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REPORT 1034
INVESTIGATION O F SPOILER AILERONS FOR USE AS
SPEED BRAKES O R GLIDE-PATH CONTROLS O N
T W O NACA 65SERIES W INGS EQUIPPED
W ITH FULL-SPAN SLOTTED FLAPS
By JACK FISCHEL and JAMES M. WATSON Langley Aeronautical Laboratory Langley Field, Va.
I
National Advisory Committee for Aeronautics
Headquarters, 1724 F Street NW., Washington 25, D. C.
Created by act of Congress approved March 3, 1915, for the supervision and direction of the scientific study Its membership was increased from 12 to 15 by act of the problems of flight (U. S. Code, title 50, sec. 151).
The members are appointed by the President, approved March 2,1929, and to 17 by act approved May 25,1948.
and serve as such without compensation.
JEROME C. HUNSAKER, SC. D., Massachusetts Institute of Technology, Chairman ALEXANDER WETMORE, SC. D., Secretary, Smithsonian Institution, Vice Chairman HON. DONALD W. NYROP, Chairman, Civil Aeronautics Board.
DETLEV W. BRONK, PH. D., President, Johns Hopkins Univer- sity . DONALD L. PUTT, Major General, United States Air Force, Acting Deputy Chief of Staff (Development).
JOHN H. CASSADY, Vice Admiral, United States Navy, Deputy ARTHUR E. RAYMOND, SC. D., Vice President, Engineering, Chief of Naval Operations.
EDWARD U. CONDON, PH. D., Director, National Bureau of Douglas Aircraft Co., Inc.
Standards. ,FRANCIS W. REICHELDERFER, SC. D., Chief, United States HON. THOMAS W. S. DAVIS, Assistant Secretary of Commerce. Weather Bureau.
GORDON P. SAVILLE, Major General, United States Air Force, JAMES H. DOOLITTLE, SC. D., Vice President, Shell Oil Co.
Deputy Chief of Staff-Development.
R. M. HAZEN, B. S., Director of Engineering, Allison Division, General Motors Corp. HON. WALTER G. WHITMAN, Chairman, Research and Develop- WILLIAM LITTLEWOOD, M. E., Vice President, Engineering, ment Board, Department of Defense.
American Airlines, Inc. THEODORE P. WRIGHT, SC. D., Vice President for Research, Cornell University.
THEODORE Ct LONNQUEST, Rear Admiral, United States Navy, Deputy and Assistant Chief of the Bureau of Aeronautics.
JOHN F. VICTORY, LL. D., Executive Secretary HUGH L. DRYDEN, PH. D., Director E. H. CHAYBERLIN, Executive O&et JOHN W. CROWLEY. JR., B. S., Associate Director for Research _ .s HENRY J. E. REID, D. Eng., Director, Langley Aeronautical Laboratory, Langley Field, Va.
SMITE J. DEFRANCE, B. S., Director,.Ames Aeronautical Laboratory, Moffett Field, Calif.
EDWARD R. SHARP, SC. D., Director, Lewis Flight Propulsion Laboratory, Cleveland Airport, Cleveland, Ohio ,’ TECHNICAL COMMITTEES OPERATING PROBLEMS AERODYNAMICS P O W E R PLANTS FOR AIRCRAFT INDUSTRY CONSULTING AIRCRAFT CONSTRUCTION Coordination of Research Needs of Military and Civil Aviation Preparation of Research Programs Allocation of Problems Prevention of Duplication Consideration of Inventions A M E S AERONAUTICAL LABORATORY, LEWIS FLIGHT PROPULSION LABORATORY, LANQLEY AERONAUTICAL LABORATORY, Langley Field, Va. Moffett Field, Calif. Cleveland Airport, Cleveland, Ohio Conduct, Tmder unified control, for all agencies, of scienlific research on the fundamental problems of flight OFFICE OF AERONAUTICAL INTELLIGENCE, Washington, D. C.
Collection, classification, compilation, and dissemination of scientijic and technical information on aeronautics II
REPORT 1034
. ,-
Il\jVESTIGATION OF SPOILER &LERONS FOR USE AS SPEED BRAKES
OR GLIDE-PATH CONTROLS ON TWO NACA 6!5-SERII.iS WINGS
EQJJIPPED WITH FULL-SPAN SLOTTED FLAPS l
BY:JACK~FISCHDL and JAMES M. WATSON SUMMARY both wing semispans can be projected equally above the wing to act as speed brakes or glide-path controls; and in either the A wind-tunnel investigation was made to determine the char- acteristics of spoiler ailerons used as speed brakes or glide-path neutral or an extended position, the ailerons can at the same time be operated differentially by movement of the control controls on an NACA 65-210 wing and an NACA 652-21 5 wing equipped with full-span slotted$aps. Several plug-aileron stick to provide lateral control.
The lateral control characteristics of various spoiler ailerons and retractable-aileron con$gurations were investigated on the two wing models with the full-spansaps retracted and de$ected. on unswept wings have been presented previously (for example, see references 2 to 7); however, the aerodynamic Tests were made at various Mach numbers between 0.i.3 and characteristics of these ailerons pertaining to their use as 0.71.
speed brakes or glide-path controls have seldom been The results of this investigation have indicated that the use of plug or retractable ailerons, either alone or in conjunction with presented.
wingsaps, as speed brakes or glide-path controls is-feasible and In order to provide some information on the characteristics of plug and retractable ailerons when used as speed brakes or very ejective. In an illustrative example, the estimated time required for descent of a high-performance airplane from 40,000 glide-path controls, the incremental values of lift, drag, and pitching-moment coefficients obtained at various aileron feet was reduced from 12.3 minutes to 3.3 minutes. The plug projections and flap deflections during the investigations of and retractable ailerons investigated, when used as speed brakes, references 3 to 5 are presented herein. These data were had only a small e$ect on the wing pitching moments. The rolling e$ectiveness of the ailerons will not be impaired by such obtained through a large angle-of-attack range on semispan wings having NACA 65-210 and NACA 652-215 airfoil use and should be as good as the egectiveness when the ailerons are projected in normal manner from the retracted position. sections. The investigation was performed in the Langley 7- by lo-foot tunnels at various Mach numbers between 0.13 INTRODUCTION and 0.71. Complete lift, drag, and pitching-moment data One of the less obvious but nevertheless important needs of these aforementioned wings with ailerons neutral have of the high-performance military and commercial aircraft been presented in references 5 and 8. Data illustrating the currently in use or in the design stage is that of utilizing rolling effectiveness of the ailerons when used as speed brakes suitable devices as aerodynamic speed brakes or glide-path or glide-path controls and a discussion pertaining to the controls, or both. Speed brakes and glide-path controls are application of the incremental lift, drag, and pitching- beneficial for aircraft under various normal or emergency moment data to aircraft are presented herein.
operating conditions, such as: a rapid descent from high COEFFICIENTS AND SYMBOLS altitude while airplane speed is being limited, landing on short runways over obstacles, reducing speed rapidly to increase Twice lift of semispan model - lift coefficient ------ the firing efficiency of fighter aircraft, and so forth. For the ( > Qs high-performance aircraft, the use of full-span slotted flaps drag coefficient (D/qS) and spoiler lateral-control devices would be particularly
pitching-moment coefhcient (M,/pS)
beneficial for providing high lift for landing and take-off as increment caused by aileron projection well as adequate lateral control. In order to obviate the rolling-moment coefficient (L/pSb) necessity of including additional devices on the airplane, the local wing chord, feet use as speed brakes of spoiler ailerons, either alone or in con- wing mean aerodynamic chord, 2.86 feet (;~‘ %d y ) junction with slotted flaps, was reported in reference 1 and was shown to be satisfactory. By means of suitable linkage, twice span of each semispan model, 16 feet the slotted flaps can be deflected and the spoiler ailerons on lateral distance from plane of symmetry, feet 1 Supersedes NACA TN 1933. “Investigation of Spoiler Ailerons for IJse as Spoed Rrakes or Cllide-Path Controls on Two NBCA 65-Series Wings Equipped with Full-Span Slotted Flaps” by Jack Fiscbel and James M. Watson, 1949.
- - REPORT 1034-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS twice area of each semispan model, 44.42 square feet s description of the construction and mounting of the models D twice drag of semispan model, pounds is presented in references 3, 4, 5, and 8.
L rolling moment, resulting from aileron projection, A 0.25~ slotted flap which extended from the wing root about plane of symmetry, foot-pounds section to the 95-percent-semispan station was used on both twice pitching moment of semispan model about 35- semispan wings in this investigation. This flap was orig- MP percent root-chord station inally designed and constructed to conform to the contour free-stream dynamic pressure, pounds per square of the NACA 65-210 wing and was used in all investiga- P tions on that wing (references 3, 4, and 8). Because of its foot ; pv2 availability and satisfactory aerodynamic characteristics, this ( > flap was also used in the flap-deflected wing configurations V free-stream velocity, feet per second tested on the NACA 652-215 wing (reference 5).
indicated airspeed, miles per hour The posi- V* tions of the flap with respect to the wing at the various mass density of air, slugs per cubic foot P deflections investigated with each aileron configuration are a angle of attack with respect to chord plane at root shown in figures 1, 3, and 6. These positions were found to of model, degrees be optimum, aerodynamically, for each flap deflection (refer- flap deflection, measured between wing chord plane ences 5 and 8).
and flap chord plane (positive when trailing edge Each of the various aileron configurations investigated of flap is down), degrees had a span of 49.2 percent of the wing semispan and was Mach number (V/u) M fabricated from duralumin or steel sheet in five equal span- R Reynolds number wise segments (figs. 1 to 6). The basic plug ailerons and a speed of sound, feet per second retractable ailerons on the NACA 65-210 wing had ?i,-inch CORRECTIONS perforations which removed about 9 percent of the original aileron area (reference 3). On the NACA 652-215 wing, All data presented are based on the dimensions of each identical ailerons of varying projection were used in tests complete wing.
of both the plug-aileron and retractable-aileron configura- The test data have been corrected for jet-boundary effects tions; these ailerons were fastened to the upper surface of according to the methods outlined in reference 9. The the wing at the 0.70~ station (fig. 6). Although these ailer- Glauert-Prandtl transformation (reference 10) has been ons were not projected out of the wing profile (from the utilized to account for effects of compressibility on these neutral position) as they would be in a practical airplane jet-boundary corrections. Blockage corrections were ap- installation (for example, the configurations on the NACA plied to the test data by the methods of reference 11.
65-210 wing), the configurations investigated are believed MODEL AND APPARATUS to simulate practical airplane installations and to provide aerodynamic data representative of these installations. (See The right-semispan-wing models investigated with spoiler fig. 6.)
ailerons (figs. 1 to 6) were mounted in either the Langley TESTS 300 MPH 7- by IO-foot tunnel or the Langley high-speed 7- by IO-foot tunnel with their root sections adjacent to one All tests of the basic plug-aileron, the basic retractable- of the vertical walls of the tunnel, the vertical wall thereby aileron, and the thin-plate circular-plug-aileron configura- serving as a reflect.ion plane. Two wings were used for this tions on the NACA 65-210 wing model were performed in investigation: one wing embodied NACA 65-210 airfoil the Langley high-speed 7- by lo-foot tunnel. All tests of sections and the other wing embodied NACA 652-215 the double-wall circular-plug-aileron configuration on the airfoil sections. The wings were constructed with the same NACA 65-210 wing model and of the two aileron configura- plan-form dimensions (figs. 1, 3, and 5) and each wing had tions on the NACA 652-215 wing model were performed in an aspect ratio of 5.76, a taper ratio of 0.57, and had neither the Langley 300 MPH 7- by lo-foot tunnel.
twist nor dihedral. The NACA 652-215 wing was con- With the flap retracted or deflected, the aerodynamic structed with two trailing-edge sections which were used characteristics of each wing-aileron configuration were de- alternately for tests of the plain-wing configuration and for termined at various aileron projections and for several angles tests of the wing configuration with flaps (fig. 6). The of attack. Tests were made at Mach numbers between 0.13 NACA 65-210 wing was equipped with two trailing-edge and 0.71 (with corresponcling Reynolds numbers of 2.6 X lo6 sections-one to accommodate the basic plug-aileron and to 11.6X 106, based on the wing mean aerodynamic chord of retractable-aileron configurations (fig. 2) and the other to 2.86 ft). Negative aileron projections indicate that the accommodate the circular-plug-aileron configurations (fig. 4) ; ailerons were extended above the wing upper surface.
each trailing-edge section had a cut-out to accommodate the The average variation of Reynolds number with Mach flap in the retracted position (S,=O’ ). A more detailed number for all tests is shown in figure 7.
INVESTIGATION OF SPOILER AILERONS FOR USE AS SPEED BRAKES O R GLIDE-PATH CONTROLS 3 RESULTS AND DISCUSSION In general, the values of ACD became considerably larger (or EFFECT OF AILERON B R A K E S O N WING A E R O D Y N A M I C CHARACTERISTICS more positive) as the flap was deflected at a constant value Incremental data of lift, drag, and pitching-moment co- of lift coefficient; however, an increase in the angle of attack efficients obtained at various aileron projections with the and lift coefficient in any flap configuration generally caused four aileron configurations investigated on the NACA 65-210 This decrease in AcD became a decrease in the values of AC=.
wing and with the flap retracted and deflected are pre- more pronounced with increase in aileron projection and with sented in figures 8 to 15.
Corresponding data obtained deflection of the flap and, in some instances, particularly at with -the two aileron configurations on the NACA 652i215 the higher lift coefficients with the flap deflected, the values wing are presented in figures 16 to 23.
of AC, became negative. An analysis of the data shows that Incremental lift coefficient A&.---The incremental values these trends result from the smaller positive increment in of lift. coefficient generally became more negative with in- profile drag and the larger reduction in induced wing drag crease in aileron projection for all aileron configurations produced by projection of the ailerons as the angle of attack and flap conditions. The data obtained with the basic re- and lift coefficient increased.
tractable aileron, however, showed inconsistent trends of For all practical purposes, however, some of the afore- reversed or positive values of AC, for small aileron projec- mentioned changes in ACD--particularly the decreases in the tions at various angles of attack and Mach numbers with values of AC0 with increase in CL, and the negative values of the flap deflected. (See figs. 11, 22, and 23.) This phe- AC,--would probably never be realized by an airplane in nomenon is usually exhibited by retractable ailerons with flight. The loss in lift resulting from projection of the aileron the flap deflected. A comparison of the present data with brakes on the airplane would probably have to be restored by the rolling-moment data of references 3 to 5 shows, as an- a.n increase in the wing angle of attack to retain constant lift ticipated, that the aforementioned effects paralleled the This and avoid excessive accelerations and sinking speeds.
rolling effectiveness of the ailerons; that is, the rolling increase would result in approximately a constant induced eflectiveness increased when AC, became more negative.
drag and an increase in the total wing drag because of the In general, the incremental values of lift coefficient in- larger profile drag resulting from the higher wing angle of creased negatively with increases in the Mach and Reynolds In order to illus- attack and the projected aileron brakes.
numbers and with increase in the flap deflection for all con- trate the changes in AC, obtained at constant lift coefficient figurations. In most cases, increases in the angle of attack for various aileron projections over the lift-coefficient range, produced a small or inconsistent effect on the values of AC, some of the data of figures 8 to 23 have been analyzed and produced by almost all the ailerons; the thin-plate circular- plotted as shown in figure 24. The values of ACDresulting plug aileron on the NACA 65-210 wing was the only con- from aileron projection, with angle of attack varied to main- figuration for which AC, became more negative with increased tain constant lift coefficient, increased with increase in aileron angle of attack (figs. 12 and 13).
projection and flap deflection and, for a given aileron pro- The plug ailerons on both wings usually produced slightly jection, AC, was usually fairly constant over the lift- larger negative values of AC, than the retractable ailerons. In addition, the incremental drag values coefhcient range.
This effect is consistent with the fact that the rolling effec- were negligibly affected by changes in Mach and Reynolds tiveness usually observed for the plug aileron is greater than uumbers.
that for the retractable aileron (references 3 and 5).
A com- The plug and retractable ailerons produced approximately parison of the plug-aileron ancl retractable-aileron data ob- similar values of AC, on each wing model, but the two tained on the two wing-s also shows that more negative values circular-plug ailerons generally produced the highest values of A& were generally obtained on the thicker wing. (See of ACD on the NACA 65-210 wing model. The data also figs. 8 to 11, 16, 19, 20, and 23.)
show that more positive values of AC’ , were usually obtained Incremental drag coefficient ACD.--The incremental drag on the NACA 652-21 5 wing than on the NACA 65-210 wing data of figures 8 to 23-which are based on the values of drag at corresponding aileron projections ancl lift coefficients; coefficient measured on the wings at approximately a constant however, the large changes in AC, observed for the plug angle of attack (at the values of cr and CL shown in the figures ailerons on the NACA 652-215 wing at small projections for zero aileron projection)-exhibit certain trends that (figs. 16 to 19, and 24) result principally from the sudden accompanied the lift changes discussed in the sect,ion opening of the plug slot rather than from the projection of entitled “Incremental lift coefficient ACL.” In most cases, the aileron alone, as was discussed for the lateral-control the incremental values of drag coefficient increased with investigation reported in reference 5.
increase in aileron projection; however, at large values of Incremental pitching-moment coefficient A&.--In general, lift coefficient with the flap deflected, an opposite trend was the values of AC, obtained at various aileron projections exhibited over a part of the projection range.
The values of became more negative (or less positive) with increase in ACD exhibited a negligible or inconsistent variation with angle of attack in all flap conditions and became more increase in Mach and Reynolds numbers, except possibly at negative with increase in aileron projection in the flap- low negative values of CL with flap retracted (figs. 8 and 10).
retracted condition. Changes in the Mach and Reynolds
lllIIllllIl IIIII III lllllllllll lllllllllllll II Ill I II I
REPORT 1034-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICB numbers generally had a negligible or an inconsistent effect the flaps deflected may result in larger decreases in the time and distance required to reach sea level than are shown in the on the values of AC, obtained in all flap conditions, and the values of AC, usually became less negative (or more illustrative example. However, other problems, such as positive) with increase in flap deflection. Because all values downwash fluctuations in the region of the tail plane and excessive flap loads possibly encountered at high Mach num-
of AC, were fairly small, however, the incremental wing
ber, may complicate or prevent such means of operation.
pitching moments would probably be easily trimmed on an airplane, regardless of flap condition or aileron configuration. For the illustrative example (wherein a -S-percent-chord aileron projection was employed), in order to maintain a con- EFFECT OF AILERON BRAKES O N AIRCRAFT PERFORMANCE stant a! approximateIy a 10’ deflection of the full-span flap In order to illustrate the utility and one of the advantages would probably be required for simultaneous operation of to be gained from the changes in lift and drag produced by flap and ailerons as glide-path controls. In general, the simultaneous use of the flaps and the aileron brakes will prob- spoiler ailerons when used as glide-path controls on an ably depend on the variation of lift and pitching moment airplane, the descent characteristics from an altitude of 40,000 feet of a typical high-performance airplane with and desired for particular maneuvers, such as fighter combat maneuvers, in which only a drag increment is desired.
without glide-path controls were computed and are presented In addition to their action as glide-path controls, spoiler- in figure 25. Unpublished wind-tunnel data obtained on the model of a high-performance propeller-driven airplane aileron brakes provide the added advantage of decreasing having four engines were used to determine the characteris- wing bending moments by moving the spanwise center of loading inboard on the wings, as shown in figure 26. This tics of the basic airplane. This airplane had a wing loading of 63 pounds per square foot, a wing aspect ratio of 10.18, effect is particularly important and beneficial for airplanes and a wing taper ratio of 0.43 ; in addition, an effective during descent at high speeds and lessens the possibility of structural failure during this maneuver.
thrust of zero in the flap-retracted condition was assumed.
Projection of the ailerons with the flaps deflected in a land- The glide-path controls assumed for the airplane were plug ailerons projected 8 percent chord above both wing panels, ing approach would also substantially aid the airplane in and the incremental data used for the glide-path controls landing over high obstacles and on short landing fields and would appreciably decrease the length of landing run. The were taken from data obtained on the NACA 652-215 wing use of spoiler ailerons as speed brakes to limit or reduce air- (fig. 16). Although the NACA 65*-215 wing had a lower aspect ratio than that of the assumed airplane, the lift plane speed in a dive or to reduce airplane speed rapidly in coefficients at which the assumed airplane flew, in the order to increase firing efficiency of fighter aircraft is also feasible, as is apparent from the data previously presented.
illustrative example, were low enough to minimize differences Another functional advantage obtainable with spoiler- in the induced drag and, hence, the incremental drag resulting from aileron projection. For other cases, however, partic- aileron brakes is the possible use of the ailerons as a gust- ularly at high lift coefficients, differences in aspect ratio may alleviation device. Because of th e relatively greater adverse cause appreciable drag differences which should be considered effects on passenger riding comfort and wing structural loads of gusts at high speeds, an automatic spoiler-aileron gust- in a performance analysis. The airplane descent was assumed to start at an altitude of 40,000 feet and a Mach alleviation system should be given due consideration.
number of 0.7, and the airplane maintained this Mach Although a comparison of the characteristics of the spoiler- aileron speed brakes discussed herein with the characteristics number until an indicated airspeed of 450 miles per hour was reached. This indicated airspeed was then maintained of other brake devices (such as those of references 13 to 15) for the remainder of the descent to sea level. is not presented, several advantages of the aileron brakes are As can be seen from figure 25, projection of the plug aileron readily apparent. These advantages include: The variable braking control permitted by the aileron brakes as compared on both wing panels of the airplane decreased the time re- quired to descend from 40,000 feet to sea level from 12.3 to with the inflexibility of control of some of the other devices; 3.3 minutes. Also a decrease in the horizontal distance re- the use of spoiler-aileron brakes would obviate the necessity quired to reach sea level of approximately 73 miles was of including separate braking devices on an airplane; the aileron brakes may be used, retracted into the wing, and effected (a straight line of descent was assumed). This saving of time and distance in descending from high altitudes would immediately used again, but a parachute brake can be used be particularly important for an emergency condition, such only once before disposal or repacking (on the ground) and is inflexible in control; and also, the spoiler-aileron device as failure in the cabin pressurization, and also for normal would not adversely affect the effectiveness of adjoining wing operating conditions, such as at the termination of a long- distance flight at the most efficient altitudeV(reference 12). controls, whereas other devices may (reference 15). In The illustrative example presented in the foregoing discus- addition, unlike reversible-pitch propeller brakes (reference IS), spoiler-aileron brakes may be used on aircraft having sion was computed with the assumption that the airplane angle of attack was varied to maintain the proper lift coeffi- diverse propulsive systems and would obviate any complexity cient with the flap retracted. This method of operation, involved in the use of propeller brakes on conventionally however, may not be the most effective one. Deflection of powered aircraft. The projected ailerons, when used as glide-path controls or speed brakes, probably would not the flap and ailerons simultaneously to provide the necessary lift coefficient at a constant angle of attack-and, at the same cause severe tail buffeting inasmuch as the ailerons are time, to increase the drag-or deflection of the ailerons with placed on the outboard part of the wing near the tip, and the INVESTIGATION OF SPOILER AILERONS FOR USE AS SPEED BRAKES OR GLIDE-PATH CONTROLS wake formed by them would be outboard of the tail surfaces.
number. In addition, the ailerons generally produced larger Few data are available, however, concerning any induced increments of drag on the thicker wing model.
effects of the aileron brakes on the wing downwash or on 4. The increment in lift coefficient ‘ AC, produced by pro- fluctuations in the downwash, and further investigation of jection of the ailerons generally became more negative with such effects may be desirable. increase in aileron projection, flap deflection, and Mach and Reynolds numbers.
ROLLING CHARACTERISTICS OF THE SPOILER AILERONS USED AS SPEED 5. In general, the incremental values of pitching-moment BRAKES OR GLIDE-PATH CONTROLS ._.-.- / coefficient AC,,, produced by projection of the ailerons were
In references 3 to 5, the rolling effectiveness of the plug
fairly small, varied only slightly with changes in angle of
and retractable ailerons on the NACA 65-210 and NACA
attack, Mach number, aileron projection, or flap deflection 652-215 wings was shown to be very satisfactory for normal and were about the same on both wing models.
operation from the retracted aileron position. In order to illustrate the rolling effectiveness of these ailerons from a projected position-that is, when they are used as glide-path LANGLEY AERONAUTICAL LABORATORY, controls or speed brakes-some of the data previously NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS.
presented in references 3 to 5 have been replotted, with
LANGLEY FIELD, VA., June 3,1949.
zero rolling moment corresponding to some finite aileron REFERENCES projection on both semispans of a complete wing, and are presented in figures 27 to 29. The values of lift coefficient 1. Rogallo, F. M.: Aerodynamic Characteristics of a Slot-Lip Aileron and Slotted Flap for Dive Brakes. NACA ACR, and angle of attack listed on these figures are those obtained April 1941.
with the ailerons in the raised position on both wing panels.
2. Fischel, Jack, and Ivey, Margaret F.: Collection of Test Data for These data indicate that the rolling effectiveness produced Lateral Control with Full-Span Flaps. NACA TN 1404, 1948.
by the plug and retractable ailerons from a projected-aileron 3. Fischel, *Jack, and Schneiter, Leslie E.: High-Speed Wind-Tunnel neutral position was very satisfactory, particularly for the Investigation of an NACA 65-210 Semispan Wing Equipped with Plug and Retractable Ailerons and a Full-Span Slotted flap-deflected condition. For normal operation from the re- Flap. NACA TN 1663, 1948.
tracted aileron position, an aileron control-stick differential 4. Fischel, Jack: Wind-Tunnel Investigation of an NACA 65-210 providing approximately equal up and down projections will Semispan Wing Equipped with Circular Plug Ailerons and a probably be required for the plug ailerons; whereas a differ- Full-Span Slotted Flap. NACA TN 1802, 1949.
ential providing large up projections and little or no down 5. Fischel, Jack, and Vogler, Raymond D.: High-Lift and Lateral Control Characteristics of an NACA 652-215 Semispan Wing projections for lateral control may be required for the re- Equipped with Plug and Retractable Ailerons and a Full- tractable ailerons. However, when the ailerons are also Span Slotted Flap. NACA TN 1872, 1949.
used as speed brakes and glide-path controls, any extreme 6. Deters, Owen J., and Russell, Robert T.: Investigation of a aileron control-stick differential normally employed for Spoiler-Type Lateral Control System on a Wing with Full- lateral control (such as that for the retractable ailerons) Span Flaps in the Langley 19-Foot Pressure Tunnel. NACA TN 1409, 1947.
would probably have to change as the brakes project on 7. Fischel, Jack, and Tamburello, Vito: Investigation of Effect of both semispan wings, so that an aileron control-stick linkage Span, Spanwise Location, and Chordwise Location of Spoilers allowing approximately equal up and down projections would on Lateral Control Characteristics of a Tapered Wing. NACA be obtained for moderate brake projections on both wing TN 1294, 1947.
panels.
8. Fischel, Jack, and Schneiter, Leslie E.: High-Speed Wind-Tunnel Investigation of High Lift and Aileron-Control Characteristics CONCLUSIONS of an NACA 65-210 Semispan Wing. NACA TN 1473, 1947.
9. Swanson, Robert S., and Toll, Thomas A.: Jet-Boundary Correc- A wind-tunnel investigation was made to determine the tions for Reflection-Plane Models in Rectangular Wind Tunnels.
characteristics of plug and retractable ailerons used as speed NACA Rep. 770, 1943.
brakes or glide-path controls on an NACA 65-210 and an 10. Giiethert, B.: Plane and Three-Dimensional Flow at High Sub- NACA 652-215 wing equipped with full-span slotted flaps.
sonic Speeds. NACA TM 1195, 1946.
11. Thorn, A.: Blockage Corrections in a Closed High-Speed Tunnel.
The investigation was performed at various Mach numbers R. & M. No. 2033, British A.R.C., 1943.
from 0.13 to 0.71. The results of the investigation led to
12. Shevell, Richard S.: Operational Aerodynamics of High-Speed the following conclusions: Transport Aircraft. Jour. Aero. Sci., vol. 15, no. 3, March 1. The. time for descent and distance for descent from 1948, pp- 133-143.
high altitudes and wing bending moments can be greatly 13. Purser, Paul E., and Turner, Thomas R.: Wind-Tunnel Investiga- tion of Perforated Split Flaps for Use as Dive Brakes on a reduced by use of spoiler ailerons as brakes: Tapered NACA 23012 Airfoil. NACA ARR, NOV. 1941.
2. When used as speed brakes or glide-path controls, the 14. Purser, Paul E., and Turner, Thomas R.: Aerodynamic Character- rolling effectiveness of plug and retractable ailerons need istics and Flap Loads of Perforated Double Split Flaps on a not be impaired as compared with the effectiveness of the Rectangular NACA 23012 Airfoil. NACA ARR, Jan. 1943.
ailerons from the fully retracted position.
15. Toll,‘ jThomas~A., and Ivey, Margaret F.: Wind-Tunnel Investiga- tion of a Rectangular NACA 2212 Airfoil with Semispan 3. The incremental values of drag coefficient AC0 pro- Ailerons and with Nonperforated, Balanced Double Split duced by project.ion of the ailerons on both wing panels of Flaps for Use as Aerodynamic Brakes. NACA ARR L5B17, a complete wing generally became more positive with in- 1945.
crease in aileron projection and flap .deflection and were in- 16. Stone, Irving: Reversible Props Brake Plane in Dive. Aviation consistently or negligibly affected by changes in Mach Week, Dec. 27, 1948, pp. 22 and 25.
REPORT 1034-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS To L/E---,765-C FIGURE 3.-Plan-form drawing of NACA G-210 semispan wing model equipped with circular FIGURE l.-Plan-form drawing of NACA M-210 semispsn wing model equipped with basic plug and retractable ailerons and a full-span slotted flap. plug ailerons and & full-span slotted flap.
To 2.
--.6Oc-
1 ..Aileron b/tige ‘ 85cl T; LE.
(4 -ro L.E .765cd (4 ro L./z -ro L.E .765c + lb) (b) (a) Basic plug-aileron wn5guration.
(a) Thin-plate circular-plug-aileron configuration.
(b) Basic retractable-aileron contlguration.
(b) Double-wall circular-plug-aileron confIguration.
FIGURE P.-Section drawings of basic plug-aileron and retractable-ailcron configurations FIGURE 4.-Section drawings of thin-plate and double-wall circular-plug-aileron configura- investigated on NACA 65-210 wing model.
tions investigated on NACA 65-210 wing model.
INVEISTIGATION OF SPOILER AILERONG FOR USE AS SPEED BRAKES O R GLIDE-PATH CONTROLS ,,,.-Aileron pro]‘ ecfion, percenf chord confiqurafion, gap open for plug- aileron con figu-ofion
.85c 1
-Aileron fused as o plug o/leron ond o r-e fracf oble oiieron) FIGURE 5.-Plan-form drawing of NACA 652-215semispan wing model equipped with plug and retractable ailerons and a full-span slotted Ilap.
(We 45 D o.OIOc 0.01 or (a) Aileron configuration on the plain wing.
(b) Aileron conflgurstion with flap deflected.
FIGURE 6.-Section drawings of plug-aileron and retractable-aileron configurations inwsti- gated on NACA 65x-215wing model.
.I 2 .3 .4 .5 .6 .7 .8 Mach number, M FIGURE ‘ I.-Average variation of Reynolds number with Mach number.
Reynolds number is based on wing moan aerodynamic chord of 2.86 fcet.
a Q&X95-52--2 REPORT 1034-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS .041- j j j j j i j i j j j j z-.04 F
II / i i i
t .08 if / I I I I -.4 2 4 -8 -6 -4 -2 -8 -6 -4 -2 0 2 4 Aileron projecfion, percenf chord At/et-on projection, percenf chord FIGURE 8.-Incremental values of lift, drag, and pitching-moment coefficients obtained by FIGCRE 8.-Continued.
Flap projection of the basic plug aileron on both semispans of the NACA 6.5210 wing.
retracted.
INVESTIGATION OF SPOILER AILERONS FOR USE AS SPEED BRAKES O R GLIDE-PATH CONTROLS . .04 -.8 I I I I I I I I I I I I .4 -. 04 .04 -.4
l-r-7-r I
I I I I I I I I I I
c I I I I I I I I I I I I I
e II II I I I I I II I I
+I
-I--
a=-/.89CL=/.29 -.8 I I .4 Aikron projection, percent chord FIGURE E.-Concluded.
Ailq-on ,kojection, percent chord FIGURE 9.-Incromcntal vnlues of lift, drag, and pitching-moment coefficients obtained by projection of the basic plug aileron on both semispans of the NACA 65-210 wing.
Flap deflected 45*.
I
REPORT 1034-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS -_ 08 _ nd u a=lO.O:C’ =/. 76
.$
k -.04 E ” .04 c z F O .p Q.04 P .04 F ?
1 0 -.04 .04 -.04 .08
I I I I I I I I I I I I
(Cl
.04 -.04 -8 -6 -4 -2 0 2 4 Aileron projecfion, percenf chord w-6.3: CL-O.98 FIGURE Q.-Concluded.
P-3 -.04- -R -6 -4 -2 0 2 4 Aileron projection, percent chord FIGURE Q-Continued.
INVESTIGATION OF SPOILER AILERONS FOR USE AS SPEED BRAKES O R GLIDE-PATH CONTROLS -.4 d Q 0 x- .$ ;1: >-A g -$-.4 b0 -s -. 4 .08 -.4 -8 -6 -4 -2 0 2 .4 F?/‘ / e r O n ,l,,-OJ’ eCfh,, per-Cenf chord L’ IGuRE IO.-Incre~ncntnl vnlues of lilt, drag, and pitching-moment coalIicients obtained by projection of the basic retrwtsblc nilcron on both semispans of the NACA ti5-210 wing.
-4 -8 -6 -2 0 2 4 Flap rclrncted.
Aileron prqjection, percent chord Fmum IO.-Continued -.04 -8 -6 -4 -2 0 2 4 Aileron projection, percer?f chord
12 REPORT 1034-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
.4 i i i i. i i i i i I i i -81 I I I I I I I I I I I I I I -- -.I V., ) “f. --/.I .04 I " " I " " "1
1 i I
-.04 L?
q .04 .08 I I I I I I II,,, -8 -6 -4 -2 0 2 4 Aileron projecfion, percent chord FKGRE Il.-Continued.
-8 -6 -4 -2 0 2 4 AJeron projecfion, percent chord l?mum Il.-Incrrmentnl values of lilt, drag, and pitching-momrnt coefIicirnts obtained by projection of thr basic rctmctnblr nilrron on both srmispnns of the NACA M-210 wing.
FI:m drflrctrd 4.5”.
INVESTIGATION OF SPOILER AILERONS FOR USE AS SPEED BRAKES O R GLIDE-PATH CONTROLS -.04 .04 $ 0 x* ‘ D z-.04 ; .04 ‘ = Aileron projection, percent chord FIGURE 12.-Incrcmcntnl volucs of lift, drag, and pitching-moment coclIicients obtained by projection of the thin-pbtc circular plug aileron 011both scmispnns of the NACA G-210 wing. Flap wtmctcd.
(4 -.04 -8 -6 -4 0 2 4 ,oro,‘ ec+t%, Aileron percenf chord FIGURE 11.-Comluded.
REPORT 1034-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS .04
j i
I I I i
0 .6/ a=l/.7~ CL=/.01 I -- I :-.04 ;
.04(
I FrcuRE 12.-Concluded.
(bJ 1
I
-.04 I -2 0 2 4 -8 -6 -4 Aileron projection, percent &of-o’ FIGZ‘ RE 12.-fbntinurrl.
INVESTIGATION OF SPOILER AILERONS FOR USE AS SPEED BRAKES O R GLIDE-PATH CONTROLS Q -.04
I -I -r I I I I I I I I I
-.8 : .08 .$ .4 $ x R .04
E
E
b -.04 f -.8- w2.7~C’ =l.56 .08 (b) ’ ’ ’ ’ ’ ’ ’ ’ ’ ’ ’ ’ -6 -4 -2 0 2 4 Aileron pro;ecfion, percqnt chord FIGURE m--Continued.
ALeron projecfion, percent chord FIGURE 13.-Incremental vnlues 01 lift, drag, and pitching-moment coefIicients obtained by projection of the thin-plate circular plug aileron on both semispam of the NACA 8,5210 wing. Flap deflected 45O.
J Q -.04 t.- c .?
$ -.08 c, .04 * f F, F 0 b .F s 8 -.04 k/et-on projection, percent chord Fmvm 13.-Concluded.
I
REPORT 1034-NATIONAL ADVISORY COMMlTTEE FOR AERONAUTICS .4 -.4 .4 / j ,
I I I I I I I I
Aileron projecfkn, percenf chord- FIGURE 14.-Incremental values of lift, drag, and pitching-moment coefficients obtained by projection of the double-wall circular plug aileron on both semispnns ot the NACA 65-210 wing. Flap retracted.
FIGURE ll-Continued.
INVESTIGATION OF SPOILER AILERONS FOR USE AS SPEED BRAKES OR GLIDE-PATH CONTROLS - .04 -.04 -.8 .04 .4 I I I I -, 1 1 / 1
z
F O
-1-1
?
‘ 2
+J -.04
P .04
s
F
?
2 0
-.8 -.04 .4 .04
’ ’ ’ ’ ’ ’ ’ ’ ’ ’ ’
-.4 -.04 -2 0 2 4 -8 -6 -4 Aileron projection. percenf chord
I I I I I4
-.8 -8 -6 -4 -2 0 2 4 FIGURE 14.-Concluded.
Aileron projecfion, percenf chord FIGURE 15.-Incremental vnlues of lift, drag, and pitching-moment cocllicionts obtained by projection of tbc double-wall circular plug aileron on both semispans of the NACA 65-210 wing. Flap deflected 45O.
REPORT 1034-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS I I I I ; I I ; /.-I i 1 I / .08 -.04 .08 .04 Aileron projection, percent chord ’ ’ ’ ’ ’ ’ ’ FIGURE 15.-Concluded.
-.04 1 (‘ 4 -8 -6 -4 -2 0 2 4 Aileron projection, perceni chord FIGURE 15.-Continued.
_ _ I ~ _ .., - ” I N V E S T I G A T I O N O F S P O I L E R A I L E R O N S F O R U S E A S S P E E D B R A K E S O R G L I t i Z - P A T H C O N T R O L S 1 9 F m u m 1 7 . - I n c r e m e n t a l v a l u e s of lift, d r a g , a n d p i t c h i n g - m o m e n t coefficients o b t a i n e d b y A i l e r o n projection, p e r c e n f c h o r d p r o j e c t i o n of t h e p l u g a i l e r o n o n b o t h s e m i s p a n s of t h e N A C A 6 5 ~ 2 1 5w i n g . F l a p d e f l e c t e d F I G U R E 1 6 . - - I n c r e m e n t a l v a l u e s of lift, d r a g , n n d p i t c h i n g - m o m e n t coefficients o b t a i n e d b y 1 P ; i k r = 0 . 1 3 .
P l a i n w i n g ; p r o j e c t i o n O f t h e p l u g a i 1 w . m o n b o t h s e m i s p a n s of t h e N A C A 6 5 ~ 2 1 5w i n g .
M = O . l Q .
.-.-._ -. ---.___ REPORT 1034-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS s .08- .08 .04 A CD .“I A cD I I I I I III I T III -.04 : 08 -.4 A c, -.8 - ’ T ’ ’ ’ ’ ’ ’ ’ ’
11 ’ 1’ 11 11 11 11 1 I
-I2 -10 -8 -6 -4 -2 0 2’ Aikron projection, percent chord I I I I I I I I I I I II FIGURE IS.-Incremental values of lift, drag, and pitching-moment coefficients obtained by -I2 -IO -8 -6 -4 -2 0 2 Aileron projeciion, percent chord projection of the plug aileron on both semispans of the NACA 65~215 wing. Flap deflected 300; M=0.13.
FIGURE lg.-Increments1 values of lift, drag, and pitching-moment coefficients obtained by projection of the plug aileron on both semispans of the NACA 652-215wing. Flap deflected 450; M=0.13.
.- INVESTIGATION OF SPOILER AILE;RONS FOR USE AS SPEED BRAKES OR GLIDE-PATH CONTROLS .08 .08 i .08 .08 .04 A CD 0 0 I IT--t’ I I
-.04’ 1
I I -.4 I I 1 -.8 -.4 -I2 -10 -8 -6 -4 -2 0 2 Aileron projection, percent chord -I2 40 -8 -6 -4 FIGURE 21.~Incremental values of lift, drag, and pitching-moment coefficients obtained by Aileron projection, percenf chord projection of the retractable aileron on both semispans of the NACA 65r2-215 wing.
Flap defiectod 15O;A&=0.13.
FIGURE 20.-Iizrementnl values of lift, drag, and pitchingmoment coefficients obtained by projection of the retrnctnble aileron on both semispans of the NACA 65~215 wing.
Plain wing; M=0.19.
REPORT 1034-NATIONAL ADVISOItY COMMITTEE FOR AERONAUTICS I I I I I I I I I I I III1 .08 -.04 k .4 -0 27 A z2 &.“” -.08 l/.6 2.23 .o 15.3 2.08 .4 I I I A CL
I I I I
I I I I I
-8 -6 -4 -2 0 2 -I2 40 -.8 Aileron projection, percent chord
I I I I I 1 1 1
-10 -8 -6 -4 -2 0 2
-12
FIGURE 23.-Incremental values of lift, drag, and pitching-moment coefficients obtained by Aileron projecfion, percent chord Flap projection of the retractable aileron on both semispans of the NACA 65r215 wing.
deflected 45’ ; M=0.13.
FIGURE 22.-Incremental values of lift, drag, and pitching-moment coefficients obtained by Flap projection of the retractable aileron on both semispans of the NACA 652-215wing.
deflected30”; M=0.13.
;
“;;r --
/
,/
T
i
INVESTIGATION OF SPOILER AILERONS FOR USE AS SPEED BRAKES OR GLIDE-PATH CONTROLS 23 Aileron prOJ’ eCf;on, percent chord .08 AC, .08 .04
-6
- -4.5.
-====
r$$
(b)
.2:. I (e) I I
-4.5 -.-------- .08 /-.--- -2.8
-/
I
-I ---- (0) (f) .4 .8 I.2 /. 6 -.4 0 :4 0 .4 .8 2.2 L6 2.0 c-5 CT (a) Plug nileron on NACA 05~215 wing. (d) Retractable nilercn on NACA 65~215 Plainwing; M=O.lQ. wing. Plain wing; M=O.lQ.
(b) Basic plug nilercn on NACA 1X-210 (c) Plug aileron on NACA 652-215 wing.
wing. 6/=00; M=O.27.
6/=160; M-0.13.
Cc) Basic plug aileron on NACA m-210 (I) Plug nileron on NACA 651-215 wing.
wing. a/=450; M=O.13.
a/=459; M=0.13.
~WXJRE 24.--Incremental vnlues of drag coefficient cbtainod at constnnt lift cccmeicnt for swcral of the wing nilercn am¶gwaticns investigated.
b . ._.
REPORT 10&i-NATIONAL ADVISORY COMMITTEE FOR AElXONAUTICS Fine, minu fes Dis fance, miles I Z I G U R E 25.-Ccmprtriscn of estimated elapsed time and ground distance covered during descent of a typical airplane from an altitude of 40,000 feet with and without a glide-path (Assumed airplane conditions: wing loading, 63 lb/sq ft; wing aspect control. Plug ailerons raised to 8-percent-chord projection on both semispan wings used as glide-path control.
ratio, 10.18; wing taper ratio, 0.43; effective propeller thrust, 0; &=O”; M=0.7 until l's=450 mph is attained.)
.02 1 I
0 \; I I I I
I o None I .8 Ii? I.6 .I Lift coefh FIIXJRE 26.-Effect of aileron projection on wing-panel span~vise center of pressure of the Plain wing; M=O.lQ.
NACA 65~215 wing with retractable ailerons.
Aileron pro~bcfion, percenf chord (a) sf=oo, M=0.37.
(b) 6,=45”, M=O.13.
FIGURE 27.-Variation of rolling-moment coefficient of complete wing with projection cl Neutral position double-wall circular plug aileron on one semispan of NACA G-210 wing.
of ailerons: -7.3-percent-chord projection on both semispans of a complete wing. (See reference 4.)
INVESTIGATION OF SPOILER AILERONS FOR USE AS SPEED BRAKES OR GLIDE-PATH CONTROLS
t”
(a)
,-.06
-I-
---Neufralposifion of oikrons .g on both semispans of wing I $ .02 CY Cf “. I
)
-c (d4 -_
-. -- L4. 0.92
L c
-i ---IO.3 I. 45 ‘ ix ----- 6.1 0 / \ L \\ \ -2 ._ ‘ <\ ‘ .
\ \ \ \\ b\ \\ ‘ \‘ \ Ii I I I\ \ \ I I ‘ I -.06 -.08 lb) -8 -6 -4 -2 0 2 A&?ron projec fion, perceni chord (a) s,=oo, M=0.41.
-.08 (b) Sr=45O, M=0.13.
I FIouRE 26.-Variation of rolling-moment coefficient of complete wing with projection ot basic retractable aileron on one semispsn of NACA 6M!lO wing. Neutral position of ailerons: --?&percent-chord projection on both semispans of B complete wing.
(See reference 3.)
-.c/; -,* -8
-6 -4 - -2 0 Aileron projecfion, percenf chord (a) 6,=O”, M=O.lQ.
(b) A/=45’ =, A&=0.13.
FIGURE 2Q-Varintion of rolling-moment cneffkient of complete wing with projection of plug aileron on one semispan of NACA I%-Z-215 wing. Neutral position of nilerons: --8.O- (See reference 5.)
percent-chord projection on both semispans of a complete wing.