<Sf\Cp,L'nD ^ 
 
 APR No. L5F01a 
 
 NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS 
 
 WARTIME REPORT 
 
 ORIGINALLY ISSUED 
 
 June 19^5 as 
 Advance Eestricted Eeport L5K)la 
 
 EFFECT OF FABRIC DEFLECTION AT HIGH SPEEDS ON THE 
 AEEODYNAMIC CHAEACTEEISTICS OF THE HORIZONTAL 
 TAIL SDEFACE OF AN SB2D-1 AIRPLANE 
 By Carl F. Schueller and Peter F. Korycinski 
 
 Langley Memorial Aeronautical I-atoratory 
 Langley FJ,eld, Va. 
 
 UNIVERSITY OF FLORIDA 
 
 nnrUMENTS DEPARTMENT 
 120 MARSTON SCIENCE LIBRARY 
 
 P.O. BOX 117011 
 GAIN 
 
 ,-..s/,i I c FL 32611-7011 USA 
 
 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 axe now unclassified. Some of these reports were not tech- 
 nically edited. All have been reproduced without change in order to expedite general distribution. 
 
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12'3 S'ft 2,1 2. ??<^v^'^ 
 
 NACA ;j^R No. L5F01a 
 
 NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS 
 
 ADVANCE RESTRICTED REPORT 
 
 EFFECT OP FABRIC DEFLECTION AT HIGH SPEEDS ON THE 
 AERODYNAMIC CHARACTERISTICS OF THE HORIZONTAL 
 
 TAIL- SURFACE OP AN SB2D-1 AIRPLANE 
 By Carl F. Schueller and Peter P. Korycinski 
 
 SUMMARY 
 
 Results are presented of an investigation of a full- 
 scale horizontal tail surface to determine the elevator- 
 fabric deflection at high speeds and the aerodynamic 
 effects of the fabric deflection. Two fabric-covered 
 elevators, differing only in rib spacing, and a solid 
 wooden elevator were tested. The first elevator had a 
 rib spacing of approximately I4. inches. The second ele- 
 vator had a rib spacing of approximately 8 inches, which 
 is more nearly tyDlcal of the spacing currently used. 
 Tests were carried to a maximum Mach number of 0.68 
 except for model configurations for which the maximum 
 allowable loads were reached at lower speeds. 
 
 No appreciable fabric deflections occurred for the 
 elevator with [(.-inch rib spacing. A maximum fabric bulge 
 of 0.6 inch betv/een ribs was measured for the elevator 
 with 8-lnch rib spacing at a Mach number of 0.55* sin 
 elevator angle of -5.7 > and an angle of attack of 9«7°« 
 Local failures of the fabric attachment to the elevator 
 ribs occurred. By moving the elevator vent holes from 
 the vicinity of the trailing edge to the leading edge, 
 the bulge was eliminated for these test conditions at 
 the expense, however, of some increase In fabric depres- 
 sion on the pressure side of the elevator. 
 
 Marked increases in the elevator hinge-moment coef- 
 ficients occurred as the test Mach number was increased. 
 For the elevator with )4-inch rib spacing the hinge-moment 
 oarameter C-u (rate of change of hinge-moment coef- 
 
 ficient v/ith elevator deflection) increased from a value 
 at low speed of -0,005 to a value of -O.OO9 at a Mach 
 number of 0.68. The effect of fabric deflection for the 
 
NACA ARH llo. LRPOla 
 
 eleva'cor witli S-inch rib spacing caused an additional 
 adverse increr'ent in hing'6-iaoiasnt coefficient as the 
 speed ".vas increased^ xlie effectiveness of tlie elevator 
 \/ith ]}.-inch rib spacing did not change apprsciably v/ith 
 I.iaoh number, As a result of fabric deflection, hov/ever, 
 the effectiveness of the elevator -^ith 8-inch rib spacing 
 decreases sharply at Mach nujiibers above O.56, ihe adverse 
 effect of fabric deflection on elevator hin^^e r.ioinent was 
 decreased slightly by locating the vent hol3s in ohe 
 leading ed.,';;^ rather than at the trailing ed^e of the 
 elevator . 
 
 INTi^ODUGTIOlJ 
 
 Tests we±^e made to detorrnina the effects of elevator- 
 fabric deflections at high speeds and of compressibility 
 on the aerodynamic chai'actei'j.stics of a full-scale hori- 
 zontal tail surface, fhe necessity of sucn an investi- 
 gation has been der.onstrated by the excessive and irregu- 
 lar hinf^e moments cncoiuitored during high-speed maneuvers 
 and .by numerous instances of control-surface failure on 
 some of the more recent high-speed airplanes equipped 
 v/ith fabric -covered control surfaces, 
 
 fhe present report giv^^a the result? of tests on 
 three elevators with idonticiJ. external dim.ensions, hle- 
 vators 1 and 2 were fabric covered, had i-ib spacing? of 
 approxim.ately I;, and 8 inches, respectively, and v/cre used 
 to determine the fabric deflection. The third elevator 
 .v;as made of solid mahogany, included tv;o rov;s of pressure 
 orifices, and was used to determine the extei'nal pressure 
 distribution, liach elevator was tested throvigh I'anges of 
 I.I&ch number of 0,2 to 0,68, elevator angle of "9° to"-9°, 
 and stabilizer angle of 0° to 9°. Tests of any combi- 
 nation of the aforem.entioned variables v/ere limited hj 
 the maxlmuiii allov/able loads. In addition, elevator 2 was 
 tested with the original vents sealed and vents at the 
 leading edge or at 10 percent elevator chord c^ to 
 
 determine the effect of vent location on fabric deflection. 
 
 The tests were conducted at the Langloy l6-foot high- 
 speed tiinnel, Langley I.Iemiorial Aeronautical Laboratory, 
 
NACA ARK No. 1,57 Ola 
 
 COE?FICIZ?TTS AND SYMBOLS 
 
 C-r. drag coefficient (D/qS) 
 
 C^x hinge -mcinent coel'ficient (E/qCg'^b) 
 
 C-r lift ccefficient (L/qS) 
 
 C^ -oitchlnp-ir.orient coefficient / — l 
 
 ""ra - ^ \qSc' J 
 
 D drag of entire inocel 
 
 F hinge r.otnent 
 
 L lift ^f entire nodel 
 
 M^ , A pitching morent abo'it quarter-chord point of 
 
 rr^ean aerodynamic chord 
 
 b spsn,feet 
 
 c chord of horizontal tail surface exc-ept when 
 designated otherwise by subscript, feet 
 
 c' mean aerodyna.mic chord of horizon-ta] -tall 
 
 "cg root-nean- square of elevator choice behJ.nd 
 
 hinge line 
 
 /'l 2\ 
 
 dynamic pressure ( —oy'~ ] 
 
 p mass density of air, -slugs p-er- cubic foot 
 
 V velocity, feet per second 
 
 S total model area,- square feet 
 
 M Mach num^ber 
 
 P 
 
 p static pressure at any point 
 
 a angle of ■ai:"tack of" s-ta.bilLzer-, -degree-s- 
 
 / \ 
 
 /P - Po\ 
 pressure coef f icaent \ ■ } 
 
 5 angle of elevator chord with respect "to 
 stabilizer chord, deg:ree3 
 
 -rr elevator— effectiveness -oar-ameter- T -) 
 
h NACA APR No. L5F01a 
 
 Parameters : 
 
 Cl 
 
 a 
 
 ^L5 
 
 Cha 
 
 Ch^ 
 
 The subscripts outside the parentheses represent the 
 factors held constant during the measurement of the 
 parameters . 
 
 Subscripts : 
 
 b balance 
 
 e elevator 
 
 f flap (elevator + balance) 
 
 i internal 
 
 o free stream 
 
 APPARATUS AND METHODS 
 
 Test model . - The model was a full-scale left-hand 
 horizontal tail surface of the SB2D-1 airplane. The air- 
 foil section used was based on the NACA 0020-6i| airfoil 
 profile modified to have a maximum thickness ratio of 
 10.7 percent and a straight taper behind the 65-per cent- 
 chord station. Since a sem.ispan model was used, it v/as 
 necessary to locate the center line of the airplane in 
 the plane of the tunnel wall to produce air-flow con- 
 ditions corresponding to those of flight. This result 
 was accomplished by adding a 20.5-lnch stub wing to the 
 tail surface. Figure 1 shows the model Installed in the 
 tunnel and figure 2 presents the physical characteristics 
 of the model. 
 
FACA ARR l^Q. I5^01a 
 
 The stabilizer was metal covered and included a 
 fabric seal to prevent air from flowing between the rear 
 part cf the stabilizer and the elevator leading edge. 
 (See fig. 3') 'i'^^s model was not aerodynanically smooth. 
 Brazier head rivets, access and inspection doors, and 
 considerable waviness characterized the stabilizer surface. 
 
 Each ^^levutor had a modified elliptical nose and a 
 straight taper behind the hinge line ending in a trailing- 
 edge angle of 12°. The coordinates for the elevator con- 
 tour are pr-esented in figure J. Elevators 1 and 2 were 
 of metal construction and fabric covered. Details of the 
 rib locations are shown in figure [j_. The average rib 
 soacings are approximately I], and 3 inches for elevators 1 
 
 -7 
 
 and 2, respectivelv. Both elevators had one — -inch- 
 
 o 
 diameter drain hole in each elevator panel on the lower 
 
 surface approximately 1 inch from the elevator trailing 
 edge. Since each elevator panel hart one hole, these 
 openings also served as air vents. Elevator J was made 
 of solid mahogany and was dimensionally equal to ele- 
 vators 1 and 2. Two rows of pressure orifices on the 
 upper and lower surfaces, J 5 ^'^^ 7^ inches from the longi- 
 tudinal center line of the airnlane, v\/ere built into this 
 elevatox" . 
 
 Einge-mor.ient measurement,- Figure 5 is a schematic 
 vievif of the model installation and illustrates the 
 apparatus used to measure the elevator hinge moment. 
 This sketch shows the extended elevator torque tube 
 passing through a hole in the side of the tunnel and into 
 two self -alining bearings mounted on the tunnel balance 
 frame. The elevator hinge moment was transferred through 
 the elevator torque tube to a IC-lnch crank and then 
 through a jackscrew to the scale platform. The jackscrew 
 was also used to vary the elevator ai^gle. The platform 
 scale was attached rigidly to the tiinnel balance frame 
 and. since all other related parts were also attached to 
 the tunnel, balance frame, hinge-moment mea.surem.ents could 
 not interfere v^ith the m.easurements of lift, drag, and 
 pitching moment. 411 force and moment data were recorded 
 s imu 1 1 ane oi^. s ly . 
 
 Fabric-deflection measurements.- Stripes j^-inch v/ide 
 
 I^" 
 
 were painted chordwlse on both surfaces of the fabric- 
 covered elevators to perm.it the m^easurement of the fabric 
 
ITACA ARR No. L5F01a 
 
 defleoLlon. (See fig. 1.) cclid stripes were painted 
 over each rib and broken stripes inidway between ti-.e ribs, 
 on the upper and lower surfaces. These stripes are 
 straight and parallel i'cr tne sttttic condition (see fig. 6 ) 
 but because of air loaos the fabric deflects and the 
 stripes bend. Cameras in fixed positiors ■'^'ere provided 
 to photograj^h the elevator surfaces siinultaneously and 
 thus provide records of the fabric deflection. ihe 
 deflection of the painted stripes v;as measured from 
 enlargeiuencs of tiie photograpr.s. 
 
 Fs br i c - 1 e ns ion :nc a s ur '3 inen t 
 
 each elevcitor pane 
 designed by the Fl 
 A detailed descrip 
 of measure-uent are 
 tensions '-vere .ne 
 ceteriTiine any chan 
 repeated stresses 
 testing. Table I 
 and indicate c that 
 vator 1 is witiiin 
 
 1 WciS measure 
 ight Research 
 tion of the i 
 given m ref 
 ured before a 
 
 ; in I auric 
 that ¥vere app 
 presents a su 
 the chanre i 
 tne accuracy 
 Elevator 2 had a slightly lov;er 
 testing, but this difference ma 
 humid ity effect. 
 
 s . - The 
 
 fabri 
 
 ~d vvitn 
 
 an ins 
 
 Divisi 
 
 on of 
 
 nttruaent and 
 
 erence 
 
 1 . Tl- 
 
 no afte 
 
 r t he 
 
 tension 
 
 resul 
 
 lied to 
 
 the f 
 
 .fk.:ary of ti.o 
 
 n laori 
 
 c tens 
 
 of tne 
 
 .Tieasur 
 
 fabric 
 
 tensi 
 
 y le a 
 
 temper 
 
 c tension for 
 trument 
 
 the iiaboratory. 
 the tecimique 
 e fabric 
 tests to 
 ting I'rom 
 abric during 
 xTieasurements 
 ion i'or ele- 
 e.r.ents . 
 on after 
 ature or 
 
 Pressur e mga s i re i aent s . - The orescure distribution 
 over the"'eievator was obtained with elevator 5> which 
 contained t\vo rovs of orifices. The external pressures 
 over the 'jjper surface of the stabilizer were obtained 
 by the i;se of two pressure belts located at the JJ-inch 
 and 70~ii^ch stations. All stations were measured in 
 inches fro..-i the longitudinal center line of the airplane. 
 
 Two O.O^O-inch-diameter tu^es were installed in ele- 
 vators 1 and 2 at the iiY-inch and 97~i'^^2h stations to 
 measure the elevator internal oressure. 
 
 TEST PROCEDbRE 
 
 The .-..eneral procedure in conducting tbe tests was 
 to set ti^e desired angle or attack and elevator an^le at 
 the beginning of each test. Dcta were then recorded at 
 each of tne. foliowin^j, speeds; ■■!ach number = 0.20, O.J^j 
 0.1+5, 0«,j3, O.-;,''^, O.oO, 0.6^, ana 0.68 or until the 
 maximum allowable load on the tail surfc^ce was attained. 
 
mCA ARE No. 157 Ola 
 
 The stabilizer root angle remained fixed during the test. 
 The elevator root an^le was measured, and recorded at each 
 test point, since it varied slightly because of twist of 
 the torqae tube and deflection of the scale platform. 
 The angles of abtac'-c ei^d elevatoi^ angles are believed to 
 be accurate ivithin ±0 , 1"^ . 
 
 DEDUCTION OP DATA 
 
 Force data.- The lift, drag, and pit ching -moment 
 presented in this report are based on bhe 
 vving area of the complete model (see fig, 2) including 
 the stub vifing. All data "were taken with the elevator 
 seal in, the elevator vents at the trailing edge, and 
 the trim tab neutral, unless specified otherwise. 
 
 The force data were corrected for tunnel-vvall 
 effects by the use of the reflection-plane theory given 
 in reference 2, The model thickness vas such a small 
 part of the tunnel diameter that tiunnel blockage correc- 
 tions v/ere negligible. Since the elevator 'torque tube 
 could 'twist and the scale platform deflect, the elevator 
 angle changed with hinge moment. Calibrations of the 
 twist of the elevator torque tube and the deflection of 
 the seals platform with elevator hinge moment were use'd 
 to correct the indicated elevator angles to actual angles 
 The corrected data -.vere cross-plotted and the values at 
 selected "angles of attack and elevator angle were then 
 plotted against Mach number. Since a large part of the' 
 data presented is plotted against Mach n-ujiiber, figure 7 
 has been included to show the average dynatr.ic pressures 
 and the average Reynolds nimibers corresponding to the 
 test Mach numbers. The Reynolds n'-jmber is based on the 
 assuraed moan ac;rodynaraic chord of i+oli-l fee't. It should 
 be mentioned that the changes \vhich occur with speed are 
 not pure Mach number effects out include effects due to 
 distortion of the model loncer load. The effects shov;n 
 therefore apply only to the particular com.bination of 
 dynamic pressure and Mach number tested herein. The 
 resiilts, however, are plotted against Mach nuraber , and 
 the dynamic pressure at any Mach number m.ay be obtained 
 from figure 7 • 
 
 Fabric deflection .- h special film vievi-er v/as used 
 to enlarge the oho'tographic negatives of the elevator 
 surfaces. Vertical scales were attached to the elevator 
 surfaces at each broken stripe and photographed for all 
 
8 NACA ARR No. L5F01a 
 
 model configurations to obtain fil.ris of the etatic condition 
 (zero aeflection). A quantitative .rxeasure of the faji-'ic 
 deflection was ovitamed by comparing a photograph for the 
 static condition (ze^'o deflection) ivith one made durint^ 
 a test. i'he displace.rient of any strij^e wab then measiired 
 and recorded. 
 
 RESULTS iiND DISCUSSION 
 Fabric Deflection 
 
 Elevaj:or_l.- Figure 8 is a photograph of the fabric 
 defleotT5n~on the upper surface of elevator 1 (i4--inch rib 
 spacing) at a = 0°/ 6 = k.2'^, and M = 0.66. The fabric 
 deflection is not appreciabie at any point elong the ele- 
 vator except for a s.aall bul^e occurring near the inboard 
 hinge. No ether photographs are snovm for this elevator 
 because the fabric deflection was not ser^-ous during any 
 of the tests with ti.is elevator. 
 
 Eleva tor 2 .- Fia,\ire 9 is a photograph of the fabric 
 def lec"tib~n "of both surfaces of elevator 2 (6-inch rib 
 spacing) at a = 0^, 5 = 5'3°j ^"^'^ ^'^ - ^•y5« Considr- 
 erable bulge occurred on the top surface behJ.nd the hinge 
 line. This bulge- changed to depression on the rear part 
 of the elevator. Since the fabric v«as sewed to the ele- 
 vator ribs, the solid ' stripes should show no deflection. 
 A number of solid stripes, however, are deilected. (See 
 fig, 9('^)») Deflection of the solid stripes Indicates 
 failure ol' the fabric attach. uent at these points and is 
 the oeginnlng of a condition tiat woi Id result in coi.ii-'lete 
 failure of the surface if the air loads -vere increased. 
 'Figure 10 is u photOj.raph oi tx.e fabric deflection at 
 a = 5°, 5 = -0.7'^,^ and M = 0.62. In general, the 
 up^jer surface -s slightly bulged just bei^ind the nmge 
 line. The aiost serious bulge occurs at ti.e inooard hinge 
 and IE believed to oe a result of weak faoric attachment 
 around tne hmge-pocket cut-out rather txi&n of local- 
 suction peak pressures. Figure; 10 wlso shows the fabric 
 pulled a.vay froiii tiiC ribs. (Note solid sti'ipes.) 
 
 Figures 11, 12, and IJ are plots shov<'ing the vari- 
 ation of the fa'cric deflection witix percent of elevator 
 chord and include only the portion of the elevator chxord 
 for which the faoric v;as deflected; therefore only the 
 end points of zero deflection are shown. These data are 
 
FA1A ARP Fo. L^^Ola 
 
 for a representstive spanvis'? ?tation (77«l-inch station). 
 Pi-T:\^.re 11 presents the fabric deflection for various ""lach 
 n-arril e r 3 f. t elevator aii'^les avp-rsging -1-5° cJ^d a-= 0^ . 
 \Althcugh the elevator angle changed slightly (0.5°) with 
 soeed, it is apparent from figure 11 thet Increasing the 
 speed increases the fabric deflection. The inaximum 
 fabric deflection of the lower' surface has been plotted 
 separately for each speed in figure llj. and shows that the 
 fabric deflection varies linearly with dynamic pressure 
 
 for elevator 2 at a = 0*^ and 5 ^ -l.^'^.: Figure 12 
 presents the fabric dex'lectlon for various elevator angles 
 at a = C° and M = 0.55* Increasing the elevator angle 
 negatively increases the fabric bulge on the low^er surface 
 while the deflection of the upper surface changes from 
 bulge to depression. Figure IJ presents the fabric 
 def]ection for various angles of attack at M =0-55 
 and W, - . 53 • The rriaxlmujn fabric deflection' attained 
 during these tests was a 0.6-inch bulge en the lower sur- 
 face of elevator 2 at a = 7."^, ^ =^-^.7°, and M = 0.S5 
 (fig. 15). 
 
 Pressure distribution.- Febrlc bui.ge tends to be 
 unstable since it causes an increase in the local negative 
 pressures, which in turn cause an increase in the fabric 
 balge. This adverse effect is rragnified at high speeds 
 and has been observed to result in failixre of the fabric 
 attachments to the elevator structure and finally complete 
 failure of the fabric. An invesitgation to determine the 
 external pressure distribution over the elevators and the 
 location of air vents that would result in negative inter- 
 nal pressures and a reduction in elsvacor fabric bulge 
 was therefore undertaken. Flevstor 3j w^hich was dir.en- 
 tionally equal to elevators 1 and' 2, was tested for this 
 purpose. 
 
 The tests of elevator 5 indicated that the pressure:." 
 distributions at the '^^-^XioSx and ^Q-\tiq,\\ stations were 
 very nearly the sa;ne on the elevator but differed appre- 
 ciably near the stabilizer leading edge. This difference 
 may be attributed to surface irregularities. Removing 
 the elevator seal Increased slightly the positive pres- 
 sures on the lower surface of the elevator balance area 
 for positive elevator angles but had little effect on 
 the pressures ever the other portions of the elevator. 
 The external nressui-e distributions at M = 0.20 3n<l 
 the 53-inch station for three elevator angles are pre- 
 sented in figures 15, l6, and 17 for a r: 0°, 3°? s^^Q- 
 6°, resoectively . These figures indicate that vents in 
 
10 IIACA ARR No. L5F01a 
 
 both the upper and lovi/er surfaces at the elevator leading 
 edge or at approximately 10 percent of the elevator chord 
 behind the hinge line Cg will result in i^egative average 
 internal pressure's. i-.lthough -che average pressures at 
 these points ax^e not the most negative, they are consist- 
 ently negative end are least affecced by changes in ele- 
 vator angle. 
 
 Effect of ver ious vent lo cat ions for elevator 2 . - 
 The original elevator vents wsre sealed, and the effect 
 on Internal pressure and fabric deflection of the elevator 
 as a result of locating a vent in each elevator panel at- 
 the leading edge or at 10 percent of Cq on the upper 
 and lower surfaces v/as determined. The variation of the 
 Internal pressure of the elevator ,vith elevator angle is' 
 presented in figure l£ for three vent configurations, A 
 comparison of these curves shov/s that the average internal 
 pressure coefficient F^ for the original vent configu- 
 ration is changed from -0.02 to -O.Of: for vents at 10 per- 
 cent of ce and to -O.SJ for vents iut the elevator leading 
 edge . 
 
 figure 19 presents quantitative comparisons of the 
 fabric deflection along the elevator chord for the tixree 
 vent locations at a = 0^ , d = k-' , and M = 0.55- The 
 m.aximujn bulge on the upper surfa.ce is reduced from 
 O.Ij- inch for the original vent configuration to 0.2 inch 
 by using vents at 10 percent of Ce and to- 0.26-lnch 
 depression with vents at the elevator leading edge. ITo 
 measurements were made for the lovi^er surface with vents 
 at 10 percent of Ce but visual observation indicated 
 
 that the fabric was depressed for this condition, as 
 would be expected. 
 
 Figure 20 is a Photograph of the fabric deflection 
 with vents at the elevator leading edge for a = 0° , 
 5 = k'^ > and M = 0,53. Comparison of figures 20 and 9 
 shows that the upper-surface bulge is changed to depres- 
 sion with vents at the elevator leading edge, except for 
 a small local bulge at the upper surface near the inboard 
 hinge. It is apparent from figures I9 and 20 that loca- 
 tion of the vents at the elevator leading edge will 
 eliminate the danger of the fabric pulling loose from 
 the ribs and failing for elevator angles up to ut least l^.'^ 
 
IIACA ARR ITo. L5F01a 11 
 
 Aerodynamic Characteristics 
 
 Basic data .- The lift, drag, pi tchirig -moment , and 
 hinge-mo.aent coefficients are plotted against Mach number 
 in figures 21 and 22 for elevators 1 and 2, respectively. 
 These data are presented for a = 0"^ , 5°, 6°, and 9'^, and 
 a maximum range of 5 = 6'-' to -9°- The fact that the Cl, 
 
 Cm, and Ch values for a = 0° and 5=0^ are not 
 
 zero Is due either to asymmetry of the model or to small 
 errors in setting the neutral angle of the stabilizer, 
 elevator, or trim tab. 
 
 The increase in the lift or pltchlng-moment coeffi- 
 cient with Mach number for both elevators is less than the 
 
 / 9 1-1/2 
 increase predicted by Glauert's factor (1 - M^/ 
 
 This difference ' is believed to be a result of the twisting 
 of the stabilizer and elevator toward their zero angles 
 due to the aerod\-namlc loads. The drag-coef f Iclent 
 curves show the usual large Increases in the vicinity of 
 the critical Mach n^ombers. The data show pronounced 
 Increases in elevato.r hlnge-monent coefficient with 
 Increasing Mach number. Integration of the elevator 
 pressure-distribution diagramis showed Increases of approxi- 
 mately the same magnitude. The rate of Increase of hinge 
 moment vvith Mach nLuaber was more than twice as great as 
 would be predicted by the use of the Glauert factor. In 
 general, the changes in the aerodynamic coefficients with 
 Mach nuraber were gradual and consistent. The critical 
 Mach .numbers for the various model configurations could 
 not be greatly exceeded In these tests and consequently 
 the abrupt and drastic changes that have been iioted In 
 tests of smiall models at high supercritical speeds were 
 not encountered. The only indication of such changes 
 occurred for elevator 2 near the highest test speeds. 
 (See figs. 23 and 2L, ) 
 
 Variation of lift v/lth a and 5 .- The variation 
 of the lift- curve-slope narameter CLq, with Mach number 
 
 for elevators 1 and 2 is presented In figure 25. The 
 slopes were measiored from plots of C^ against a in 
 
 the region of a = 0^ to 3"-*. The values at low speed 
 of Ci,|^ are considerably lower than the x^alue estimated 
 
 from two-dimensional data for a v/ing of this section and 
 plan form, principally because of the discontinuity of 
 the airfoil contour at the stabilizer trailing edge and 
 the elevator leading edge. 
 
12 NA.CA ARR No. L5?01a 
 
 The change m Ct ^ vn'.th Mach mimber for elevators 1 
 
 and 2 is shown in figure clL\. and indicates good agreeraent 
 between the two elevators at low speeds, por elevator 1, 
 Ct,p^ anc-^esses graduell:/- with speed. At the maximnm Mach 
 
 number attainable (0.6S}, the data indicate that Cr^ 
 
 was ■ beginn: ng to decrease. The vai^iation of Cj^c with 
 
 R'ach number for elevator 2 indicates a marked adverse 
 effect of fabric dsf^'ection at Mach numbers above 0.60. 
 
 Eleva tor e ffectiveness.- The variation of the elevator- 
 effectiveness parameter with Llach number is shown in 
 figure 25 for elevators 1 and 2. The- curves show a small 
 decrease in effectiveness as the sneed is increased from 
 M = 0.20 to ¥• = 0.1+5' Beyond Mach numbers of . l^S the • 
 effectiveness for both elevators increases. The effec- 
 tiveness of elevator 1 is still increasing at M = 0.69 ' 
 but falls off sharol;- beyond values of M' = O.56 for 
 elevator 2. Since elevator 1 had negligible fabric 
 deflection and elevator 2 had serious fabric deflection, 
 the adverse effect shewn is a result of fabric deflection.. 
 The theoretical effectiveness for a plain flap/hingea at 
 its 'leading edge has been computed according tc the thin-. 
 aii''foil theory (see. ref ei-ence , 5). and is- shown in figure 25 • 
 The actun.l elevator effectiveness is aoproximately 7I P'sr- , 
 cent of the theoretical value for a plain flap at moder.ate 
 spe.c-ds . . ' . 
 
 pitching moment .- The variation of the pitching- 
 moment parameter '^Crp/dCT with Mach. number is shown in 
 figure 26 for elevators 1 and 2. The value of this 
 parameter is a':r)roximately the position of the aerodynamic 
 center of the airfoil with respect to the. quarter-phord 
 point of the assuineri mean aerodynamic, chord (fig. 2).. 
 The chan;-"e in the center-cf-lif t position caused by ele- 
 vator d'^fl.ftctlon is. given by the parrmetcr { ^C-^/^Gj^} q^. 
 
 The vari'^.lioxi of chls para.mettvr with F'ach n^jmb^r was 
 about the same for both elevators; that is, the center 
 of lift was shifted rearward, The change in the conter-r 
 of -lift Dcsition ca^ised by angle of; attaci" is given by 
 the paramo"ter (^^111/^0^)5. Increasing the Mach number 
 caused a greater increase in this prrameter for ' ele- 
 vator 2 than for elevator 1, probably as a result of the 
 fabric deflection on elevator Z. 
 
 i 
 
NAG A ARR IIo . L5F01a ,■ 15 
 
 Einge moment .- The change in ' Cy^^ with ?.'lach number 
 
 is shown In figure 27 for elevators 1 and 2. In general, 
 the agreement of the cata for the two elevators is good, 
 although an aliucst constant small difference exists 
 between the values for the two elevators. Sm.all differ- 
 ences in contour between the t'vo elevators could cause 
 this difference. The small low-soeed value of Cv, (-0.001) 
 
 decreased about (0 percent between , M = 0.20 and M = Q.oO^ 
 
 The variation of C|-i=- with Mach number is shovifn in 
 
 figure 28. Large increases in the negative values of 
 
 Ch5 occurred v;ith increasing speed for elevators 1 and 2. 
 
 The value of- Ch5 . fo^ elevator 1 (Li.-inch rib spacing) 
 
 increased from -0.005 to -O.CO9 between M = 0.20 and ■ 
 M = 0.68. The difference betw.een the low-speed values 
 of Ch!^ for the two elevators is believed to be caused 
 
 by minor physical differences such as a small bum.p that 
 
 existed on the upper surface of elevator 2. This bump 
 
 was 5*5 percent of the elevator thickness, was located 
 
 at 6.5 percent of the total elevator chord from the nose, 
 
 and tapered to zero at the elevator leading edge and at 
 
 the hinge line. Figure 28 also shows" ci;rves for elevators 
 
 having zero and lOO-psrcent aerodynam.ic balance. The 
 
 curve for zero aerodynamic balance was -calculated 
 
 according to thin-airfoil theory (reference 5) for a 
 
 plain flap hinged at its leading edge. Elevator 1 had 
 
 50-percent aerodynamic balance at M = 0.20 but^ becaiise 
 
 of the adverse Mach number effects, the balance was 
 
 reduced to 8 percent at M = 0.68. The control forces 
 
 required for such an elevator v/ould thus aoproach those 
 
 that would be obtained with an ordinary unbalanced flap, 
 
 when it is assumed that the value of C^ for such a 
 
 flap does not change with Mach number. In the absence 
 
 of boundary-layer changes, it might logically be assumed 
 
 that the elevator hinge moment would increase y/ith speed 
 
 according to Glauert ' s factor. The Icw-soeed value has 
 
 2 -1/2 
 been Increased according to this factor (1 - M ) 
 
 and the data are "plotted in f.l-ure ^io . A comparison of the 
 two curves shows that the rate of increase in Ghe- with 
 
 Mach number is about double the rate of increase pre- 
 dicted by Glauert 's factor. Elevator 2 had l^J) -per cent 
 aerodynamic balance at M = 0.20 but zero aerodynamic 
 balance at M = . 60 . The increase in Chs is m.arkedly 
 greater for elevator 2 than for elevator 1 because 
 of the adverse effect of fabric deflection. The 
 
Ik KACA ARR No. L5P01a 
 
 c'ifference in t^e increases of C'^r rith Kach number 
 
 for the tv'o elevators ao-peers to be an' effect of fabric 
 deflection, since fabric deflection was the princi"oal 
 dif'f^erence betv/een the tv/o elevators. This difference 
 is :ilctt?a at the top of figure 23. The effect of fabric 
 cef lection on Cy,^ v/s s to cauce an increase of -0.C02 
 
 from M = C.20 to tt = 0.6O. This increase ^vas about 
 [j-O percent of the lov;-Epecd value of Cv^^ for the ele- 
 vator tasted. An increase of this magnitude would be 
 still more serious for a highly balanced tail surface 
 for v/hich the initial Cv,^ misht be of the order of -0.001. 
 
 E ffect of vents on hi nge moment.- Xs was shown in 
 
 figiu'e 19, the fabric deflection varies with vent location. 
 The best vent location from a consideration of safe fabric 
 deflection was found to be at the elevator leading 
 edge. Figure 29 sbov.s the. variation of the hinge-moment 
 coefficient with elevator angle, at , M - C.55> i'o^ -^-^e 
 three vent locations tested and with all vents sealed. 
 The data presented in this figi.ire shew that the vents 
 located at the elevator loading edg'^ produced the smallest 
 value of Cv- - . The beneficial effect of vents at the 
 
 leading edge (reduced internal pressure) is -probably a 
 result of changing the asymiretrical elevator-surface 
 deflections, which resulted in acprociaole elevator camber, 
 to more syiijretrical deflections with less cambei-. (See 
 fig. 19 and reference i|.) 
 
 Effect of elevator seal .- A limited amount of data 
 
 v^ith the elevator seal removed was obtained over a sr^all 
 range of elevator angle at a = 0°. These data indicated 
 no appreciable effect of the seal on the elevator hinge 
 mom.ent . 
 
 Tab effectiveness.- The effectiveness of the elevator 
 
 trim tab through the speed range is shown in figure JO. 
 The data for a tab angle of -10'^ shov; a gradual decrease 
 in effectiveness with increasing soeed - the ACh 
 
 decreasing 'from O.OJ^ at M = 0.20 to O.G5O at M = O.65. 
 The effectiveness reruains approximately constant from 
 M = 0.20 to I.I = 0.6c for a^ab angle of 6.3°. 
 
 C0NCT,U3I0-NS 
 
 An investigation of the characteristics of a full- 
 scale horizontal tail v>'ith fabric-covered elevators at 
 
MCA Ar?R Fo. LSFOla 15 
 
 Mach numbers ranging froiu 0.2.0 to 0.6^? has led to tie 
 following conclus ions J 
 
 1. Elevator 1 ([i.-inch vih spacing) had no apx':;::'ec iable 
 fabric deflection in the speed range of the^e tettc. 
 Elevator 2 (8-inch rib spacing) nad a maxl:nu:Ti fabric 
 bulge of G.6 inch between rlbj: at a Mach number of 0,.35j 
 
 an elevator angle of -5'7°j -I'^c; sin an;;,le cf attack of '...7°<> 
 Local failures of the fabric attachment to tiie elevator 
 ribs occurred with elevator 2. 
 
 2. Vent holes located at the e]evator leading edge 
 on either side of the seal, rather than in their original 
 position on the lower surface near the trailirig edge,, 
 eliminated the bulge for a aioderate rahge of elevator 
 angle at the expense, hov/cverj of some , jncri;aEe in fabric 
 depression on the pressure side of the elevator. 
 
 5= Elevators 1 and 2 produced very large increases 
 in elevator hinge-.:joment coefficient as the Mach nuir±er 
 was Increased. T;-e value of Cv (the slope of the 
 
 curve of hinge mo.nent against elevator deflection) for 
 elevator 1 (4--inch rib spacing) increased froia -0.005 
 to -0,009 between Mach nurabers of 0,20 to 0.68. 
 
 L. c In addition to the increase in iiinge aoiue nt 
 resulting fro.ri inert, asing speed, elevator 2 (B-incji rib 
 spacing) had an increase in hinge .itiOLuent due to I'abrlc 
 deflection. The fabric deflection for this elevator 
 increased the value of C-,. by -0.002 at a Mach 
 
 number of 0,60. Fabric defl-ctlon also caused an early 
 loss in elevator effectiveness. Elevator 1 rriaintaineG 
 its effectiveness up to the :Tiaxirfiu:n test speed (a Mach 
 number of 0.68) but tiie effectiveness of elevator 2 
 decreased sharply at Mach numbers above 0=56. 
 
 C m 
 ) • 
 
 he adverse effect of fabric deflection on ele- 
 
 vator hinge moment was decreased sligiitl^r by locating 
 the vent holes In the leading edge rather than at the 
 trailing edge of the elevator 
 
 -o^ 
 
 Langley .Memorial Aeronautical Laboratory 
 
 ITational Advisory Committee for Aeronautics 
 Langley Field, Va . 
 
l6 NACA ARR No. L'^FOla 
 
 REPER^x^CES 
 
 1. TIelhouse, A. I., and P^emp , 77. B. : Effect cf 
 
 Fabric Deflection on Rviader Hinge -Moment Charac- 
 teristics as retevmined by V/ind-Tunnel Tests. 
 :J\CP. ARR No. T5"-^-4, 19^^^. 
 
 2. Swaneon, Robert £ . , and Toll, Thomas A.: Jet-3oundary 
 
 Corrections for Rei lecticn-^lsne Models in Rectan- 
 gular "-Vind Tunnels. NACA ARR No. ?E22, 19'+3 . 
 
 J. ?err?.ng, 'V. G. <-. . : The Theoretical Relationships for 
 an Aer^ofcil with a T.'^ultiply Ringed Flap System. 
 R. & M. No. 1171, British A.R.C., I928". 
 
 I|.. Llathews, Charles 7/. : A-i Analytical Investigation of 
 the Effects of Elevator-Fabric Distortion on the 
 Longitu.dinal Stability and Control of an airplane. 
 NACA ACR No. L/^EJC , I9lih' 
 
IJACA ARR ^To. r5F01a 
 
 TABLE I 
 
 ELE\/.VxCH ?><.ERIC TENS 10 KS 
 
 [Accurucy of n.easiir ement , ^0.2 lb/in.] 
 
 17 
 
 Test 
 condition 
 
 Tension 
 (lb/in.) 
 
 1 
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 i 
 
 j 
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 Max . 
 
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 1 
 
 1 
 
 Before testing 
 
 After testing 
 
 7.I^ 
 7.6 
 
 6.5 
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 8.6 
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 1 
 
 Elevator 2 
 
 Before testing 
 After testing 
 
 1 
 
 7.2 5.2 
 
 7.0 6.0 
 
 7-5 
 6.7 
 
 6.8 
 6.0 
 
 NATIONAL ADVISORY 
 COMMITTEE FOR AERONAUTICS 
 
L 
 
NACA ARR No. L5F01a 
 
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 ELEVATOR 
 
 NATIONAL ADVISORY 
 COMMITTEE FOt AEIIONIUTICS 
 
 FIGURE 4 .—RIB SPACING FOR THE TWO 
 FABRIC - COVERED ELEVATORS. 
 
NACA ARR No. L5F01a 
 
 Fig. 5 
 
NACA ARR No. L5F01a 
 
 Fig. 6a, b 
 
 :'4 
 
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NACA ARR No. L5F01a 
 
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NACA ARR No. L5F01a 
 
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 vents at trailing edge. 
 
 3.3^ 
 
 elevator seal removed; elevator 
 
NACA ARR No. L5F01a 
 
 Fig. 10a, b 
 
 (a) Upper surface. 
 
 (b) Lower surface. 
 
 Figure 10.- 
 
 •7 o . 
 a = o , 
 
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NACA ARR No. L5F01a 
 
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 NATIONM. ADVISORY 
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 Figure 15 . — Pressure distribution of elevotor 3 for three elevator 
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NACA ARR No. L5F01a 
 
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 NATIONAL ADVISORY 
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 Figure 16.— Pressure distribution of elevator 3 for three elevator 
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NACA ARR No. L5F01a 
 
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NACA ARR No. L5F01a 
 
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NACA ARR No. L5F01a 
 
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 Figure 22. — Variotion of the aerodynamic characteristics with Moch number 
 for ranges of elevator angle and angle of attack ; elevator 2. 
 
NACA ARR No. L5F01a 
 
 Fig. 22c, d 
 
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NACA ARR No. L5F01a 
 
 Fig. 23 
 
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 NATIONAL ADVISORY 
 COMMITTEE FOft AERONAUTICS 
 
 Figure 23. — Variation of the lift parameter 0. 
 with Mach number for elevators I and 2. 
 
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NACA ARR No. L5F01a 
 
 Fig. 24a, b 
 
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 NATIONAL ADVISORY 
 COMMiTTEE FM AEIIONMmCS 
 
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 Figure 24. Variation of the lift parameter 
 
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 and<^2. 
 
i. 
 
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NACA ARR No. L5F01a 
 
 Fig. 25 
 
 
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NACA ARR No. L5F01a 
 
 Fig. 26 
 
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 NATIONAL ADVISORY 
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NACA ARR No. L5F01a 
 
 Fig. 27 
 
 
 
 
 
 
 
 
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NACA ARR No. L5F01a 
 
 Fig. 28 
 
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 based on the factor 
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 7 
 
 NATIONAL ADVISORY 
 COMMITTEE FOA AERONAUTICS 
 
 Figure 28 . — Variation of the hinge-moment parameter 
 Chr with Mach number for elevators land 2 ; oc =0" 
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NACA ARR No. L5F01a 
 
 Fig. 29 
 
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 NATIONAL ADVISORV 
 COMMITTEE FOR AERONAUTICS 
 
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 -4 -2024 
 
 Elevator angle, deg 
 
 Figure 29 . — Effect of elevator vent location on elevator 
 hinge moment; a=0**; M=0.55; elevator 2. 
 
1 
 
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 Fig. 30 
 
 
 
 
 
 
 
 
 
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 DOCUMENTS DEPARTMENT 
 
 GAINESVILLE. FL 32611-7011 USA