, --,-\ ~

Jf .-

,i

A-~4­MR Sept. 1944

NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

ORIGINALLY ISSUED

September 1944 asMemorandum Report

LONGITUDINAL CHARACTERISTICS AND AILERON EFFECTIVENESS

OF A MIDWING AIRPLANE FROM ffiGH-SPEED

WIND-TUNNEL TESTS

By Charles F. Hall and Robert L. Mannes

Ames Aeronautical LaboratoryMoffett Field, California

WASHINGTON

NACA WARTIME REPORTS are reprints of papers originally issued to provide rapid distribution of:"p,vance research results to an authorized group requiring them for the war effort. They were pre­vicusly held under a security status but are now unclassified. Some of these reports were not tech­nically edited. All have been reproduced Without change in order to expedite general distribution.

A-84

•

..

NATIONAL ADVISORY COl~:ITTE~ FOR AE~ONAUTICS

HE}fORANDm~ REP ORT

for tho

Air H2..tEn~tol Command , U. S. Army Air Forccs

LOEGITUD:NAI.. CE.?RAC'EE:;ISTICS Arm AILEP,ON EFF'ECTIVE~JESS

O:!!' A IUmUlJiJ- AI:\PL.l\NZ :t':~OI: HI GE-SPEED

VIND-TDNYEL TESTS

By Chrrr Lo s ? Hr.ll ['.nc. Robert L. I:r-nncs

KiYld-tunncl tosts of 2. O.175-p·cE'lc rnodeL of 0. mid"Hingail"DIC:\Dc ver-o mad c in order to d c t cr-rm n o its hi9:h-SDCCd. 10n7i_tUdinnl char-ac t er-Ls t t c s , to test devices for ifJ,c:;rovln2' the ~10;1g1 tud.lno.l control [~t hig1:l I.ir.ch numbor s , and to o.otcl"'minothG o.i Lcr-on effectiveness a t bieh Hc.ch numbers.

Tho forco and Gamont coefficients computod fro~ the tostdata nrc prcsontcd in this ro)ort. The control forcos, cle­vat or- angLc , 0.nc £'.110ron ['.nglo for s cv cr-e.L flight c ondr ti onsarc pr-cda.crcd . Tho naxrmum speed I1nc1 HD.ch number L~ttained o.ts cv.cr-r.L gl:,iding o.nglos arc c e t Imrt od ,

T:Dc· c1nt:'. indicr'.te t.hr.t , Hi til respect to c.l.cvr.t orc-r.ng.Lcvar-a r.t i on ~Jl th spc cd , tine t.irplr-.nc '1:1111 become un s t abLc vate.pproxim~-.tely 0.7 l':l['.ch number. THO devices for improving thelon'gi t ud..Lnc.L control - 0.. vJinrr-nrofi1c modificntion and auxil­inry control flr-.ps - inCr00.5 C; 'the i'l['~ch number c.t which thisins tC',bili ty occurs. The former d ov Lc c t ncr-cr.se s it by asmuch [1.8 0.075 pnc_ the Intter by 0.05. H01oTOVOl', bccnus o theeffectivenoss of the flr>.ps dccr-cas c s between 0.75 and O.SH('~ch number, the ir ovcr--e.Ll, char-ac t or-I s tics ar-c les s r avor-ab'Lct.ho.n t.ho ac of the 'ding-profilo modificntion.

INTRODUCTION

At the r coucs t of the'Air l·k,teriel Cornmanc , U.S. ArmyAir Forces, t cs t s of C'•. 0.175-8c0..10 modcL of E'.. mid~dng E'..ir­p Lano wer-e -conductcd in tho Ames 16-foot high-speed winettunnel.

2

The purpose of these tests w~s to determine the effect ofl'~o.ch number on the aerodynamic char-ac t er-Ls t Lcs of the airplfmeand to finel. methods of increasing the Longf, tudinal control athigh MQch numbers. The aerodynamic characteristics investi­gated were tho lift, drag, and pitching-moment coefficients;the effectiveness of the elevator, the elevator tab, and theaileron; and the hinge-moment coefficients for the elevatorand tho aileron. Two methods to increase the longitudinalcontrol at high Mach number-s wer-e tested. They were auxil­iary control flaps, and a wing-profile modification designedto lower the criticRl Mach number of the inboard loweraur-f'ac e of tho ~Tinf to th!'.t of the upper surface at 0.1 liftcoefficient.

DESCRIPTIGN OF EODEL

Tho 0.175-scalc model wns supj-La ed by the monurac tur-cr .The steel win§', f'us eLag e , and empennage structures werecovered vli th raahogany , The eLcve.t.or and aileron were soliddural. A dum~v tail fniring was sUDPlied for tail-off tests.

~ ~ - -

The elevator hinge moment was measured by an electricresist2nce strain gage mounted on a cantilever arm. A sm~ll

electric motor anc-a-slide-wirc rosistor coupled to the ele­vator mechanism provided remote control and indication of theelev~tor ~ngle. ~c~suremont of the nileron hinge moment wasby mes.ns of-r. t.or-s LonaL strain gr"go. It vms ncccs aar-y to setthe aileron at the desired anql~ Eefore each test. Bothgag'es wer e cal i br-at ed , before -- testing, by applying knownmoments to the control surfaces.

Photographs of tho model mounted in the 16-foot windtunnel are shown in figures 1 to 5, and a draWing of the modelis shown in figure 6. -

The chord and span of the auxiliary control flaps (fig. 5)wore 1 inch and 12 inches (model scale), respectively. Thehinge lino was at 62.5 percent of the wing chord between wingst~tion8 20 inches and 32 inches from tho conter line. Theflaps were tested at angles of 300 and 450 •

The wing-profile modification (subsequently called thewing bump) is shown in figuro 7. As the bump was only 0.o65~inch thick, it was made of ba18['~ood, glued to the wingsurfaco, and contoured from templates furnished by the manu­facturer.

•

..

3

Ziodo1 and e.irp1p.no dLrnens Lons used j.n this report ar-o asfollo"t":s:

Area, sou~re foot • .As pee t rf'.ti aMCRn ~crodyn~mic chord., foet

gode1

16.998.961 lJ·9'"•• 0

Ail"'J1an 0,;,

> •

ArC~.J SC1.'L1C.rc feet • • . . • • . •Dis tencc between ,'1.Ol'OQ.yn['.I!1J.c con tOT'

of t~il p1~nc and normnl nirp1nnocontor of grnvity .

Chord nft of hingo 1ino, porcent oftotal tnil-~l~nc chor~ . •

Geometric ovorh~ng, percent .Sp~n, one clcv~tor, f2ctRoot-mean-sQunre chord behind hin~e

11no, foet • . .Rntio of stick force to clev~tor

h~n~e ~ocent, pounds )cr ~ound­

foot • . .

Ailoron

4.27

0.325

139.3

35~0

4-5.010.17

1.S6

0.60

Chord aft of hin~o lino, percentof totGl win~ chord . . . .

Geometric over~ang, percent .Span, ono aileron, foct . . .Root-ma~n-scuarc chord bohind

hinge lino, foct ••...R:;.tio of whcc l, monon t to r.tLor-on

hin~a Doment • • . .~.·.7": ("1- .., . ..., 1 ......~ ~.,.... • b r-. 01, ...1e~ o.lc.m..., lJ\..... , lnc _\.;0

. . 22.0 22.040 43

2.025 11.56

0.207 1.1~

. . ----- 0.119----- 13

Gcner~.l

Nor-rar.L gross v·"rcight, p ound.sNorrnnl wing loadinc, pounds ~er

squnro foot . . . .

25,000

45

~ormal centor-of-grEvity )osition

Eorizont~l, yorcent De~n

rcorodynr',rilic chor-d . . .Vorticnl, inches above fuscl~~o

-'reference lino • . .

SYEBOLS

Model Arr-p.Lr.nc

257.00

Tho dofini t t ons of tho symbo l s used, in t~:is report nrc asfollows:

s

b

Cx

a

[,x

v

vlin[ i'ref'" S(1Uf',rJ fact

s~~n of control surfrca x, foot

root-rnoan-sau~rc chord behind hingo lino of controls~rf~co x, foot

Fmc-Ie of f',tt:-'.ck of moccL, degreesTho anglo ls meQsurcd rclQtive to fuselQgoreference l~_nc.

~nglo of control surf~ce x, degreesTrlo t:..n§~lo is con8ic_C'l'"'(;d~ pos i t i vo when trt\ilingodgo of sur-rr.co Ls dO\'TD.

indlc~tcd nor~~l Qccc12r~tion, in units of graVi­tational nccclor~tion

V 0 I OC1' t.v of' r 'i rn1 r.no m-1Ic\r:! -; ..),,'.1:'" h..our"-' ';'" __ ... ~~.. " "'- ~ ~ ,. -

volocity of ~irplanc, feet pCI' socond

veloci tiy of sound in und i s tur-bcd ,:'.ir, feot per- second

N~ch number

I "'Lcr criticnl M:-'.ch numberTho E"'-cch number- a t il-~1ich speed of ao und is roachedloc~lly on tho airplane.

5

•p mas a d ens Lty of 8.ir, slugs per cub i c foot

(I dynern l c pressure (t 'pV 2 ) , pound s ~)er s ouar-e foot

CL 11ft coefficient (lift/oS)

Cn ar&~ coefficient (dra~/aS)!.J ~

pitching-soment coefficient about 25 percent meand . 1 d rDitchin~ moment]aer-o rynama c C~10r. L~--C" (:.c', C --~qu \.,1..,1. • J':"l.. 4 I

roll ~ nz-rnoment Coof'1"l' ci en t (rollin~t moment).... c I ,,1 -- '. ~ - <- \. q8b

ChJ..Lx hiuge-moment coefficient of control surface x(hin!Ze moment\\. q 'CX2 b x ._)

I:o st2.tic pressure ire unda s t.ur-bed e t.r-eam, j~~;OlElcts 1Jcoracuar-e t o o t

p

'".L--'Ocoefficient (_P _" q

pressurep

critical pressure coefficientFressure coefficient which corresponds to the localspeed of sound

Pu pressure on upye~ surfRce of balance seal, pounds pers ouar-e foot

p~

-L pressure on lower surfQce of balance seal, pounds perS0U"U1 e foot

bala~ce-lJre88Ure coefficient (PL 0 Pu )

p rolling velocity, radians per second

','"10 I,,~ r;"J ! C v helix an~18 of the pat~ of the wing tip in roll

6

Subscripts

G elevator

t tab

a aileron

RE~UCTIOL OF DATA

Corrections

The forces, momcn t s , ana. )l"cssurcs wer-e converted tocoefficient form by usc of tho oauRtions ~ivcn in the list ofsymbols. To thC82 coefficients woro added tho followingcorrcctions for tU:.'1:101-'!rT8.11 err ec t s (rofo:;:-'onco 1): .~

ca = 0.66;] CL

6.CD = O.Qll67 CL

DCm = 0.00546 CL

Tho tare corrections to the coefficients and the angleof ~tt~ck were 8valuQted by mounting the modol on wing-tip8un~orts and c~lculating tho differences between the aero­(lyn~~mic Ghc~rectcri8tic2,-obtE'"inoctfrom tests vTi th tho throevertical struts in place and ~;ith them removed. Those differ­ences wero mensured at a const~nt lift coefficient. Twostreamline tic rods (fi~. 4) were ~ttached to the model tor-oduce its doflcc ti on '!rThen it.Jin€t til) auppor-t cd , The dD.ta incH­oate, however, that these tic rods produced an interferencedrag, c~u8ing the taro-dr~g 1ncr0080 - noroally nssociatodwith tho critical ~Rch nUDGer of tho struts - to occur at ac ons Lde r-ab'Ly 10Her I':C'.ch nU1T.1::<'1"'. The drE1.g tares vloro tihcr-c­foro cletermineo. by :la.ding to the draz of the struts alone acomponent caused by the upflow angle of tho air. This mothoddoes not include tho intcrfero~co dr~g between tho strutsend tho mod cL,

•

7I

Dynt'.mic-PPGssur·c ..:me:' Eo..ch Number' Cri.libration

Tho cnli~ration used aurin~ ~ho tests ~as obtnined byl-. -

::t :~)itot-~~l'.b,J ei..ir-vey Ln ~1 1)~Ln~10 ~)e:''':~)cr~,cliculc0.~ to t118 lon:;3-. tu-d l.na'l. axl s of' the t.unnc l at D. 1021[(1 tucL:L1['.l 1)08ition 'phichc01nci(100. \:'1ttl the 25-p81'Cent point of the [lenD 2.crodynf'J11icCl1.01'cl of -:~:.-:.o [10C181 vr.en Ln t~le t.unne l , .;\8 tl':e V81.,tic,3.1 s tr~l1ts

~oro in the tunnel, this oethod of c~librQtion corrects fort~lC cone t r l c ting e t'f'e c t of the su]!:')ort LICe.; E7stOli:. Aco.lib1"'cltion o'ot[,inccl \,:j_t:". t:J.C; su::}·)ol"'tinp Btr'uts r-eraoved fromt hc tunne i 'P""C) u sed (~;i\"'4 nO' t~'O'CJP-' '+::\'1"0' t;::s+~ .L":1 iT;'J.' ..... 1'0 +110 rrociol_. .......~ .. - -- "'.• l... ...... ....,\,.._ ...·•........ ---0 .,.,. ...... 1...1'-" u ......_ ........ v'-' '" .... _ '--' ... _ u - ~_

UC:.S su):;,)orteC" only [,.t the i,'lnl; til;S.

Elev~tor Control Forces

Tho elevc~.tor stick foreGo fOl'" l'cct=-lino,011 flj.f)"t ~Tero

cODputeQ in the following L&nner: At Q 11ft coefficientcal c1,1 -'-e(00 ""1-0--- -'-"I" se Lec t ed '''1" .",,~, ~ oud L .,~, !:'l" +.', --,.,"", and ""C'11;_10-1. ' ........ __ c, tJ· _1.. .L • i ...l t...L..!.0 wv \.... u l.L ,.j_.!.l~·', ..L -./(..;,. t lJ.; ', CI.-1- u..J.. tJ'..AUV, C:".L l';"':"'J.vl

nuaber, t.he ele-v.~~t0r [!J1~'~le fOJ: 1J;~_~:~nce ~-r~G !3.etcl':·.lin.ec~ fl~Of: t~lG(lo..t8.. Due to t l;e offectE of t:·.~o t1.)~~1~1el "l,:rrll ~:~T:[ t~'~e SlJ..~~!~)Ol"lt­

i110 e tr-ut s , tllG e.D(;;lc of ~lil"l :i~lo~,~' .~.t t~le t:~il of t~~lO ~'~~o{:_Gl is(liffeI~eDt fl~OLl t}::-~t C'~t t~.lG t.a.l.L 'Jf' t::c ~~i~~~JIC".~lC. Ir: Ol'(~Ol~ to, -l'OC tif~r tl·li 8, n cor118C ti011 1°.T:1,G ~~'l['_{lo to "'CI1C lif.!c coeff'icicrlt Lnsuch t: iJ:~'.m:or thc.t the ''..ngle of c,ir f'lou r.t the t:::Li2. of .Jc:'~e

EloC.el) at the corrected lift coof:Z'iciont) Houlc3. be the 8,0,UC ast:~,~:.t :tt t.ho tc.il of "~~-le :"7.il'l;;1~-J10. S:l'!.-c change i11 c.~o-:Tn-:·T~_s:l ~Jit~l11- -?1--: co c rr i C.; cn t ·....... ocd ed .... o mcl;c ..I-~-'i (""\ cor-r e c t t 0'...... ..- ..... el -")-'""'-I~Ov- .c u ,u~ .1. J. .i, i, 1I, .Li, '-Lv LJ. ""'_.~:..' .. 1.,"":', '_ ~ u •• , ','c.e> ._-l, .,)_ .:.-

i:Y1.o..toc1 frOI,1 rOEmlts in r-e r cronce 2 0 The s t i ck f or-c e 'i;~.SCO"'r"u+e':; "COl' ;"';-,0 tll'-' 70'; Y'.·,·,·~_"oOI;o'''·l+- "-'0 0 f'f'l' Cl on t cor-r-e s oo ndi nr: to.....:.J,LJ ........ LtLQ ...... 0 U.l._'-' ........-'-_.1. 0 .....; ...~ ..J.VJ.o,J v t .... _ _ ,./ ...... u ';J \-~'.J _\.. .. b

the .,e10v:2tor :l.n~l~ c.E(l correctecl__ li~~c ?oof'fici en t , . In co1',1-,putlng the stlC~ forco for curvo~ f~l~ilt) ~ correctlon to tnec Lcvator- c.nglc ~)eC[',U8C of the G.2-.:·,qinc; monerrt of ti.18 t.o..il(roferenco 3) ~.ncl f", eorrcction to the lift coofficicnt bccnue oO T'" 1-1""" chnnsre Ln -'-")'" "·,,,..··1..., 0"" 1-""'- ~i' t,_>n t"'l" 1 ,-0-"0 ·.. nd.o..... ....l...... 'l,; !. ... ~.-...!. ..t:.~v _! Lri_v :~':'.lC:...i-l.: 1. _'..)\1 (..• u __ '-' \..1" 1'1'.1. ,L:l",.t. •

rJ:il1e s t i ck forco fOl' elovc.:::or O[',J..r'.ncQ .':',,1"'0::'.8 othor t:,lnnJC~l~.-'c t.1" G D.. t oJ S tOG 011 t::1C r~lo(lo1 ~.TC'.f.) COil11)ll t oD. o r::llC' b ::.J_ ~':_ncq-

pressure C~t~ t~cre used to c~lcul~tc tho inc~e~cnt of 111:1[;0­l:2o::;cnt cocfficient c:us~;c1 ~:,y t~~c i:1c1'c2.s0 in tho 0,~:~':l1ce

[',1"'01:', o.]:1CL :;;omel1t I).1"Ll o

Sticl'" :;:"'01'ce8 :;:'01'" configul':_....tiol1s O-cl'lCl" tll;:'l1 the norr.1nl,,:ero c:,lcul~toC by ['(LCi:1C; to tho )l"'cviously c.letcl'IJinoo. 0]_eVQto11

C,llClc D.ll i:1C:::'C[;cnt to ~)r~li.mce tile ~;itclling-l~10l:10nt cho.ngcc clueto ~~l-1e co;'":f' ~ '7111" '" 7: i O··~.L C 11.""~n (";'0- • 'i1~, ("I 1,'j i1 (",'n_''','ori ,.,,'1 7: eo e-.i"-{'l" ci en +... u__ ...__ ..L..b--"- ",.\.J_ 01.. ......... --0 --- ...... ---- 0'-' ........~.,-,_J,v - _ ..._u

co-~r{'lc,-\on(-l"'('.t·· +0 i-iii C! "O;'-.L,"nc-j-c,~ 01 ''")-:;'''+o-·~ ·'·1"".D"10 "T'"1Q liSOC~L.... '-'U.. _.-" __ ~ .. -..1,0 U lJ ~' ......• .... -- u ...._ __V;lLwU _ 1...• ,6.0- I ",-wlo..:.. •

Gli~ing Velocity

time to d88cond incompu t cd by a s tcp--by-

Aileron VILocl Forces

Tho who c.l. r or-c o for niloJ:oL control 'V!D.S cr.Lcu.Lr.t cd inthe follo't'ling; mann cr-: A r-c Lat Lon bo two cn the 'iiJinz-tilJ helixanglo Db/2V- and the rol:1.inr.:"-somon t coeffi c i cn t ~['.s foune.f " ~ rt- .• n;- i ( r-) ." '1 f ~ ~., ,," '0: of' •..., •., f ,,, "', ." 'I T"~ 1.-- l'r 0", ooue t i on J anc '-"c,:,-LIrv '._. 0-,- s. <.: 01 L;l1C~ Ll-. no no J..X

an g'Le computed in this manner- V,T[',S reduced 20 pcr-ccnt a s r-ecoin­mended in reference 5. 1'7i th t~J.is rO'lE',tion, tho change Ln thoangle of 2tt~ck of tho wing as ~ function of rollin~-momcnt

coofficient was d e t cr-nu noc.. Correctio::l.s 'Hero ['~p:)liOd to thoarig.Lc of a.t tr-ck , I".t the s e Le c.ccd fl:'-?ht coridr t i on , ['.nd thocor-r-espond.i.ng 2~011ing--momcnt coefficicmt bc cnus c of this£".112:le-of--2.ttc.c::>: changc . Tho ~'llngc-moment cocfficiont wasdetermined ~rom tho d~ta for the corrected anelo of attack.

RESULTS ANJ DISCJSSIO~

T:1o ['.irplo,nc has ;'.n estL12.tecl centor-of-gravi t::r tre.vclfr08 20 to 35 percent of tho uc~n Borodynnmic chord, and n'ltJci:-ht vC'.rl.'"'.tion f'r or: 21,500 to 35,000 pounds. The dLta inthis roport, in general, nro 8~o~n for tho center of gravityat 25 percent of the mcr-n nel"oc).ynC'.mic chor-d and for e. vJeightqf 25,000 pounds.

The geometric over-hang Oi1 tho mode'L elevator WELS 40.5percent of tho elevator chord n:t of tho hinge lino, whileth~t reauired by tho ~irplano clcvntor is ostimnted by thelY.c.nufc".ctl.lrCr to be L~5 pcr-ccnt . UnLce s othcr~vise str-,tod> thestick fo~ces pres2ntod in this rc~ort arc for a ~eometric

over-hang of l~O. 5 percent. - ~

The goocotric ovorho..ng for the nilcron is 40 and 43percent of the ail.eron chord ::'.ft of tho h l nco line on thomod oL and 8.irpl?nc, r-c apc c t r vc Ly . Unool forces are shown fora 40-pcrccnt overhang only.

9

Except when noted o therwise or vrhen the control ang'Leis one of the vD~iab~es, the dQt~ for the figures have beonol:;tpj.r.ed from tests of tho li.~o(lel 1.1i th al l. controls set at 00 •

Significance of E 2CL.- A relationship be tare en 1I2CL and't·,TJ.' nr)' loadl' ~1'7 normal !:"lcce1 "r~t-~ r,'.~ "1'"\(~ '=''It"' ....·UQ"e Ls c•.~1101,T,~n bo th"-D -- b' - _. C~~ c.., ~e ,,~,,~,__!, <•••• ,. ,:L -L I" ~-.-

~raD~icelly an{ ~laebrain"'lv in fi~'~e B Tbe equntion for<":2 ... -- .. --\I -_ ........ - 0 ... J,_w __ .., -- ~;V__ • -

L CL ahotrs it to be ir:ci.e~)e:1d.811t of [1~)eeCJ. and to r-emaf.n co ns tarrtfor anv ae Le c t ec. ',;ing lo~.c:'in3, ncrnr.L z.coe Lera't i.on , andnltit;"o"", ,,~-,., ..,~.'"I~ +"0 ... ; ....... 0 ..1•.'0 1 ' ''' ..... ' .... 0' ('00 0 no t change (1"'l.l.··_tl0C".__ UvL -v, '-'-bi:.:=l...'!".:...... ..L.l .. (S u.i..!.· v..-.J." LvJ..i.J· ... ~.: .. LLd. ..t ........ .._ v ...j.<..::. .. ~ ~ •

ve Loc i ty of sound 8. is !', func tio:1 nf t erroe r-atur-e onl~r.)Bec cuse of these r ac t s , the quan t Lt~r :~2CL ho.8 be en used r.sa par-ame t er' in presenting tho })i tchinc;-raoment coefficient asC'-. function of Each number ,

In :fig'D.re 9, th~ lift coefficient ano. l:e.c~l number- E1J:'Cshotrn for constant ::"-':CL vsLue e, In 8.c1C.i tion) the rJ~:'.xirJur.:

lift coefficient obto.ine(~ fl'01i1 tests of the modoL 'Vi t h t~::.o

empennage off is shotm , tl.··~J.s i:1C~ic<':lting t:1C raax iraun E.2C~ vaLuepossible 1'01" tho o.ir1")l8.no. ':'osts to cLotorl:-;ino the maximunlift cae ffici e11 t .;·;ere ji:nc:"c ;:ii t~l tllO cnpcnnago on and off.Hovover , because thc pi tC~ling-r.l01.1Cn·~ coefficients .2.t t2:1.0 Ll2.xi­mum J.ift coc r r tctcnt s 'HittL tihe CI:ll)onnc.ge off vcre near-Ly zero~fig. 10), thereby cLo seLy al)pl"'Oxi:'.L::'.ting balnnco cond.i t Lons ,-r;!lOSQ elatn nore uscd ,

Pi tching-moment coofficic::t for e:Toonnage on ancl off.- ~he

pi tchinG-r.lOment coefficients fal' t~10 ::10('.01 vi th the erspcnnagor-onoved ~ 1- -.' • '" .,,","'''' 1 n ""A" •.. ' +,., -<-j.., ..,_. 0 ns -. ' n!.,. v L (..~ro S.:.lOv·l1 J.n I.L::"u~~ _v, "..1(, ,'lu__ u..~e -:"lllP Do GlgO on, J..

figure 11. The effect of :'fac:~ ~11:~I~f:JCl' on the stick.-fixocl. staticlongitudinal stc.bility is pr-cscrrtcd in figv.re 12.• Figul"'o'12(n)i1as obtnined by cross-plottinG tho ~~ta in figure 11. ~he

slopes of the cur-ves i:1 fi,;u1"o 11, cl.t tho lift coefficiontcorresponding to the so.Io c tcd E2CL vc.Luo s , 1rJ'Cro p Lot t ed infigure 12(b).

Fi;-:urc 12 (b) givo s tl-:.c usua.I c1o:;:'ivo.t i v» i.1SS0ciD.tec1 1.~i thste,tic stabili t;y·. It is eo en tlu.t bc Lotr ['.n ~'12CL of 0.30,tl:.is c;1orivo..tive is a.Imo s t t~Jico e.G 12.1'go at 0.$ lbch m..unbcr aso.t tho loner :i.12cc11 numbcr-s , This incl.icatcs a c,-oub1ing of tllOstability. It must be rememberod, hO;ffiver, that this cl.eriv~tivc

tras obt.:.:.inoCL b~" consiuol'ing tho 1::.::c1-:. number- constarrt ,

10

A stability dcrivo.tivc in ~'Thi(\rl the MB.ch number is hel.dcons t vn t a.OU) not completely r-cpr-cs on t flight c0l1c11 t r ons , forin flight a chango of lift coefficient usually c~uses achange of s:")(}cd and 11o.oh number. Therefore, in presentingstC'.tic st8.bili t~T char-ac tcr-a s t i cs , tho ef'foct of r·lach number~s well ~8 of lift, on tho pitching-moment coefficient shouldbe included. This is cape c i aL'Ly true at high Ifach numbers,for the pitcnin~-momont coefficient is morc affected by MRChnUDbcr than by iift variations. The eOQbinod effects of Machnumber- e.nd. lift vEtric.tiona on the pi tchirlr.:;-moment coefficicmtarc indicatod in figure 12(a). A ~ositiV~ slope of the curvesindic~tes thnt n climbin~ moment results for an increase ofIrO'.cb. number and corres-)ono.inf.z o.cercD.so of lift coofficion t ,The cl1J:lbing momcn t t cnds to -~LlcrOC80 the lift co err t c i en t ,decr~as e .the l~[1.cl1 n~~b?r, and r-otur-n tJ.1e 8.ir?lano. to its .origlnal flight COnQltlon, ~hllS providlng stlck-flYed St~tlC

lonFitc.vJ.lnal stabilitv. Convcr e e'Ly , a nOP'f'.tive slope ino.l-Ct'.tes ['.n uns tubLc condition. ' -

Tho eLoucs of tho curves infi~mre 12 (8.) arc rel[;.tcc1. tothe cons tr.n t'- I:r·.ch number stc.1.bili ty d.oriv» ti ve (fig. 12 (b)) bytho f'olloi·;ing e ouat i on , tho o.criva t Lon of 't{~-~ich appear-s inthe appcnd i x:

= /OCQ \

\0 £.1 /C l:'L, :)0

Subsequent discussions of stability in this report will roferto the lcft-hnnd member of the eau~tion.

It will bo noticed th~t tho ~oriv~tive (-OCm/OCL)M,Seis the prcdosin~nt fQctor influencing static st~bility at lowMnch nu~bcrs bcc~usc of tho factor 1/M 3 in the last term.~Ji~Gh incrcc.sin;c l;~ach number its influenco d1winishos. Thisfact is shown by a co~pnrison of figures 12(a) and 12(b). Athigh l"i2.cl1 numbers when (-ocm/ocLh.rI S...... hP,8 its gr-orvt cs tvalue, figure 12(0.) incUcn.tcs 8tick~f:rxod lonftitudinc..l insta­bility. Tho e0uation ~18o Sh8WS thn.t an increaso of winglanding or altitudo lncron.scs tho stability, assuming otherfactors to remain constnnt. In addition) 08suminz the clo­vo.tor- offectiveness rem,.... ins ccn e to.n t , C~Cm/dE)112CL,Se isclosely r cLr.t ed to the ve.r i r.t i on of e.Lcva t cr- 2.ng-le 'Nith spccd ,This v;.rir.tion is commonly used in the anr.Lvs i s - of flight-test

11

results as an indication of stick-fixed static stability.

The dsta of figure 12(~) indicate instability above 0.7I:ach number be twecn " 0.025 and 0.10 y 2CL. These <lata arefor the center of gravi ty a t 25 percent of the mean aerody­namic chord. A rearward movement of the center of gravity,by r-educ i.ng (-OCm/ OCLhi' t. "', "'Joulo. incroase the s ta.t i c insta.­bili ty E'.Dd r-educe the lvI'acnl:..·nulTlb er at wh i ch the airplanebecomes unstable.

Figure 12(b) S110"1'8 that beLow 0.74 11ach number(-OCm/dCLh.:,.5 e is posit~vE' for 8.11 cente:r'-of:-.gravity positionsback to 40 percent· of the mean aerodyn~mic Chord. Alsofigure. 11 indicates that below 0.7 IIGch number (~Cm/~MjCL,Beis cither positive or just sli?htly negative for lift coof-r i c t ent.s beLow tho s te.ll. Stcd~ic stEl.bili ty is thereforea s sur-ed at the Lower- Hach numbers even \"li th the centor ofgrr.vity at the cs t Lmat ed farthest aft location.

The ni tcl1j.nrr-:nol;!ont coefficient contributed by tho :hori­zontal tail with-the clev~tor fixed (fig. 13) undergoes ~large decrease for constrnt lift coefficient at high Machnumber-a, This char-r.c t cr-Le t i c j_s tho frector contributing- mostto static instGbility. It is caused by the increase in thoangle of attack of the airplane necessary to maintain acons tan t lift coefficient ['.t suporcri tical l'1ach number-a,This angle-of-attack incro~se reduces the download on thetnil, p.nd therefore tihe pi t.chi.ng-momcn t coefficient. (S'3ereference 6 for Q further ['.nalysis of high-speed lon£cttudinalinstability.)

The yitching-momcnt coefficient of the wing-fusel~ge

combine.tian increases 'tvi th l1['1.c11 number above lift coef­ficients from 0.7 to 0.05 ~t 0.65 ~nd 0.75 Mach number,respectivoly (fi~. 10). This reduces the destabiliZingeffoct of tho hor-Lzontr.L tC'.il. Tho pr-cs sur-o-d i s tr-r butionresults indicntc th~t the compression shock on the upper sur­f['.co of the 1'!in::r moves foro,·JO..rd. 1I'1'i th Ln cr-cr.s r ncr l:ach number-and ~nzlo of nttack, which may account for the incroGso ofpitching moment. Also, the p~D.k-prcssure coefficient on the10Hor surface dccr-cas cs grco..tly and moves from tho l·!-O-)ercent­chor-d 1)08ition t'. t 10\'T Ench numbers to a t Leas t the 60-nercont­chord l)osition s.t O.S 1'1£1,ch numbcr . (Prossure-distl"'ibutionmea.sur-cmcnt a 1rETe tr.kcn over only tho forHC'.rd 60 pcrcen t oftho chor-dc )

12

Pitching-momont coefficient from elevator.- The elevatoroffcctivenoss for tho mOo.e·l ( fig'. lrn-incroasosslia.htly with

- 2 ~~.~,. }, • ,.,' (),., ..L. 0 7'5 t·,., ,,':' CT of e"~ '" ~~ l' t 0 7....·.C.1 ...1UidO<,;J. up GO • I I a an ~.... L Z J. 0, ano U) 0 •at r.n :.: 2CL of 0.30. BeLow o.k i·~['.ch nunbcr , the effectiveness~lso increo.sos slirhtlv with M CL' Tho decreaso in theeffoctivcnc s s ""l.t high }:o.ch numbers 8.g~1"'~.vat os trio undesirablecontrol cho.r~cteristics caused by the decrease in the elcvator­f'Lxcd pitehinc-moi'aent coefficient (fiZ. 12.(8.)).

The effect of the t~b on the pitching-moment coefficientis ,':'.180 shown in figure. IlL Be ing of such sme.Ll, mr.grn tucle Jthe v~ri~tion with M2CL is indiscernible. It must be remem­bered t hr.t normr.Ll.y tho tr.b 1;Jill pr-oduce n l)i tching-momcntcoefficient in opposition to th~t of tho clov~torJ thusr cduc i ng the cLcva t or- effoctiveness shown,

Pi tening-moment cocffi9:"ont c..l..!.c to the 'toTing bump. - Thopur-po s o of the i'Ting bump is to incrco.se the HD.ch number at"Thich tho o.i1"'Dl['.no becomes 10n0:i tuctinfl.llv uns t ab.l c (fic~. 12(0.)).A fUl~t}-1cr pur-po s o is to nllevinto tho c.o~rc::'.so in tho olev.:~tor~fi.xec. ';')it.cm nsr-momcn t cocfficiont t: t hi,c:.~h I·>.ch number-s. ThisvIill rOdt:co the upvJi'..rcl c'l cvator anglo nne1. the pull on thostick reauired to m~int~in b~lnnce with incrensing Mach number.

Tl1C bum» 'T",!['~s dosi0:'ned to r-ed.uc e tho er-r ticnl EC'.ch numberon the inb02,i~o. 10:"T01" surf.:'.co of t hc vTin:::' to thC'~t of the uppersur-f'o.c c ,..,+ '" ll' ft eO-'-<>+'J' c; cn t of' 0 10 - ,t '·r"'s ""O"'SOD'-',::r..... \.-,'. '-" C .. V ".. • l..~.l. • ...lo. V.,L ._. ..L ,,'.(_'.. J. (..:.. .lv\..L

(1"'cfo1"'on6(.: 7) th.<" t the bunro vrouLd d ccrcr.sc the effoct of com­pressibility on the lift of tho center portion of the wingspan and mcr-cas o tho o.01-'11"T['.sh i't the tr'.il. This wouLdre4uco the 0..ng10 of ~ttD.ck of the tnil nnd increaso thepi t chf.n o-momcn t coefficient 2. t su~)ercri ti cr.L Ec,ch number-a.The !':10.xIr:mffi thickness Qf the bump 1"O.S C'.t the 50-pcrcon t-chords t a't Lon . Reference 7 chows th2.t C'.. bump p.Lr.ced a t thisLocr.t Lon 112.<1 tho g1"'e8. tost effect in relieving longi t ud.Lna.L«str:bili ty difficul tics e..t high E2.ch number-s for 8. tvrin-boomlOlJ-1j\;inZ model.

A compc.r-i.aon of the pi tchin~'-moment coefficients obt r.Lncdrr-or; tests of tho rn od oL vJith r.nd I:Tithout tho bump is shown infig~re 15. The effect of the bUB~ i'..t ~nd below 0.7 KnchnVL10cr ~·ie.S negligible. Above 0.7 IIr.ch nunbcr , howcvcr , thebump incrCO.8e6. the ~')i tchini!'-momont coefficient, The bump,th(;refo::.~e) Lncr-e a s cd (OCm701·'l)CL,50 in tho sto.bility cqur.t Lon ,rmo. tIl'US til,) stick-fixed sto.tic sto.bili t y . Figure 15 sh01'J8

----------

13

th['~t the bump makes the moc.oL stnblc for D. ikch number asmuch ns 0.075 higher. The effect of the bump on tho liftr.nd pi t chrng-mcmcn t coefficients "VTi th the t:-.il off "Vms negli­giblo.

For the bump tests, it will be noticed th~t tho d~t~ nrccompar-ed o.t r'.n elevator ancLe of _1 0 • During tho latterpar t of tho tests, cons i.dor-abl.c difficulty 't1f.S encountered'tvi th the elevator control nochamsm. At t ho conclusion ofthe wing-bump test the elevator n.ngle w~s measured Gnd foundto be _1 0 • Tho possibility of tho angle having changedduring the test scems remote in light of th0 f~ct that at thelower Mach numbers, the dnt~ compnre so well with thoseobtained for tho normal configuration nt nn elevn.tor angleof -10 • - -

The uressuro distribution at winF stc..tion 12 With and- y

Without the blliilP is shown i~ figure lb. With tho bump, thecri tical l'fr'.ch number of tho Lower surface is approximately0.65, while that of the upper surfc..co is ~pproximntely o.6S.Reducing tho size of the bump to meet the original spocifi­cntions would probably red~ce the beneficinl effects. Thebroken lines in the pressuro-distribution diagrnms indicatethe npproximn.te position of tho compression shock. The exactposit~on is not known, due to the smnll number of pressureorifices. The critic~l M~ch numbers of the wing at thesest~tions ~rc sho~m in figure 17.

PitChing-moment coefficient duo to nuxiliary controlflaps.- Bec~use of the Inr~o decroases in the pitching-momentcoefficient at high Mach nu~bors with tho elevator fixed, theupw~rd elev~tor angle reQuired to balance the airplnne maybecome very largo 2nd the pull on the stick excessive. Thousc of auxiliary control flaps is n proven method of reducingthe eLcvator- nnglo and the stick force on s cvor-r.L high-speednirpl~nes. (Sec reference 7 for perform~nce of nuxiliGrycontrol fl~ps on another airplnne model.) AUXiliary controlflaps, therefore, were tested on the model.

The increments of J)i tching-moment coefficient due to thenet effect of the aUXiliary control flaps, and to theirseparate effects en the tail plane and on the Wing, are shownin figure lb. The b~eater part of the increase of pitching­moment coefficient is due to the decrease in angle of attackto maintain a constant lift coefficient after deflecting the

14-

f12ps. A small par-t is due to the j,ncrease j.n the downwash .rr-om the inboard vlin€, section c auacd by the flaps. .I'he effectof the flaps on the wing is to decrease the pitch~ng moment inpractically all cases shown . This effect is probably due tot:'18 r-ear-war-d locat:'on of the flaps on the I,-ling, this posat i onon the airplmle being dictated only by structural reaSODS.A compar-Ls on of figures 12 and 19 and i ca t e s that deflectingthe auxiliary control flaps will keep the airplane staticallystable for 0.05 Haeh number higher between 0 a.nd 0.15 H 2CL.In addi tion, the net effect of the f'Laps is no ,increase thepi t chang-momen t coefficient throughout the 118.ch number range(fig. IS). This char-ac t er t s t zc redti.ces the upward elevatorangle reotJ.ired for balance. The data, however , show that inmost cases this desirable effect of the fla~s is diminishinrrbe twe en 0.75 and o. [3 Each number. I t is Dossible that this~'trend. may continue and the flaps ::na~r be us eless or detrimentalat somewha t higher Hach numbers. Because of their decreasingeffectiveness at high Each numbers ~ the fla:)s are perhaps aLe as desirable means of relieving t:10 10no'1 tUdinal-controldifficulties of the airplane than is the wing bump.

Elevator Hinge-Moment Coefficient

Elev~tor hin~e-moment coefficient with 0 0 tab ~n~le.­The elevator 11inQ:e-moment coefficieYlt as 8. function of ele­vator arwle, l:Io.cE nunber , 8.n6. 1:20r is chovm in figure 20.

-- .w-The lJresentption of these data is in 11 car-pe t" form. The axesof the curves showin.c· the 0.E'.ta a t 8. constant I:e,ch number ares tag:sred. pr-opor t Lona.l to their r-espe c tive r·1ach nunber-s ,Daane d lines are o,ravm to connect the hj_n.:::;e-moment coef­ficients for constant elevator angles.

Equation (2) of the appendiX shows th~t the quantity(d5e/ill~)B2CL1Che=0 muot be negative in order for the stick-froc s to-bili ty to be r:rG~lter t.hr.n the s tic2:::.-fixecL Thisouarrt i .... y Ls ner·"' .... ~.r'" - .... the 'h·~1.., If'" ,... ,-.',' ers ~s Lnd i c a t ed,.: ,.1 lJ i::c. V.L' t. 8. v ~~ ult.~..• hCCU nu,.;) , ,c- HV. ...":'

by the negative slo~es of the curves for constant elevatorangle (fip. 20). This neqativD Quantity also indicates thatstlclc-free stabili ty ';'Jill '-'be malr~tc'-ined' to a ~1ighcr l:e.chnumber th~n stick-fixCQ stability.

Tab effectiveness.- The effectiveness of the tab inchangin~ tho elevator hin~e moment is shown in figure 21.The ~ff~ctiv8neBs'increasZ8slightly with elevato~ angle from

--------------------------- ----

15

-50 to 50 and, in gener~l, decrc~scs slightly with Kachnumber. These vari~tions in the effectiveness, however, areso sm~ll as to bo unimport~nt. The predicted control forces,discussed in a later section, indicate that the tab is suf­ficiently effective to trim the airple.ne up to at Lea.s t o.sMach number, the limit of the tests.

Elevat&r bul~nce pressure.- The coefficients of thepressures acting on the bGIQnco seal are shown in figure 22.A leak at the inboard end of the seal on the left half of theelevator, discovered at tho conclusion of the tests, causedthe absolute magnitude of the pressure coefficient at negativeelevator angles to be less at the inboard st~tion. This leakwill tond to cause the calculated stick forces to be largerthan experienced by the airplane. Howe ver , it should have noeffect on tne pitching-moment coefficient, and little effecton the speed at which the stick-force variution becomesunstable.

ElevQtor Angle and Stick Force

Elevator angle and stick force as a function of velocity.­The eLeva t or- ansrLo Hn(1 computed stick force are shown as afunction of velocity for s ever-a'L \'Ting loadings and ccnter-of­gravity positions in figure 23. The effect of the bump ontho control force and anGle is shown in figure 24, Rna theeffect of the o.uxilinry control fl£'_ps is shown in figure 25.The dD.t~ are shown for sen-level and 20,000 r ce t alti tudes.Conclusions with respect to stability characteristics similarto' these made in dLacua s Lng the pitching-moment coefficientscan be derived from these data. (The increases in the ele-ve.t oi- angle and in the push recuired on the sticlc withincreasing speod indicate stick-fixed ~nd stick-free stability,respectivel;y-.) Figure 23 ShOHS thG.t an increase in wingloa~ing or a forward movement of the center of vravityincreases both the stick-fixed and stick-free stability. Theresults indicate that the ~irplan8 will become unstable,stick fixocl, above r-p)roxirr.o..tely 530 miles l)Or hour at sealevel and ~SO miles per hour at 20,000 feet altitude (aP9rox.0.7 Mach number in both cases). The predicted effect of thebump (fig. 24·) is to mnintain stick-fixed stability through­out the s)eed rpnge of the tests at sea level and up to 530miles per hour nt 20,000 feet ~ltitude. A deflection of the

16

flaps gives a lar~e increase in the elevator angle and in thePU8~ r~oulred on ~he stick at all speeds (fig. ~5). The dataindicate that the airplane will remain stable, s t t ck fixed,to a higher speed vIith the flaps deflected than wi th theflaps up.

Figures 26 and 27 show the effect of tab en£'le on thestick force for the normal and the wing-bump configurations.These data indicate that the tab is capable of trimming theairplane up to speeds corresponding to 0.$ Mach number, thelimit of the tests (approx. 610 mph at sea level and 570 mphat 20,000 ft altitucle). The de.ta also indicate that stick­free instability will occur at approximately 570 miles perhour at sea level and. 530 miles per hour at 20,000 feetaltitude.

Stick-force zradient.- The stick-force gradient as afunction of zeome tr-a o over-hans- isshmm for the normal center­of-,c:ravi ty loce,tion in fiP.'ure --2$. The grr-cUent is highertha~ that recom~en~ed in ~eference ~ fo~ a limit load-factorof 4 (33 Ib ~er g) even with a geometric overhang of 45percent. However~ with the center of gravity at its farthestaft position and for a geometric overh~ng of 40.5 percent,the gradient is very small except at the highest speed(fig. 29). It is possible that if the elevator seal had notLeaked , the predicted. stick-force gradient, although perhapssatisfactory for the normal location of the center of gravity,'might have indicated overbalance at the furthest aft position.

Lift and Drag Characteristics

Lift coefficient.- The lift-coefficient data are pre­sented as a carpet plot in figure 30. The data show that thelift coefficient at constant and-Ie of attack decreases aboveabout 0069 Mach number for level-fli["ht conditions (liftcoefficients up to apprOXimately 0.3-at 0.69 Mach number).This Each number is 0.05 higher then the cri tical }-1ach numberof the wing (fig. 17). The Inrge decrease in deL/Ocr atsuper-er-a tical lvIo.ch numbers is one fo.ctor caus t nz the increasein- angle of attack with MEech number- nec ea aar-y to maintain aconst~nt lift coefficient. Another factor is the increase inthe an~le of zero lift indicated in the figure. Thesefactors are la:....gely responsible for the decrease in pitching­moment coefficient.

17

Drc.g coefficient.- Tho drng co efficient for tho c onp'Le t eL:ode1 is nre se rrted as D. fl'.nction of lift coefficient in""'; mire 7,'" - """'"1'1 ""8 ..., runc t ; 0':1 of "~C'l nunbar l' 1"1 fl' ~"l""O 3') Tl'ol_Di,..~..... ."...1-1-, e.-\._~v- ':".l.. \..,.. ""'~ V ..:.. J. .:. ~.:.;".,~ 1_ .:. .. u.r: J.. • .10 6 .. ..L.. e-. _1

Lnc.... o'"'c'P of ,j .... ...,,..• co er'f'LcLen .... '·r-; ....11 ··nell nunl....er 1.... 01' ~-1,C 10"To''''..L .1._,,0...., _ .....~·.~t.) .LJ. ...l..t.. j,lJ .. -:;0....... .L"... I.1....1.-....." v.:..~ .. .J.

lift coe r r i.c Le rrt s begins at O. \) I~c.cll nunber-, The ur1".1..gcoefficient ~t the 1m,Jer lift coefficients is .::.ppro:;:iL:~te1yhh "'O"YIn.'::l':~+ f""t'"r.o ~n~ -.+ r\ /l:> (+:..... r-c _~ ..... ·""'\i .,..,-"",.-" .; ~ -:........ , t"'t.n~-.,..,r1er"': :"'+ n 79'.J.-J:"J ,.l..v ...... .!.J,u ~ v -.uLfJ.. :..lJ V.fL- \t.JJ.':'V c;....1..J..:.J...!-(...J.lv ..L..Q l...l...:.."- ..V(.'..J. ......:..·~ .:.;:~U V.(I-

::o.cll nucbor ) t han ~~t the :.o'1.-ror 1'I'::'Cj:l nunber-s ,

The cLrr.g coeffi.cient for tho 1.jing r.Lone (fig. 33) vrasobtained fro~ tosts of tho ving "'ith a thin sting 1'epl~cinG

the fU8012Eo. i\ cO;.lp-:'.riBO:l of figure 8 32 and 33 shows tIlec1r[',g coe r r i c i ent of tIle uj~r:.g (inclucling the sting) to be D."00ut55 percent of the toto.l drc.g at tho 101.T Ench nunber s D.n\2[\P~Jr0:;:i:.1ately 70 percent at 0.72 :~c';.cll nunber ,

The Lncr-enen t s of 0.1"['<; c'Jefficient for tho conponerrt..... ar...ts or.... -1-1-;e "'o r1 0 1 are c'~(,···.., 'j'''' .(.'~ """"e 7LL m1 '.·.1 0 d t:·.+.!".'. l'nC"_,_i cr.to1-'::...... LJ.L.. .:.-~ \..;.,. - - C~ 0 ...1.; 'J".L __ 1.:. ..:. --G(.· ... - );. _ v ....

tIiC.t tl-:e ruse l.nge a.r~g de ci....e aso s r.t the hizh ::[",ch nunbers ,This is ~~)robc..b1:r due to tl':o ft\Ct; tJl,:.ct tho drne; of tLc.t ~):~... t oft:'le uinZ ccver-e« OJ;' the f'uao Lage j.J~.f.! 81L.linC'tccl. '(:len the-­fuselage vas in plnce. No consisto~t Qro..g coefficiontunsO'ot "" l' ned .t:: "\"" t.he T~ 'IC~ b ~~ .... .- '-- I ~T r. <;: ":' ~'ic~"'" nunbez- i""1t.,o c"""~""'ry'.. .l1 "l .LO... ~_v 1:. ..l.1'0 u,.,"..: uo_o>' 1..-. U:'; ......c.'. .:.~ .t""~;.i._. '.J.. .1..1.'. '.l ~'b

coefficient obt::-.inecl "':Jc.s of 81.::.c11 :J. 8:.11"'11 l':,:·.'.C;llitudo th2t it\Te:s 2.8SU::l0c.l to bo zero.

The Lncr-er.cn t of dr~b co cr r Ic i orrt (1","..0 to tho c.u:x:ilL'..!':.-corrtz-o L .::0' ,",'~.", ~,.., e,11('\'·"'" l"n f'. '~"l'" 7r:: fil',,,, l' ncr'orie rrt f'-·...o,·, ""-:e,'J. ... u_ J.J... :.. ..l...JD ..... O ,,-"1.,1,. "-"''&'.!. ... J.6 .....~ U ):J. .~-l.V .. L.l.v • .lu .J. ,L.. v _

30 0 T"'l~ "c ...,.~-- ~-·"'~·""'1-· t.ho ,.,---, .... ,... ... "... +-'. """ ""'1 c <> .....-; ........·.ps lo ,:..•.t):.-'.L·OAl•.__.. l, t;,~' ,.:.1~ S ;..L.O <..w 10", ...UO .L u. S '--' ~<)v <-.l.LL.

c.bout ono:-hulf t~lO incrOr,'lC:lt f:..'o;·.'l tho 45° f1o.ps. ~ho gonornltendency is for tho increcant of Cr2~ coefficient froD thoflo.ps to (:'OC1'o["~se nt lligh ::L....C1: nUlJ.bors. This w:.y bo duo tothe folloving f2.ctors:

1. i\ 1'eCLuctiol1 in t~lO ovor-c.l1 c.r:-.g cC'.uscd. b:r the ;,....rl~;le­of-ntt~ck docre~so nocassc.ry in ~~int~ining ncons t.'lr.rt lift cooff ic10nt aftor deflectij,:g theflo.l)S.

2. An increo.sc in tIle c::'i tic .."'J, :>c11 nur:loe1' of the 10Horsurfc.co ef the Fil1S -cocc.use of tho incroc-,so ir..-1-1"0 .)0-"';; 1)1'°<:'C"'''''''' c""""'oO lov ....11'"' ""'1."')8u__ J.: .....- .... .:.. vD\-·~ IV (..~ ...'..C) - "'"'11.I u_ v J. __ .....;,. •

3. Tho sope:X'o.t ion of tho flou over tho -..ring (pnrt1~iresponsible for the c.1rO-S incrODcnt of tho flnpsat 10':1 l:ach nG.:"DC1'S) :::~~c Empcrcriti cnl Ibchnud)e1's oven in the o.bsoncc of the fl~p8.

15

G~lcUn~~clocity.- The vclocit:r, time to descend, andthe 1~E',-ch number for the airplAne at s everaL gltdo c.ngles(fig. 36) ho..70 been computed for zero propeller thrust. How­ever, tho difference due to the pr-ope.l.Ler- at the larger. glideBngles should be small because the propeller efficiencybecomes sma.Ll.er- at high IIllch numbers, and the thrust is smallcompar-ed v-ji th the weight c omuoncnt j.n the thrust direction.For example, for an alrple.ne-'Vleight of 25,000 pcunds , thethrust at normal rated power would be only 14 percent of the'V'Teight component in a 20 0 glide (as sumt.ng a propulsiveefficiency of SO percent ~.t 0.7 l'.fach number ana. 10,000 fta1 ti tude).

The maximum veloci ty and 1·:2.c11. number predicted for theseverel gliding angles in figure 36, together "'Ti th those fromsimilar date.. for other configurations, arc shown in figures37 and 3g. The 0.1ti tudes et wht ch the maximum velocity andMe.cll number are reached arc also shown. These figures showt ha t the flaps coulel be us ed as dive br-ake s in addi ti on totheir function of rncr-eas i nc the lift coefficient at balance.Tho 30 0 and ~5° flaps reduc~ the maximum predicted velocityby 20 and 40 miles per hour, respectively. The maximum Machnumber- is reduced by 0.025 and 0.01.'.5. Compar-ang air:)lanelJIToights of 25,000 ['.ncc 35,000 pounds , the maxi.mum velocityfor tho heavier load is between 20 and 30 miles per hourhigher, and the maxi.num 1110.ch number be two en 0.025 and0.030 larger (depending on the gliding angle). The dataindj.cE'to thC'ct tho burn) has no offect on the maxt.mum veloci tyor Mach number except-at tho higher gliding angles.

Aileron Ch~racteristics

Rolling-moment and hing-s-moment coofficients.- Theaileron rolling-moment and hinge-moment coefficients arcshovn .tn fi ?'urc 39. The (11:\t a show the. t tile aileron effec­tiveness (~C1/0oeJ clccro8.ses at the 10.rg8r aileron nngLe s ,Tho ne~ative rollin?-momont coefficient is sli~htly smallert han th,9.t shown by other drtl:'. for 2.:~):)l"oxir::2.te1Y the aamo si zeaileron (r-e ror-on c e 9). This IT18..y be due to the 10w-c1rr-.g wi ngsection used on the airplnnc.

Anglo E'.nd '.;The 01 force. - Tho ailer on 2.n;;>"10 and wheelforces 08 functions of pbf2V, the helix an["10 of tho path ofthe 'tving tip, ar-e ahown in fisure )~·o. The dateo show that theincrease in pb/2V With aileron an~le is smaller at thehigher angles. The d.at a als 0 1nd1cat e thC'. t tho 2.i10ron wasnot power-ruL enough at the maximum angl.e tested, as the Army

19

Air Forces specificntions (reference g) require n pb/2Vof at Le as t 0.07. It is possible, houever , that d.ecr-eas.Lngpb/2V by 20 percent (see Reduction of D~ta) ~QS tooconservative, and that the aileron is slightly Dare powerfulthr,n indicatec.•

The Dre~icteQ l~eel force i8 excessive at sen level.(Reference (3 s oec Lf Les 80 Lb as t:w l.ic'.xir.1U.I:.1 trhe eL force forn pb/2V equ['.l to 0.07.) Al thOUGh t:le force should beK'D.llor on the airplc..ne due to tho ID.rGer bo.lance ar-e a , itr.w.y still be grei"".tor than the de siree"" lir.:i t , This large" 1'" J-. ....1 't1 .... , ~ , ''''f t.i.ve: f~nee lorce, Loge~~er ~l ,2 L~e uocrec..slng e~ ec lveness 0

the aileron ct ~,nrt:'e angl.e e , r o s tz-Lc ts the use of 12rgercontrol-surface ueflections necesG~ry to obtnin the requiredp"iJ/2V.

The core i2)Ortant pre~ictions nnu conclusions Daue froDtlle anc.Lysa s of t£J.o c"'u,t<:', fl~Or.J, the tests of 0. 1.:ill'.7ing o..irpl".l1onodeL ar-e :::"S f'o Ll.orrs ;

1. T:I0 o.ir·')l[1,no ~'jill ",:)e uns tr.b'l e s t i c.c fixcD. cbovo 0.7·.r~,--"cl"'_, m ..':.'.',."',·O'''' (~~n-'- ....,..,'. ,,+ se c -r "--01 .... 0 1: dn "")h f't ;:'J" Ov"O r t• ~ ,J-\".. .;.. J)v J...J..t-.tl.... (..·.u 0 ::.:. _!_t.Jv ........ LJ L.:,-OV "'••1.- ..... _v, ....

0.1t 2. 'tude ) •

2 _;\ ~T;''"J'',' '-"(1rl~i1e .,..'"r'-;·<'iC·...,~io'.., (c-"'Ie(' n Hl'ni":' burro ) en• ,'1. ~., ......I..!.6-J)..:. '0./ _ .......-'~,.:..J..;.. _ 1,..4 ',J_ ... ~ l"..___ ..~ ...... ~ .... b U\,;.~'.4•.•..1 .J,

tllO lovor s\..<.~"fe-co '~:t'.intciD.8 stick-fixer} ste-oili ty to t: :bchnunbci- ::'.s ::.1Ucl1 as 0.075 l1i(;he:L'. BcLovr O. 7 :fnch nunbe.r tho"iring bunp ~l[1.Q no no t Lce ab.l o offoct 0:1 tile o.croclyn~".;:lic char-­ncteristics of tho Douel.

3. Am::ilic.:i....y control fL'.j)s Lncr-e ase the Ibch nunbcr- at~'Th-ic1, s t Lclo-f'Lxcd ·1"1s .... ;,')i14t;· OCG""'''' :Yv- :->'J'''rox"';'''l''c.lv 0 or-'• -..- _.lo 0 ~ _l.:.... J ..1. ... .1. U ,-", I _ _ .J \""'1... U jo.J \.Ii ....1.];J - ..L.._..J. l. .• L.\,.'-e-v .:.2 •Hoirever , the effectivenoss of the; tlcps cLocrcnsos be tvrce n 0.75c.nC 0.80 Ibcl1 nunbor-, Tho~T :.',1"'0 t.hcr-ct'or-c 0. less clesirC'.ble-,·" .... ,..,c '"'-~ ·--- ..,0'7;,..,0- ''--110 "01-"'l'ol-'L-C"~'1~1 con .... r-ol ~.J.. 1..,",.,.1'1 .0"'Cll;. ... G CI.J,..O v J. .l.J....,:.JL v ..... ,;.."O LJ _ ..L .<_) ~ ~ :.. ..... .L '-' .._ . ~ LJ..:- _ ....L L -.1._1- 6 - - J.J.~1.0 ..

nunber-s tlnn tho ving bunp ,

1+. T~1e <1eto.. inc1ic~te t~1[~t '\;110 to.a \Till t r-Ln tho -.:.ill)lC'.noup to spceds corr-o spondi.ng to 0 0 8 Ilach nur.bor , t.hc linit of thetosts (".pprox. 610 1:-:p:.1 ~t 8e;~ lovel :-'cl'lU 570 nph at 20,000 ftD.ltl.tudo").

20

5. Stick-free stc.bili ty is f.icJ.ntc..inccl to n hi§,1'lCr speedtllCJ1 s..tGicl~.-fixeL~ st2bility.

6. The Qntn inQicnte thnt the ~ilcron is not as effectiveas c.i.esirc.blo, and that the vrheoL force is higher tihanrGCOf:1::2enu.oQ by U.S ...\r!:.l~' ape c Lf Lca..t Lons ,

Aoronnuticc..l Lw)orntory,Nc..tionnl Ac.Lvisory COL:::lit teo for )l.oron.ctUtics,

goffett Fiold, Or-Tif.;

21

APPENDIX

Stj_ck-Fixed Ste.bili ty Considering }1ach Numberin Addition to Lift Coefficient

The general relation for the pitching-moment coefficientis

or

dCm dH

The subscripts to each derivative Lndi ca t e the variableswhich are held constant.

For sticl:-fixed stab:"li ty

o-Oe = 0

For an a Lr-p.Lan e in steady flight at a constant altitudeand wing loading, and with the temperature remaining constant,

therefore

= wing loading =ip a 2

constant

ana.

~(wing loadin~) ill~

p a 2 1:1 3

= (~~:)C 1) dli + 4(vling loacing) (- ~CCmL) m{oL. L P a 2,..-3 ~ 1\., e . ~·l U e , 1-'"1

22

Sticl:-Freo St.::JJili t3T CO:1si6.o1'lng l iach Numberin Aa~.ition to Lift Coefficient

From the original rol~tion8hip

(1)

The S.Q.I:l0 rGl:":'~ tion bo tvrccnc i en t 1"ill hole: as bcf'or-e , but'uill not cqual ZOl"O. Hotrcvor ,'ll:ol'oforo

Iiach nU'::ll:;or and lift cocffi­for stick-free stru)ility doc

elChe "T~ill equrvl, zero.

(o' C".\ l+ ---j;}-) !

~ on . C... ~ J.l.I' Uo

01'

'].1"1 )(vi"'} =( ell1 " i 2C _. ('l -0

~... L V'"1 ­, .I.- c

(UO C) I\. cLII 112 C C' -0 :-. L 11 - _I, ~-o

1.

2.

5.

6.

~o.

9.

REFEREHCES

Silyorstoin l Abo, and ;'Thito, J2.7.1CS A.: Uina-TunnelInterferonce 1Tith Particulcil." Reforence to Of~ CenterPo s ; tions of the Hir.g and to the Dowmraeh at the Tail.NAC~ Rep. Ro. 5~7, 1935.

Si1vorstein l Abe, and Katzoff, S.: Design Charts forPrec1icting Dotrnvasn -~ngles D..ncl 1Takc CharacteristicsBehind Plain and F'Lapped 11inl;s. NACA Rep. No. 646, 1939.

Jones, B. Eelvill: Dynamics of the AirplD.ne, vo l., V,dive N, chap. II, sec. 29 - j3 of Aerodynamic Theory,11.F. Durand eQ., Julius Springer (3erlin), 1935.

Pearson, Henry A., o.nQ Jonoe, ~obort T.: TheoroticalStabi1i t;}r and Control Chc.rc-.cteristics of 1Jings liTi thVarious Amount s of ~D.per [',nc.1. Tuist. lL,C_\. Rep. Ho. 635,1938.

Si -nn s o"'" Rober-t S ",.~:~ l'j101' r.l.L'''''O-'!'I'''''· W'C' .... J1··~..,t1.·0'1 of:Jc; J..l , .L U iJ ., (.;:,,1 ~ ....'" _ .l- , J.. 1~J.c. (,;) .&Ja.. ...J..:..l 1.":) L I H.... ;.. ~

Stick Forces fro::l ~Hnd....ro;:unneJ. Aileron Dnt a, N..\.CA ,,\P..RNo. 3J29, 1943. I

Hood , lIanley J., ana. Allen, H. Julian: The Problem ofLongi tudinD.l Stabili t Jr [1.l1C-;' Control at High Speocls.N~CA CB No. 3K1S, 1543.

Erickson, Albert L.: ~~incl-Tunncl Lnve s t Lgu.t i on of Devicesfor Improving the DivinG ChQr~cteri8tics of P-3$ Air­plQnes. NACA ClP. No. 3F12, 1943.

Anonr : StabilitjT and Control Recluirern8nts for Airplnnes ..Spec. No. C-l1515, U.S. ).rm:r ..;\ir Forces, _'..ug. 3J., 1943.

iJenzingcl", Carl J.: "Tind-Tum:el Inve stigntion of Tc.poredl!ings 'Hit h Ordinary ~\ilel"on(J ,':'.l1c1 Po.rtial-Span Split"-"1 -, ~-'C' R "- ·"'1~ 1 0 "" ,.l;' apa, !-L. ":0J, ep , lolU. 0 ...1., --';I) I •

Figure 1.- -f he ocmplete 0.175-lcale lIiOdel or the airplane in the16-toot wiDd tunnel.

l1gure 2.- The 0.175-loale model or the airplane with theempennage r«moved.

Figure 3.- The empennage of the 0.175-80ale model of the airplane.

Figure 4.- The 0.175-soa1e model of the airplane mounted on thetip supports and three struts.

Figure 5.- The 45° auxiliary control flaps on the 0.175-80alemodel of the a irplane.

--~ -----

--I

148"

_;85% CI-KJRD,HINGE LINE\ 78% CJ-ICY?D

I

010I

I

--JIf- .1

25%H.AC. IMA.C. =17.98"

~~---~

WING REF J rhPLANE AT ROOT :

h4 1

r---=i ~26%HA.CH ~HAC.H =/2.14"

I

~~

I

REF LINE

-------=------

NATIONAL ADVISORYSYM. COMMITTEE FOR AERONAUTICS

FIGURE 6 - THE O./75-scALE !"'KJDEL.

DIHEDRAL OF WINGREF. PLANE· 4°

.'

-------------- - ----

I ..

lNINe;. TRAILING EDGE

~85~ CHORD

"CHORD WING-BL/MPLOWER COORD/NATES

SURFACE INCHESS77t.6.1!.5 STA..1!.6.t26

-42, 0 0if3 0.0048 o.cos«if.., 0.0066 0.0053.,,5 0.009-4 0.00'1646 0.01;!.2,. 0,00.9.." 0.0188 0.0/52if8 0.0366 0.0296

"'1 0.0638 0.05/.49·5 0.0658 0.053150 0.0658 0.053/51 0·0384 0.03/0se- 0.0/60 O.OI,zq53 o.oos« 0.00'1654 0.OO?6 0.006.e55' 0.0048 0.003'156 0·004e 0.003ct67 0 0

-t.e%CHORD

PRESSUREORIFICESST~. 12

~8UMP OUTLINE

I r-S ? % CHORD __ ~_A ...J_L - - - - - - - I ......,- - I: I_~/

L- ------- rA ---I -'=-42~CHORD

IIIIII

N AT ION AL AOV I SORYCOMMI TTEE FOR AERONAUTICS

~&C, AdFULL MODEL sceu:

f ----FUSELAGE

5YM OUTLINESTA 6./e5

57%CHORD

FIGURE ~- THE LOCATION AND COORDINATES OFTHE BUMP ON THE WING OF THE O.17S"'-SCALE,MODEL.

~ !

= WING LOADING x 9* e oR.

.S

.S

.~

.1

£XIV':fe4 €GiveN.

WING L OADIN(Jo • 45","CC£"L£RATION ~2 saAL TIT4IDE -.eqooo F'r:

RES4lLT:

Ml.CL ~ 0.130

M,..XIMlJM /Vt1lCt. F'RO/'WIWIND - ,VNI\IEL DA rA

0r------------:-------------NATIONAL ADVI SORY

COMMITTEE FOR AERONAUTICS

I-IMIT I. o.4D /':"ACrolf ~/ /

,/'

FIGURE 8.-"nIE RELATiON BETWEEN M~CLAND WING LOADING} NORMAL ACCELERATiON, ANDALTITUDE ':OR rHE AIRPLANE.

/.6

/.e.

/.0

.8

.4

o.4

M.6 .7

CL M AX FOR/'o-'IOD£'1. WI TH T ....IL

OFF

·8

N AT ION Al ACYl SORYCOM'll TTEE FOR AERONAUTICS

FIGURE Cf- THE RELATION B£TlNEEN THE' LIFTCO£FFIC/£Nr, MACH NUMBER, AND MtZC,-.

-.0"

-.12

... • .lD

M

o .30A .~5'

IJ .60... .~Sc .675cf .10If. . '),25C .'15V.?7S»c .80

NATIONAL ADVISORYCOMMITTEE FOR AERONAUTICS

-..e

-·04

..e /.0 /.2CL

FIGURE IO.-THE VARIATION OF THE PITCHING­MOMENT COEFFICIENT WITH LIFT COEFFICIENTFOR THE MODEL WITHOU7 THE TAIL PLANE.

/.0.8

-./2-

M~/6

.3004 .4S0 .60 I::JV .65

-.20 0- .675'

-.08

.04

c~.., ./2

NATIONAL ADVISORYCOMMITTEE FOR AERONAUTICS

{cd M=O.30 TO 0.65FiGU~E II.~ THE VARIA TION OF

MOMENT COEFFICIENr WITH LIFrFOR THE MODEL.

THE PITCHING­COEFFICIENT

-.02

-.04

-./"

M

d .70t! .725cf .15v' .115x .80

.8 /.0

NATIONAL ADVISORYCOMMITTEE FOR AERONAUTICS

(hJ M=a70 ro 0.80FIGURE II.-(CONCLUDEC) THE VARIATION OF THE

PITCHING -MOMeNT COEFFICIENT WITH LIFTCOEFFiCIENT FOR THE MODEL.

·06 M"C,-I •

0-- ----.04

Cm~...

.0250 .2.

-:08

.05

./0

.40

(a)

35' ./

65'

ss

.4

.3

(dem.,.'td CL '-1M" MIlCL.

.,e _.05'1. ./0 ..eo--.::~-:L-:l

o -- -------

~)

NAT IONAL AOV I SORYCOMMITTEE FOR AERONAUTICS

1\ I

- I 'I:" 1

/\

.40-/ 'I "..30",_...' I \

-.J:_:.--/ " ,I,

\ I",~

.3 .6 .'1M

.8

FiGURE /2.- rHE EFFECT OF MACH NUMBE~ON THE STICK-FIXED STABILlry CHARACTE"RIST/cs OFTHE MODEL.

NATIONAL ADVISORYCOMMITTEE FOR AERONAUTICS

.Il

.04

,-.08 \

\\

J2.,,-./2. ,,

\\ ,

.ACm \\\\

\ \

\ \ \ \\ \---t----./I.--\: \ \ \ .S

-, \ \\\":C>f \ \ '\

\ '" .

-.J!

-.2

FIGURE /3.-THE PITCHINf!i-MOMENT COEFFI­CIENT CONTRIBUTED BY THE HORIZON7AL TAILPLANE OF THE MODEL.

to,

.3 .... .S .6/VI

·.3z

.7 .8

.3 .4 .S ·6M

·7

NATIONAL AOVI SORYC 0 .. 101 1TTEE FOR AERON AUTI CS

F'6URE /4.- THE ELEVA,TOR EFFECTIVENESSAND THE EFFECT OF' THE TAB ON THE PITCHING­MOMENT COEFFICIENT FOR THE MODEL.

NATIONAL ADVISORYCOMMITTEE FOR AERONAUTICS

./6

.08

-.04

-.08

-./2.

..2

Mcr .70rf .75'v: .775x .80

COMPLE: TE: /'w'10D£:i.----- COMPLETE MOO£:L WITH

WING BUMP

HALF"- SOL 10 .sYMBOLS INDICATEDATA FROM T£:,sTS OF MODE'L. WITHWING BiJl\1P.

F'OR BOTH CONF/GURA-

/.0

.re

a

.15

FiGURE /5.- THE EFFECT OF THE WING BUMPON THE PITCHING-MOMENT COEFFICIENT AT HUgH/VlAcH NUMBERS FOR THE MODEL.

---------------------------

-1·0 -1.0

pot:0c:

p

-.5

o~o 40 60P£:AC~NT CHOAO

-.S

o20 "10 60PERCENT CHORD

.SM =0.-30~r"-6.9S

<X =-e. cr.5

M=0.45fEr .,.. -i:. P'6()( = -.3.0·

• 1.0 J.O

---r.----I \I \

I \

\\,

eo 40 60PERceNT CHORD

o

-/.0 -- - - --;:gr

-.5

p,. ..

I \\\\I

II

\\\

20 40 60PE:RC£N'T CHORD

o

-/.0

-.S

p

.5 M= 0.60Igr= -1.129<X ... -3. /0

.5 M= 0.65ex = -.3.r

'WITI-IOUT WING £JUMP- ----- WITH WIN(l, BUMP

/.0

NAT ION Al A OV I SO RY

CO .... , TTEE FOR AERON AUTI CS

(Q) M=O.30, O.4-:J, 0.60, 0.65f:'IGUR£ 16.- rHE PRESSURE DISTRIBUTION AT

WING srATION /2 OF THE MODEL WlrH AND WITHOUTWING BUMP, AT A LIFT COEI'"FICIENT OF 0.1 FORTHE COMPLETE' MODEL.

-1.0 -/.0 TI

fI

IP p I 1, fi T__L\L

-'5 -;5,," ,

...... f• --'"CDI-e ,\\\\

0 0.t!O 40 60 20 -10 60

PCRCE:NT CHORD PCRCENr CHC),#IfD

.S "...,,= O.?O.5 M= 0.'75

0( • -3.;eo ex • -3.0·

1.0

20 40 60

PEITCENT CHORD

o ~~,----------_

p

20 "'10 60PE~CENT" CHORD

o

/.0

-/.0

p

M=O.7'75ex ~ -,;:. .",. .5' /'v1= O.BO

0(' • _/.5°

1.0/.0

'W'ITHOUT WING BUMP'vo/,TH WING- aUMP

NATIONAL ADVISORYCO... ITTEE FOR AERONAUTICS

(6)M=O.701 0.75; O.77S', 0.80HGU!?E /6.-(CONCLlIDEOJ /HE PRESSURE Dlsr~/BtI­

TION AT WING STATION It? OF THE MODEL WITH ANDWITHOUT WING BUMP AT A LIFT COEFFICIENT OF 0.1FOR THE COMPLeTE MODEL.

---4

WIN. STATION

I.e.284'tI! .s:I.eitS52.S

Sf.Hf,r.-4C£

VPPEIIfVPPE'"UPpERLOW~R

LOWERLOWER

1.2

FOR MODEL WITH\. EMPENNAGE OFF

/.0 \.'\.

C, '\.\.

-,

"-,.8 "-,

<,<,

<,

~ I~'>-,

.6

.4 j/I'-"1c ,.

~rl\~ I\ I

0\ I

-e .3 .., .5' .6 ·8.!"'1

,;,,e

NATIONAL ADVI SORYCOMMI TTEE FOR AERONAUTICS

~/GUI?E I~- THE CRITICAL MACH NUMBERAT SEVERAL WING srAT/ONS FOR THE MODEL.

.08

.04

NATIONAL ADVISORYCOMMITTEE FOR AERONAUTICS

AC!'JII DUE TO eFFECT ON r"": ....TAIL OF FLA,.S ./ ....- -- - - --.-------- -----

OF

.5'·r----------=#::==-=~=-=-=r-77:.·""-!..M~./Z'" I

AC!'JII :~E ;'0 CFFCC""F"L APS ON WINt;

o

-.0,",

.ce/ ....

/ "/ "

A C.." DUE TO ~FF&C.T ON /'TAIL OF FL".". - - -""---------------- NCT AC,."

• o

-~

.08

.004

.3 .., .~'.7 M .8--- -M~CL. =.05 . ......'\ .../

A Cm DU~ ""0 eFFECT OF1="1. APS ON WIN•

/-,

~-AC!'JII DUE TO EFFECT ON/ITAIL 01'" FLA~S /

---~_./--- -- _-_ NET .:I.e"""_ _ ......... ..", ",

o·8

---\ /\/

ACm DUE TO £FFE<:.TOF FLA~ON WIN.

30· AUXILIARY CONTROL FLAPS---- 45· AUXILIARY CONTROL F"LAPS

(Q) M 2CL =' 0, .OS; ./0A6URE lB.-THE INCREMENT OF TH£ PirCHING­

/V10MENT COEFFICIENT DUE TO AUXILIARY CON­TROL FLAPS ON -'-J.-IE MODEL.

-- --------~--- - ---

.08/

/~ em DUE TO EFFECT II

ON TAIL OF Fl. AP!!i /

_/ .,,------- -:_- -~--NET

o

-. oJ!

.3 .... .S---"'-A C m DUE

TO EFFECT OF'FLAFGON WING-

~'-r--~CI'l1 DUE TOEFFEC'T OF'F'LAPS ON WINf;

--~~-NET ACm

-

1'­I '\

\

~Cj/)'l DUE TO CFFECTI

ON TAIl.. OF FI..APS /_/----- /-- ,.,

.08

.0'"o6CI'l'l

0

•

":0'"

.08

o

-.0"

.3 .", .5'

·.....,---06 em DUE" 7't)

EF"FECT OFFLAPS ON WIN~

NATIONAL "ADVISORYCOMMITTEE FOR AERONAUTICS

300 AUJ<II..IARY CONT"OL FLAPS------- 45"- AVJ<II..IA"Y CONTROL FLAP.:5

(h) M2Cl.. = .15'1 .20, .~PIG URE . /8.- (CONC/.UO£D) THE INC~EMENT OF

PITCHING-MOMENT COEFFICIENT DUE· TO AUXILIARYCONTROL FLAPS ON THE MODE"L.

.ie

Meet.0

.08v~ c~

,04

.05

0

.3 1'-'1 .~ .6 .? .8.IS

.30

.40~·

• .Ie

.08

.Of

o

-'O~

M.4 .s

NAT ION AL ADV I SORY

~TTEE FOR AERO'''''''S

ALlXI4.IARY CONTROL PLAPS

AGURE /9.-//-(£ STICJ<'-FIXED srABIL/TY CHAR­ACTERISTICS OF THE MODEL WITH AUXILIARYCONTROL F"LAPS. '

M2.C,- =.oe. 5

MI!.CL =0

M 2CL, '= .05

NATIONAL ADVISORYCOMMITTEE FOR AERONAUTICS

.'15'.70.es

~/-----r-O~~---~~

21. I" I

~~------

LINES OF CONSTANT .60

°e~ -S--::L- '\.

.605· ._____- 3-_

__ --c----t7 ,.

-r'Z

-­_---e..---pi·

------

y----I

-:a,e

~02

,:,o,e

I.~ - - ,. -S":-L- _

-~~--- =-~"~--~~- I --=L~___ .I'~- - I o.~ _....---<-, ----== ~--,

-- - 'I' 2.f~__1" of"~__----, _ ._

J s.~ .

__~---- ''\..45

-l~he...........---- Fe --

~6·

be

Ee

-8· -0- -'I-

Se

M=.30

M=

M=.30

I

i· ..

I--- M=O./O--1

I. 5e=/Oo~

(oj /VIZCL=OJ .025; .05FIGURE ZO_-THE ELEVATOR HINGE-MOMENT COE!="­

RelENT AT CONSTANT M~L !="OR THE MODEL.

M'?'CL =' .0';'5

Me. C, =.200

Me.CL :: ./0

NATIONAL ADVISORYCOIiIIll.TTEE FOR AERONAUTI CS

~~??5 .80.75

----

5--::3- --- - - (h) MZCL =.075; .101 .2.0FIGURE 20.-(CONCLUDED) THE ELEVATOR

HINGE-MOMENT COEFFICIENT AT CONSTAN7M 2 CL FOR THE MODEL.

,--P;a~--

-5-- ---='----

-

-----

-?i-____.__ :.=::3- --

--

cev----5- ,I

~ -~_~----l---

0­--------------

I-- r-t-o. /0 --1r 5a = 10

0 ----1

L.INE'S 0;'-J:. CONSTANT

-e~ -5--~ _'-.----.60

--~-!-~I -/- ----

~ --~-r- --~

e: --~_* ---E:~ ==--.------, ------- --I

-:'02.

1·04

~C~ __.

I·o.e--------L----

1·0 4---­___ ~IChe .~5

-I~--

J---

C"'e

-oe

.0-4

.o.e

- 6 6 -4- -,e.- 0 I!. 46e .

-66 -4-6e

-8- -6-

°e

M::: .30

-8-

M=.30

~

<i.

, ..

o.3 .S .6

M·8

.8.7.6

M.5"..,.3

.006

.006

.3

NATIONAL ADVISORYCO,.1Il1 TTEE FOR AERONAUT! CS

.6

cSt =-t 5-

FIGURE 21.- "n-IETIVENES'S FOR THE

ELEVATOR-TAB E'FFEC­MODEL.

I ..

.., 6

o

., 6

NATIONAL ADVISORYCOMMITTEE FOR AERONAUTICS

-.2,

-./o

.. 6· -4· 4· OOO -6- -..,oo 6·

Oe 6e

-./ -./

0 0

-.,e -.e

M:::0.60 H aO.6S

~ .,e

AP AP

./ .t

STAI/ONo /0A /S"o 20

bJ M= O.SO, 0.45, 0.60, 0.6SFiGURE 22.-THE EI..EVATOR BALANCE PRESSURES

AT THREE SPANWISE . .:>"rATIONS ON THE MODEL.

M~O. ..90 1'4"-0.45

.C .z.

"<t AP AP~

./ .t

.t

-.,NATIONAL ADVISORY

COMMITTEE FOR AERONAUTiCS

STATION

o /0A /5c ;'0

i ..M= 0. ?O M"O.'15

.,e .,e""0 L:.P 4Pc:

.t .1

./! -:/t.

i ..M=O.7?S M=O.BO

.,e .3..

AP AP

.t .te

! .,(b) M ~ 0 ..701 a 75; O.77~J 0.80

FIGURE 22:- (CONCLUDEO) THE ELEVATOR BALANCEPRESSURES AT THREE SPANWISE STATIONS· 0/1./ THEMODEL.

---------

•

i •

o

400

WEIGHTLB.

2.5;000/l~OOO

.2S;0002./)50035,000

C.G. POSITION0/0 M·"".C.

2620.s5362.5

600

V""PH

NATIONAL ADVISORYCOMMITTEE FOR AERONAUTICS

soo400

(q)SEA LEVELA6URE 23.- THE STICK FORCE AND ELEVATOR

ANGLE IN RELATION TO THE VELOCITY FOR THEAIRPLANE•

•

.J

5 100~

~

t!~

~ I0

~ 100

3~l.i: I(

~U ii!.OO~\I)

TRIMMEO AT HICSH -.$P£"E'D

300

WCIG-HTL.S.

e.G. POSITION~ M.A.C.

2.Se.035'36i!..S

2~OOO

25; 00025)0002.1,5003.5; 000\

\

'\\, \\ \

'\\\ \

\ \

\\'\ "-

~"--------------300"'~ 'f00 500<,~ /~'~ 1/

'~' '~--~/'1,.................... --- I

.............. ---- - A

---- --?'----~ ~ NATIONAL ADVI SORYCOMMITTEE FOR AERONAUTICS

200

lbJ 201000 -F7: ALTITUDEAGURE 23.-(CONCLUDEO) THE STICK F'ORCE AND

E"LEVATOIe ANGLE IN RELATION TO THE VELOClrYFOR THE AIRPLANE.

II

I ~-J

~Il.

t

tIQ :t:"-.Ill)

I :>Q.

I.,0I(

~~

~h\1)

o

100

300

200

rRI/'w'1MEO AT HIG-H- SPEeDI..cVE"L FLIGHT, NORMAL ~ATED POWER

..J

~Q.. 100

'"t ~tenc('

~ I0

~:t /00

~ II)0;:).... ll.....

11) .eoo

200

~----~~-~----- - --

TRIMMCD AT HIGH-SPEEDLEVEL FLIGHT, NORMAL /tATED POW£"lf

V""PH

NO/tMAL. WING--- - 'WING- WITH "UMP ON L.OWE'R SURFACE.

•

~ .e

e1~

I

~ 0..,

I~O 600e V M P H

~~ ~c.

'" )~ 0 -- ..-

'-' Q

~ 4

NAT ION Al ADV I SORYCOMMITTEE FOR AERONAUTICS

(bJ2~OOO-F7 ALTITUDEAGU/?E 24.-lcONCLUOEO) THE EFFECT OF THE

WING BUMP ON THE STICK FORCE ANI) .ELEVATO~

ANGLE J:OR THE AIRPLANe.

I •

6'00o

100

AUKII.IARY CONrROL FJ.APS UP---- - 30· "'''XI L IARY CONTROL ~LA.P~---- "'5- AUXILIARY CONTROL FLAPS

600400",,00

"<,

"-..:: <, ...... /

<, --<, --- /j-- ---- ./-- -----_.-/

t!) 0

~ I~200

I

It,...,

~-q: ~

~~0Q 4

~~...,~

NATIONAL ADVISORYCOMMI TTEE FOR A ERONAUT I CS

(elLSEA LEVELFiG(/~E 25.- THE EFFECT OF AUXILIA~Y CONT/eOL

FLAPS ON THE STICK FORCE AND ELEVATOR ANGLEFOR THE AIRPLANE.

""I • ~

Q. 100

I """- . TRIMMeD AT HIGH-SPEED LeVEL

~ ..... r I.IGHT, CONrRoL FLAPS UP0 ~,

~l200 ", soo 600

~,VM PH

100 ~"~ ~ ~"~ ~ ,,\\\ /t:( ll.. I

~2.00 \'-/

o~\I)

300

AVX/LIARY CON TROL ~I. APS UP.-- - - 300 AUXILIARY CONTROL ~LAP:S---- -ISo AUXILIARY CONTROL FL.APS.,

(!J ~~

2. \\t

,41 \\...,

~ 0 \-:c j

200 \\ 300 400 .500 600

\ VMPHIt . \>~~

~ 2.

"'"3 ""'-','" 0

~Q .................... _- /--- ---- / /... -- ---_./

NATIONAL ADVISORYCOMMa TTEE FOR AERON AUTI CS

(bJ2~OOOF7: ALTITUDEAGURE 25.-(CONCLUDED) THE EFFECT OJ:

AUXILIARY CONrROJ.. FLAPS ON THE STICKFORCE AND El.EVATOR ANGLE FOR' THE A IIC'PLANE.

.300

400

500

600

NATIONAL AOVISORY::OMMI TTEE FOR A ERONAUT Ie S

Ia.J SEA LEVELFIGURE 26~THE STICK FORCE FO~ SE.VE~AL.

TAB ANGLE S IN R.ELATION TO THE VEI.OCIT YFOR THE AIRPLANE.

zoo

200

300

400

NATIONAL ADVISORYCO.... ITTEE FOR AERONAUTICS

(h) 201 OOO-FT AL TITUOEFIGURE Z6.- (CONCLUDED) THe STICK rORCE

FOR SEVERAL TAB ANGLES IN RELATION 70 THEVELOCITy FOR ,HE AIRPLANE.

..J

~"- 100

~ tI

0Ie,

I0

3~

:t/OO~ II)o ::»~ "-

II)

200

300

400

soo

..J....II) ::»...... Q. 100

~ t~ 0

~j....J.. :t 10011)1)

~

,zoo

300

--- ~------ .....-------- ........,-- -- '--' \ s,----- -,--......... <, <, _ \ / -4.4·

.... ..... -... ,................... ........ ~ - '\ l/'"

2.00 ~,,"""""' ' ........... , 400~ '" sao \ -6-00-9-

-, "'........" ,MPH \. /-4·

~ 0;'"'" <, <, "-..... ""

-, "''' -, ' \. \"\\""'\" -. \

-.: ,,\~ -3·\ \ '\

SEA LEVEL \ \\\ '\ \

\ " \'\. , ,\ \ \\ \, ,---- -e:

\ \ 0·' -I."· TRIMMED,e. \ AT H/GiH-SP£ED

-r-; LEVEL FL IGHTr ...... NORMAL POWER

NATIONAL AOVI SORYCOMMITTEE FOR AERONAUTICS

FI(f; UR£ 27:- THe a rvc« FOR!C'E FOR' SEVE~AL.rAB ANGLE S FOR THE AIRPLANE WITH THEWING BUMP.

SEA LEVEL-,'~600

..::::--:- -.."'--.......:~ ...

:-.;:: :--~~- __ --..~~ V""'PH

500 ->--_ ~~~.f~0---- __~--~ 25"0

·4S so -i~-GEOMETRIC OVE"HANG -PE~ENT

.f0

I... 120

~~O)

~~~ 80

~~o .It ~

~'" 40,~0i::

V)0

20~ 000- FT ALTITUDE

o

-------­<,.....

~~·400~~- - -_ _ "'"=-:::.... ~ VMPH

-----_:::- ........----- "::'-'-..............-550-------- ...............r--,-.. -.................. ............

-~~.!OO

L.- SOO

40 45" SOGEOMETRIC OVERHANG--PCI'tCENT

NATIONAL ADYISORYCOM'" THE FOR AERON AUT!CS

AGURE Z8.- mE EFFECT OF THE EL.EVA,TO/?,GEOM£T~/C OVE/?HANG ON THE .sTICK-FORC£. GRADIENTFOR THE AIRPLANE:

V/VtPH

SEA L.EVEL-----

o20 es ..30 35

CENTrR - OF' - GRAVI TY LOCATION

PERCENT fr1.A.C.

eq 000-':-7:' AL TITUD€

eo es .30 35CENTER - OF"-GRAVITY LOCATION

PeRCENT MA.C.

NATIONAL ADVISORYCOMMITTEE FOR AERONAUTICS

AGUR£ 2~- THE EFFECT OF THE C£NrE~-OF­GRAVITY LOCATION ON THE STICK-FORCE t5~ADI£Nr

FOR THE AIRPLANE.

iI •

/.4

~6-

/.i?

/.0

C, .8

·~

-.~

0------~---

~--

2.2 _

-4-

4 - 6- ~­

0(

-- - --- --- ---

oAoV<>'~ov:x

/VI.30.45./0.b5.6'15./UJ25.75.775.80

"

.r M=O.IO --1I. ()(=/O-~

NATIONAL ADVISORYCOMMITTEE FOR AERONAUTICS

FIGURe 30.-THE LIFT C()E"F~/CIENT FOR·THE MODEL.

•

·32 M

0 .30A .450 .60

.~8 V .65o .675Cf .'70

rA .725[J" .75

.2~ ~ .775x .80

NATIONAL ADVISORYCOMMITTEE FOR AERONAUTICS

AGURE 3/.-THE DRAG COEFFICIENT AS AFUNCTION OF LIFT' COEFFICIENT FOR THE

., MODEL.

I •

CL-.1----­0----­.R --- - -- --­.4----­.6------·8---1.0------

/--------

II I

/ jI ", I,

/ /// I /

I ;' I

) 1/j 't----- - .s:> / /,/

----------" /A..",,;'b

------ - -----~-- - ---- ....... ---~ --- --

-

.oe

./6

.10

•II!.

./4

.06

.08

to

..

o .3 .4 ••M

.7 .8

NATIONAL AOVI SORYCOMMITTEE FOR AERONAUTICS

AGU~E 32.- THE D~AG COEFFICIEN7 IN RF­LATION TO MACH NUMBER FOR THE COMPLETEMODEL..

---~----

•

.. .1-4 CL /0 I.2 I.4 ---

I.6 -----

.It!: .8 --1.0 ----

II

,/0 I II

·08 I " I:- I / //Co --»>/

.06 -: I I I I

" / / 1/...04 ---_./ 1/'- - ----: I I..

~i----- /---- -~.oe-----------

o .5

M!? .8

•

NATIONAL ADVISORYCOMMI TTEE FOR AERON AUTl CS

rlGURE 33.- THE DRAG COEFFICIENT IN 1?£­LATION TO lvlACH NUMBER FOR THE WING OFTHE MODEL•

•

• .0/5

.0/0

.00.

o

rl/S£I..AG£

-----­=: --=--=::..::. -

.S" .~ .7

/I

.8

M

.7.~

= ..

,//

~~-===;";;;'~~::::::::::--~=--==:::5'~,-----,.... - -

EMPENNAGe

.3o

M

.0/5

£/Y7PENIVAGE FO~ W/N6-.fjUMP /

CONr/(SUAATION /

----- ~!__ _ ......-::._ ..............e"..,...:...--""_

- - ---- - - - -- - ---=.-:.---

.010LlCD

.0

o .3 ..g .5 .C# .7

M.8

.8

/

II

I

.7.5.4

WING BUMP

---~-------=----~-- -.... ~----"..

.020

.0/5

L\CO .0/0

.OOS

0 . .3

M

NAT IONAl AOV I SOPYCOMMITTEE FOR AERONAUTICS

FiGU~E ~4. - THE INCREMENT OF" DRAG COe~"ICIENTDUE TO COMPONENT PARTS OF THE MODEL.

•

•

.015

.0/0

30°AUXIL.IARY CONrROl..

- =--

30° AUXIL./ARY CONr,-,oL FL.APS

C/VtPENNAGE- OFF CONF"IGU~A'rION

o

.O/S

.010ACa

.005

o ·3

.4 ·s

.S .6

.S

.8

•

..

.020

.01SACa

.010

.005

4S·Aux'~IARY CONTROL ~"~~

-- - -::.---.,...... \------ --"~------- ~--~ ~...... -

o .3 .0 .8

.015

.010ACo

.005

45· AUXIL.IARY CONTROL ,t:"L.APS

£I'v-fP£NNAG£ -OFF CONF"/GURATION

~------== ---- ---;;;-- -=: ).

~- ----"" ,"

o .3 .5"

M.6 .7 .8

NATIONAL ADVISORYCOMMITTEE FOR AERONAUTICS

•

~/GURE 3£­COEFFICIENT DUEON THE MODEL•

c'­0---.i? -----.4 ---.6 -----

THE INCI?EMENT OF DRAGTO AUXILIARY CONr/?OL I="LAPS

~ ... • •10\0..

• •

NATIONAL AOVI SORYC'O·... ITTEE FOR AERONAUTIcS

--=--- -----'li&"'-=-"'::-- - - - -----------_:::-------------------=====~==

M

--~~:::- - --- -------././ -- ----"./ --- --/ / --/ / ----:?'~=--=-.:=----

/ 1/---- // - -- -/ //' - ---/ /' / - -

// //' ~---- --/><//--7~ -> »> - - ~-/:::>""/ / L -:--L-- ;' ------

/ / /// /// ////,/

V; /1MP;;h

GLIDE ANGi.E

/0·---- eo»---- .30·------ 45°

7iH£

Sao

500

300

~~I 4.5'0~......g-J~400

~It~ .35"0

•.7

.8

U)lq • E)..~ M~...t 6 .S

~fqU4 .4

~Q

o... e: .3

t.,~

Ro.3(, .32. u u ~O .~ ~ 8

Ai.. TI TUDE - THOUSANDS 01=" FEE T

4 SEA'-EVE/..

'FIGURE 36.- THEPOR THE AIRPLANE'

VEI.OCITY, MACH NUMBER, AND TIME' TO DESCENDGLIDING. ZERO PROPELLEIe THRUST.

•

•

----------- - - --

NORMAL CONF'IGURA TION ]----- 30° AUXIL.IARY CONT/TOL ","LAPS_____ 45° AUXIl..IAAY CONrROL FLAPS .<:.s;000 LB. WEIGH,

--- WING- dUMP

•

•

sso

:t 5"00Il~

~J.,. 4&0...u0..J

~400

I4J:)

~

35"0

NOR/'r"fAL CO/V,t::"IGURATION I

ALllli/DE

.sEA

~OOO FT.

t?-000 FT.-

~OOO FT.,]~OOOFT

~OOO FT. _----

NATIONAL ADVISORYCO .... ITTEE FOR AERONAUTICS

300

MAXIMi/M VELOCITY AT" RE.sPECrIYEGLIDE ANGLE ,REACHED AT AL ,1TUDEINDICA rED ON CURYE

..

•

FIGURE 3Z-THE MAXIMUM VELOCITY OBTAINEDBY THE' AIRPLANE IN RELATION TO THE ANGLEOF GLIDE. ZER'O PROPELLER TI-lIi!UST.

•

----------~-----------------_.~----~-

•----- NORMAl.. CONf:"/GURATION----- 300

AUXU../ARY CONTROL f:"L..APS---- 45· AUXILIARy COIVrROL FLAPS- - - V/ING .8 u/Vtp

}.2';' 000 La

WEIGHT

.8

.7

M

• .6

•·S

.11/

------- NORMAL CONFIGURATION, 35;000 L.13. WEIGHT

ALTITUDE/2.)000 Fr.-7

~OOO FT.~~OOOFT. _------}

/qooo FT.~ - --::..-~..::::-~l»> \ »>: --:::::--

" ~----:---,/,//// / ...~ 11000 FT-

,/ /'~~ooo FT. -\. / /' /'

v .... ~ I~OOO Fr.IZ.l000 FT. /~

15;000 FT.~~

-/~OOO FT NATIONAL ADVISORY

COMMI TTEE FOR AERON AUTI CS

MAXlfV(VNT MACH NUMBER J1rr(J:SPECTIVE GLIDE ANGLE OSTAINE:"OAT AL. TITUDE INDICA T£:D ON CURVE

.,

FI6U~E .38.-THE MAXIMUM MACH NUMBEROBTAINED BY THE AIRPLANE IN RELATION TOTHE ANGLE OF GLIDE. ZERO PROPELLER THRUST.

•

I •

•

iI·

Cz.OJI

Cha,KJ

Cz.04

-:0'1

lie" /'-.

M0,300.600.75

NATIONAL ADVISORYCOMMITTEE FOR AERONAUTICS

FIGURE .39.-THE EFFECT OF" MACH N(JMBERON THE AILERON HINGE"-MOMENT AND ROLLING­MOMENT COEFFICIENTS FOR THE MODEL. LEFTAILERON ONLY.

•

(~L SEA LEVELFiGURE 40.- THE AILE~ON coNTROL CHARACTER­

ISTICS OF THE AIRPLANE•

- .~------- ------------------

ilt

t~..,;t3IQ.e VM P H....." . .531~ I 42.5"~~ ,Ic! I

~~ 3/9

~~~ 2.Ii!

00 .0/ .02 .03~ .~ .05' .06 ·07

ev

/6VM PH

• ~

~ /2.I

• I4f...,~"I( 6

~NATIONAL ADVISORYIt... 2/;!' COMMITTEE FOR AERONAUTICS

... 4....'C(

°0 .0/ .oe .03 ·04 .OS" .06 .07pb,eV

(b) 201 OOO-F7.' ALTITUDEAeURE 4O.-(CONCLUDED) THE AILEIe'ON CON­

TROL CHARACTERiSTICS OF THE AIRPLANE.

•

rTITLE: Lcmgitudlna1 Characteristics and Aileron EffecUveness of a Wdtrlng Airplane from 1-=::"::'::'::"":':'::=;;';--f"'l-Ir:1

High-Speed WlDd-TunneI TestsAUTHOR(SJ: Hall, Charles F.; Il/Iannes, ~rt L.ORIGINATING AGENCY: NaUODal Advisory Committee for AerQllllllt1cs, Wasblngton, D. C. ""==~~==""':':"""a~jPUBUSHED BY: (same)

Force and moment coafflclents computed from test data are presented. DataIndicate that, "11th respect to elevator-angle vartaUon "11th'speed, airplane mubecome UDStable at apprOll1mately 0.7 Mach number. Too devices for improving19D91tud1na1 control, a mng-proflle modlflcaUon and awdlIary control flaps, In­crease the llIIachnumber at which this InstahIllty occurs. Former device IncreasesIt by as much as 0.075 and latter by 0.05. HO<1ever, because effecUveness of flapsdecreases between 0.75 and O.BMach number, their over-all characteristics areless favorable than those of wiDg-proflle modlflcaUos.

DISTRIBUTION: Reauest eeetes of this reoori onl from Or1a:lnatlnll AllencvDIVISION: Aerodynamics (2)SECTION: Control Surfaces (3)

SUBJECT HEADINGS:Ailerons - EffecUveness (03205); LongItudinal stabillty(56020.32) ,

ATI SHEET NO.: R-2-3-35

L-Air DocumcatI Dhrislaa. IntoIligonco Dopartmont

Air Mataricl ".emmandAlII WCIINICAL 1N!l1!lt Wright-Pattonon Air Forc:o Oaao

~Ohlo

-----------------'-------------'L------------'-------~~----~~.........4

~-- _ ._- - _ .

OA No:US Cl asslllcatlon:ATI No:

16173 One] ass. MaS?An~ ' . ::E

CANCELLED - DUPE CF 16053 • i:lLongitudinal Characteristics and Ail~r~ctive~il9GS ot Sl Midw1ng Airplane FTom Hig~p3ed ~,1nd~ gT~1 Testa ..

r:C?i

OA:

AUTHOR(S):

Hall D Chs.rlea F0 g

TITLE:

.,I

Foreign Title:

III

'"~"l:.. ..aU

100 ..., ..-I!~:3

Previously eataloged under No: Translation No:

Section:_ _ --.-:..-t--" _