Investigation of a Spoiler-Type Lateral Control System on a Wing with Full-Span Flaps in the Langley 19-Foot Pressure Tunnel

y'g.

GOVT. DOC.

NATIONAL ADVISORY COMMITTEE

FOR AERONAUTICS

TECHNICAL NOTE No. 1409 INVESTIGATION OF A SPOILER-TYPE LATERAL CONTROL SYSTEM ON A WIIG WITH FULL-SPAN FLAPS N THE LANGLEY 19-FOOT PRESSURE TIJNINEL By Owen J . Deters and Robert T. Russell Langley Memorial Aeronautical Laboratory Langley Field, Va.

Washington August 1947 BUS1NLS, C1ENCE y TECHN.LOGY LEl'T.

& SEP 2 1947

NATIONP.L ADVISORY CO v W1T FOB AONAtJTICS ¶E!ECICAL NO'I!E No. 111.09 SYSM INSTITION CF A SPOIIfl-TYPE' LA!AL C0N0L ON A WflG WITh FULL-SPAI FlAPS .fl IAI'1GIY 19-FOOT SS1E T(HEL By Owen J. Deters and Robert T. Russell SUvABY Tests of a partial-span model of a large bomber-type air1ane were conducted to determine the. aerodrnamio characteristics of the wing eq.ulpped with full-span flaps and. a retractable spoiler end aileron lateral control system. The arra.ngenient cons is ted f (i) a double slotted flap extending over aproximate1y percent - of the wing semispan, (2) a 20-percent constant-percentage-chord aileron extending from the outboard end of the flap to the wing tip, and a retractable spoiler, located at the 65-percent wing-chord (3) station and extending from. approximately 63 percent of the wing semispan tç the wing tip. im. addition, tests were made of a wing vent (of 1 and 2 percent of the wing chord located directly behind the spoiler), perforations in the spoiler, a blot or cut-out along the lower edge of the, spoiler, 'and spoilers o± various spans.

With 'full -span flaps deflected and with the 2 -percent vent on or cioed the. initial stalling Of the wing occurred at the tips, but with the vents closed there :probably would be no appreciable loss in lateral control tntii maximum. lift was reached. The l-percont vent increased the rolling effectiveness o. the spoiler at small s''i1e deflections, particularly at high angles of attacic with flapá deflected. With flaps deflected the 2-percentvent caused a large reduction in both the wing lift and rolling effectiveness of the spoiler at large angJ.es of attack. However, at small arigle of attack the 2-percent vent increased the rolling effectivene8s of the spoiler at,small spoiler d.eflections. The simultaneous operation of the spoiler , and vent (in contrast to a vent fixed in the wing) would result in a large increase in the effctiveness of tho spoiler and would avoid any loss im. wing lift as in a fixed vent arrangement.

The tests of the spoiler modificatiOns revealed that (1) the spotler perforations reduced the rolling-moment and yawing-moment coefficients hut caused the spoiler hinge-moment coefficients to

NACA TN No. 109 become more positive; (2) the spoiler slot had no notable effect on the rolling-moment and. yawing-moment characteristics but produced.

a positive increase in the spoiler hinge-rioment coefficients at the effects produced. by the individual large spoiler deflections (3) modifications were additive when the various modifications were combined. In general, progressively decreasing the spoiler span by removing the seents from the inboard end of the spoiler caused a decrease in rolling effectiveness approximately proportional to the span of the segment.

INODUCTI0N As the speed and size of airplanes have increased.,the problem of providing satisfactory control systems has become. increasingly difficult, particularly in the case of lateral controls. As a solution to this problem,, a lateral control system consisting of a spoiler and. a short span (guide or pilot) aileron has recently been developed (reference 1). The p.oiler pilot-aileron Oontrol system is composed of a circulararc-typo spoiJ,er as the rincipal control and an aileron a the wing tip. An advantage of the spoiler pilot- aileron arrangement is that full-span flaps cn be uscd..

The spoiler pilot-aileron arrangement was tested on a model of a projected. large bomber-type airplane to provide data for this type of lateral control system. The arrangement consisted of (i) a retractable circular-arc-type spoiler located at the 65-percent-chord.

station and extending over approximately the outboard 40 percent of the wing semispan, (2) a 20-percent' constant-percentage-chord aileron extending from the outboard end o± the flap to the wthg tip and. having an intern'ally sealed aerodynamic balaE.ce, and (3). a double slotted flap extending over approximately percnt of the wing semispan..

Tests of various modifications tothe wing and..spoiler and of various arrangements of the spoiler 'were made to determine their effect on the rolling-moment arid yawing-moment characteristics and. on the aileron and spoiler hinge-moment characteristics. Inad.d.ition, tests to determine the lift, drag, and. pitching-thoment characteristics of the wing were inade.

C0EFFIC]3NTS AND SMB0L The measured aerodynamic forces and inomentswere reduced to standard riondiinensional coefficients end. corrected. so that all coefficients presented, herein apply to the complete wing. The

NACA TN No.. lO9 pitching-moment, rolling-moment, and yawing-moment coefficients apply to a center-of-gravity location 25 5 percent of and. percent below the mean aerodynamic chord. in the plane of symnetry.

The coefficients and symbols used in this report are defined as follows: C lift coefficient (_&..

L \q.S C drag coefficient D \q$ pitching-moment coefficient Cm \qSc C rollin3-moment coefficient \qSb/ yawing-moment coefficient

(JL) /

spoiler hinge-moment coefficient ( Ch S \qc3t b aileron hingoioment coefficIent a .

L lift D d.ra M pitching moment L' rolling moment N yawing moment H5 spoiler hinge moment, positive when tending to produce a more positive spoiler deflection aileron hinge moment, positive when tending to produce a Ha more positive aileron deflection .

dynamic pressure (l2) b wingspan S . ....

wing area

N/WA TN No. 1)409 mean aerodyna1c chord V airepeed ss demity of air p a velocity of sound viscosity of air aIleron chord Ca c wing chord tb 'Segment o c 5t5 b 5 = t5c, Segment 1

J

t5 spoiler thicmess, normal to spoiler surface spoiler-segment spa±i inboard end of spoiler segment outboard end of spoiler segment C 5 spoiler mean radius (fig. 8) product of aileron root-mean-square chord squared and 1Daa2 aileron soan V V V V a. V angle of attack of root chord,, degrees full_span_flap deflection, degrees inboard-flapdeflectioi, degres outboard-flap defIetion,' degrees spoiler deflection, degrees, negative when spoiler is deflected up aileron deflection, degrees, positive when trailing edge is moved down

NACA TN No. 1)409

(X?i

P Reynold.s number

\ I

I M Mach number APPARATUS AND TESTS Model and Installation The model simulates the outboard 9)4.6 percent of the left wing of a projected large boriiber-tyt)e airplane. The installation of the model in the tunnel and. the general dimensions of the model are shown in figures 1 to 1., A s.aI1 gap (0.09: ±0.03 in.) was maintained constai between the wing and reflection plane by an automatic telescoping section in the root end of the model. This mechanism was inoperative for most of the tests of the spoiler aM aileron, during which the gap was approximately 0.53 inch. However, this increase in the size of the gap would not be expected to have any measurable effect on the rolling- moment, yawing-moment, or hinge -moment characte±is tics resulting from deflection of the spoiler and aileron.

The aerodynmmic fo'ces and moments on the wing model were' measured by means of a six-component simultansously recording balance system. The hinge moments of the spoiler and aileron were measured by means of electric strain gages.

Wing .- The wing model was not a true semispan but represented.

that part of the airplane wing outboard of the wing-fuselage juncture of the projected airplane. The aspect ratio and taper ratio for the airplane wing are 11.09 and 0.25, respectively,. whereas thepartial-.

span model mounted in conjunction with the reflection plane simulated a wing of aspect ratio io.84 and taper ratio 0.26. The airfoil sections were the NACA 63()420)'-)422 at the root and the NACA 63(1420)-5l7 at the tip. The wing had. 12.15° sweepback of the quarter-chord line, 2° dihedral, end 20 aerod.ynamlc washout between the root end tip.

Wing vent. - The dimns ions and. geometry of the wing vent are shown in figure )4. The vent width could be adjusted to a value of eIther 1 percent or 2 percent of the wing chord.

WIn flat. - The full-span double slotted flap consisted of an inboard (from wing root to outboard nacelle) constant-chord flap end an outboard. constant-percentage'chord. flap. Typical sections of the inboard, and outboard flaps are shown in figures 5 and 6, respectively.

TAC TN No.. l09 Soi. - The spoiler was of the retractable circular-arc type,..

ii. and to and. the arrangement and details are shown in figures 7 9.

The spoiler, located at the 65-percent win.-chord station, was composed of five separate seaents. The span (perpendicular. to the plane of syrmietry) of each segment and. its identification are given as follows, beginning with the outboard segment: Spoiler span Spoiler segment (percent complete ______________- wing sezni.span) i 2 •,, .. 5.5 • 3 7.0 7.1.

The distance beeen each spoiler segment was approximate]r semispan, thus the spOiler was 0.t percent of the complete wing semispan. Each approximately 32.6 percent of the complete wing segment was attached to a coimnon actuating shaft through which the delections of the spoiler were remotely controlled.. Any segment or detached. from the sctuating shaft combination of segments could. be and. fixed in a neutial position (flush with the uper surface of the.

The spoiler could. be deflected. in a negative (upward) direction wing).

only; the relation between the deflection of the spoiler and its 8.

projection above the upper surface of the wing, is given in figure 1er modifications.- The modifications, to the spoiler consisted. of perforations in the spoiler plate and a small cut-out in the lower edge of the spoiler plate which foried a slot between the spoiler and the upper swface of the wing at full deflections of the spoiler. The dimensions and. location.of these .rnodi,ficationsto. the spoiler are shown in figure The spoiler was constcted of a 9 .

basic (0.051-in, thick) plate and a removable (0.0l8-in. thick) plate fixed to the foard face of the basic plate.. The basic. plate contained both of the modifications (perforations and slot); and removeble plates were provided which contained either of these modifications, or both, or excluded them. By combining the various removable plates with the basic.s poiier plate. modifications :o the spoiler were effected. A further modification to the spoiler consisted of a bevel on , the upper surface of the spoiler as,. shown in figure 9 . .. . .

Ai1er.- The aileron was a 20- percent constant-percentage-chord )4.5 percent aileron having an internally sealed aerodynamic balance of of the aileron chord behind. the hinge. The aileron extended from the outboard. ep of the flap to the üig tip as . shown in figure ii. . . The

NA.CA TN No. 1409 aileron upper and lower surfaces were straIght sided as shown in figure 10. The installation of the aileron straIn gage at the ihboth'd end. of the aileron prevented. tho internal balance from extending over the inboard, end approxiinatley percent of the aileron span. A a result of' leakage at the inboard end of the balance the ftU effectIveness of) the balance was probably not obtained..

Tests The tests of the wing were divided into two groups: (1) the testB to deteiine the lift, drag, pitching-mcnent and stalling characteristics of tiie wing, and (2) the tests to determine the ro1lIng-ioment and yawing-incment characteristics of the wIng and.

the hInge-ioment characteristics of the spoiler and. aileron.

The d.ynaiic pressure for , the tests, excluding those fcr scale effect, was approximately 105 pounds per square foot which corresponds to a Reynolds number of approximately 8,900,000 and. a Mach number of approximately 0.18. Tho . density of the aiziosphere was maintained at approximately 0.0OO slug per cubic foot. The rano of angles of attack was from -4 through the angle of maximum, lift. The range of deflections of the aileron was ±20° and of the spoiler, 00 to (which corresponds to a inazimuni projection of 0.097c).

—57.5° COB CTI01S A1D ACCURACY The corrections to the measured characteristics were detemnined by the methods of reference 2. Although the methods of reference 2 were derived for conventional ailerons, no appreciable error is Introduced 'by thoir application to spoiler controls. The corrections to the uncorrected coefficients were obtalnodfrom the following relationships: CD CD + 0.0148CL2 uncorrected a.

9 260L - = auncorrected + 0 .

+ 0.03440L: Cm = C muiicorrec ted, = 0.814 ( C i td - Cli) - 0.04l0CCL Cnt = '1uncoZTected

TN No. 11O9 The values of lift, drag, aM pitching-7noment coefficient have not been corrected for the tare and ixiterference effects Of the support strut system aM therefre are not exact. Incrementa); values of these coefficients as well as the absolute values of rolling- moment, yawing-moment, and hinge-mothent coefficient are considered to be accurate. The estimated. limits of accuracy for the test data presented herein were as follows: ±0.01 ... ........ ± 0.0002 •0 • • ......... ..

LCD . . . . . . . . . ±0.003 ...............................±0.001 C 2 4 . • • Cn ........... . . ._ . ........... ± o.000 . . ' . .. ... . . ' S •i_:0.015 a Ch. . . . . . . . . . , ....... . . . ...... ±0.1 a., degree .. . . . . . . . . .

6, degrees ....... . . . ......... . . • .

*1.5 degree . . . . . . . . . . . . . . . . . . . . . . . .

SULTS MID DISCUSSION • The results of the tests are presented in figures 11 to 33.

The aerodynamic characteristics of the wing with full-span double- slotted flaps are presented first followed by the characteristics of the wing for various configurations of the spoiler and. aileron.

Aerodynamic Characteristics of the Wing with Th,ii-Span Double-Slotted Flaps Effect of the flao and vent.- The aerodynamic characteristics of the wing for various configurations, of the flap and wing vent are given in figure 11. Defiections of the full-span flap produced no abnormal changes in the aerodynamic characteristics of the wing.

D

I?J NACA TN No. l) O9 The effects of opening the 2 -percent vent were small at angles 80.

The lift coefficient was of attack less than approxImately decreased, the drag coefficient (for a given lift coefficient) was increased, end. the pitchlng-moment 0 coefficIenta became less negative.

8 these changes in lift, drag, and At angles of attack greater than pitching-moment coefficient resulting from the vent were greatly increased, particularly for large flap deflections.

The increments in maximum lift coefficient between the flap neutral, vent-closed configuration,and various flap and 2-percent vent configurations are given in the folloring table: Flap- 2-percent- deflection vent condition CL max (deg) ' -__________ 20 Closed 0.55 .50 20 Open 1.15 50 Closed Open .93 Of particular interest is the large decrease in maximum lift coefficient (0.22) caused by the vent with flaps deflected 50.

Stallincharctertic8. - The characteristics of the wing stall f or several configurations of the full-span flap and 2-percent vent are given in figure 12. With flaps neutral and vent closed the stall began at the outboard nacelle, spread forward and toward the tip, and gradually enveloped, the spoiler and aileron. The stall over the inboard part of the wing followed that over the outer panel.. With flaps deflected the general stall patteru remained the same but ,the stall overthe outer wing panel occurred abruptly' at maximum lift; the Inboard part of the wing remained unstalled. until after maximum lift was reached. Opening the 2-percent vent caused the wing to stall at a much lower angle of attack in the region behind the spoiler.

Because of the abrupt stall of the wing with full-span flaps deflected and, vent , closed there would probably be no appreciable loss In' lateral control until maximum lift was reached. Since the wing has a moderate amount of sweepback, the loss in lift due tO stalling of the ing tips would be detrimental to the longitudinal tabi'lity of the airplane. .

NC TN No. 11O9 Aerodynamic Characteristics of the Wing for Various Configurations of the SDoIler and. Aileron One of the main objections to spoiler control arrangements has been the time delay or lag between the deflectIon of the spoiler and.

the development of the resulting rolling moment. Other objetions to spoilers of the circular-arc typeare their ineffectiveness at small projections (particularly with flaps deflected.) and. small hinge moments. Because of,the relatively high: speeds of the projected.

bomber airplane and the rearard location of the spoiler (65-percent- chord station), lag4snot expected'to be a-serious problem. At low speeds, however, some lag may occur. In order to reduce the lag and.

Ineffectiveness of. the s poiler at low speeds a vent (between the upper and. lower surfaces of the wing) was located. Iied.iate1y behind. the spoiler. This veflt would tend to open only as the spoiler deflects.

The effects of vent in Improving' the spoiler lag and ineffectiveness aM . Althomgh. it was not possible are demonstrated in references to determine the spoiler lag in the present tests,'. the effects of vents of 1 percent aM 2 .percent of the wing chord on the aerodynamic characteristics of the wing and spoiler were determined.. The aileron at the tip was intended. to reduce the lag and. increase the effectiveness, as well as to improve te hinge-moment characteristics o the system.

The tests of the perforations, slot and. spoiler bevel were made to provide further means of improving- the characteristics of the spoiler.

In the arrangement of the aileron and. spoiler, the 'aileron was operating in the wake of the spoiler. This condition could cause serious buffeting of the aileron and. -tests were made therefore to determine the characteristics of the spoiler with that part of the spoiler directly in front of the aileron removed..

Characteristics of the olai soiler.- The characteristics of the plain spoiler, with flaps neutral and deflected., are shoin in figures 13 and. 11.. With flaps nutral, the variation o rolling-moment coefficient with spoiler deflection was approximately linear. With flaps deflected, a marked. increase in the rolling effectiveness of the spoiler occurred between 'spoiler d.eflections of -5° and. _10 0 . A9 the".spoiler deflection _100,, the rolling-moment coefficients ontinued.

was increased beyond to increase but the slope 0± the curve was greatly reduced. At low angles of attack with either flap configuration 'the yawing-moment coefficients were favorable (of the same sii as. the' rolling-moment coefficIent) and. varied linearly with spoiler deflection. At high angles of attack the yawing-moment coefficients were adverse at low spoiler deflections, particularly with' flaps deflected.. 'The' adverse yawing-moments occurred. when the adverse induced. yawing moment. due to the change In induced. drag with deflection of the spdiler exceèd.ed.

the favorable yawing moment caused by the change in profile drag with

NACA TN No. l ) O9 deflection of the spoiler. Thus, at high angles of attack where the induced yawing moment was large (since it ws de pexdent upon the wiig lift as well as the rolling effectiveness) the total yawing moment was adverse. This condition was more pronounced with flaps deflected as indicated by the lare increase in rolling effectiveness at spoiler deflections between end -iO°. With flaps neutral, the rolling-moment and yawing-moment coefficients, decreased as the angle of attack was increased; however, with flaps deflected, the yawing- moment coefficients decreased but the rolling-moment coefficients increaed as the angle of attack' was increased.

• The aileron hinge-moment coefficients became more negative as the _2.50 spoiler was deflected from to approximately -10° but, remained.

approximately constant with further spoiler deflection. This change in the aileron hinge moents resulted' fromthe increase in' the negative pressure over the aileron when the spoiler was deflected. The change in the hinge-moment coefficients was greatest at small angles of attack and' large flap and. aile'on defloctlons. " In general for all configuiations the variation of spoiler hinge- moment coefficient with spoiler deflectibn was irregular end. the values of the coefficients were negative (tending to produce greater spoiler deflections). However, at high angles of attack the magnItude of the coefficients and the irregular variation Tore reduced.

feet of the 1-Dercent vent. - The effect of the 1-percent vent on the characte'istics of the plain poI1er was determined. from comparison of figures 13 an. 15 for flaps neutral aid. figures lI and 16 for fla ps deflected. • With flats neutral the, vent slightly Increaed the rollin effectivenesi of the spoiler at mali spoiler deflections (less than _100) and decreased the effectiveness at large d.eflecticns. With flaps deflected the increase in spoiler effedtiveness at small deflections was much greater, particularly at high angles of attack, rhereas the reduction in effectivonss at large soiler' deflections was negligible. The vent had. no effect on the yaidng-moment coefficients.

As was the'case for'the plaIn spoIler configuration, the aileron hinge moments usually became more negative. as. the spo:Ller. deflection was increased. The incremental change in the aileron hinge -moment .coefficient (with spoiler deflection) was a measure of the increae In the negative pressures in the region behind the spoiler. The effect of . the 1-percent vent was to reduce the change in aileron hinge -moment coefficient resulting from deflection of the coi1êr. This effect' of the vent (which indicates a reduction in the negative presure' behind the'.'spoller) occurred,. in general, at spoiler deflections ies than -10°, and was, consistent with the increase in effectiveness of the sDojler at small deflections. It should be noted, however, that the aileron

TN No. ltO9 hinge-moment coefficients were an indication of the conditions existing behlnd.tho outboard'section of the spoiler only, and were not necessarily representative of the conditions over the entire spoiler. . .

The 1-percent vent had no appreciable effect on the hinge- moment'characteri'stics of the spoiler. - Effect of the 2 -percent vent. - The effect of the 2 -percent vent was determined from a comparison 'of figure's 13 and 17 for flaps neutral and figures iii. and 18 for flaps deflected. At low aigles of attack with flaps neutral and deflected the ef'fect of the 2-percent vent on the rolling-moment and. yawing-moment characteristics was similar to that produced by the 1-percent vent. However, at small spoiler deflections, the 2-percent vent was more effective In increasing the rollingioment coefficients than was the i-percent vent. At high, angles 'of attack, particularly with flaps. ef1ected, the 2-percent vent greatly reduced the roll n-inoment and. yawing-moment coefficients.

The aileron hinge -moment characteristics with the 2-percent vent were.similar to those of the 1-percent-vent configuration, At high angles of attack with' flaps neutral 'or deflected the region behind the vent was stalled and consequently the chango.in the aileron hingea moment coefficient with spoiler deflection was small.

Ths 2-percent vent had no appreciable. :effect on the spoiler hinge-moment coefficients with flaps neutral. In the flap deflected.

configuration, however, the spoiler hinge-moment coefficients became slightly more positive' at mall spoiler deflections as a result of the vent.

Effect of simultaneous ration of the s poiler and. 1-percent or 2 -percent venba. - in figures i to i8 the data were obtained. for an arrangement in which the vent is fixed 'in the wing. When the vent is not fixed but opens as the spoiler deflects, the loss In lift caused by the vent will occur only over the wing panel 'on which the spoiler Is deflected, thus auienting the rolling effectiveness of the spoiler. The data for this 'arrangement are "howa in figure 19, in which it is . asatmied that the 2-percent vent would, open instantaneously as the spoiler began to deflect. It should. be noted that the rolling - moment coefficients indicated at neutral spoiler deflection 4rould not be obtained. in a practical case because. the vent would. not open instantaneously but at some finite rate as the spoiler deflected. The effect on the rolling-moment and yawing-moment characteristics of the 2-percent' vent in this arrangement was determined. by a comparison of figures' 13 ar4 19(a). for' flaps neutral, and. figures 114. and 19(b) for flaps deflected., At all angles of attack 'and. flap and spoiler def1ectons 'the rolling effectivene$s was increased. The greatest

NACA TN No, 1)09 increase occurred at high angles of attack with flaps deflected where the large loss in lift as a result of the vent (as shown In fi8ure 11(a)) greatly increased. the rolling effectiveness at small spoiler deflections.

Inasmuch as the effect of instantaneous operation of the vents can be represented as a constant increment of rolling-moment and.

yawing-moment coefficient the characteristics for the 1-percent are not presented in figure forzu vent however, the increments in, rolling-moment end. yawing-moment coeffic1ent produced by both the 1.-percent and 2-percent vents are presented ifl the following table: Flap Angle deflection 1-percent vent 2-percent vent of attack L^C . ..

(deg) LC _________ (deg) ________ ______ ______ o -0.0032. -0.0001 -0.0051 -o.000 3.5 0 13.2 -.0033 -.000li. -.0090 .0005 1..7 50 -.0012 -.0002 -.0050 -.0005 12.3 -.0032 50. -.0001L -.03)+6_[.0O13 The increments in rolling-moment and yawing-moment coefficients produced by the 2-percent vent were considerably greater than those produced by the 1-percent vent particularly at high angles of attack with flaps deflected. .

It is evident from these data that a vent behind the sppiler must operate in conjunction with the spoiler in. order to avoid, increases in drag and serious losses in both the lift of the airplane and rolling effectiveness of the spoiler. These effects have been demonstrated in referexce 5 where the simultaneous operation of the spoiler and.

vent was accomplished by the use of a plug-type spoiler.

• -Effect of the s p oiler . p erforations.- The effect of the -.

perforations-on the spoiler and aileron characteristics was determined from a comparison of figures 13 and 20 for flaps neutral end figures 11 and 21 or flaps deflected. With flaps neutral and deflected the perforations generally decreased the rolling-moment and. yawing-moment coefficients. . . . . - The aileron hinge-moment coefficients were not greatly affected by the perforations. At spoiler deflections greater than approxi- mately -25° the aileron hinge-moment coefficients were slightly less negative for the perforated spoiler. /

11 ECA TI ro. 1)4.09 The spoiler'hingemoInent characteristics were greatly improved as a result of the perforations. The effect of the perforations were (1) to reduce greatly the erratic variation of the.hinge-moment coeffIcients with spoiler deflection, and. (2) to rethice the hinge moment coefficients at small deflections and. to produce positive hinge-moment coefficients at large spoiler deflectionsa suoir slot.- The effect of the spoiler slot on Effect. 0 the characteristics of the eDoiler end. aileron were determined. from a comparison of' figures 13 and. 22 fr flaps neutral and figures 11i and 23 for fJaps deflected. The effect of the slot on the rolling- moment and yawIng-moment characteristics was generally small; the rolling-moment coefficients were slightiy rduced at the maxinmm deflection of the spoIler. The slot had..no notable effect on the aileron hinge-mOmeiit coefficients The spoiler hinge-moment coefficients were, in general, unaffected by the slot at spoiler defections less than 0°. At spoiler _1400 the hinge-moment coefficients became more defections above positive.

erf orations, and. slot.- The ,Effect of combinations of vs effect of the perforations and 1-percent vent on the characteristics of the spoiler. and aileron a.co determined from a comparison of' figures 13 and 21i- for flaps neutral and figures 1)4 . and 25 for flaps deflected.. The ó'ombined effect . of the perforation, .1-percent vent,.

and. slot are determied from a comparison of fIgurs 13 and 26 for flaps neutral and flgures..1 lI. and 27 for flaps deflected.. In general', the effects of the modifications on the rolling-moment, yawInginoment, and. hinge -moment characteristics of the soiler and. aileron we±'e additive. That is, the indIidua1 effects of each modification discussed previously add to form the characteristics of the spoiler.

and aileron for each of the various combinations of the 1-percent ., , vent, perforations, and slot.

- The effect of the 17° , bevel on the Eect of' the spoile,.

characteristics of the spoiler and aileron are determined. from a comparison of figures 2 and 28(a) with'f laps neutral and. fIgures 27 and 28(b) with' the flapth deflected. ., The significant. effect of the spoiler beveiwas an appreciable reduction In the spoiler hinge- , he reduction moment coefficients at large deflecions of the spoiler.

in . the spoiler hinge-moment coefficients became greater.as 'the angle of attack increased and. amounted to approximately 35 percent at the highest angle of' attack. Further reductions could be made by placing bevels on the perforation holes, particularly those near the upper edge of' the spoiler.

NACA TN No. 11 .09 Spoiler characteristIcs for ttro 1temate flap confi gurations.- The characteristics of the spoiler. ' wIth full-span flaps deflected 200 and with partial-span flaps deflected 50°. are presented in figure 29'.

With full-span flaps deflected 20° the rolling-m 'ornent and yawing- moment coefficients wore cons ideraly. greater than with flaps neutral.

The characteristics of the spoiler. 4th . partial-span flaps were approximately the same as with the laps neutral. Thus the Increase In spoiler effectiveness with.increased. flap span appears tobe directly dependent on the lift over that part of the wing spanned by the spoiler.

Inasmuch as the rolling effectiveness of the spoiler for either flap configuration is not appreciably increased by the aileron, the effectiveness of the spoiler with f laps deflected might be greatly Improved by extending the span of the flap to the wing tip (providing the aileron can successfully be eliminated). A further advantage of such an arrangement would be an increase In the maximum lift of the wing.

Effect of s polleran,- The characteristics of the spoiler and aileron with the two outboard segments (directly in front of the aileron) removed are given in figure 30 for flaps neutral and In fIgure 31 for flaps deflected. The characteristIcs of the spoiler and aileron for various combinations of spoiler segments with flaps neutral and deflected are presented in figures 30 and 31.' The rolling-moment end yawing-moment coefficients wore, reduced approxi- mately in proportion to the reduction in spoiler span with flaps neutral. In the flap deflected configuration the reduction in rolling and yawing effectiveness was a much smaller percentage of the total rolling-moment and. yawing-mcnent coefficIents. The spoiler hinge-' moment coefficients became more negative at small spoiler def.lections and more positive at large deflections. The upfloating tendency of the aileron resulting from deflection of 'the spoiler was practically eliminated. '. .

The characteristics of the. spoiler and aileron for various combinations of spoiler segments with flaps neutral and deflected are presented in figures 32 and 33, respectively. The effect of progressively 'removing the spoiler segments from, the inboard, end of the spoiler (fi6's.32 and 33) was to reduce the rolling-moment and yawing-moment coefficients produced' by the spoiler.. The reduction In effectiveness of the spoiler as a result of removIng each segment for all configurations was approximately proportional to the span of the' segment with the exception of' the two outboard. segments In the flap-deflected configuration where the reduction was considerably smaller as noted previously.

' '

i6 NP.0 TN No. J*09 The aileron hinge moments became more positive at small spoiler d.eflections and more negative at large deflections as a result of progressively reducing the spoiler span, particularly in the flap-deflected configuration.

Except for the outboard seient alone the spoiler hinge-moment coefficients generally became more negative as the spoiler span was progressively rçd.uced. The hinge-moment characteristics of the outboard senent alone were rather erratic.

St)WARY OF FESULTS The s1ificant test results of the spoiler-pilot-aileron arrangement installed on the model of a large bomber-type airplane may be summarized as follows; 1.. With full-span flaps deflected and. with the vent (located directly behind the spoiler) open or closed,, the initial stalling, of the wing occurred at the tips, however with , the vents c1osed there probably would be no appreciable loss in lateral control until xnaximviii lift was reached.

2. The 1-percent vent increased the rolling effectiveness of the spoiler at small spoiler deflections, particv.larly at.the high angles of attack with flaps deflected.

3. With flaps deflected the 2-percent vent caused a large reduction in both the wing lift and rolling effectiveness of the.

spoiler. at large angles bf attack.. However, at small angles of attack the 2-percent vent increased the rolling effectiveness of the spoiler at suiall spoiler deflections.

1.. The simultaneous operation, of the spoiler aid vent (in contrast to a vent fixed in the wing) would result ir. a large increase in the effectiveness of the spoiler and would avoid any loss in wing lift such as resulted with the fixed-vent arrangement.

5. The spoiler perforations reduced the rolling-moment and.

yawing-moment coefficients but caused the spoiler hinge-moment coefficients to become more positive, particularly at large spoiler deflections.

6. The spoiler slot (located on the lower edge of the spoiler) had no appreciable effect on the rolling-moment and yawing-moment characteristiQe of the spoiler but produced more positive spoiler hinge-moment coefficients at large spoiler defections.

I'IACA TN No. 1 1 O9 yj 7. The effects produced by the : 1nd±vidual spoiler modifications were additive when various modificatIons were ccnbined.

8. In general, progressively. decreasing the spilór span by removing the senents from the inboard end.. :of the spoiler caused a decrease in rolling effectiveness that was approximately proportional to the span of the ssnent.

Langley. Memorial Aoronutical Laboratory National Advisory Conmiittee for Aeronutics Langley Field, Va., June 20,1911.7

i8 NACA TN No. 111.09 Ashkenas, I • L.: The Devólópmnt of a Lateral -Control System 1.

for Use with Large-Span Flaps. NACA TN No. 1015 19116.

Sivolls, James C., andDeters, Owen J.: Jet-Boundary and. Plan- 2.

Form Corrections for Partial-Span Models with Reflection Plane, End Plate or No End Plate in a Closed Circular Wind 1911.6.

Tunnel. NACA TN No. 1077, Weick, Fred. E., and Shbrtal, Joseph A.: Development of the 3.

511.7, 1935.

N.A.C.AS Slot-Lip Aileron. NA.CA TN No.

Wenzingór, Carl J., and Pogallo, Francis M: Wind-Tunnel I f.

Investigation of Spoiler, Deflector and. Slot Lateral-Contx'ol Devices on Wings with Fu11-San Split and. Slotted Flaps.

NAOA Rep. No. 706, 1911.1.

Rogallo, Francis M., and. Swansoi, Robert S.: Wind-Thnel 5 .

Developnent of a Plus-Type Spoiler-Slot Aileron for a Wing with a Full-Span Slotted. Fla:p and. a Discussion of Its Application. NACA ARB, Nov. 1911.1.

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