Wind-tunnel investigation of a rectangular NACA 2212 airfoil with semispan ailerons and with nonperforated, balanced dou...

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Material Information

Title:
Wind-tunnel investigation of a rectangular NACA 2212 airfoil with semispan ailerons and with nonperforated, balanced double split flaps for use as aerodynamic brakes
Alternate Title:
NACA wartime reports
Physical Description:
12, 55 p. : ill. ; 28 cm.
Language:
English
Creator:
Toll, Thomas A
Ivey, Margaret F
Langley Aeronautical Laboratory
United States -- National Advisory Committee for Aeronautics
Publisher:
Langley Memorial Aeronautical Laboratory
Place of Publication:
Langley Field, VA
Publication Date:

Subjects

Subjects / Keywords:
Flaps (Airplanes)   ( lcsh )
Airplanes -- Wings -- Testing   ( lcsh )
Aerodynamics -- Research   ( lcsh )
Genre:
federal government publication   ( marcgt )
bibliography   ( marcgt )
technical report   ( marcgt )
non-fiction   ( marcgt )

Notes

Summary:
Summary: Tests have been made in the Langley 7- by 10-foot tunnel to determine the applicability of nonperforated, balanced double split flaps for use as aerodynamic brakes. Information was desired on the braking power of the flaps as well as on the effectiveness and the stability of a conventional trailing-edge aileron located immediately behind the flaps. A rectangular 10- by 60-inch wing model of NACA 2212 airfoil section was used for the tests. Results were obtained for flat-plate flaps with no wing cut-outs and for flaps having Clark Y sections with cut-outs made in the wing to simulate the space left open by the deflected flaps. The flap deflections, the chordwise location, and the gaps between the flaps and the airfoil contour were varied over wide ranges in order to determine the optimum configuration. In addition to the force tests, an investigation was made to determine any buffeting tendencies of the aileron. Silk tufts and a flexible torque rod were used for these tests.
Bibliography:
Includes bibliographic references (p. 12).
Statement of Responsibility:
by Thomas A. Toll and Margaret F. Ivey.
General Note:
"Report no. L-56."
General Note:
"Originally issued April 1945 as Advance Restricted Report L5B17."
General Note:
"Report date April 1945."
General Note:
"NACA WARTIME REPORTS are reprints of papers originally issued to provide rapid distribution of advance research results to an authorized group requiring them for the war effort. They were previously 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."

Record Information

Source Institution:
University of Florida
Rights Management:
All applicable rights reserved by the source institution and holding location.
Resource Identifier:
aleph - 003614467
oclc - 71259473
sobekcm - AA00006280_00001
System ID:
AA00006280:00001

Full Text

ARR No. L5B17


NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
'.




iWA'RT 11I RI EPORT
ORIGINALLY ISSUED
April 1945 as
Advance Restricted Report L5B17

WIND-TUNKEL INVESTIGATION OF A RECTANGULAR
NACA 2212 AIRFOIL WITH SEMISPAN AILERONS AND WITH
NONPERFORATED, BALANCED DOUBLE SPLIT FLAPS
FOR USE AS AERODYNAMIC BRAKES
By Thomas A. Toll and Margaret F. Ivey

Langley Memorial Aeronautical Laboratory
Langley Field, Va.


%o^


NACA


WASHINGTON

NACA WARTIME REPORTS are reprints of papers originally issued to provide rapid distribution of
advance research results to an authorized group requiring them for the war effort. They were pre-
viously held under a security status but are now unclassified. Some of these reports were not tech-
nically edited. All have been reproduced without change in order to expedite general distribution.


L 56


DOCUMENTS DEPARTMENT


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Digitized by the Internet Archive
in 2011 with funding from
University of Florida, George A. Smathers Libraries with support from LYRASIS and the Sloan Foundation


http://www.archive.org/details/windtunnelinvest001a




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NACA ARR No. L5B17

NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS


ADVANCE RESTRICTED REPORT

WIIrD-TUNNEL INVESTIGATION OF A RECTANGULAR

NACA 2212 AIRFOIL WITH SEITSPAII aILERONS AI!D WITH

HOIPITERFORATED, BALANCED DOUBLE SPLIT FLAPS

FOR USE AS AERODYNAMIC FRAIES

Dy Thomas A. Toll and Margaret F. Ivey


SUMMARY


Tests have been made in the Langley 7- by 10-foot
tunnel to determine the applicability of nonoerforated,
balanced double solit flaps for use as aerodynamic brakes.
Information was desired on the braking power of the flaps
as well as on the effectiveness and the stability of a
conventional trailing-edge aileron located irruicaciately
behind the flaps.

A rectangular 10- by 60-inch wing model of NACa 2212
airfoil section was used for the tests. Results were
obtained for flat-plate flaps with no wing cut-outs and
for flaps having Clark Y sections with cut-outs made in
the wing to simulate the space left open by the deflected
flaps. The flap deflections, the chordwise location,
and the gaps between the flaps and the airfoil contour
were varied over wide ranges in order to determine the
optimum configuration. In addition to the force tests,
an investigation was madu to determine any buffeting
tendencies of the aileron. Silk tufts and a flexible
torque rod were used for these tests.

The drag was only slightly lower for the model having
airfoil-section flaps and wing cut-outs than for the model
having flat-plate flaps and no cut-outs in the wing; for
both arrangements the drag was higher than that obtained
in previous tests of an IJACA 23012 airfoil with full-span,
0.20-airfoil-chord, perforated double split flaps. The
aileron effectiveness was low in either case, except when
the flap gaps were equal to about 20 percent of the wing
chord and when the noses of the flaps were at least
80 percent of the chord from the leading edge of the wing.









2 :.A.C. ARR o. L5B17


Although the entire model showed some tendency to
shake, tufts indi cated t:hat the air flow over the aileron
generally was vsooth. Tests of the aileron attached to
a flexible torque rod indicated almost no tendency for
the aileron to shake; however, when the flap gaps were
15 percent of the wing chord or less, the aileron acted
as through it were overbalanced and usually tended to
float against the stops for either positive or negative
deflections.


INTRODUCTION


The present investigation was made because certain
unublished data lhad indicated that satisfactory drag
and lateral control characteristics had been obtained on
an airplane with balanced double split flaps mounted
ahead of a conventional aileron. Tests of balanced single
split flaps on the lower surface of a wing had previously
been made by the NACA (reference 1), and certain flap
locations were found at which the aileron was as effec-
tive with flap deflected as with flap retracted. Tests
of perforated double split flaps having no gaps between
the flaps and the airfoil contour (references 2 to 5)
showed that such flaps produced desirable lift, drag, and
pitching-moment characteristics for use as dive brakes
and that the drag increment increased as the flaps were
moved forward on the wing. The tests reported in refer-
ence 2, however, showed that anhost no effectiveness
could be expected from an aileron located behind these
flaps.

The present tests were made with a model configura-
tion similar to that of references 2 and 4 but having
two flaps, similar to the flap of reference 1, symmetri-
cally disposed above and below the wing. It was desired
to determine if t-:-re were any flap locations at which
sufficient lateral control as well as satisfactory drag
characteristics could be obtained simultaneously.


APPARATUS AND TESTS

Model


The wing model was built of mahogany to the KACA 2212
'rofile. The model was of rectangular plan form; the span









,iCA ARR No. L5B17


was 60 inches and the chord, 10 inches. Semispan aslerans
having chores equal to 18.5 percent of the wing chord
(0.,1.dc) were provided. The ailerons were not balanced
and had small gaps at their leading edges.

Two sets of flaps were used with the model. Both
sets were full span, were nonperforated, and had chords
of 2 inches. One set was made of flat steel late
/1
( --in.thick) and had rounded leading edges. Each flap
\16
of this set was attached to the wing by eight fittings
along the span. The fittings vere adjustable to allow
variations of flap deflections, chordwise locations, and
gaps between the flaps and the wing. The wing had n:
cut-outs to simulate the space left by the flaps when
deflected. Photographs of the model mounted in the
tunnel are given as figures 1 and 2. The second set of
flaps was constructed of steel plate and wood to the
Clark Y section (fig. 3). Cut-outs in the wing wtre made
to simulate the space left by the flaps when deflected.
Each flap was attached to the wing by six fittings, which
rested on narrow bridges left across the wing cut-outs.

The dimensions of the model and the flap locations
and deflections tested are given in figures 4 and 5.


Tests

The dynamic pressure maintained for all tests was
16.37 pounds per square foot, which corresponds to a
velocity of about o8 miles per hour under standard sea-
level conditions and to a test Reynolds number of 609,000
based on the chord of the model wing (10 in.). The effec-
tive Reynolds number, based on a turbulence factor of 1.6
for the Langley 7- by 10-foot tunnel, was about 975,000.

The tests consisted principally of the determination
of the lift, drag, and pitching-moment characteristics
of the model with the ailerons neutral and of the rolling-
and yawing-moment characteristics of the model with the
right aileron at various fixed deflections. A few tests
were made to determine the aileron hinge-miment coeffi-
cients and to investigate the flow conditions in the
vicinity of the aileron.









NACA ARR No. L5B17


Tests of the model with no wing' cut-outs and with
flat-plate flaps were made with the flaps at a number of
chordwise locations, gaps, and deflections. Only a few
configurations of the model with airfoil-section flaps
and with wing cut-outs were tested. These tests were
made principally to check the validity of the assumption
that the wing cut-outs and the flap section would have
little effect on the results when the flaps are at high
deflections.


RESULTS AND DISCUSSION

Symb o s


In the presentation of the results, the following
symbols are used:

CL lift coefficient (L/qS)

CD drag coefficient (D/qS)

Cmc/) pitching-moment coefficient about quarter-
chord point of airfoil -
\ qSc/
Ch aileron hinge-moment coefficient (H/qbaca2)

CL' rolling-moment coefficient (L/qSb)

C,' yawing-moment coefficient (N'/qSb)

where

L lift

D drag

H aileron hinge moment

Mc/4 pitching moment about quarter-chord point of
airfoil,

L' rolling moment about wind axis in plane of
symmetry of model









EACA ARR No. L5B17


N' yawing moment about wind axis in plane of
symmetry of model

q dynamic pressure of free air stream p- )

p density

V velocity

c wing chord

ca aileron chord

S wing area

b wing span

ba span of aileron

a angle of attack

6a aileron deflection

6fU upper-surface split-flap deflection measured
from wing chord line

6fL lower-surface split-flap deflection measured
from wing chord line

Gap is defined as the distance, measured perpen-
dicular to the wing chord line, between the true airfoil
contour and the portion of the flap nearest the airfoil
contour. (See figs. +4 and 5.)

Chordwise location is defined as the distance,
measured parallel to the wing chord line, between the
wing leading edge and the tangent perpendicular to uhe
wing chord line to the portion of the flap nearest the
airfoil contour. (See figs. 4 and 5.)

Aileron effectiveness is defined as the increment
of rolling-moment coefficient between curves corresponding
to two fixed aileron deflections.


Corrections

No corrections were applied for the effects of
support-strut interference. Th, standard jet-boundary









NACA ARR No. L5B17


corrections, which were applied to ill the force-test
data, are:


Aa = 5sCL 57.3


S CL2
ACD = CL


where Aa is in degrees, 5 is the jet-boundary
correction factor, and C is the cross-sectional area
of the jet (69.59 sq ft). A value of 8 = 0.112 for the
closed-throat wind tunnel was used in correcting the
results. No corrections were applied to the pitching-,
yawing-, rolling-, or hinge-moment coefficients; these
corrections are all small because of the relatively small
size of the model.


,'ing without Flaps

Tests were made of the model without flaps in order
to provide a basis upon which to compare the tests of
the model with flaps. The results of these tests are
given in figures 6 to 8. The almost linear variation of
lift coefficient with angle of attack (fig. 6), the
large and almost constant increment of rolling-moment
coefficient between aileron deflections of 200 (fig. 7),
and the approximately constant negative slope of the
hinge-moment curves (fig. 8) should be noted.


Wing with Flat-Plate Flaps

The model was tested with two symmetrically located
flat-plate flaps at a number of chordwise locations, gaps,
and deflections. The results of the tests are given in
figures 9 to 20. The effect of flap deflection (flaps
located at 0.80c and with 0.05c gaps) is given in figure 9.
A cor:.-iarison of this figure with figure 6 indicates that.
at zero angle of attack, incr-iennts of drag coefficient
of 0.252 and 0.468 are produced by the flaps when
deflected 300 and 600, respectively. Comparable values
of the drag inc:.r..mrnt caused by full-span, 0.20c,
perforated double split flaps at the same chordwise









NACA ARR Ho. L5B17


location on an NACA 25012 airfoil (fig. 5 of reference 2)
are 0.11i and 0.53. The irregularities in the curves
Q f CL against a for the model with flaps deflected
(fig. 9) are of interest. The effectiveness of the
ailerons is very low at times, even negative for this
configuration (fig. 10).

When the flaps are deflected 503. the irregularities
in the curve of CL against a are less pronounced when
the gaps are O.1Oc (fig. 11) than when the gaps are 0.05c
(fig. 9)> The aileron effectiveness is greater wl-hn the
eaps are 0.1Oc (fig. 12) than when the gaps are O.05c
(f g. 10). Increasing the flao deflection to 60.- results
in large irregularities in the curves of CL against a
(fig. 15) as well as in reductions in the lift-curve
slopes particularly when the flaps are located far for-
ward. The aileron effectiveness (fig. 1L) is generally
lower and more irregular when flaps are deflected 6CO
than when flaps are deflected 30' (fig. 12). Tests were
made with aileron deflections of 100 as well as 0'
and 20f for the condition of the flaps located at 0,80c
(fig6 1L(c)), in order to determine if greater effective-
ness night be obtained ar the smaller aileron deflections.
The effectiveness seems to increase almost linearly with
deflection for 1.:v angles of attack but is about the same
for 6a = 10o as for 6a = +20G at high angles of
attack.

The characteristics of the ;model with the flaps
deflected 600 and with gaps of 0.15c are given in fig-
ures 15 and 16. The irregularities in the lift curves
increase in magnitude as the flaps are rioved forward
(fig. 15). The. aileron effectiveness decreases as the
flaps are moved forward (fig. 16)-

With the flaps located at O..Oc and with gaps
of 0.20c, tests were made with the flans deflected 60,
90, and 1200` (figs. 17 and 15). The lift curves for
the conditions of flaps deflected 003 and 1200 are char-
acterized by flat regions near zero angle of attack
(fig. 17). When the flaps were deflected 900, an irregu-
larity occurred, which was similar to those noted previ-
ously. The maximum values of the lift-curve slopes for
these conditions are only about one-half the value of
the lift-curve slope for the model without flaps
(fig. 6). The aileron effectiveness is relatively high








NACA ARR No. L5B17


(about 80 percent of the effectiveness when no flaps are
attached) and does not seem to be appreciably affected
by the flap deflection (fig. 18).

Tests were made with flap chordwise locations
of 0.90c, gaps of 0.20c, and deflections of 600 and 1200.
The results are given in figures 19 and 20. The condition
of flaps deflected 600 seems to be the most favorable of
all the configurations that have been discussed. The lift
curve (fig. 19) is almost linear and the value of its
slope for angles of attack greater than 20 is about
80 percent of the value of the lift-curve slope of the
model without flaps (fig. 6). The ailerons are as
effective as when no flaps are attached.

Tests were made with one flap located at 0.80c,
with a 0.10c gap, and with a deflection of 600 (figs. 21
and 22). For the negative angle-of-attack range with
the flap placed below the airfoil and for the positive
angle-of-attack range with the flap placed above the
airfoil, the effectiveness of the aileron for 200
deflection is about the same as the effectiveness-when
no flaps are attached. When the flap is below the
airfoil, the effectiveness of the aileron deflected 200
decreases as the angle of attack is increased above -20
(fig. 22(a)). When the flap is above the airfoil, the
effectiveness of the aileron deflected -200 decreases as
the angle of attack is decreased below -20 (fig. 22(b)).


Wing with Airfoil-Section Flaps

The results of tests of the model with Clark Y
airfoil-section flaps are given in figures 23 to 37.
The lift, drag, and pitching-moment characteristics of
the model with flaps deflected 300-and at chordwise
locations of 0.60c and 0.70c are given in figure 23(a)
for flap gaps of 0.05c and in figure 23(b) for flap.gaps
of 0.10c. A comparison of the curves for the 0.70c
location of figure 25(b) with the corresponding curves
of figure 11 reveals that the airfoil-section flaps and
wing cut-outs result in slight decreases in the drag
coefficients. A similar-effect through most of the
angle-of-attack range may be noted by comparing figures 27,
29, and 51 with figures 13, 15, and 17, respectively.
Part of the reduction in drag coefficient is probably a
result of the fact that fewer fittings were used to
attach the airfoil-section flaps to the wing than were









,.-Ca. ~i{R No. L5B17


used to attach the flat-plate flaps to the wing. The
aileron effectiveness generally is slightly higher for
the m.iel having airfoil-section flaps and wing cut-outs
than for the model having flat-plate flaps and no cut-outs
in the wing; this fact can be noted by comparing figures 26,
50, and 52 with figures 14(a) and 14(b), t6(b) an. 16(c),
and 1'(a), respectively.

The variation of the rolling-moment coefficient with
aileron deflection was determined for the model with the
flaps located -t 0.70c and with gaps of 0.15c and 0.20c
(fig. 37). at an angle of attack of 03 the rolling-
moment coefficient varied almost linearly with aileron
deflection, but at an angle of attack of 12.1' the
variation with negative deflections was irregular when
the gaps were 0.15c.

Aileron hinge moments were measured for a number of
model configurations and are presented in figures SL
anca 5. When the flanp -aps were 0.15c or less, the
aileron seemed to be overbalanced and usually tended to
float against the stops for either positive or negative
deflections. With the flaps located at 0.70c or at 0.30c,
the overbalance was eliminated by increasing the gaps
to 0.20c. At an angle of attack of 0 and at small
aileron deflections, the slone Ch/IJ65a was still
considerably less negative, however, than when no flaps
were attached to the model (fig. 8).

Because the model had a tendency to shake when the
flans were deflected 600 or i:iore, an investigation was
made to determine if this shake were accompanied byabuffeting
tendency of the aileron. No such tendency was noted when
the aileron was restrained only by the flexible torque
rod used for the hinge-moment measurements. The investi-
gation was extended by observing silk tufts mounted from
masts attached to the aileron -t its miidspan, midchord
location. The directions and the stability of the various
tufts are indicated in figure 36 for several model
configurations. The tufts on and near the surfaces of
the aileron were almost invariably smooth and were pointed
in the downstream direction. Aileron buffeting therefore
does not seem to be a serious problem for an airplane
with balanced double split flaps.

A summary of the effects of gap and of chordwise
location of the two sets of flaps (each set at deflec-
tions of 600) on the aileron effectiveness relative to









NACA ARR No. L5B17


that of the plain wing and on the drag coefficients is
presented in figure 37. The aileron effectiveness
increases as the gaps are increased and as the flaps are
moved rearward. The drag increases as the gaps are
increased and as the flaps are moved forward. The varia-
tion in drag is probably caused by the increased depth
of the wake as the flaps are moved forward while constant
gaps are maintained between the flaps and the surfaces
of the wing and also by the higher local velocities
occurring at the forward portions of the wing. Refer-
ence 5 showed that the increment of drag caused by perfo-
rated double split flaps was more than doubled when the
flaps were moved from the wing trailing edge to the
0.30c location. From the results of the tests reported
herein, however, the 0.50c location would be expected to
result in little or no effectiveness of ailerons located
back of the flaps, even though the gaps were large.
Because the reduction in drag as the flaps are moved
rearward of the O.60c location is not very great and
because the rearward flap locations result in improve-
ments in the other wing and aileron characteristics, it
seems desirable to locate balanced double split flaps at
about 0.80c or farther rearward. Gaps of about 0.20c are
necessary to obtain satisfactory wing lift, aileron-
effectiveness, and aileron hinge-moment characteristics.


CONCLUSIONS


From the results of tests of full-span, nonperfo-
rated, balanced split flaps on a rectangular NACA 2212
airfoil, the following conclusions may be drawn:

1. The effectiveness of a conventional aileron
behind balanced double split flaps was generally low but
increased as the flaps were moved rearward and as the
gaps between the flaps and the airfoil surfaces were
increased.

2. The drag of the model increased as the flaps were
moved forward and as the flap gaps were increased.

5. There was usually an irregularity in the curve
of lift coefficient against angle of attack for the
model with balanced double split flaps deflected. The
magnitude of the irregularity increased as the flaps









ITACA ARR lio. L5B17


were moved forward, as the flap gaps were decreased, and
as the flap deflections approached 900.

L. The slope of the curve of lift coefficient
against angle of attack generally decreased as the flaps
were moved forward and as the flap gaps were increased.

C. an aileron back of a balanced single split flap
with a small flap gap may be as effective through a
large part of the angle-of-attack range as an aileron on
a wing having no flaps.

6. The effectiveness of the aileron on the model
having airfoil-section flaps ana wing cut-outs was
generally slightly higher th.rn the effectiveness of the
aileron on the model having flat-platr flaps and no wing
cut-outs.

7. The drag of the model having airfoil-section
flaps and wing cut-outs was generally slightly lower
than the drag of the model having flat-plate flaps and
no wing cut-outs.

d. Although the model with balanced double split
flaps showed some tendency to shake, the aileron was
usually steady and the air flow was smooth on and near
the surface of the aileron.

9. Plain ailerons back of balanced double split
flaps acted as though they were highly overbalanced when
the flap gaps were 15 percent of the wing cord or less.

10. From a consideration of lift, drag, aileron-
effectiveness, and aileron hinge-moment characteristics,
a satisfactory practical configuration probably could be
obtained with balanced double split flaps located at
80 percent of the wing chord and with flap gaps of
20 percent of the wing chord.

11. The drag of this m-idel was higher than the dr-:.
of an hiTCA 23012 airfoil with full-span, '.JO-airfoil-
,dird, perforated double solit flaps at the -same -chord-
wise location.


Langley Memorial Aeronautical Laboratory
national Advisory onimittee for aeronautics
Langley Field, Va.








ITICA ARR No. L5B17


REFERENCES


1. Rogallo, F. M., and Lowry, John G.: Wind-Tunnel
Investigation of a Plain Aileron and a Balanced
Aileron on a Tapered Wing with Full-Span Duplex
Flaps. NACA ARR, July 1942.

2. Purser, Paul E., and Turner, Thomas R.: Wind-Tunnel
Investigation of Perforated Split Flaps for Use as
Dive Brakes on a Rectangular NACA 23012 Airfoil.
NACA ACR, July 1941.

5. Purser, Paul E., and Turner, Thomas R.: vWind-Tunnel
Investigation of Perforated Split Flaps for Use as
Dive Brakes on a Tapered NACA 25012 Airfoil.
NACA ARR, Nov. 1941.

4. Purser, Paul E., and Turner, Thomas R.: Aerodynamic
Characteristics and Flap Loads of Perforated Double
Split Flaps on a Rectangular NACA 25012 Airfoil.
NACA ARR, Jan. 1945.

5. Blenkush, Philip G., Hermes, Raymond F., and Landis,
Merle A.: Effect of Dive Brakes on Airfoil and
Airplane Characteristics. Jour. Aero. Sci.,
vol. 11, no. 5, July 1944, pp. 254-260.









NACA ARR No. L5B17 Fig. 1






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NACA ARR to. L5B1?


Semispan oileron


(a)P/on form of wing.


C = /0" -

SChordwise 63e
location 1


(b) Typical section.


' Flat p/ote


i = 5f NATIONAL AD
COMMITTEE FOR A&
\ChoirawsW
sow, 0.60c 0.70c 0.80c 0.90 c

O.05c 30 ond 60
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(c) Flap deflections for various chorduwise loca/tons and gaps.

Figure 4.- Dmensions and flop configurahons of the model
with balanced' double spht flaps having flat-
plate sections. Wing airfoil section, NACA 2Z/2.


Fig. 4a,b,c






NACA ARR No. L5B17


Semispan aileron


(a) Pan form of wing.


C = /0"

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location
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0.60c


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NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS


(c) Flap deflections for various chordmise locahons and gaps.

F w/f/X ba/anced do'oh/e sp//tl aps having C/lark Ysectons
W/fng a/rfoi/ Section, AACA 22/2.


Fig. 5a,b,c


. f, 6fL

0.70C


0.80c






NACA ARR No. L5B17 Fig







./





.-.




20

/6




6 4----


-8 .0
8 4 ---.06 o0





-8 ------- .04

NATIONAL ADVISORY
CO -NITTEE FO AERONAUTICS
-6 -.4 0 .2 .4 .6 B /0
S/// coefficient, CL
Figure 6.- Li//, dre/ on/d pfch/ -y-momen c hoaracfer s/c s
of the NVACA 2212 w,'ng mode /yo F/aps, 6,, 0O


. 6






Fig. 7


6a
(de)
& -ZO
cJo
0 0
13 20



MRY





.02

.0i

0 -

-.0/ : 8


-12 -8 -4 0 4 8 /Z /6 20
Angle of attack, ca, deg
Fyvure 7-Ro//lin-and yawing-momnent characferislic5 of
the ri/hl semispan al/eron o /Ahe A/ACA ZZ12 win9
model. A/o l/aps.


NACA ARR No. L5B17





<-----c-


.04


. .03

o.0/


.01
I 0


-02


-03






NACA ARR No. L5B17



/85c E

14 C C




fdeg/


-3 ------ -----T^


-30 -20 -/0 0 10 20 30
Aileron deflection, 5o, deg
f~iure.- H///9e-nrnomen+ charac/er/shcs of the rig9h
sem/rspan ai/eron on fte 0/ACA 2 21/2 wyi model.
No f/aps.


Fig. 8


NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS


I I I I I I A .







NACA ARR No. L5B17


o 30
A f)


I .




4-





20


/6


.6 8 1.0 /.2


-.6 -4 -2 0 .2


--------------- -s.66


----- ------------ -.5


W ctf, __.5i


-_ 4








.36


.32

2
---- -----" ---


NATIONAL ADVISORY
COMMITTEE FOR AEROINAUTICS


Lift coefficient, CL
FP'i.re.-Zif, drg, and P//c hinO-morn7enf characteristic s
of he A'ACA 22/2 wing model equipped wi/h bo/onced
double sp/if f/ops XOavingf/lf-plo/e sections. Chordwise
/oca/ion, a&;Sgaps, O 05c; Sd,O 0


U1

QI
'3
Do
0U


Fig. 9


I,





Fig. 10a


NACA ARR No. L5B17


& = 300
c/4- 05c
I .05c
.80c = 300
c I-


u .02


0o
,o

F -.0/

-.0


6C
(deg9
-20
0
zO


0
------------------------ .1- -



NATIONAL ADVISORY .0/
COMMITTEE FI AFONAIIUTICS
-/I -8 -4 0 4 8 /1 16 20
Angle of attack, oc, deq
(0) and 6fL 30.
/yutre /0. Po/I/n -and'/yawin9 -momenl characters /fcs of the
riy/f sem/span a//eron on the AACA 22./2 wing mode/
equipped with balanced double spf/ /alhi haviny f/a/-p/ote
sech'ons. Cho.'dawise locafi/on, 0O.Oc; gps .005c.






NACA ARR No. L5B17


Fig. 10b


1.05c

----.80c -60


.o3
C-

S.01
So
0

-.0/

01-.


L
i


- I V 1"- 1"~ I F 7 1* T -


-/2 -8 -4 0 4 8 12
Angle of allack, (x, deg
(b) anrd~, 60".
Fgudre /0-Concluded.


--,_---- ----- --O -
-do

020







- -------- ---^^
----:------- -








NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS


S-ZO
3 0
3 20





















.01/
eK


16 20





NACA ARR No. L5Bi7


0




S o





16


8


' 4



'-4

g-8


Chordwise
/0oohaon


I I I L J ..... ... -- ......
-.6 -4 -2 0 2 .4 .6 .8 10
Lift coefficient, CL
Figure I//- LifY, or, an pon ching-n ome P ch.rrterl,'cs
of the N.ACA 1ZZ wing ~/wode/' e~qupea wdn bo/onced double
oli/t t7qr /lvo/, ; /-pla'e .sctions. Gops3, .lc; do, J 0 ,
and SfL, Jyo


-Fig. 11






NACA ARR No. L5B17


=30"




,c 2i.y


.0/
C-






0
OL


60
(dBg)
-20
0
20


.01 F

0

NATIONAL AOvisoy
CONNITTtE Me AMEONAUTICS
-I -8 -4 0 4 8 I 16 20
Angle of allack c, deg
(a)Chordwise location, 0.70 c.
F7iure /2- Rol/hng-andyawiny-momenf charocfer/s/kcs of the right
semn/spoan a//eron on /he IAfCA 222 wing mode/eq/,ipped
w/Ih balanced double sp/i// f/aps horv/w f/al-p/ate sections
Gaps, O./Oc; 4 and 6fL 30


Fig. 12a





NACA ARR No. L5B17






-c~
-^^^^ss0O









.0
I II





S-.01 -
) 3 ^ _


Fig. 12b


6f
Ovy

o 0
0 20












.0/



-0/
>*8


-/2 -8 -4 0 4 8 /2 16 20
Angle of attack, cr, deg
0') Chore/wise /oct/2on, 0.80 c.
Figure /2. Conc/udo'e





NACA ARR No. L5B17


-6 -4 -.2 .2 .4 .6 .8 0
Lft/ coeffic/6'nf, C'
Figure /3.-L/f/I drd, ano p/oching-momnen/ charocl e risb/s of he
NACA 22/2 wing monde/ equipped wifh bo/anced double
sp/if f/aps havnyg f/a/-p/afe sections. Gaps, O.lOc. 6, 0;o
,fy and d6f 60O


Fig. 13









c y
1,^






NACA ARR No. L5B17


ICL/C
.60e =60C (d g)
c: A -20
o 0



.0,
- )








$ -.02
0
















NATIONAL A ADVISORY -
CONNITTLL FDA AERONAUTICS
-12 -8 -4 6 4 8 /2 /6 20
Angle of a/lack o, deg
(a) Chordns/se /loco/on, 060c.
/99ure /4. -Ro///n9y-ond yawr/y-momen1 charaocler/slics of Mhe
ryh/. semisnspon ao/ero r, on/he /VACA 22/2 w'ray mode/ eqglpped
wt/A bo/ocr'd dobu/e sp/1 f/ops having f/I-plate sec /ions
Gaps, -a/Oc 6 and lo' ,60
A ure4 -------n d/wn-'.mntcho o------- /h
r/i !; e is n _ __1 w o~ m de e a/pe

w- --ule- --a, h tvn fla -pl l se t \
-- -- -- ,o/e 6 n 6


Fig. 14a





NACA ARR No. L5B17


---- c ----- 6,
(dQg/
S-20
. (deg) o 0
.~0 .0 20



-. -o--

0/










I TT

NATIONAL. ADVISORY -.0/ ,0
COMMITTEi FO IROINAUITICS
-/2 -8 -4 0 4 8 I? /6 20
Angle of alaock, ac, deg
(b) Chordwise locoaln, 0.70c.
F-1ure /4-Confinueeo.


Fig. 14b





NACA ARR No. L5B17


So
(deg)

~ --2 iii


-0-


I

0/

0

S-.01

z -.02

01


MA"
COMMI
-/2 -8 -4 0 4 8 12
Angle of attack, oc, deg
(c) Chorc/wise I/ca/ion, .80c.
1Fiure /4. Concluded.


TIONAL ADVISORY
TTEE FOR AERONAUTICS
/6 20 2,


60
/degq
L -20
x -/0
0 0
0 /0
0 20


. I I
~ ~ 3 _~


.0/

0
o 4

4
-6
I ~


Fig. '14c


\C





NACA ARR No. L5B17'


Fig. 15


1





20


/2



4



-4
6-8


-/2


I I I I ii a I li I 56 "
-4 -.2 0 4 .6 .8
Lift coe'ff/cinf, / CZ
F/yure 5. -L///, drag, andp/ch/i m72omenl character/s//c s
of the IYACA 2 2/2 w/inymode/ ecuaiped with balanced double
sp/ll//f,/s h av/n f//a-pla/e seci/ions. Gaps, 0.15c3 ac,, 0
df' a7nd y L 60





NACA ARR No. L5B17


SC (Idea/
J3 .0 -20
.0 60 c 0
0 ( LO9Y 20
A.U e-dg) 200



S0

S-./











NATION. DVISOY
COMMITTEE F AOIAUTICS
.--- .
.,'^. -.03o,' -.01-----------





-12 -8 -4 0 4 8 I/ 16 20
Angle of attack o, deg
fo)Chordwise localion, 060c.
Figure /6.-/Rol/ng-and yawing-mroment characteristcs
of the right semrspon a//iron on the N/WCA 22/2 w/in
model equipped wi/h bo/anced double split flops hang
flaf-p/ole sections. Gaps,0.15c; 6fu and 6f ,600.


Fig. 16a






NACA ARR No. L5B17


.03

" .OZ
.02

I .0/






-oz

t-O3


66
_q-) o 0


-o 2









NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS



.0/


-/Z -8 -4


0 4 8 /2 /6 20


Angle of attack,oc, deg
A/) Chordw/se /ocation, 0. TOc.
/7rare /6- Con/inued.


Fig. 16b






NACA ARR No. L5B17 Fig. 16c




=60



_/5c
.80c =60"
c I

S.03 I. I 0
^ .03 -----T -0
_o o



ca)




Z --p
O T- -
11z




S-.0/
NATIONAL ADVISORY
CONMITTEE FOB AERONAUTICS




I I ZO '"Q)




-I? -8 -4 0 4 8 I 1 /6 20 24
Angle of o//ack, or, deg
(c) chorJrQ/ l1 location, 0.80c.
-iure ~16.- CLo.hnued.






NACA ARR No. L5B17


.04

<3 .03

S.02






Q -.0/

-.0

-.03

-.04


X3rK

UCC,
.- ..


-/2 -8 -4 0 4 8 2 /16 20 24
Angle of attack, oc, deg
/d)Chordwise loca/on, 0.90c.
Figure 16.-Concluded.


Fig. 16d






NACA ARR, No. L5B17 Fig. 17



.8 .2--

c_ .ZOc


-FL

.2c20


f, and5 f
I6 ---/ 0- (deg)
/6 g- -- -- 0
n 60
12 __-- -_ O 90




C MmITTEE FRA AEA0NAUTICS

/6.76

-4 -- -
/-Z _7


-/2------------1------------ $


I I I I I I I I I I I I 1.56
-4 -.2 6 .2 .4 .6 .8
Lift coeff/c/'nt ,6z
F/gjre /7- Lift, drag, and pitcning-mornen/ character/I/ic, of
the NACA 22/2 wing model equipped with balanced
double split flaps na/ng f/o/-plate seconds.
Chordwise location, 0.80c. gaps, O.ZOc. 0c 0.






NACA ARR No. L5B17


/f =600

. 20


.04c c


S .03



-2

.~01 L^d- -,- 0
0






-.03

-.04 .02






NATIONAL ADVISORY 0/
COMMITTEE FO AEMONAUTCS
-12 -8 -4 0 4 8 I/ 16 20
Angle of attack, c, deg
fo) 6f, aOd% 6f 60
F/ure /8.- Rolling- and yaowing-momenf characteristics of
the r/ghlf e..';pan ulleron on the A/NACA Z2/I wing model
equipped with balanced double split f/ops having flat-
plate sections. Chordwise location, O.80c, yaps, 0. 20c.


Fig. 18a





NACA ARR No. L5B17


SfU =90

.20c


(dc~g)
S-20
oO 0
o 0











.02


O d
o '
0 !

.01 /


S.03



S.0/


o
. -.0/



-.03

-.04


-12 -8 -4 0 4 8 I/ 16 20
Angle of attack,oc, deg
/1 6O, and 6f 90.
Fiure /8.- Conha/ued.


Fig. 18b





NAOA ARR No. L5B17


=/20"

.20c


.20c
.80c 0


.04 r C -- 6

3 (- (d, ?)
S0(3 -20
.A0 20

o .0/I

00

-.o0/

S-.0 --20 --

S- f.03-

-.04 .02






NATIONAL ADVISORY '0 0
comirrTT Fo AFROlUTICs 0
-1f -8 -4 0 4 8 12 16 20
Angle of attack., or, deg
(c/ 65 and 6/ f/2 ".
F/gure 1/8.- Con c/'c'd,


Fig. 18c






NACA ARR No. L5B17 Fig. 19


S.90e







1 N L And IO6f

i -./- ---- --,- 64


----Sfoand 6

















CONITTEEI AERONAUTICS
S-.-2 02.4.6-.8
\8




4





the wing modNATIONL DVISOh bIIY 56d
CO.IT.TEE m UONAUTICS
--/2
.6 -.4 -2 0 .2 .4 .6
Lift coefficient, CL
Fi'urg /f.-LIf, drag, ond pi/ching-mmomnf characteristics of
the /VqCfi 2212 wing model equipped with balanced
double split flaps having f/o/-p/loe sections.
Chordw, e locolaon, O.Q9Oc; yops, O.2Oc; 6, 0.





NACA ARR No. L5B17


o4 1. ~P -4J 1 I 0
--- dft (dfeg )
009)
- .03 -20



~zO

0.0/




0-.0
-.02
E O
___2






S -.01

-12 -8 -4 0 4 8 /l /6 20
Angle of atfack, c deg NATIONAL ADVISORY
loJ 64 ond 60 CMITTEE f AERONAUTICS
r1ure 20.- Ro/ng- and yawing-rnmomen! characeori//cs f
the right sem/span aileron on Mhe ACAR 212/2 wing
model equipped with balanced double/ spitf flaps
h2v/r- fl/a-p/afe sections. Chordx4se location, 90c9 j1ps, 0.2c.


Fig. 20a






NACA ARR No. L5B17


.04

( .03

5 .0?






-.01
I:



$ -A0
0 /l


-.04

-.05


\' ,-/u 20

C .20c


.90c .20c
l l __ l l / ~ i C


NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS
-/2 -8 -4 0 4 8 /2 /6 20
Angle of attack, or, deg
/b/6 5 ond 6 ,/2 0
Figure 20.- Concluded.


~t a
'I-s


Fig. 20b







NACA ARR No. L5B17


Configuration A
8


Configuration 8 Configuration C
0 ,- I&


2. I Il, IJ I I 1. 'l l' I
-14 12 -0 -.6 -.4 -. 0 2 .4 6 .8 /0 1Z 14 16
Lift coefficient, CL NOTrONAL ADVISORY
COMMITTEE FO AEONUTICS
Figure 2/- Lift, drag. and pitch/no-ronent characterishcs of the ARCA 22/2 wiry
model equipped with boa/nced si/y/e and double split flops having flat-plate
sections. Chordwese location O.80c; gops, 0./Oc 6(5,0fand6f, 600


Fig. 21






NACA ARR No. L5B17


- c -


-04,

-.05


60
(dog)
, -20
C 0
E 20


.0/ -

0 / .

-.0/ 0
rO


COMMITTEE FOR AEROMTICS
-/2 -8 -4 0 8 /2 16 20
An9/e of af tack, cc deg
(a) Upper .-fp removed; 6~, 60'.
Figure ZZ-.d/inh,-ond yawi/g-momerft characteristic of fhe
riht f emIrspan aleron on he ,, VACA 22/2 wving 7 odel equipped with
bo/anced single 4pWi flop havng flat-plate section. Chor wise
loco#on, O28 OC ap, O/Oc.


Fig. 22a






Fig. 22b


.05

.04

.03


0
(i)


I-


0


.0/

0

01/


:03

-04


-12 -8 -4 0 4 8 2 /6
Angle of attack, oc, de9
(b) Lower fop removed; 6f 6
Figure &- Concluded.


NACA ARR No. L5B17












a^ (d5g
S o 0

S20
I ZO


4-


.0/


-:O/


NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS





NACA ARR No. L5B17


Chordkw
locao/i
(fraction o c)
A 0.60
. .70


-.8 -6 -4 --2 4 .6 .8 10
Lft coeff NATIONAL ADVISE
(a) O 0pj )C. COMMITTEE FOR AE ONAUTICS
F ure 2J- LZ/i drug, ano' p1ich/ng-mnomnt characteristics
of the A/CA 'Z/Z wing model equippd w/dh balanced double
p, fl//Iops hayigV Clark Ysections f 0j ano6lf 3o0.


Fig. 23a






NACA ARR No. L5B17


20

/6

/2

8

4

0

-4

-8


ChordwLsk
location
action of c)


.6 -.4 -.2 0 .Z .4 .6 .8 /D
//if coefficient, L NATOAL ADVISORY
f) Caps, O./C COMMITTEE FOR AERONAUTICS
Figure J.- Concluded.


Fig. 23b


-C\
L`
1


a'





NACA ARR No. L5B17


.02



, 0
, -s*


-/2 -8 -4 1 4 8 /2 /6 20
Angie of attack, e, odg
Figure Z4.-Ro.'/ng-aod yav/ng--mnonen charctelrstcs of the
right seormspon ro//rorn on the /VAACR 212/2 wYn model
equipped with bo/nred abab/e spl, flaps having
C/,or V sections. Chord'wise localon, 0.60c; gps, O./Oc;
6 ond 6 30'.


Fig. 24






NACA ARR No. L5B17


C--6f--6
- A_ -60
-^--^1


707
0 Chordw/sr
y _S location
-.( fractio~/oc)




location
/6 /fraction ofc)
0.60-




NATIONAL ADVISORY
COMMITTEE FTO AEAMMAITICS


0 .64

.60


-8
i1 .60 .52

.48



Fj^ure 2 -qiff, ono' pYching-rnoment characterhsVl of
-ue 5- It ___ 4Q94


the A _iC/1 22/2 wing model eqpupped with balanced doul/e
sphi flaps having Clark Y soc hons. Gps, .05c; 6a, 0;
6f oand 6 f, 60.


Fig. 25






NACA ARR No. L5B17


I,


-/2 -8 -4 0 4 8 /2 /1 2d
Ang/e of a//ack a-, deg
Figure 2 -Ro/lng-and yawing-momen7 character/s//cs of
the ''qgn/ srnm,soan aileron or, .,0e /VACR 222 wn79
model equipped edwith bo41nced double spi/ flaps
haYv/n Clark V sections. Chordw/is local/on, 0. 70 ;
gaps, O. Sc; 6u and 6, 60 .


Fig. 26






NACA ARR No. L5B17


2D

/6

/2

8

4

0

-4

-8


Chordwse
locationn
action of c)
A 0.60
o .70


4 -.2 0 .2 4 .6 .8
L/ift coefficrent, C,
Fgaure 27-Lift, drag, and pitch/ig-moment characteristics
of the /IACA Z2/2 wing model equipped with balanced
double sp//f f/ops having C/ark Y VsecOtons. G6ps, O./Oc;
6o, 0; and 6 600


Fig. 27


S~


Q 9,






NACA ARR No. L5B17


)f, =60 "
--/c-


-/2 -8 -4 0 4 8 /2 / 2
Ang/e of altack e<, deg
(a) Chordo/se location, 0.60c.
Figure 28.- Rollng-and yoaing-mo/rn nt characferishes of
the right semispan aileron on lhe /A4CA 2 /2 wing model
equipped with balanced double sp/i/ flops having C/ark V
sections. Cops, O./Oc, 65u and 6f 60'.


Fig. 28a





NACA ARR No. L5B17


C *

c-----' &, 6O


'^z


50
(dL)
-20
x -/0
00
o O
0 /0
0 20




'ICS


-/2-8 -4 0 4 8 /2 /6 20
A//e of affack a. eg o'
(b)C/ordwie iocaion, 0.70c.
Figure Z8.- Concladed.


Fig. 28b






NACA ARR No. L5B 17


% ./





-2
20

/6


Chorcdw5e ,/ 4 60
location
./5c
_______ ..c
."5C


4 -2 0 .2 .4 .6 .8
Lift coefficient, CL
Figure 29-Lift, drag, and pitching-rmomeri choraoceris/ic
of the NAVCR 2Z/2 wing model equipped wfh bo/anced
double sphf flops having Clork Y sections. Gops,0./c;
6,, 00; 65 aond Sf, 60


Fig. 29






Fig. 30a















1

'K


C
A.


NACA ARR No. L5B17



-1
fu 60"









(deg)

o 0
o 20
















.0/




L ADVISORY
"^


I I I I I I I I I I CO TTU FOI AEROF AUTI5
-/2 -8 -4 0 4 8 /2 /8 20
A,7/y of otack, a deg
/a) Chordwise location 0. 70c.
F gare 90.- Ro/ling- and yawing-moment coarocferi/stcs
of the riglh semispan aileron on the NRCA iR /2/
wVing model eq upped w/ih bo/anced doub/e sphit flaps
having Cl/rk Y s ct/ons. Gaps, O./5c 6SFu and 8L 60.


I I I I I I I I I I __~_~~I___






NACA ARR No. L5B17







.04 -

.03

.92
^ .62











-.4


.04


Fig. 30b


-/2 -8 -4 0 4 8 /2 /6 20
Angle of atfack a, de;
(b/ COrdw/se location, 0.80c.
Figure 30.- Concluded.





NACA ARR No. L5B17


-2 0 .. 4 .6 .8
Lif/ coefficien/; LC
gure 3/.- L/YI, dray ond pifch/ n-momen/ charac/eris/kis
of/he A/ACA 22/2 wing mode/ equipped with balanced
double sp/fi f/aps hal/ng C/ark y sections.
Gaps, O.ZOc, 85, o ; 'gandf- 60


6,f=-.60


F t


Fig. 31






NACA ARR No. L5B17


.6Dc \^ = -60

.20,c


.20c


.04

S .03

.02
.OZ

.0/
I


-.03


-.04
-- 2 0





-6 -e 0 d 8 2 ,6 20
Angle of ottock, a, deg
/<79ure 32.- Ro// ng ond yao r -ro e.s chfrac2fter. fes of
the r. !h/ sem7/sFon a/lero n on he A/N CA 2 212
w/ng model equipped vw/n ba/onced doub/e
sp/,f f/op hav/n C/ork Y secl/ons. Chordwise locafon,
0.8 0c; a;op ,0.20c, 6fu ano 6f,, 60


Fig. 32






NACA ARR No. L5B17.


.15C
- 7$6fC = 600

S5c
./Sc~b~


.04

.03

.02

.0/

0

-O'
-.0

-OZ


ADVISORY
I AEROIIUTICS


-30 -20 -/0 0 /0 ZO 30
A//2ron defection, 6a, de;
(a) Gaps 0/5c.
%/wure 33-Ro//io'n-mromenr character/stics offhe righ/ semispo
a//eron ont/he A/ACA 22/2 iwng/ model equipped with
bo/anced double sp// f/aps having Clark Ysecbons. Chord-
wise location, 0.70c; 6%,U and 6Ir 60.


Fig. 33a





NACA ARR No. L5B17


.70c.0
.f20e
Zo


.2Oc

-c = 60"
n-rdc


.01

0

-.0


-. 03 \\ I I

-.04 '
-30 -20 -/0 0 /0 O2 30
A/leron dpf/ection, 6g, deg
fb) Gops, 0.20c.
Fyare 33.- Conc/uhoea


Fig. 33b






NACA ARR No. L5B17


cChordwse o
station -o30
_c14 Ir G
Gap
: 61 =300


SUnstable
regions


- *- I -I


-- oc --
(deg)
A/2


/ H
--, --- -'- Chordw/se location, 060c; gap;,005c




(X



Chordwise location, 060c; gaps, 0.lOc

O

-:- t


Chordwise location, 070c; gaps, Oc
S I I I 1 I I I I I I I


-30 -ZO -/0 0 /0 20 30
Aileron deflection, 6a, deg NATION, ADVISOY
) f = f = 0o COMMITTEE FOR AERONAUTICS
9Fiure 34.-l/y noge-momen/ cEharacerisfcs of/he ry/h
sern/ispn ai/eron on the /VACA 22/2 whin moe/l eqwuiped
wi/h ba/onceod dou/ sp/f /laos ha~/in C/or/r Ysecf/ons.


-./ i



.1

0

-./


SB




S.


~\^


Fig. 34a






NACA ARR No. L5B17


S6C
orwC ------
IChnrff/n/y=0 I^y '


.I

0






S./










0


-30 -20 -10 0 /0 ZO 30
Aileron deflection, 6,, deg
(b)re 3- C c/60.
, ure 34e.- Corc/u'

Pig. 34b





NACA ARR No. L5B17


I T- //ws/e reven

oy
I-





SI Goaps, 0./5c


NATIONAL ADVISORY
P; I CoNIflErrE FO AERONAUTICS
0



S-- G ps, 0. Oc

-.2

-30 -20 -/0 0 /0 20 30
Aileron deflection, 6a, deg
(a) Chordwise location, 0.70c.
/'jgure35.-Hinge-momntf characteristics of the right semi-
cpaln aileron on the /RC 22/2 wing model equipped with balanced
double split f/aps having Clork Y Jecbo.s. 6, and 6/,, 60.


Fig. 35a






NACA ARR No. L5B17


.2

cj


6f,= 600


-30 -ZO -/0 i /0 20
.4leron deflecioen, 6, oeg
(b Cnordwi/se oca 2Gn, 68'c.
F,:,re J,.- Conl/uded


Fig. 35b






NACA ARR No. L5B17


Tuft
.-oc .30c
I Chordwise --T
l---ocation =r3; 0c

--------^" f ^


sL
94
/ .Oc
ruff a, o o,12.Z" o" -l o;,/.
+- s



ezn
----~





o --_ -- -
--- -- --


--~- s -- ~- -- ~ f'S
Gap5,0.05c Gaps,al0c
Chordwise location, 0.60c
X, (0 (,12. f 0 < 00 AER/2.2A




---4-,--- -- -- -- -- ---
7,-- --I---~ _--



i 'teS oth oR inR dow
.9+-- --- ---


Gaps,0 .05c Gaps,a. Oc
Chordwise location, 0. 70c
NATIONAL ADVISORY
() '_ = ,0 COMMITTEE FOR AERONAUTICS
Figum J.- Tuft studyy o,, f/o g condition above and
be/ow the right em)9/7paw aileron on the NACA 22/2
wing modl equipped wit/h bao/l/'ere doua/e split flaps
hasng C/ark Y sections Tusfs located at ae/ervn niodpan;
Syndicates smooth flow; P indicates rough flow*


Fig. 36a







NACA ARR No. L5B17 Fig. 36b




Tuft



t --3+---
F 36b_ t-






h+ /a- C






/l-- T 2 --T
-:20











G a| pO.Oc Gaps .0 c




'"boro'mra 0oco/ion 0..0c
+o+









1I I
Tt aO cr,/2.20 or A /?

















Gaps, o.o c G0p. 5./c Gaps, ./0oc
Chordw'se l cation, 0.70c







COMMITTEE FOR AERONAUTICS
2F/ur+ -G.- Conued
3* -7s- --- --s --
E-- s zzC-



i .*_e-_ _-A, ie








GaGaps,.05c Gopo. Gaps,0.l5c
ChordwzSe location, 0.60c

COMMITTEE FOR -A-N--- UT-CS






Q.5f = 6f, t60.
fgure X.- Concluded






Fig. 37 NACA ARR No. L5B17






a ps----------Gaps
S0 -(fraction of c)


-I +I

.6 C ap s




C- O_ Ga .15


Flal-pofe -sech/n flaps

vg _f-_______h G-- .fap
P/a --/ [3r C/ CYark reaction flap
.60 .

'56 '

.5?

.48

44 NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS
.40
.60 .64 .68 .7 .76 .80 .84 .88 .92
Chordwise location, fraction ofc
Figure 37- Eifect of chordwae location andgaps on Mhe drag
coePc nals and ihe aileron effecfhieness of Mhe NACA 2Z12
wirh model equipped wi'h ala/onced 'doi/e sp/i& flaps having
apae or Clork Y eofions. a, O.dc, ad op, Of.
,6o^--4 --^so= q I I







UNIVERSITY OF FLORIDA
II IIIIII iIII II II
3 1262 08104 999 0




UNIVERSITY OF FLORIDA
DOCUMENTS DEPARTMENT
120 MARSTON SCIENCE LIBRARY
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