ARE No. L'^BIT NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS ^^V WARTIME REPORT ORIGINALLY ISSUED April I9U5 as Advance Eestricted Report L5iBlT WIED-TUHMEL IHVESTIGATION OF A RECTARGCLAR NACA 2212 AIRFOIL WITH SEMISPAN ATT i KR OIfS AHD WITH NOKPERFOEATED, BALANCED DOUBLE SPLIT FLAPS FOR USE AS AEROIOAMIC BRAKES By Thomas A. Toll and Margaret F. Ivey LaiJgley Memorial Aeronautical Laboratory Langley Field, Ya. 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. 56 DOCUMENTS DEPARTMENT Digitized by tine Internet Arcliive 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/windtunnelinvestOOIa 3 6./^/^/^/ NACA ARR No. L5B17 NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS ADVANCE RESTRICTED REPORT WIND-TUNNEL INVESTIGATION OP A RECTANGULAR NACA 2212 AIRFOIL WITH SHvIISPAN AILERONS AND WITH NONPERPORATSD, BALANCED DOUBLE SPLIT FLAPS FOR USE A3 AERODYNMttC BRAIyES By 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 nonperf orated, 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 trai ling-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 chordv/ise 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 v/as made 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 NACA 25012 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 \Nere at least 80 percent of the chord from the leading edge of the wing. FACA ARR No. L5B17 Although the entire Txodel shov.'ed some tendency to shake, tufts ir.'.dicated thai: the air flow over the aileron generally v^as sriooth. Tests of the aileron attached to a flexible torque rod indicated almost no tendency for the aileron to shake; hov/ever, wlien the flap gaps v;ere 15 percent of the v;ing chord or less, the aileron acted as thougAi it were overbalanced and usually tended to float against the stops for either positive or negative deflections. INTRODUCTION The -oresent investigation was made "because certain unpublished data had indicated that satisfactory drag and lateral control characteristics had been obtained on an airplane v/lth 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 vifith flap deflected as v/lth flap retracted. Tests of perforated double split flaps having no gaps between the flaps and the airfoil contoiir (references 2 to 5) shov/ecl that such flaps produced desirable lift, drag, and pitchlng-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, hovfever, showed that ahaost 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 l^. but having two flaps, similar to the flap of reference 1, s;^nrimetri- cally dlsDOsed above and below the wing. It was desired to deterjnine if there were any flap locations at which sufficient lateral control as well as satisfactory drag characteristics could be obtained slnultaneouslv. APPARATUS AWD TESTS Llodsl The wing model was built of mahogany to the NAGA 2212 profile. The model was of rectangular plan form; the span ::x.CA hRR No. L5B17 ■ 5 was 60 inches and the chord, 10 inches. Semlspan ailerons having chords equal to I8 . 5 percent of the v/ing chord (0.185c) were provided. The ailerons were not halanced and had small gaps at their leading edges. Tv>;o sets of flaps v^ere used with the model. Both sets were full span, were nonperf orated, and had chords of 2 Inches. One set vv'as made of flat steel plate -^ — in. thick) and had rounded leading edges. Each flap 16 / of this set v/as attached to the wing by eight fittings along the span. The fittings were adjustable to allow variations of flap deflections, chordwise locations, and gaps between the flaps and the wing. The wing had no 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 were 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 I), and 5- Tests The dynamic pressure maintained for all tests was 16.37 pounds per square foot, which corresponds to a velocity of about 80 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- t)y 10-foot tunnel, was about 975 > 000* The tests consisted principally of the determination of the lift, drag, and pltching-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-moment coeffi- cients and to investigate the flow cond.itions in the vicinity of the aileron. k NACA ARR No. L^Bl? Tests of the model with no wing' cut-outs and with flat-plate flaps were made wdth the flaps at a nur,"ber of chordv/lse 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. RESLTLTS AND DISCUSSION Sytribols In the presentation of the results, the following symbols are used: Cj^ lift coefficient (L/qS) ^D drag coefficient (D/qS) chlng-moinent coef f i ci chord point of airfoil '^-'mn/'' nitchlng-moinent coefficient about quarter- qs p C]^ aileron hinge-moment coefficient vH/qbaCg. ) C^,' rolling-m.oment coefficient (h/lSb) C^' yav/ing-mom.ent coefficient (N'/qSb) vifhere L lift D drag H aileron hinge m.oment ^c/li. pitching moment about quarter- chord point of airfoil. L' rolling moment about wind ai-cis in plane of syinmetry of model NACA ARR No, L5B17 N' yawing moment about wind axis in plane of symmetry of model q dynamic pressure of free air stream (- — j p density V velocity c wing chord Cg^ aileron chord 3 wing area "b wing span bg^ span of aileron a angle of attack 5a aileron deflection 5^ upper-surface split-flap deflection measui^ed from wing chord line 5fT 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. I4. 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 the wing chord line - to the -oortion of the flap nearest the airfoil contour. (See figs. i\. and 5») Aileron effectiveness is defined as the increment of rolling-moment coefficient betv/een curves corresponding to two fixed aileron deflections. Corrections No corrections were applied for the effects of support-strut interference. The standard jet-boundary I^IACA ARR No. L5317 corrections 5 which vvere applied to all the force- test data, are; Aa = 5|cl 57-3 -^Cd = 5|cl2 where Aa is In degrees, 5 Is the let-boundary correction factor, and C is the cross-sectional area of the jet (69.59 sq ft). A value of S = 0,112 for the closed-throat wind tunnel v^as 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 v\/hlch to compar^e the tests of the model with flaps. The results of these tests are given in figures 6 to 3 . The almost linear variation of lift coefficient with angle of attack (fig. 6), the large and almost constant increment of rolling -raomient coefficient between aileron deflections of ±20^ (fig. ?)> and the approximately constant negative slope of the hinge -moment curves (fig. 8) should be noted. Wing with Plat-Plate .Flaps The model was tested with two symnetrlcally located flat-plate flaps at a number of chordwlse locations, gaps, and deflections. The results of the tests are given in figures CI to 20. The effect of flap deflection (flaps located at 0.80c and v/ith O.O^c gaps) is given in figure 9 A comparison of this figure with figure 6 indicates that, at zero angle of attack. Increments of drag coefficient of 0,232 and O.J468 are produced by the flaps when deflected 30° ^-^d 60'^ , respectively. Comparable values of the drag increment caused by full- span, 0,20c, perforated double split flaps at the same chordwlse KACA ARR No. L5B17 7 location on an NACA 25012 airfoil (fig. 5 of reference 2) are . lli_ and 0.35 • The irregularities in the curves of Cl against a for the model with flaps deflected (fig. 9) 3-^e of interest. The effectiveness of the ailerons is very low - at times, even negative - for this configuration (fig. 10). V/hen the flaps are deflected 30'^.' the irregularities in the curve of C^ against a are less pronounced when the gaps are 0.10c (fig. 11) than when the gaps are 0.05c (fig. 9)- The aileron effectiveness is greater when the gaps are 0.10c (fig. 12) than when the gaps are 0.05c (fig. 10). Increasing the flap deflection to 60'^ results in large irregularities in the curves of C^ against a (fig. 13) as well as in reductions in the lift- curve slopes, particularly when the flaps are located far for- ward. The aileron effectiveness (fig. 1I4-) is generally louver and more irregular when flaps are deflected 60'-' than when flaps are deflected 30° (fig- 12). Tests were made with aileron deflections of ±10° as well as 0° and ±20° for the condition of the flaps located at 0.80c (fig. lii.(c)), in order to determine if greater effective- ness might be obtained at the smaller aileron deflections, The effectiveness seems to increase aLnost linearly with deflection for low angles of attack but is about the same for 5a = ilO° as for 5a = ±20° at high angles of attack . The characteristics of the model with the flaps deflected 60° and v;ith 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 moved forward (fig. 15). The aileron effectiveness decreases as the flaps are moved forward (fig. 16). With the flaps located at 0.80c and with gaps of 0.20c, tests were made with the flaps deflected 60° , 90'^, and 120° (figs. 1? and I8 ) . The lift curves for the conditions of flaps deflected 60° and 120° are char- acterized by flat regions near zero angle of attack (fig. 17 ) » V.'hen the flaps were deflected 90°> ^^ irregu- larity occurred, which v/as 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 vi'ithout flaps (fig, 6). The aileron effectiveness is relatively high 8 NACA ARR NOo L^Bl? (about 80 percent of the effectiveness when no flaps are attached) and does not seem to be appreciably affected by the flap deflection (fig. I8 ) , Tests were made with flap chordwise locations of 0.90c, gaps of 0.20c, and deflections of 60° and 120°. The results are given in figures IQ and 20. The condition of flaps deflected 60° 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 2° 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 m.ade with one flap located at 0.80c, with a 0.10c gap, and with a deflection of 60° (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 ±20° 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 20° decreases as the angle of attack is increased above -2° (fig. 22(a)). Vifhen the flap is above the airfoil, the effectiveness of the aileron deflected -20° decreases as the angle of attack is decreased below -2° (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 25 to 37- The lift, drag, and pitching -moment characteristics of the model with flaps deflected 30° and at chordwise locations of O.oOc and O.7OC 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 23(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 31 with figures I5 , 15* and I7 , 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 lCa ^liR No. L5B17 used to attach the flat-plate flaps to the wing. The aileron effectiveness generally is slightly higher 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; this fact can be noted by comparing figures 28, 30, and 32 with figures li|(a) and ll4-(b), l6(b) and l6(c)., and 18(a), respectively. The vari.ation of the rolling-moment coefficient with aileron deflection v/as determined for the model with the flaps located at 0.70c and -with gaps of 0.15c and 0.20c (fig;. 35)' At an angle of attack of 0^ 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 v;hen the gaps were 0.15c. Aileron hinge m.oments were measured for a number of model configurations and are presented in figures 3^ and 35' When the flap gaps 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 O.SOc, the overbalance was eliminated by Increasing the gaps to 0.20c. At an angle of attack of 0° and at small aileron deflections, the slope dCii/ddo^ was still considerably less negative, however, than when no flaps .v/ere attached to the model (fig. 8). Because the model had a tendency to shake when the flaps v;er:ecdef lected 60° or more, an investigation was made to determine if this shake were accompanied by abuff eting tendency of the aileron. No such tendency was noted when the aileron v^'as 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 at its midspan, midchord location. The directions and the stability of the various tufts are indicated in figure 3^ for several model configurations. The tufts on and near the surfaces of the aileron Virere 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 seta of flaps (each set at deflec- tions of 60*^) on the aileron effectiveness relative to 10 NACA ARR No. L^Bl? that of the plain wing and on the drsig coefficients is presented In figure 37' The aileron effectiveness increases as the gaps are Increased and as the flaps are moved rearvi/ard. 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 shov^ed 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 0.50c location. From the results of the tests reported herein, however, the OoOc 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 rearv/ard of the 0.60c 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 O.SOc or farther rearward. Gaps of about 0,20c are necessary to obtain satisfactory wing lift, aileron- effectiveness, and aileron hinge-moment characteristics. CONCLUSIONS Prom 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 tind as the flap gaps v/ere increased. 3. 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 NACA ARR No. L5317 11 were moved forward, as the flap gaps were decreased, and as the flap deflections approached 90°. i|. 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. 5. 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 and wing cut-outs was generally slightly higher than the effectiveness of the aileron on the model having flat-plate 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 . 3. 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 I5 percent of the wing chord 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 v/ing chord. 11. The drag of this model was higher than the drag of an WACA 23012 airfoil with full-span, .20-airf oil- clio^rd, perforated double split flaps at the --sam&-ohor-d- ' wise location. Langley Memorial Aeronautical Laboratory National Advisory Committee for Aeronautics Langley Field, Va . 12 NACA ARR No. L5317 REFERENCES 1. RogallOj, P. M., and Lowry, John G,; Wind-Tunnel Investigation of a Plain Aileron and a Balanced Aileron on a Tapered Wing with Pull-Soan Duplex Flaps. NACA ARR, July 19i;2 . 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 191^. 3- Purser, Paul E., and Turner, Thomas R.: i/Vind-Tunnel Investigation of Perforated Split Flaps for Use as Dive Brakes on a Tapered NACA 23012 Airfoil. NACA ARR, Nov. I9I1I . ]+. Purser, Paul E., and Turner, Thomas R.: Aerodynamic Characteristics and Flap Loads of Perforated Double Split Flaps on a Rectangular NACA 23OI2 Airfoil. NACA ARR, Jan. 19l|3 . 5. Blenkush, Philip G., Hermes, Raymond F., and Landis, Merle A.: Effect of Dive Brakes on Airfoil and Airplane Characteristics, Jour. Aero. Scl . , vol. 11, no. 5, July l^kh, PP • 25JJ.-260. NACA ARR No. L5B17 Fig. r-l I Si < be < O -H U to C •■• ^J ft c o n3 cd 3 ifi 73 «« bo C v> «3 -w *J ^ o (X 0) CD o ^ C 3 •H o I T3 O >> o -Q C cd I .-1 O td •-^^ o u, o Ij cd dj a +3 m S-i I Cd rH 3 -H cr 3 I > bo I v> •H cd o x) o C T3 3 C o cd o ■a o o -c -a O (U +3 MO* -H , bo C XJ ^ 1 O I -tJ O -O D- -H ^O S >5 0) 03 c -a C o o e c o 13 O C O cd ^ 13 03 P, O 03 CQ I +3 C o c (d +3 CQ -P Jj I f-H O . Cd fH -H 0) X) 3 -H O iH 03 O" 3 ti-i <►-< i-J ti 03 O •H T3 03 cd M to H O <*-• C U O 03 03 03 03 jC EH S . -H CVJ O <«-l P, +J 03 I td .H O i-l -H 3 (d c\3 P. cd bo 03 S-' u NACA ARR No. L5B1? Fig. 3 iv^ w CM .-H t3 CVJ M f' 5 O >H dJ ^ G O (j ■^ Xi o O bo 5 (X< •• C O u o o td c • .— 1 (D T3 • l^ ^ U O G O tj (d J:: <-« 0) P, o o ■!-> to U 1 •H OQ cd >H •-< P- 3 ^ o cd cr 3 Vi bo 1 tM ^ (U ■H x: % c ^ / 5 o ^ -./ ^8 BO 16 le 8 ^ 4 V -4 -8 ■18 — /~v — G , VI? \ Q^ -O — C o- -o — -i p— ^ -HlJ "^ ~ ^ ■S Y" A-' I /-» y^ r/ /^ } D [y yj A )S > r4 ^ -^ ) ^ f^^ ■o\ ^ -^ ^ r G -^ — r -o CO NATI MMITT 9NAL £E FOI ADVI t AIM SOWY HAUT CS w 04 f B LO -6 -^ -2 2 .4 £ Lift coefficient, Q F/yuf^e GrLiff^c/rG^.o/K/ p/fch/n^-momenf character/sf/c3 of the mCA ZZ/2 w/ng model //o f/aps; S^j 0", . Fig. 7 NACA ARR No. L5B17 J85cy Q- i c§ -8-4 4 8 la Angle of affack, a, deg f/^ure l.-Rollingf-and yaw/n^-mo/nenf choracferisHcb of the r/^hf semi span a I Zero/) on the A/AC Pi ZZJZ w'm^ moc/e/. A/o f/aps. NACA ARR NO. L5B17 Fig. 8 ^J85c\^ X fdegj V -4. o A 4. D Q X IZ 2 .1 -1 -2 -.3 ■ ^ J >■ s t ' ^ \ s^ 1 ^ ^ 8 ^ f^ L % H 1 ^ NATIONAL ADVISORY COMMITTEE FM AERONAUTICS - ^1 ^ ^^ S>- k ^ f ^.^ t ra V -30 -ZO -10 10 ZO 30 filler on deflect /on, 6q, deg floured.- H/nge-nnomeni- charocMr/sHcs of the n^hi semi 3 pan aJ/eron on fJie NACAZZIZ w/ny moc/el. AIo f/opQ. Fig. 9 NACA ARR No. L5B17 Q) b ^^ °"d6f^ (dec/) o 30 60 -4 -.2 .2 4 Ltff coefficient , Cj_ F/^ureQrUff, cfray^an^ p/fchin^-morr?enf characf eristics offhe NACA 2.Z/2 w/Jiy model equipped with balanced double split f/ops having f /of -plate secfions- Chordwise Id cat 10 IT), adOc-^^aps , 0. 05c ; Sq , 0°, NACA ARR NO. L5B17 Fig. 10a o C: 5^ cS Sf = 30" l.05c 02 1 (^ )^ ,^ ^, (dcg) -zo g 01 . r F^ t~-L ^ k — ^ J V ^ r ^~c r P r"^ V\ V\ p-i yL ^ I>- ^ \ \i J^^ 01 V M" h-r »■ ■ Y^ — ^ p>— . ■^--, b^ 2s— 4r— S^ 4f \% p— { rp rH J- 02 \ Z u P f=4 ^ >=* v-e u y ^jH^ t t= ^ ^ ^ — H 3 Iq f—^ — ^ 5 a : a! COMH ITTEE *L A FM t JVISO FBONl «Y UTICS A -ZO O eo 5 s^ .0/ ^ ^ 5; -.01 -12 -8-4 4 8 18 16 20 Angle of attack ,^ O NACA ARR No. L5B17 Fig. 11 Chordkv/se location (fraction of c) ^n 0.7O O .60 -.4 -2 .2 .4 .6 Li ff coefficient., Cj_ Figure //- Lift, atru^, an(/ pitch ing-nioment chorucferisf/cs of file NACA l^ll iA//ng moa^ei equipped lA/itf) balanced double jfiiit flaps /vvlngr flat-plate sections. Gaps, 0.10 c . ^a ,0] j V ^1 fr^ M ^ 5H ^. \ '"^ >=^ H h s^ ni L ^ U — Ul ^ ^ 1 ^ Dd 1 20 ^ H h -. D= if^ P^ b L — _h4 J— 03 tj i A N >— <; t-*! ^ M H fc^ toFtfc J— k n r^ ■ H-^ da (dQ^l A-ZO O U ZO .01 H*TIONAt A6VIS0RY COHKlTTtE FOB KROIMUTICS -.01 -12 ■8 -4 4 8 12 16 20 Angle of of tack , a , c/eg (a)Chordiv/se location, O.lOc. Figure I2r Rol/ing-andyawjn^-momenf choracfensfics of the right setv/span ai/eron on fhe Nf\CI^- ZZIZ 'Min^ rr?odel equipped w/fh balanced doub/e sp/// f/aps hov/n^ f /a f -plate sections. Gaps, OJOc; 6f^ and — (^ V.r' > r k r \ irr^y 1 H r^ M n H >- 3- V- D-- ^ S?J 01 \ ^ r- 1- .02 1, H H \ n W Y,u ^ 3G r 03 n -K n n r y h 3^ DO tJ3 -^ ^ u M M N R j— JwJ H SS ^ T^ -IE NATIONAL ADVISORY COMMITTEE FOt AEDONAUTICS -6 -4 4 8 le Angle of attack ,(x, deg . (jb) Ct)ora^w/se /oca t ion ,0.80 c. Figure /£.- Conc/u(/ec^. 16 20 A-ZO o D 20 -01 ^ '^ Fig. 13 NACA ARR No. L5B17 .68 ^ \ ,*~ ! S — , ^ N V^^ X S^ \~u^i n p ^ 1 3 V \ 20 01 1 M ■h: V-{ 1 / 1 Vx !i r"t n W U 02 M M w ^ n 20 J k^ k. __ ^ n W ^ S^ nv ?:z£F=is?=i^ffi =ffe=4* M fe[fc=i! X o -/2 -8-4 4 6 12 16 20 Angle of attack , a , deg (a) Chore/ wise /ocof/on, 0.60c. n^ure I 4. -R.ol//n^-anayaw/nff-momeni' characfer/sfics of fhe i^/^hf sem/spon o/7eron onf/ie /iMC/\ ZZIZ wing model equipped w/ff) bo/c/7cec/ doL/3/e sp//f f/ops having f/af- plate secf/cns Gaps^ 0.1 Oc; 6ffj and 6'fi_ , 60° Fig. 14b NACA ARR No. L5B17 1 .08 o •^ s ^ 01 v.^ o -v^ c (} U) s -.01 F?> -.02 ^ o c^ So (deg) 7^ •^ ■-A I \r r ^ -cvJ r^ >-( >-< r V ^ 1 i M H). L a^ L M y^ h S ^A ^ Ba n r ^ S io t K 3 H Um- U^ H ML r M 1 (dQgJ O ^ ZO NATtONM. ADVISORY COMMITTEi fOU «£RON»UTICS .01 \ ^ -/^ ■d> -4 4 8 12 Angle of attack , oc, deg Q))Ct)orc/wi^e /oca//on, 0.70c. f/^L/re /4. - Conf/nuec/, 16 20 NACA ARR No. L5B17 Fig. 14c G- c Q) 8 Q) o .02 .01 -.01 .oz -IB A fdQ^l -ZO X -10 O 10 D zo NATIONAL ADVISORY COMMITTEE FOD AERONAUTICS ^ s: .01 5: o -^ g- m idem ^ S > ^ -01 ^ Q) .C5 Q X o ■8 -4 4 6 12 Angle of attack , a, deg CcJ Chore/wise location, 0.60c , FiQure /4.-Concluc/ec/, 16 20 14 Fig. 15 NACA ARR NO. L5B17' s^ ^ _/ ZO le /2 ^ -/2 -4 -2 .2 4 .6 L/ft coeff/ciepf j Ci F/^ure I5.-Lifh (i^rag,cfnc/ p/fch/n^-mo/venichorcicfen'sf/cs of the /i/^CPi ZZ/2 w/n^/7)0(/e/ equipped with balanced double sp/// fJaps having f/of-plofe secl/ons. Gaps,OJSc. 6a^0° 6f^j ancf d'fi_ , 60 ° NACA ARR NO. L5B17 Fig. 16a /\:60' ~^ r/5c "^ ir^^ "~~"~""^ fc^S»i^ z?/ f/5c Qo A-ZO \y .03 6a 1 .oe A H \, n zo .i r ^ f^ k ^ n ^ .01 8 c N y / t \ ^ 1 { c 1 -.01 ^ H \~< H rA^ H M n p-^ M per p n ^ K, ^ t ^j— * i 1 7/? #1 ^ ~~-i \^ Isr , / A J S M H T-H 3^ 3=t n w •M r ^ -.03 1 /^ 9- .01 i ^"^ C \ . Lm-c ^ ^ y>-H^ jue nEH ^ Vf- j\ (^ j\ ifj r b^ B fci-^ ^ <5 p». -/^^ ;-5 "=5 M r CO «Min FEE FC ft AER OHAUT ICS -12 -6 -4 4 8 la te 20 Angle of at tack, ex., deg fa) Chord wise /ocaf/on, 0.60c. r/gure 16.- R.0 1 ling- and yawing-nnonnQnf characteristics of the right SQmispon aileron on the Nf^Cf\ ZZiZ wing modQl equipped with bo/anced doub/e splif flaps having flat-plat 6 SQct/ons. Gaps, 0.1 5c. 6f and 6f 60°. Fig. 16b NACA ARR No. L5B17 I $ .03 .OZ .01 -.01 -.OZ '03 J ^-V ^ .■ (dQs) -zo p ^ / i 2- H k I ^ / I L J >=< X V r^ I >H, >-c m >~< >S~\ p< M^ 1 ? r n N \ ^^ n r \ . -~i Ww V-2 -r \ \ (^ \ ?.Q ^ J r r W ^-J ; ^ H w W H-&k r a NATIONAL ADVISOBY JMMITTEE F0« AIBONAimCS J^ — c f k r? Z0^\ '-L r ^ r \ ^r^:^^ m wOw I \o 1 '- ?J^-^ -12: -6-4 4 8 /^ 16 20 Angle of at tack, on , dec fb)C/iordw/s2 /ocat/on,O^TOc . f^/ffure /6.- Conf/nu2d. (dQg) A-ZO o D ZO .0/ 1^ -■0' I 8 NACA ARR NO. L5B17 Fig. 16c A -go' .03 8 -12 -8-4 4 8 It Angle of attack , (x , deg (c) ChordwisQ location, 0.80c, FiguFQ 16.- Continued. 16 £0 Z4 Fig. 16d NACA ARR No. L5B17 r . / '*/5c "^ /^/^ ._ r i/n- j\ r/5c i ... Od * .c^t^c ''\,Of^=0V" r« ^ — C ; » 6^ G^ .03 /\ ^--^ .— .^ ^-^ -^ 6o (deg) -P.O fdegJ ^-ZO i \ \ V o ^ VJ > !r-^ ^ ^ r" ^. X D ^0 ^ .01 \ ^ — C s - h \ ^- r [^ ^ W y-l \~\ >^ \ ^ -' 1 n M j-1 ^ k^ D- z^- DO D 5 n [ V -p 3 \-.0E \ 3 ?^ \ / ^ -.03 \ / z 7 \^ kr ^~^ >-[ T i 3H -Ir-H ^ 3 -.04 L fl rt n ■M pH _l ~K, ^ ^ >^ .0, 1 -! ^(/-i :^ n :^ th IQ 3 i r U^^ a Uq ^^ >-£-^ i^ D— D-1 D^ o^ X> :> n ^ ^ N ^^~ \ ^ ^ t. -20 A r ;^ S -f)l ^ ^ CO NATI HMIT1 ONAL EE FO ADV « AER SOBY 3N«UT cs -/^ -5 -4 (9 ^ (5 /£' /6 80 24 Angle of at tack, Of., deg fd)Chordv^ise location , 0.30c . FigarQ Id.-ConcludQd . NACA ARR NO. L5B17 Fig. 17 % ^1 -./ 20 12 t 4 -4 -8 -/2 A (deg) 60 D 90 o 1^0 NATIONAL ADVISORY COIMMITTEt F« AEMNAUTICS •I I -.2 .2 .4 Lift coefficient , 6i Figure 17- Lift, drag, and pikhing-momenf ' c/ioracfemtics of the i^flCf\ ZZIZ wing model equipped vilfh balanced double split flaps having flal-plofe SQcliom. Ctiordv^ise location, 0.80c. gaps, 0.20c. 6q , 0^ Fig. 18a NACA ARR NO. L5B17 /\-60' 1 Cl^^c/^ Il3r^- \ O/I/-^ V 4 .04 .OC/C 'V^.-^^" A '^-^ 1 e -02 L N i \, 1 1 ^Q I .02 S k I / Ui %) ^ V-^ r !r— 1 r A-^^ % .01 6j -zo ^ o u ^U -< y-i. y-c ^ V-f w V- f k —I n^ r^ u r^ r1 p I -.01 1 c \ I -A » \ h ^-.02 L N V \ "^-.03 i ^u ^'Z? 1 H t-f h l\ -.04 1 fl r^ y< b-^ r rM JU .02 20- Ni -tH 3^ 3n / ^ J^=$^ W ^ ^ _P r y^-^-i-^ p^-i=^ ?^ \>A y-^ ^ P -^ n > 1 r -01 ^ ^ NAT OMMH lUNA TEE F L ADV ISOR tONALT ncs -/^ -<9 -4 -< H M W \-< >-< r< >-^ ^ H p-< r (? . J r .01 I K \ K oe ^ h f ^ K 2.0 I \ 03 f \ r v-i n 1 / r '^n hi n U r^ n w ^ J 04 Pi T J T T r K!m^ p-t •n p. I p '- n '-'~kJ)--(j— o—o— O -o-_? Ua ^ ^ >-( bo P- f:^ N- Uv- 1 N " COM AIIU MITTE NAL J E FOB tDVI5 AERO» AUTIC S 5. i^-ZO o ^ DB .01 \ V, .2Uc ^ ^^c/4 ' :jt==^ _i 1 t ?^( — [ •- • s. / .04 L ^ \ \ J A- V ()a ■"—l ^ ^^ k. vr^ A ^ ^ fdeg) ^: .03 i M L-" ^ A-^(? v_ o 03 •C5 .02 a "" zu I -01 c \ \ \ W H ri >^ >-J >-f n; M H -, i ^iD n n J ^ -.01 1 \ ;§ -.02 •^ '.03 c } \ V-x T. 20 -.04 M L 1 ^ n w L| , r — .02 r^ ^^ r^ <~T1 gH V" -.05 r -, J Lc u u^ r^ f^ J — C ^ r po .6'/ k: ^ f^ W^- n (^- Si y^ Y< ^ n p^ n fM ^. h 3— < Lvi->^ DO -^ ^ ^ b y- ^A 1 J CO NATI MMin ONAL EE FO ADVI « AER( SORY )N»UT lU 7// {>, o -/i' -8 -4 4 S /2 16 20 Angle of attack , oc , a/eg fb) df^j and 6f^jZ0° FigatQ ZO.- Cone faded. Fig. 21 NACA ARR No, L5B17 Configuration A Configuration B © Configuration C A ^^ I 3. .80c H/^i/=6''° -80c \=60° .dOc-^^Js-Sf^- 60° -2.0 -/.4 -12 -1.0 -8 -.6 -.4 -.£ Z .4 6 Lift coefficient, C^ .8 /.O IZ 1.4 /.6 N □ P.0 I 1 r § .01 dH p ^ C) % ^ U - A f^ t r^ r^ I'— ( H ^-1 >- ■y= ^= i ^ P ^ -01 i P. n. ^ Si \ > ^ -.03 n^ Y -Dl -,/' r — [ s , .^ J V -.05 ^ J-J rH ^ -Pi 0_ .0/ -^ 2}— Ih- ih Fl- fP □F i^^^iL- ■^ §== TV- T^ 0= oe R u oil ^ A„ A^ A - 1 § c NAT OHMH i6na rTEE F L AD> Oa AG MNUU Y TICS -/£ -6 ZO -4 i 8 IZ 16 AnglQ of of tack, 00, deg (o) Upper fhp removed) 6f^ , 60' , Figure ZZrRd/lng-ond yayy//?g'-momert characferhtic.3 of the right semhpan aileron on the NACA ZZIZ m'ng model equipped v^ifh bola/?ced single ssp/ii flop hairing flaf-plafe section . Chordivi^e Jocafion, 0.30 d gap, 0.10 c. Fig. 22b NACA ARR No. L5B17 -/£ -6 -4 8 12 16 20 Angle of attack, oc , deg (b) Lower f/op remolded; 6f^GJ\ Figure 22.- Concluded . NATIONAL ADVISORY COMMITTEE FOD AERONAUTICS NACA ARR No. L5B17 Fig. 23a ChordtvisQ location [fraction ofc) A 0.60 D .70 NATIONAL ADVISORY COMMITTEE FM AERONAUTICS -.8 -6 '4 -2 .2 4 .6 Lift coeff/c/enf, Ci (a) Gapd, 0.0 5' c. Hgure Zd-LfFf, drag, and pifching-moment c/ianoicferi^fics of the NACA dild wing model equipped mf/i balanced doah/e ^if flaps hamg Clark Y ^ecfion^. 6q, 0. 6^a/?d6f^, ^ . Fig. 23b NACA ARR No. L5B17 ^ ^ :i^ ^ ■^ § 1 20 /6 /2 8 4 -4 -8 -J2 ^. /ocof/'o/) c \^^^2^f,-30' ^^^/Oc location (fraction of c) . 0.60- -£ -4 ChordwisQ location (fraction ofc) A 0.60 n .70 I rigure 2Jr Concludeo/. -.2 .Z A .6 /L/'ft cosfficient ,C^ ft) Gaps, OJOc . NATIONAL ADVISORY COMMITTEE F(M AERONAUTICS NAC'A ARR No. L5B17 Fig. 24 C -.60c- \^^Sf^-30' ^^ ^ .02 .0/ -.0/ (S^ J.o (9- f^ r ^ (^"^WtO ^ ^ !>H ::>Q -^ ? M ^^H-^ r^ //? Y^'fy^r^'r-^VT^ 1 V -\ n u 1 1 b4^ r >* R i— <^ i — ' _i v -10 ^ ri w ^ fa^ H N N H jr ^ ^ — ^ 6-K X-T 3^ 3^ ^ o NATIONAL ADVISORY COMMITTEE FM AERONAUTICS 5, (dQg) ^-10 x-IO o <9 O 10 t ^ I 1 -12 20 -8-4 4 8 12 IS Ang/e of attack , cr, dpg Figure 24rflollir)g'and yowing-moment c/iarocfarj^tics of f/ie nghf sQm/spon oi/oron on the /^flCfl 2ZI2 w/ng model equipped with ba/onced double ^plif fJops liaving Clark V sections. Chordwm location, 0.60c. gaps^OJOc-^ 5p and 6f, , 30 . lU \ Fig. 25 NACA ARR NO. L5B17 ChordwisQ location (fraction ofcl A 0.60 D .70 'Z Z 4 .6 Lift coefficient, ^ Figure Z5-Lift drag, and pitching-moment c/)oracter/~sfics of the t^f\Cf\ Z2.I2 w/ng model equipped with balanced double split flaps having Clark V SQctlons. Gaps, 0.05c. 6q,0 . 6f^ and & , 60 . NACA ARR NO. L5B17 Fig. 26 1~- •^ .03 "«, f^-60' 6a -20 -10 ,0 1 .02 01 I / / ' ^^ ^^ /W . ^ ^ P ^5 \ Q »S^ ^s yRy X \" r ^^^^ -.0/ \ 20 \ u IT — ^ !*— ^ ^ L^ 5^ ^ ■02 H k ^M a-p M Lf H M ^^^ p=-s-c ^ ^ fe V ^ %@ cc NAT MMIT ONAL TEE F( ADV W AER SOR^ ON«UT ICS 5. x-/^ o ^ o /o D 2<9 ^ ~/2 20 -8-4048/2 /S Ang/e of attack , a: , d6>g Figure 26.-R.ollmg-ond ^awing-momenf ctarocferisf/cs of the right SQmispan aileron on fte /V/)C/9 £2/2 w/'ng model equipped ^ifh b a /a need double split flaps /iGi^/ng Clark V sections. ChordwsQ location, 0. 70c j gaps, 0.05c ; 6f and 6f^, 60 . Fig. 27 NACA ARR No. L5B17 Si 1 ./ -I 20 16 12 8 4 -4 -8 -/2 Chordmse location (fraction of c) A om D .70 NATIONAL ADVISORY COMMITTEI FM AEBOXAUTICS -.2 .2 A .6 lift coefficient, Ci Figure ZZ-Lift, drag, and pitching- rr)omQnt cAoractaristics of the t^f]Cf] 2.ZIZ wing model equipped with balanced doub/e spf/f flaps having Clar/< V sections: Oops , O.IOc- 6n . .^ Sf and Sf , 60°. 'a NACA ARR No. L5B17 Fig. 28a ^ I f I I .Ok -20 -10 ^ /- % -60° 1 .01 T XT I k J k /■ ^^iNg<_^ ^-5 t:^ ^ -' f W ' >^ ^^W] d H ^ f^ N T^i A^ -.01 r""! ^^ 1h: , r r i' N ^^ -f^ p-L J-* -.02 ^ u H k NATIONAL ADVISOR COMMITTEE FOt AERON/tU i ^ ^ N M M H N t&Jtfi^deM dy k ""< ^ 5^ 5. X -10 o .. and St 'a> u 'fL 60' Fig. 30a ^ 1 1 1 1 ~~' / WA UA AKK WO. L5 6^° 7i^i , .I5c • v< -/4 t ,— -J — ' ^ .03 .02 .01 -.0/ -.03 ' Y'ifji =6^ A "--t Y~i H i— ^ ^. 5. L \ 5a -2^ M \ L / \ -< 1 V -^ p i o ^ \^ U Vj r^ t^ L K H H rr ^ n 2^ s~^ 1 r^ \ \ ^'r? dq i^ L ^ Lc \ "] ,^ jH r \ H p-c n ■K r J ^(^ u rf 1 r H-r U H Ue* p ,1 >^ ^ v^ ri ^i-5-i>^ pV— , 5? f^' r I > 1 \ NATIONAL ADVISORY COMMITTU FM AERONAUTICS -/2 -8-4 4 8/2 16 20 >%/^ of attack, ac , deg to) Chord wise toe of ion, 0, 70 c. ngarQ 30,- flolling-and yav^ing- moment c/ioract eristics of the rig/it semi span aiteron on the tt/)Cfi ^Zl^ y^ing modQl equipped v^i ft) botariced dout?/e split f taps having Ctort< V SQcfions. Qaps, 0.15c. 6f and S^ , 60. NACA ARR No. L5B17 Fig. 30b Sf,-eo' .04 V ,03 . '^ '^ M s: •5ii ? .0/ ^1 Q Vi V i -12 -8-4048/2 16 20 Angle of atfack , a: , deg (bJ Chord wm location, 0.80 c. F/gurQ 30.— ConcludQd. Fig. 31 NACA ARR No. L5B17 I Chordwise . location J -./ 16 8 -l -8 Z A Lift coefficient, f/^ure 3t-L/ft ,c/ra^ , anc/ p/fch/n^-nooment charactenst/cs of fhe A/AC A 2Z/2 win^ moafe/ equipped with ba/anced double spt/f f/ops having Ctark V sections. Gaps, 0,^0c. 6a, 0^ ; c^^/p^dj , 60° NACA ARR No. L5B17 Fig. 32 Sf,'60- ^ I I 6^^-60° NATIONAL ADVISORY COMMITTEE fOK AEHOMAUTICS .0/ -.01 -4 4 d /Z /6 AnglQ of attack, cc, deg /v^i/re 3ZrQot//n^-anCyaw/n^-moo7enfG/)oracfer/3tfCS of the r/j/)/- 5 em /span a/'/eron on the AtflC/^ ZZ f2 w/ny model equipped t^/'/Ji ba/ancec/ doub/e 3p//f f/(7/?a hav/ny C/crk Ysecf/ons. Chore/ wise /oca f /on, O.d0c: yap3A2.0c. 6fu0fnd 6/^,60°. Fig. 35a NACA ARR No. L5B17. 6f,--60' J5c I i 04 00 fdegl o A IZJ 03 ( \ \ ) 1 — OZ \ H H ^ 01 i h M J \ r N K N \ 01 \ M^v NA1 COMMI |Y OZ T^ k N n k 03 ' N P N N n/ NATIONAL ADVISORY COMMITTtt FM UBONWTICS -30 -ZO -10 10 ZO 30 f\ilcron def/ecf/on, 6q, deg (a) Gaps, 0. /6c. f/^ure 3'3rRo///n^-nionierrfcharacfensfiCB offhen^hfsemidpan o/Ieror) o/:fhe A/'ACA ZZ/2 i/y in g model equipped i^iffi bo/anced doub/e 3p//f f/aps haivin^ Clark Y secHons. Chord- tv/se local- ion, 0.70c ; 6f^ and 6f^ , 60". NACA ARR No. L5B17 Fig. 33b 1 I I ^ fdegJ o Al2J \^ 'l ^^ L ^ L 1 — ^ ^ c vi \ K \ k 1 k NATION COMMTIU ^ \ \ \ i K t ^ T .04 .03 .(?£ .01 -.01 -.OZ -.03 -.04 -30 -ZO -10 JO ZO 30 Ailiron cfef/ecfion, 6g, deg (b)Gop3i 0.20 c, Fig.. 34a NACA ARR No. L5B17 CJiorcfw/s e , ^ 'sfaffon "^.-^^ffj-SO ^YGap <^¥^- i-Gap J Unstable [ — ^-^ — 1 ideg) ^0 regions -^ rr -< *—'~ ^ s \ y' '-^i^ IF7 \ — — > fi — ^y y C hardwire location, 0.60c • gops,0.05c ~< pF- % % a ' idea) / / SN i ) - IP.^ 5 ^-^ NV -^ ):^ ^ / / > \ A- 5 i'-' ^ 0. lOc 5^ oc (deal ./ / ---5 '^ f 1^ c^ ) ^ - > / / f c ^-~-- ^ \ 11^ F -■' Cliordwise location. 0.70c -. aaos. O.IOc -30 -^0 -10 10 BO 30 Aileron def/ect/on, 6a, deg ,,,„,,, ,,„3,„, (q') (5V = (5V -30°. COMMITTEE FOU AERONAUTICS f/^ure 34.-l-//n^e-momer?7 character/sf/cd of Me r(^/)f ^em/3/?a/i o//eron on the A/ AC A Z2./Z w/ny nno^el equ/ppec/ wJfh ^a/ar?ce(/ doad/e sp//ff/aps having C/ark Ysecf/ons. NACA ARR No. L5B17 Fig. 34b Chordmse sfaf/on .^S/L 8f^-60' :^Gap *Gap iSr-^0^ .2 \ ' L ( a 'dei d 7^ Unstable regions - ■^l ' .-s J— — c p J J — 9^ IF. X \ -^ ^' / / > y ^A r —I ^^ . Chordwise location, 0.60c \gaps, 0.05c Q) p ^'^* c-~^ r% (T^ a (deg) y— "^ ^ k \ / J ^\ :r^ k 1 > 1 \ 1 '^ <- IP.P \ ■> ^ \ I- i. \ ■^ C J— C/iordwise location, 0.60c igaps, O.iOc a ^ •--^ -(^ deg) -0 ./ ' ^ \ / / 1 N 1 \ ^) - — y 1 N ^ /^^ \ 1 \ \ \ 1 1 Ctiordwise location. 0.70c -. qqds. D. IOc -./ t k 1 ' 'J 1 ' -r' CON •lATIC MITTf E FOB AEROI NAUTK ■■^ '30 -iO -to 10 20 30 Aileron deflection, Sq, deg (b)6f^-Sr^^60\ f/yc/re 34-.- Cor?c/U(/ed Fig. 35a NACA ARR No. L5B17 .70c f CU CtOp 6,^-60 Gap '^6f, - 60' .3 § « ^ -1 c ^ .3 Q) -^ .1 ^ NATIONAL ADVISORY C»«MlTTEE FM AUONAUTICS -./ .z -30 -ZO -/O 10 20 30 Al/eron deflecfion, 6^, deg (o) Chorcli4^/\5€ location, OJOc. ngure35rHinge-momQnt characteristics of the right semi- span aileron on the /lf]Cfi 2,21 Z wing model equipped with balanced double split flops having Clark V sections. Sfy and df^^, 60? NACA ARR No. L5B17 Fig. 35b ^f..-60' I I .3 Z ^ ./ -J 3 2 J -J -I -30 -eo -10 10 10 ^ Aileron deflech'on, dg, deg (b) C/iordm'se locaf/on^ 0.80c. r/g/ure J5.- Conc/uded ^ UnstobJe rQO/on L k \ j^ C K k y Y N. c ^^ T K _i)^^ (degJ - Il.l N L rt L ^* i N / 1 N5 C K 1 I \i Y Qap^, 0.15c v>\ \ K \ ^ L J i ^J cc fdegJ - /Z.2j ^ f^ L k 1 k \ ^ ^ k ,^ ->-*-5- Gaps,0.05c Gaps,aiOc ChordiA/'/se Jocat/on, 0.70c (o) 6f^j -6f^ = 30' NATIONAL ADVISORY COMMITTEE FOB AERONiUTICS Figume JGr Tuff Jtudy of f/oH/ conditions aboi^e and below the right semi spar) ailervn on the NACA ^^/2. mng model equipped i/v/t/i i)a/a/?oec/ doul)/e split flaps lna\/ing Claris Y sections. Tufts located at o/leron midspan; 5 indicates >smooth floiv; R mdicafes rough flow. NACA ARR No. L5B17 Fig. 36b 9+- GapSyO.OSc — """■ -- -Jj-X a .5 6^1 --^ • r T ^ -. b= ^-p^ — , __^ J, -- "i;:;:^ 4- J .52 r '-i r r~~ b=^ ' — :;: ^ ■^ .48 r^~~ """ *- — — - — r ^^ ^ -.05 1 J .44 NATIONAL ADVISORY COMMITTEE FOB AERONAUTICS An £0 £4 .68 .72 .76 .80 .84 .88 .Si Chordivlse location, fraction ofc F/ffure 37- Effect of chordwi^e location and gaps on the drag coeff/cieni-3 and //?