap ga ps were 0.15c or less, the aileron seemed to be overbalanced and usually tended to float against the stops for either positive or negative deflections. Wi th the flaps located at 0.70c or at 0.80c, the overbalance was eliminated by increasing the gaps to 0.20c. At an angle of attack of 0 and at small
aileron deflections, the slope a ch/o 0a was still
considerably less negative, however, than when no flaps .we re attached to the model (fig. 8).
Because the model had a tendency to shake when the flaps were:..deflected 60 or mo re, an inv es tigation was made to determine if this shake were accompanied byabuffeting tendency of the aileron. No such tendency was noted when the aileron was restrained only by the flexible torque rod used for the hinge-moment measurements. The investi- gation was extended by observing silk tufts mounted from masts attached to the aileron a t its midspan, midchord location. The directions and the stability of the various tufts are indicated in figure 36 for several model configurations. The tufts o n and near the surfaces of the aileron were almost invariably s mo oth and were pointed in the downstream direction. Aileron buffeting therefore does not seem to b e a s e rious problem for an airpl~ne with balanced double split flaps.
A sQmmary of the effects of gap and of chordwise location of the two s e ts of flaps (each set at deflec - tions of 60 ) on the aileron effectiveness relative to NACA ARR No. L5B17 that of the plain wing and on the drag coefficients is presented in figure 37 . The aileron effectiveness increases as the gaps are increased and as the fl~ps are moved rearward . The drag increases as the Gaps ~re increased and as the flaps are moved forward. The varia- tion in drag is probably caused by the increased depth of the wake as the fl&.ps are moved forward while constant gaps are maintained between the flaps and the surfaces of the wing and also by the higher local velocities occurring at the forward portions of the wing. Refer-
ence 5 s~owed that the increment of drag caused by perfo -
rated double split flaps was more th~n doubled when the flaps were moved from the wing trailing edge to the O.30c location. From the results of the tests reported herein, howevvr, the O.30c locati:m would be expected to result in little or no effectiveness of ailerons located back of the flaps, even though the gaps were large.
Because the reduction in drag as the flaps are moved r ea r wa rd of the o.60c location is not very great and because the rearward flap loc&.tions result in improve - ments in the other wing and aileron characteristics, it seems desirable to locate balanced double split flaps a t about O. SOc or farther rearward. Gaps of about O.ZOc are n ecessary to obtain satisfactory wing lift, aileron- e1'l'e cti venes s, and ai leron hinge-moment chara cteri sti cs.
CONCLUSIONS From the results of tests of full-span, nonperfo~ rated, balanced split flaps an a rectangular NACA 2212 airfoil, the follo~ing conclusions may be drawn: 1. The effectiveness of a co nventi o nal aileron behind balanoed double spIlt flaps was generally low but increased as the fl~ps were moved rearward and as the gaps between the flaps anc the airfoil surfaces were increased.
2. The drag of the model increased as the flaps were moved forward and as the flap gaps were increased.
3. There was usually an irregularity in the curve of lift coefficient against angle of attack f o r the model with balanced double split flaps deflected . The magnitude of the irregul~rity increased as the flaps NACA ARR No. L5B17 11 were moved forward, as the flap gaps were decreased, and as the flap deflections approached 9 0 •
4. The slope of the curve of lift coefficient
against a ngle of attack g enerally decreased as the flaps were moved forward and as the flap gap s were increased.
5. An aileron back of a balanced single split flap with a small flap gap may be as ef f ec tive through a lar ge part of the ang l e -of-attack range as an a ileron on a wi ng having no f l a ps.
6. The e ff e ctiv e n ess of the aileron o n th e model having airfoil-section flaps and wing cut-outs was gene rally slightly hi g her than the effectiveness of the a il ero n on the model having flat - plate flaps and no w ing cut-outs.
7. The drag of the model having airfoil-section
fl ap s a nd wing cut-outs was gene rally slightly lower than the d r ag of the mode l having flat-plate flaps and no w in g cut-outs.
8 . Although the model with balanced . double split flaps showed some tendency to shake, the aileron was usually steady and the a ir flow was smooth on and near t he surface of the aileron .
9 . Plain ailerons back of balanced double split fla p s acted as though they were hi g hly overbalanced w he n th e fl ap gap s were 15 percent of the wing chord or l ess .
1 0 . F rom a co nsideration o f lift, drag, ai leron - effectiveness, and aileron hinge- mome nt characteristics, a sat isfactory practic a l conf ig uration probably could be obtained with bal an ced double split flaps located a t
80 pe rc en t of the wi ng chord and with flap gaps of
20 percent of the w ing chord.
11. The d rag of this model w as high er th an the dr ag of an NACA 23 0 12 airfoil wj th full-span, 0 . 20-airfoil - c.ho, rd, per fora ted do uble s1)11 t 1"la ps at t.he. ·.same -c ho rd- wise location . - La n g le y Mem orial Aeronautical L ab oratory Nationa l Advisory Comm ittee fo r Aero n au tics La n g ley Field, V a.
NACA ARR No. L5B17 REFERENCES 1. Roga llo, F. lV!., and Lowry, J oh n G, ~ Wi nd- Turne l Investigation of a Plain Aileron and'a Ba l anced Aileron on a Tapered Wing with Full-Span Duplex F l aps. NACA ARR, July 1942.
2. Purser, Pau l E., and Turner, Thomas R . : Wi nd-Tunnel Investi gatio n of Perforated Split Flaps for Use as Dive B rakes on a Rectangular NACA 23012 Airfoil.
NACA ACR, July 19h1 .
3. Purser, Paul E ., and Turner, Thomas H.: ~ind-Tunnel Investigation of Perforated Split Flaps for Use as Dive Br&kes on a Tapered NACA 23012 Airfoil.
NACA AHH, Nov. 1941.
4. Purser, Paul E., and Turner, Thomas R.: Aerodynamic
Characteristics and Flap Loa ds of Perforated Double Split Flaps on a Rectangular NACA 23012 Airfoil.
NACA ARR, Jan . 1943.
5. B lenkush, Philip G., Hermes, Raymond F., and Landis, Me rle A.: Effect of Dive Brakes o n Airfoil and Airplane Characteristics. Jour. Aero. Sci., vol. 11, no. 3, July 1 944, pp. 254-260.
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flaps O.15c; of split rectangular la-foot gaps by double 7- with 60-inch by O.60c Langley 10- balanced at the the in of located view and mounted nonperforated, 0 rear 60 chord full-span, deflected airfoil Three-quarter with deflected.
flaps 1.- airfoil 20-percent plate aileron Figure 'ZJ .....
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4 8 IE /6 20 Angle of atlack, cx} deg r(gl../re 7.-P.ollilJg-Cll7d YClWing-momenf chol'Clcferisf/cs of the rl.;hl semisjJt71? Clj/ero/) 017 fhe AlACfl ZZ/Z wing mo del. #0 f/o/s.
Fig. 8 NACA ARR No. L5B17
=-1./85c f-
c~1
cc (d~gJ -4- Y' 6.
4- x /2 .J .I
o
., ~ 7 NATIONAL ADVISORY t-------1 I--1 ---t--t--+--+-+"'~l,l!ol1[:~~~-+--+- COMMITTEE FOR AERONAUT I CS -:/ .~
-30 -20 -/0 o 1 0 20 30
Il // eron de fie ct i ofl, 00 J deg
r(pLlre 8. - f//17ge-momenf cha'('aclerisfics ol'lhe righf
semls,lJfln aileron 0/7 / he ;VA CA 22.12 wI/7j'mode/.
No I'/ O jJ8.
Fi g. 9 NACA ARR No. L5B17
41J Ol7dO
fl (degJ o 30 b. 60 ~ ~ 30 -v.
-.....
~ ~ f-- ./ ~ ~ b ~ . ...:p ~ c:: I"':"":' r--~ 'tQ ~ ~ ~ ~ ~ -.2 0nd
Or 6f
Q L
5E
li ~
.(do£J _ J.
C ':-
~ ~ ~ D . -...:..
48 ~ V ~610 .P- ~ (J
t;/
~
44 i
v, J).
V
.~ >;
t5
40 ~
:3(J~ vB
V
d Q) C)
V
V
36 ~ 1"-:; 0")
L.i
o
k2 0
~
32 Cs
.
./ 0 f.-6b
&
r:-- / ./ LV ~ V 30-,
0 Vc
.0:-
,D
c:Y -f).
~ :0- I-r -0-
"" ' f7'
-
NATIONAL ADVISORY COMMITTEE fOR AERONAUTICS -/e -.6 -.4 -:2
o .2 .4 .6 .8 1.0 I.e
LI ff coef ficienl) C L F{pl/re9.-Lifi, tin7j',Q/}t/ ,Pitching-momenf chart/eter/sties of'lhe NACA 2212 WI'iy model equ/p,oed w/fh bolanced double splif Flops having f/cll-{J/ofe seclions. Chorti'vV'/se locaflon, a8Oc;,Y'Cl,PS, 0 05c; 00) 0: Fig. lOa NACA ARR No. L5B17
~=30°
-L-fc~- _~~------;05C
05C
~ .8Ct' ==/Ul30··
~-~----c ,I 8
r
(deg) ...
D. -20 (..J"
o 0
,~
~ .-.-r-r-r-r-r-~~~--~~~~~'-~~~ ZO
Q) .......
u . 02 .......
, , cu C) .01 u
\ \
\.l-i.'b - t.U NATIONAL ADVISORY - COMMITTEE FOIl UOONAUTICS . -IE -8 -4
o 4
B Ie 16 20 Angle of attack, ex, deq (OJoru and 6fL J 30".
lIj'ure /0 - /?o//;ng-ClIJd ,Ytlwlns-momenf chor(}cfer/slics rJf fhe r{9'hl sem/sjJ(Jn cllierol} 0/7 fhe !1IACA 2212 wing model equipfJed with bolQnC'ed dO{jo/g sjJl/I r/clt3 hovins flol-jJ/o/e sec//ons. Cho;--r/w/se loced/(}n, 0.80Cj gOfJS ~ a05c.
NACA ARR No. L5B17 Fig. lOb
Oa
.1
(degJ
/::; -20
o 0
II-'-'-.-r-r~.-~~~~~~~~~ 20 ~'" .......
~ .02 ~ ......
l.l ,""" ~ .01 ~ <:::I U ~ 0 ~ ~ - . 01
= -20
I ~ ~ -.02
-
~
NATIONAL ADVISORY COMMITTEE fOR AERONAUTICS -12 -8 -4
o 4
8 /e /6 cO
Angle of a/lack, ex) deg (f;J 010 ClnQ oft. ' 60° .
hjvre IO-Co(}c/uder/.
NACA ARR No. L5B17 Fig. 11
'" ' 70." ~ J 10 collOf}
KL- I/.'. ~~?o~~~~~. (troction of c)
I"~ ,<,jo f.1 ~Ih 0 0.70
~-+-+~~+-~~-+~~4-+-~k1H· 0 .80
cO
t ~, "/.
1M
:r
I~ ('..
r./
r.V< k'
/ocotiof} ClJordwist2
V
~ r
Ie
(froction of c) [7 ~ ~ 17 0.70 ",- d;:) "b ~ ~ " 'V ~ ~./ ts 44 ....... ~ ..
~
1,0 ~ n \
~ .~ ~
\
, \.>
\
~ .Q 40 ~ - /'-'.80 1\
C3
"'-
. ~
-0 0 <b .....
I-
.0 ()
36 8
P [j5
Q ~ r~
~ ~-4 ~., ~ ~ \ \ .7u, r.
t.J.
U
2"
32 2
:J. , '\ l-Q-j-LI f-.<§V" i<:0 ~ }.L'~"" "'l:}-~P . L,.x-- ~ f--- -8
~
~
~rv-I0-~ 7 .
~ NATIONAL ADVISORY
rd .Br.,l....J
~
COMMITTEE fOR AERONAUTICS -12 -.6 -.4 -.Il .4 1.0 0 .2 .6 .8 Li ff coefficient, C L ngure I/.- LiTt dmj'; ono jlilching-momeflf cn(}rl1cferisf/cs of fhe NACA 2212 WIng 1l700e1 et!vipped will; bolol7ced douf;le .5fJlit flqos mV/l7g (,lol-pl(J'/e sect lOlls. Cops~ o.lOc) 00 J 0; o/u o(Jd 61', ..30 ~ 'L .
Fig. 12a NACA ARR No. L5B17 ....
G' ....... ~ ~ ~ .OC \j .......
~
W\
(b .0/
a
NA,"IONAl ADVISORY COlIMlrT£E FOIl I£IIONAUTICS -It? -8 -4
o 4 8 IE 16 20
Angle of 01 lack 1 a J deg (a)Chordw/se locatJon, O. 70c .
FifJure 12:- Roll/ng-and YClw//7,yr-momenf ehClrClefenslles of the right sem/sjJt71? aileron 0/7 Ihe IIACA 2212 wing model eqlllfJ'ped w;/IJ bolol7t'ed double spill fltljJs hClVil7,9 /ltd-pltlfe sect/oils, GCljJS, O.IOc j <4-u Clnd 0fL , 30 ~ NACA ARR No. L5B17 Fig. 12b ...
.03 \...)'" ~
-
\U
.02
' ....
'-l .:.::: .......: ,01 Q) C) \J
~ 0
Q) ~ () -01 ~ .
I
.§' -,02
:::::: C) Q2 -.03 NATIONAL ADVISORY COMMITTEE fOIl AIRONAUTICS -Ie -8 -4
o 4 8 Ie /6 EO
Angle of atlack, ex, deg (/J) Chon/wise /ocClf/OIJ, 0.80 c.
Figt.l re /2.- Conclutled.
Fig. 13 NACA ARR No. L5B17 t-- J6f- -16 <>-~ -.6 -.4 -.2 0 .2 .4 .6 .8 /.()
Llfl c()effic/&IJt ~ tj
Figure JJ.-LII'I; tirflj', o!)O''jJllchJng-momenl c/J{Jr{lclerlshcs of the NACA 2212 Wi!)!! model equ/fJjJed wiflJ boloncer/ double spill flaps having fla/-jJlole sec/ions. Cops~ o.JOc 6 ) 0; j
6f ofL , 60~
u and NACA ARR NO. L5B17 Fig. 14a .fOe (d~g)
.60c 'IV~ =60
b. -20 ~-------c--------~
o 0
, D 20 '-.) '" ~
--
:~ .02
~ ~ ,01
"
I ~ . ~ -Q?
'- . (.
-
~ • NATIONAL ADVISORY COHHITTH FOIl AfROIiAUTICS -Ie -8 -4
o 4 8 Ie /6 20
Angle of a/lack, a 1 deg ((JJ Chon/wise locollon,o.60c .
figure 14. -Rolllf7j7-(J'l)dyr;w/ng-momenf c!;orocferlsfics of f/Je o
r(f/J! semisjJ l7 olleron on/he /'IIlCA 22/2 w10g !nodel equippe4
w;/h ooloo{'['o'o'o{/ole s)J/!j flojJs /)()VII?f /,laf-jJI(de sec hons Gaps) 0.1 Dc; Of{j ond OfL , 6D~ NACA ARR No. L5B17 Fig. 14b O(J (degJ ....
<..J ...... /::, -20
o 0
,-" t:: 1I1J~~-.-~2~t)~-.~~~~~~~~~Q~ 20 .~ .OC I~·l'-., .~ ~ <b .0/ C) U ~ 0 Ib ~ o ~ -.01 , ~ .~ -OE - .
'a ~ I c; Jh. JJ. -Q.
rlL. .r. ..r.
:1,j;l C.
~ ~ .'bl . .
y.J. - 't; NATIONAl ADVISORY COMMITTE;: FOIl MRONAUTICS -8 -4 -Ie 0 4 IE
8 /6 EO
Angle of a/tack I (XI deg (j;) Chortiw/se /occlliOI) , 0'70e.
Figl/re 14. -Conlillt/ed.
NACA ARR No. L5B17 Fig. 14c .lOc
r------ -.80c---.~~ =60
~----c----~~I fdeg/ ....
6. -20 G' x -10 "- t:: ,- -20 Q.)
o 0
.02 (J
'-
......
o /0
, , V r- ';/0 \
o 20
Ib .01 C) I..)
.......
~ (l) ~ () -.01 ~ I ~ .~ -.02 .......
.........
() ~ , ....
r-~~+-+-~;-~-r-r-r-+-+~~-1~r-~O/ ~ G
~ t: ~
~ "CL.t.~ .~ U ~""'~~8 0 ~ ~ ~~ft~~RQ~ · l~m C) ........
D
~ )<.';iR I (J ~ ' ''''' .~ ~
L-~~~~J-~~~~~-L ~ N - U ~ IO-N.~L-.D~VI-SO~Ry-~- ·m 6 ~
COMMITTEE rOIl AERONAUT ICS ::;:;:: v
-12 -8 -4 o
4 8 12 16 cO 24
Angle of attack, ct., deg (c) Chore/Wise local/on, o.80c.
f7qure 14. - Concluded.
v Fig. 15 NACA ARR No. L5B17
"'~ .ltJP>-. \
t-------<r---l---+-----+ . 1'1= I wl--t1\;-\-t---+---I Chord tyise
~'I7ordw/sa /ocationt-;80~ ~~ locatio/J
t--t--f---l----1 {froefion of cJ A \~ (froction ofe)
1'\ 0.60 In:Y j f:, 0.60
t---t--t--t--t--t--''''\ • 70 r- ~ Dr?- ,..- v
16' v... bPr<J x 0 .70
I---t--+--t--+--+-~~rt+'-A+---:,LJ".J-J. ....(~lL..>----t-:~"""'+---+-+--I <) .80
)v l( hi II x .90
V L(V V
NATIONAL ADVISORY COMMITTEl fOIl A£ROIUUTICS
-:4 -.2 0 .2 4
Lift c()C'fficit>!J t J CL F(fUYE 15. -Liff, drag C1I7Q jJllc/JIIJ,f- momel7/ c/Jorocferlsllc s J oflhe I'I/1C/1 2212 wllymotlel equ./pjJed w;/h balonced double s /JIll ~/tlfJ8 having //tll-p/tlle secTions. Gops~ o./5c . 6o~ 0;0 o ~ Or ol7d 6ft ' 60 .
u Fig. 16a NACA ARR No. L5B17 f---.60c-~ fdegJ ~~~ -+-+-+-r-r~~1-+-+-+-~ ~-Z.O .03 G-
6 ~~~t------<I--1f----i 0 ()
...: a ~ I--+ r-~+- · ~~ · .. ~-+- --+-+-+(degl C 20 \\) . Oe
r-.~ ~ -20 V--!r6
- ~
.......
~ '2~L 0 / . 01 \\) ~ t::
-
Q) ~ ~ -. 01 ~ I ~ . ~ -.02 ........
........
~ ~ -.03 I NATIONAl ADVISORY COMMlnu. fOl AllOIIAUTICS -/2 -8 -4
o 4 8 Ie 16 20
Angle of alfack ,IX, deg
(o)Chordwise locotion, 0,60c.
ri gure 16.-Ro//ing-and yawing-moment characterislies of t he rigid sf2mispan o;/Qron on the NflCA 2212 wing model equipped w/fh /Jolol1ced double split flops hoving flo/-plate Sf2cf/ons. Gaps J o./5c J 6f ond 6 /..., 60°.
f u NACA ARR No. L5B17 Fig. 16b
&.=60~
.15(' ~/4
.Ix
.7ac • I~ =6!J
~---c--------: .03 "- 0" .02 ~ ~ -, .0/ . '-> ~ '-i...: \\) 0 <J ~ ~
1\
~ -.01 ~
~ -.02-
.~ ~ -:03 ~ f---1---+--+--+---+--I--+--+-+-+--l--' NATIONAL ADVISORY COMMITTEE fOR AERONAUTICS \0 -?O-~~
-12 -8 -4 0 4 8 12 16 20
Angle of offock;rx;deq (0 ) CIJOrdwlse loco fio/7, 0. TOc.
//gure /6.- Continued.
Fig. 16c NACA ARR No. L5B17
-
.03 G' ,~ c: (l) .02
'- ~
'- "-
"- Ql .0/ f \ \ ¥ I ~ '- -Of -- .
<:::l
--
~ -. 03 r. 'l
~ :r-t · K~
~~
-~ -8 -4 a 4 IE
Angle of atlack , ex J deg (c) Chordwise loca ti on, 0. 80 c, FigurQ 16.- Confinu Q d.
Fig. 16d NACA ARR No. L5B17 .l5c .90e
~1\J6'fL =60
) I .04 c .
, V·~~· "'"G>---A-
~~ 00 (deSI G" .03 If.
\ 6
(des) -20 ....... ~
-20
0 0 ,
~ .02
~ \..)
20 0 ......
~ <u .0/
) \ ~
....... a
~ ~ [
§ -.01
I
.§' -.02
........
\ /
-
r- 2u L
f"'I'?
\
'-.\( -:03 [J-n.
+---+---+--+---'--1-'=-1 .1---1" .
-.04 , , ~cJ '" '-, ~~'7l- '1=7Hm:J .0/ ~ ........
I ~ r-.:..r-y 'r' ~ ~ ~',;---1~.'!'"---.1\ Jo:-.. ?- ;J;::.;J7 p-D-- J ":\. fJU:> 0 :..:: IlJ
~-r' /&-~ ~~
- 20-1f ...... --,~~ . ..... \.;..",
I-- t----+--+--+--+--+--+--+---+-==;:----+- -+ NATIONAL ADVISORY- 1,0/ 6 ~
COMMITTEE FOIl AERONAUTICS ~ \) -Ie -8 -4 0 4 8 Ie /6 20 24 Angle of ottock, ex, deg (d)ChordWlse loc al/on, Q!J Oc.
Figu.re 16. - Concluded.
Fig. 17 NACA ARR No. L5B17
• .8{}c~OfU
~-~
----l..----y-I • c ---------j·~.20c k-::---;Jr-::cJ::j4~====-- 1 ,
0(11 and oft
(deg) f:). 60
o 90
<) 12.0 NATIONAL ADVISORY COMMITTEE fill AE/IONAUTICS -:4 -.2 ~ .2 .4 .6' .8 Lift coeff/c/6'/Jt J C L Figure /7.- Liff, dr(Jg, and pitch/ng-momenl ciJar(Jcter/sfies of the AlflCA 2212 wing model equipP(2d with balanced double spllf flaps lJaving (lai-plat(2 sec/ions,
Clwrdwise location, O.BOc; gaps, 0..2 Oc; ° , 0 ~
Fig . l8a NACA ARR No. L5B17 • .80e .04 e ..-/..
h..., /.
~ ....
\
.03 G" i,
,-
(dPg) ~ ~ .02 cu i"'- 6. -20 t.>
'-
6 0 0
'-
~ .0/ <:U (deg) r-+-+--+--+--+-+--+ 0 20 C) (.)
f-----+--+--+--+--~I___I____+ -20 I-f--'t-t---t---t---t---t---t-----, ..(·W · ).--( · J- ~ 0 ~ ~ -.0/ I ~ \.
.~ -.oe
......
~ l() ~ -.03 -.04 .02 ~i\....
-t---t---t---t---t---+--+--+-- O - ~ I- . '= 1---f---1f---1f---1f------1f------1I---l---l---l---l---l- NATIONAL ADVISORY COMMITTEE fOl AfIlONAUnCS
-Ie -8 -4 o 4 8 Ie 16 20 ·
Angle of attack, ex, deg (0) 0fu ond 6 , 60:
fL
Figure 18.- Rolling- and !Jowing-momenf c/Joracteristics of f il e right s emisjJon m/eron on the AlIlCA 22/2 wing mod~/ equipped with balol7ced double split ('lops having f/af- plate se c/ ions. Chordwise locot/on, O.BOc; gops, O . .20c, NACA ARR No. L5B17 Fig. lSb , .03 G' ..........
c: .~ .Of ~~ 00 ~ " ~ L -;1) D 20 ~ .0/ <;) \.)
"- c 0 ~
G J
~ () ~ -.01 I ~
.~ -.oe
........
........
~
-.03 -.04 .Oc
J.. ~]-y- ',:.J I
I . ~ . l 1 ?-=-+----+--+--+-+++___!
~~~ ~~~P-- t---t--I----i'--l--+--t---t---t--r.lttft-- . ~~- NATION"L "OVISORY - COMMITTEE FOR AERONAUTICS
-Ie -8 -4 o 4
8 Ie 16 EO
Angle of a/lack ,ex, deg Ib) Ofu ond 6(;,.90 o.
Figure /8,- CO/7fil7tJea. L
Fig. l8c NACA ARR No. L5B17 .04 .Dc t-- .01 0 ..
-.01 I ~ .:;: -.DE
~ ~'J, Ir 20
-
-
~ -.03 -.04 .02 ~ J .y.;...
~f.\~ . -'~~-T~~~~~~~n/~~~~~~~~
(. h. ~ ~~ ~j( :). rr-~ rJ ?o
. -A NATIONAL ADVISORY COHHITIEE fOR AERONAUTICS
-It? -8 -4 0 4 8 IE /6 to
Angle of a/tack, ex J deg (c) DfU ond 51/.) /20 0.
Figure /8.- Conc/ud??d.
Fig. 19 NACA ARR No. L5B17
v~
A JZI. ,-=
r- l..:..f
f§ ~ ~ ~ -;r. b:!
nd 0,,- Of" a :¥J::T r-" rr:- r--he.. (d r eg) ...r:l ...n
-
VL f'::..
EJ ~ 60 '20
rsftl and C;fL
(deg) ~ 120 :---'\
9.t !t
rr ~
11 bL
IE V
r. V
~
V
Q V
lr/ C<
~ '\ " f ~ 4c: If)( ~ ~
~
.......
.......
~ ~ ~- a .......
A i./ r.
C)
V
1 V ~
-S!. -4 r-- \
V'
,....{ reo
r. i
~ ,Ill ' ki' £: fl· .
)' UI.. 1· ~ '''rg f
'-
,:...'-" -8 IP I-' ~O ..I ~ - W NATIONAL ADVISORY COMMITTEE fot AERONAUTICS -12 -.6 -.4 -.2 0 .6 .8 .2 .4 Li f I coef ficienf, C L
rigure I!J.-Lift~ drag, and pitching-momenf characteristics of
the NIICfI 2212 wing model equipped w/fh bolonced doubl6' splif flops !JoYing f/QI-p/a/~ sedions, Chordwise localion. o.!lOc j gaps, o.20c; 00) 0.° Fig. 20a NACA ARR No. L5B17 .04
a
v
....
d~' (d()gJ .03 0"' ~~V:x--~! t::. -20 ~ ......
r----t----+--t--t--+--t-+-+-+-----""6a'--l--+/+-+-~~[\--l--l 0 0 c: Cl) .02 .....
\.)
.....
-+--+-+---+-+--+--+---l---l (ckg) t---fI---+-+--+---1\rt----l 0 Z 't- 't- ~_+-+~~4-+_ ~ -ZO ~J~-+-+_\ ~ IV .0/ C) ~ ~ \
I~ (
I ~ .~ - 02 f-r-t.:.;' I--+-+--l--+--+-+-+-+--f--1--+--+--+----+-__l__l ........ .
......
~
\
-03 -04 .02 -.05 -12 -8 -4
o 4 8 12 16 20
Angle of atlack I ex , deg NATION.t.L AOVISOHY fo) Dru ond ofL J 60'. COMMITTEE fOR AERONAUTICS .
ngure 20.- R oll/ng- ond yawing-momenl ciJorocteristics of
I/)e right semi s pcJn al/eron on tiJe IYIlCfI 2212 wing model equipped with balonced double .split fl(Jps n ov!r] flaf- 'p lafe secti on s. Chord}V is e locafi o n,o.9fJc; gops, 0.2 Oc.
Fig. 20b NACA ARR No. L5B17
Do
.04
frkg)
....
L-20
G' _~ .03
o 0
t::: (l)
o 20
·c .oe
......
~ Q)
8 .0/
( -) ......
~ 0
~ ()
E -.01
I ""' .
. ~ -.OE
-
-
~ -03
-.04 -.05 -/e -8 -4
o 4 8 /e 16 20
Angle of attack J ex J deg (b) 8 and of: J 12,0 fu FigurQ 20.- Concluded. L Fig. 21 NACA ARR No. L5B17 - - h- l
rtt
"-< r. h- .fl.- i"---,. I:-c -oJ "t:J v- iti ro LA C -.......
f-TJ "- 10:: ~ B ,-::c i<- n kJ... b-< "< \.
I" \ ..
~ \ . p- 28 64 J T Z4 60 I II 20 56~ 8 r:-I ~R ...... ~ t:: lA CD.~ /6 52 . "'- Y .,.....- ::4 'I I:> "- /' ../ r.i ~ 48 ~ ~/2 / r' . <:) ~ 'T V-onfigl.l rali on V V - A[Y- >- ~ V
f7
~ 8 \ -I ~ ~ ~ ~ ....
L, ~ "- ./ ,/ t/ <:::) .E! 4- ~ 15 / 1/ CD \ D 1'-'- v t--- -.,..
V ~
.LS \s 0 )--' /.('" :/ Y b ~ p g> ./ 1\ / V ",-4 32 ,/ p ./' tl V if /Cl 'Q ,.<""" IV ~ -8 28 u A/ ,/
r N V
'- '-K IU ~ D-- Y c Z4 -/2 u p- i9 ~ ,4 [b -/ 6 -20 -/4 - /2 -/.0 -.8 -:6 -.4 ~2 Lift coefft'cient, Q.
N/ .TlONAL ADVISO~Y COMMITTEE fOR AERONAUTICS Figure 2 /' - Lift, drag. and pilc/)lfJo-moment cl7orocter;sflcs of til e #1101 2212 wmg model equipped wt/h b%nce d sti7g/e and double sp lit f/ops having f/af- p/ of~ sections. ChordW/se /ocoilon, O.80c; gops,O./Oc; 0o,O;4;;0ndoli,600.
NACA ARR No. L5B17 Fig. 22a ~ c ~t
t
C Ic/4 ~~
1--+ \~ac
I--- .BOe ----- ~~ ,,6£1"
. 04 (dq!j) b. ~2.0
o 0
~~~~~~~~~~-+-+-+-r-r~~ 0 20
r;
,--+---+--+-+----+-1--+-+- Irl
'"
-.03 -fJ4 ....
~ .........
-.05 .0/ ~" ~ ~ a . ~ ~ .~ ~~ ~ ~ -.01 ~ ~ -J2.
NATIONAL ADVISO~Y COMNITIn Fot ADOIIAUTIC5.
-12 -8 -4
o 4. 12 16 2.0
Angle of allack J a:, deg (0) Upp~r fhp removt'cIj 61L' 60·.
figure 2l.-Rdling-ond yt7wil7yr-moment chorocteristics of the right semisjJtll7 oilerol7 Of) the NACA 2212 Wiflg model equipped with oolol7C'ed sl!7gle .sp'/i i'lop hOt'ing {'lot-plate section. Chon/wise Jocofjon~ QaOc; gop, o.lOe.
Fig. 22b NACA ARR No. L5B17 .04 "' '-.) '" .03 .......
~ ....
~ '-.)~ . 0/ C)~ ~ t:: I \) ~ · u I' ......
,~ S ~ -:01 C) ~ '-.J -/2 -8 -4 0 4 8 /2 /6 20 Angle of attock} ex, deq NATIONAL ADVISORY COMMITTEE FOIl AERONAUTICS (b) Lower flop remOJ/e~' O'ct 6( 7 .
Figure cc. - COI7c1u ded.
Fig. 23a NACA ARR No. L5B17 r--------c -----I C/;t)/'(/;ns 6' ------i loctl fio/!
-.8 -;0 -;4 -:-2 () .2 .4 .6 .8 I.(}
Llff {'oerrieien t ~ tI
.£.. NATIONAL ADVISORY (0) bOpS, 005c. COMMITTEE Fot AERO~AUTICS Figure Zl- Lift dmg, 0170' ,lJliching-momenf c/;omcferisfics of fne N4 CA C cit! willg model equipped wif/; bohnced oou/;Ie
spl;l flops /Jo Y/ng C/ork Y sections. CDJ O~ 0ru olld ore ~~
Fig. 23b NACA ARR No. L5B17 -l.. ~ s:::: \j
~ ~ .I
SS " C ' I=I'-""~~~ ' ~~ ~ l~ Chordwis~
~~ {}
~,~
~ -i::s .~ :;J /oco/;on
'" .'-.l ~~ ~~
(trae fioll of cJ
-j . ~
1 1t+Y
~ ~ t---+-+-+-1---+-1---1---1---1---1---1---t--- 10 ~ 6. 0.60 I o .70 2{) ChordM'.N /6' /oCCllion d ire (f rac tion of C ) --i7'~>-hL"w ' -t---t--t---i ~ ~ O.60 ~ IL~ ~ ...
'"
*
~ ~ ~ ~ () ~ ~ -4
"'"
-8 -/2 -;(; -,4 -.2 .8
o .2 .4 .6
Lift coefficiel7t ~ C NATIONAL ADVISORY L COMMITTEE fOIl AERONAUTICS (/;) 0(jpS. OIOe .
Figure c?J.- Concl uded.
Fi g . 2 4 NACA ARa No. L5B 17 (deg) D. -20 x -/0
o 0
o /0
o 20
, "
t--t--t--t--t--t--t--t--t-- t--t-- t--t--t--t--t---t- - .0/ ~ ~ ~ ~ " 'S:i~
o ~.~
""" \; .~~ ~~ .~/~ ~ r-r-r-r-r-~~~~~~ ~= Nfl ~ IO=NA~l=AD~VIS~OR~Y ~ COMMITTEE FOR AERONAUTICS
-/2 -8 -4 o 4 8 12 16' 2tJ
.4og16' rJf attacK J a:, db'g Figure 2 4. -Ro//;i7g-ond yowing-momen/ c/; orocfer/s//cs of fhe rig ht semispon OJ/Qro n on the ;YI1Cfl 2212 wing model
equipped with bolollced double sp ill flaps having
ClorK Y sectIons . Cl70r d wise locolion, O.6 0c. rto/Js.O./Oc· o j ~'r- J 00 and 6tL.,) 30. .
Fig. 25 NACA ARR No. L5B17
-.6 -.4 -.2 o .2 .4
.6 .8 /.0
Lift co,,!'//ciG'IJt, C2
Figure 25.-Llf~ drog, and pitch ing-momenf charactenslles of the NIICII 2212 wli-;g model equipped wtlh bolonct>d dO{jble split flops having 0 Clarl< Y sections. Gaps~ 0.05c; 0o ) O~ 0fu and 6 , 60.
fL
Fig. 26 NACA ARR No. L5B17 NATIONAL ADVISORY COMMITIEE fill AfROllAUTICS -/2 -8 -4 () 4 8 12 /0' 2tJ 417;1& of a/lack ~ a, d6'g Figure 2 tJ. -Roli/ng-ond ,Yowing-momenl choroe/enslles of fhe right semispon aIleron on I /;e IVIlCf1 2212 wing
model equipp~d with bolonced dot//Jlt? spill flops
hoving Clark Y seclions. Cnordwise locolion, O. 70e ; o gaps, O. 05c j Dru and 6f ) 60 .
L NACA ARR No. L5B17 Fig. 27 ~ '*- ~ ~\i ./ ~~ ~ ~"' ~ ~ ~ . ~ . ~ .~ ~~ Chordwise ~~ -j CS: ~ ~ 2() /6 t-- ~ ~ B ~ "' ~ ~ ~ ~
a
"- ~ ~
-4
~ "":::( -8 -/2 -,4 -.2
o .2 .4 .0 .8
Lift ctJeffici6'I7/, tL
Figure 27.- Lift, drag, and pdching- moment clJoroc teristiCs
of the NACIl 22/2 wing model equipped wi/h bolonc&d double spilt f'/ojJs having Clark Y sections. Gops, O./Oc; 0a ,0 ; Dfu Clnd 6fL, 60°.
NACA ARR No. L5B17 Fig. 28a.
"
\?'
'I '\-...
.~ 0.21 .~ s::: ~ . 0/ ~ ~
~
~
- I Ih ~ ~ {Q
-
~ .
~ NATIONAL ADVISORY COMMITTE£ fot AERONAUTICS -/2 -8 -4 () 4 8 (2 16' 2tJ 417;1& tJr a/lack 7 cr 7 de; (a) Cl70rdwise location, O.60c.
Figure 28.- Rolling-and yawing-moment characteristics of
the right semispan aileron on the IIIICA t 2- /2 wing model
equipped with bol(Jl7C'ed double spl/f flops nav1n.q Clark Y
sections. Cops, O./Oc; 8fu and 6,,,, 60·.
Fig. 28b NACA ARR No. L5B17 NATIONAL ADVISO RY COMMITTEE FOIl AERONAUTIC' -/2 -8 -4 0 4 8 12 /6' 2{)
A/}~/6' tJf' ailClCk ~ a ~ deY'
(b)C/;ordwise /xofion, O. 70c.
Figure 28.- Cone/oded.
NACA ARR No. L5B17 Fig. 29 ~ ..... ~ ~ ~ .I ~ ~" ~.§ 0 sh.~ - ~~ ~, ~ ~ I -..... <:)- Q..,,' ChotU;yis~ locotion -.2, 1--1----1f-------l---'---L-----L---1..-+-+ -+--+!...n..:J- ' +-'~~ , ~ (fruction of c) 2.0
Chort/wist; l---+- r-LILy'I--j-~~k5?-J- ' . +-----l 0 O. 70
II' Ji .. (.'i' <'. .80
I()COI/()n K: A
ffrrrtion of c) ~I rl--H~-i/~N ' '>+---+---l---+---1 12,
f---If---I (J. 70 - r- [;P" V
~
i---+--+--~.,....---4-jr- ~ f~+--+---+--I
~ ~
1---+--+--+--+--+-I~}-----1~ 1--+-+--+--+-+--+----1
..
~ u J NATIONAL ADVISOR Y ~ COMMITTEE Fot AERONAUTICS .......
i---+--+--+--H~~ /0
~
~~,,~
'- <:) ~ -4 ~ ~ -8 -/2 -.4 -,2
o .2 .4 .6 .8
Lift coefficient) Q
Ft'gure 29-Lift, drag, and pitching-momenf characteristics of th~ Nile;; 2212 wing model equipped wdh bolol7C'ed double spllf flops having Clark Y sections, Cops)o.l5i;; 6 ,0° 1 6f and 0fL' 60°.
u NACA ARR No. L5B17 Fig. 30a ~ ...
01 ~ ~
~~
/1 ~.'\) u ~ ~ .~~ ~~ r-~~~ ~~~-+-+-+~~~~~~ _.~/~ ~ N4 IONAL ADVISORY VI........"
COMMITTU foa AUOIIAUTICS -12 -8 -4 () 4 8 12 16' 2(} A/l;k ()f attack, tZ ~ deg lo) CIJOrdw/se locotion, O.70e.
F(gure do.- Ro // ing- and yow ing -momenf c/)orocferisfics of the rigid semispan aileron on the !(IlCfI 2Z/Z wing modQI Qq uipped w/f/J bolonced dO{Jp/e ISp/it rlojJs naving Clork Y sections. Gaps, 0. /5c oflJ and 0fL ' 60~ j NACA ARR No . L5B 17 Fig. 30b
~·8tJC_
t
r I !/4 ----
... .O J
~
~ k~ l-+-+--+-+--+--+-+-~;-_:--++-_-:f- --+ L~ -' . h ~ -I _
-;02
. \ r- /
-. 113 -; 04 NATIONAL ADVISORY COMMITTEE fOR A£JIOIQUT ICS
-/2 -8 -4 o 4 8 12 /6' 2(}
Aflg /& of' t1 ttt1CK , a: , de,&, (b J CIJO rdw/se lo cal/on, O.80c.
F/gu.re ..30.- Concluded.
Fig. 31 NACA ARR No. L5B17 .I -.1 ChordwisQ IQcufion I-'Ii~. PI-'· ...""A;r. -+--+----i r-- (fracfton (If c J r-'..r~ . ~_ ' -;;Id""," , -+--+---t----i r--
o 70-, 1Jf d
4- NATIONAl ADVISORY COMMITTEE fill ADOIIAifr ICS -4- ~
-
,"
~ -8 .66 . ......
. ~ ~ ~ .62 ~ . .58 ~ J
:80
~
-.2 0 .z .4 .6 .8
Llfl coerf!C/~nl, 0-
hpLiIe 3/.- Li/t J drag, CllJri p/tcl;il?~-momenf chClrClcferlsf/cs oT Ihe ;t/IlCA 2212 wil?g'model eqt)ijJjJed wllh balonced
double split f'lops hOYl179 Clork Y' sections-
Caps,0'20c; 6 ) 0<' i Oft/ c/II(/ <% ' 6()~ .
Fig. 32 NACA ARR No. L5B17 .04 -..
.OJ
\.) '"
," .02
~ . ~ .s:; - ~ .0/ ~
\
~
'"
~ -:fJl NATIONAL ADVISOR Y
~
COMMITIEE Fot AEIIONAUTICS ~ I -;02 ~ s h -::::: a
-
C:( -.03 ~J \ /
'lP--o-t J- J1. ~1-LJ~ --j,:J_ . -t--t----I
-.04 ............
c.£ tt
~ \-..)~ .0 / ~ : lr-..t . \l J~ J-1 r ~~,..J--,I-+-p'- -+- -, -t--l ~ ,~
J r--A A A~ {L\
~ . ~ I .......
~ .~ s : ~ ~ ~ -.01 ~ -8 -4 §
o 4 8 12 16 20
~ Ang/(J of o/lockJ ()'), deg hjlure 32.-/?ol//!}g-017r/ yo wi l(?-mome ofc /)tlracter/ sl/cs o f' the r ;y hl 3em/sIJtl/} Clileron o/} the ;VIICfi 2. 212 w//Jj7 mode l equ/jJped w/!h balo/7ced double • 8;;1/1 f'IO/J3 havi/Jj' C/o-rk Y sec/iolls. Choro'w/se local/on) 0.8 Oc ; 90'P3, Q20c i 6{u anti 6fi., 60~ Fig. 33a NACA ARR No. L5B17
.70c ---j ~ 6 = 60°
fl-f 't()
.l5 c .04-
cc
V o. (deg/ . 03 "' ....
~
'\)
r- 0 0 . ~ ......
/ . '-.l ~ 6. 12) .02 ~ , ~ ~ ~ IN~ '.)
.0/ ~.)
~ ~ V
~
'\
~ ~
~
IONAL ADVISORY NAT l'0~ TTlE f~ AERONAUTICS COMMI
~
-.0/ \l. ~ . ~ "l ::-::::
· :.R
-.02 ~ ~ ~ ~~ c:t'
"\
-.03
""\
-. 04
-30 -20 -/0 o /0 20 30
A!lgron def/~cf/on, 6 , deg 0J GojJs , O,/5c.
h!/{)re 33.-RtJ//ing-rnomenrchartlcferiSflcs of/he ryhf 5emlsptl17 tll!erOI7 oil/he AlACA 2212 w/n<) model e91J/pp~d wit!; bolonC/ed double spl;/ fltljJs !;qv/n.; Clork V secf/()ns. Chord-
. wise /ocah'on, O. 70c; Ofu and orf...' 60 ~
Fig. 33b NACA ARR No. L5B17 14---- .70e .04 ....
C(\
\..., .... a; .03 .)
f"\
fdegJ ."-
~ . ~ ~ . ~ 0 ""-
--
.02.
.<V - ~ ~ b./2.J ~ -= ~ ~~ .0 I ~ '\~ ~ "\.
~
~
\.
~ -.01 NATION AL ADV190AY
'"
I ! . ~ FOIl __ AWfICII COIOOT'IH
-~
:-:::::: ~~ -......: -.02.
~ ~~ ~ t~ -.03 ~ -.04 -30 -20 -/f} 0 /0 ;;0 30 II;/eron dRf/ect/on, 00' deg (b) Gops,O.20c.
hj'ure 33.- Cone/llt/ec/.
Fig. 34a NACA ARR No. L5B17 ex Uns/able (deg) .I regions , v-O
--
-t--' / 1'-- t2-6.
1\. / " ·f??
o
/ / / / _v': !'- Chordw/se location,o.60c;gops,o.05c ex (deg) - ~ - --t.o / "'<;J -(·r / 1 ,/ ( z....-.
/ /
r", ;:>--
l£--' /"---l ,- Chordwise location, o.60e; gaps, alOc ex (deg) .I <p ~
--
- ~ ..-A-- 0 / / r-~ I/!2 ~
o
/ / ....
/ ~ -
-y-
Chordwise loca/ion, a lOe ;gops, OIOe -./ I I I I I I I I I I I I -30 -cO - 10 0 10 20 30 Aileron de/lec/ion, 00, deg NATIONAL ADVISORY (0) 0fu :: OIL = 30°. COMMITTEE FOR AERONAUTICS hjJ' u r e 34-l-lil7ge - momen/ d;()'roc ferlsflcs or/lJe r(f'IJ/ s etn/S /J (//J ol/eron Of) fhe IVACA 2212 wing- morle/ er;I.IIfJ ;o ed w ;! h bolo/?ct'd dot/ole sj} l! f IltljJs htlvillj' CIQrk V sec/iolls.
Fig. 34b NACA ARR No. L5B17
o
/ .. / v Chordwise loco/ion, o.60c ; gaps, o.05c ~ -j /
(. "'-
.f 1\ 'l ___ ../
\
a
i
I---l- \-'tt---+--+---+-:'-1' Chordwise /ocalion,o.10c igOPS, o.lOc
{.~ /
-./ NATION.t.L .t.OVISOIIY r---- ----y- COMMITTEE FOIl AERONAUTICS I -30 -EO -/0 0 /0 20 30 Aileron defleclion, 00, deg (b) 0fu = 6fL = 60°.
hj'vre 34.- Cone/vdeel.
NACA ARR No. L5B17 Fig. 35a .70c .3 ./
o
v '" ~ ' .)
Gaps, 0./5c f---.--1f---4--+-"' -¥-+-+-+---l ./ .3 .Z NATIOHI.L ~OVISORV COWMITTE£ fot AERONAUTICS ./
o
-j -.2 -30 -20 -/0 0 10 20 30 A!I~ron d~flecfion, 0a, dp(j (0) Chordwise location, 0.70 c .
r igureJ5. -Hinge -momQnf characteristics of the riqht sem/- spon OIleron on the !VflCII 2212 wing model equipped with balaflced double split flops having Clork Y secfions. 5 and BfL' 60~ fU Fig. 35b NACA ARR No. L5B17
104---.80c
.3 f--.- -." {/nstable re;/ol7 l~1 \ ~~ ./
o
-:/
f---+--+---+----l Gops, aloe
-;2
.3
./ NATlQHAl ADVISORY COMMiTtEE rca AUONAUTICS
o
-J
t-----l--+-+----l Gaps, 0.2, Oc -.3 -30 -LO -10 o /0 20 Jt; Aileron d(Jf/~cti()I7J 5 deq 0J (0) C/;ordwiSe location., 080e.
;=;gure 35.- Condud~d Fig. 36a NACA ARR No. L5B17 Tuft I .. ~ IO C
1- t .3.0C
z I Chordwise ,
r--/ocation -, 4.~30o I .zoe
~rlll .3"~
I IC-----~6a~~~~4t .loe.a5'c
'---- =:: --~R05e
Gap~~ 7i -.!!lc 5{/'3rf 8+ L I .ZOe ~-.i.
I .30e Tuff ex, o· ex, /2.2' ex, o· I(A ---1.. (X, le.l? 0 Ii-- .... - - - -+---=-- -- -- -~- ---..- 2t--1:S- - -~:S----1R~---~':
-3t--i-~ - _1.e __ -~..e-----.:;...',~
4t--j-R- --- M----~---~s
5±=_=_~_=-_-=---=- ~S _-===_ t-... .e =-=--=-+--s
O't--t- s - -- --~~ - -'--~ -- -~s
7t--~-- -~----t-.e-- --r-s
6i-1~-- ~1'€ - - - -i~- - - -1
R
9r-r---r----l ---1€
fO .. --~-- -.+--.S--- __ ~-- _~$ Gaps,o.05C Gaps.o.lOc Chordwise /OC(}/ion, O.60c 0 0 ex, 0 0.:,12.2 ex, 0 ex, /2.20 s
Ir--r----r--- j-s---r
Zj--r--- j .. .e----i R -- --i
R 3+--~~- - -;;..r~-- - - ' .t-~- --h.,.
I I I -"I' ~I~ 4t--~---~----~--~~ R 5-t==-f"t: ---g - - -- ~s ----=±-os 7t--~- --t-;e- - - -t--s -- -t--s
8j--1£--1.e-- - - -f;€---fR
R
.9r--r----r- - --l~ - - -i
10+- -~ - - -~- -- -- --+--L - - -....-s Gaps,O.05C Gaps.o./oc Chordwise location, o. JOe NATIONAL ADVISORY L. .1 _ 0 COMMITTEE fOR AERONAUT ICS (0 or, =oFL - gO .
Figure J6.- Tuff ..;tudy ;{ ('low' conditions above and
below fhe right sem/spoll aileron O!) the N AC A 2212 w/17g model equipped wlfh o%/7C'e>d douf;/e split f'Jops haying Clark Y secfions. Tuf'1s loca/ed (J/ ol/eron midspan; S lodico/es smooth f'low; Rind/cafes rough flow.
Fig. 36b NACA ARR No. L5B17 • Chordw/se location) O.7()c NA'T'IONAl ADVISORY COMMITTEE Fot AfROIlAUTICS (o) 0fu = Oft. :: 60°.
figure ..J6.- Conduded NACA ARR No. L5B17 Fig. 37 • Gaps (r racfion of c) V ,"""O_20 , ~ V V ~Q /~ ~ '"
// v
/1
,.- l..---"' / ... / .. -u /' ;:c..- "-.
--- /J
W -t'
Gaps ~ ~ r~ ~o - (frac l,on of C J I---- A f..--
-- 0
0.05 p r::- -;::;.:::..
t::.- f::, ./0
.C
--0-- I-- ~5-k 0 t- .15 I~r- 0 ,20
o
- Flof-plQte -sedion flops ---- C/o!'k Y .sedion flaps 1-_ I?O 1- ~- ..1".
~.60
--
--,:1
-- ~
:t-- ~ u 1/ 5- "," I'-- •
1-- ~ t'\,-!- rh
. --
~ .56
-- ~
-
-,
- -- "--
-
.~ -z'" r---t..
, 7?J: ~ .52 ~ (.
~
--
-
'V .:>-
-
--r< -c· ../ ~ .48 . 'OJ ~ ~ .44 NATIONAL ADVISORY COMMITTEE FOIl AERONAUTICS .40 .60 .64 .68 .7Z .76 .80 .84 .88 .92 Chordwise locotion, fradlon of c
Figure 31- Erred of' chore/wise local/on and gaps 017 fhe drag
coef'fk;/enfs and fhe aileron effecfJ//el7ess of fhe NACA 2212 wi'l9 model equipped wifh 1xl1017t'ed o'o{l/J/e spltf {'lops having . 0 0 f flof-plafr: or Clork Y sec IOns: ~O;% OM dIi:> 60.