VfcfiL-SN MR Oct. 19U? NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS WARTIME REPORT ORIGINALLY ISSUED October 19U2 as Memorandum Report FLIGHT MEASUREMENTS OF THE RUDDER CONTROL AND SIDESLIP CHARACTERISTICS OF FOUR VERTICAL TAIL ARRANGEMENTS OK THE P-UO SERIES AIRPLANES ■ By Harold I. Johnson and Joseph R. Yensel Langley Memorial Aeronautical Laboratory Langley Field, Va. 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. DOCUMENTS DEPARTMiiNi i 71 3 ^ 33 MEMORANDUM REPORT for Army Air Forces, Materiel Command PLIGHT MEASUREMENTS OP THE RUDDER CONTROL AND SIElEoLIP CHARACTERISTICS OF FOUR VERTICAL TAIL ARRANGEMENTS ON THE P-1+0 SERIES AIRPLANES By Harold I. Johnson and Joseph R. Vensel INTRODUCTION Directional control difficulties had been experienced . in P-I4.O series airplanes in dive demonstrations and inadvertent entry into spins in service operations. At the request of the Army Air Forces, Materiel Command, quantitative measure- ments of rudder trim force change with speed and power, rudder force reversals in sideslips, and rudder positions in sideslips and straight flight of a P-I4.OE airplane were made. Quantitative measurements of these items were also made on three other vertical tail arrangements supplied by the Curtiss-Wright Corporation. The results of these measure- ments are presented in this report. DESCRIPTION OF VERTICAL TAILS TESTED Photographs of the four tail arrangements tested are shown in figures 1 through 6. Tests of the original vertical tail, Curtiss fin extension no. 1, and Curtiss fin extension no. 6 on a tall fin (Curtiss dwg. SK-552I4.) and rudder (Curtiss dwg. SK-5°7&) were made on a P-[|.0E airplane. Flight measurements with the original vertical tail moved aft 20 inches were conducted on a modified P-I4.OF airplane. - 2 - Line drawings of the vertical tail surfaces, that is, the original vertical tail, Curtiss fin extension no. 1, and Gurtiss fin extension no. 6, along with their respective areas, are shown on figure 7° The rudder of the original vertical tail surfaces and of that used with fin extension no. 1 were equipped with balancing trim babs, while the rudders used with Curtiss fin extension no. 6 and the 20-inch fuselage extension on the P-]fOF airplane were equipped with trim tabs only. The relations between rudder trim tab position, rudder position, and cockpit tab setting are shown on figures 8 through 11. The fin offset on the. original vertical tail and on the tail with fin extension no. 1 was 1-1/2 , while the fin offset for fin extension no. 6 and the 20-inch fuselage extension was 0". The center of gravity at take-off was maintained at approximately 27 percent of the mean aerodynamic chord on both the P-I+OE and the P-2j.0F airplanes. INSTRUMENTATION AND METHOD OP TESTS Flight test data were taken with standard NACA recording instruments. The yaw-angle recorder was mounted a chord length ahead of the right wing tip. A calibration ■ of the yaw-angle recorder was made by mounting a similar .recorder on the left wing and recording both values simultaneously as the airplane was flown through the speed range. One-half the difference of the two recorded yaw angles was taken to - 3 - represent the correction necessary to obtain true airplane yaw angle when only one recorder /as used, as in the test?. The magnitude of this correction was ; ulte snail, being about at minimum speed and 2 to 3 in the high-speed range . The airspeed total head and the free-swiveling static head were mounted a chord length ahead of the left wing tip. A pilot's airspeed meter and an NACA airspeed recorder were connected to these total and static heads. The use of a pilot's airspeed indicator connected in this way greatly facilitated holding the airspeed approximately constant in sideslips since the NACA free -swirvelirig static and total head tubes are not affected as much by yaw as the standard service installation. The directional trim characteristics of the four verti- cal tail configurations were determined by flying the air- plane in straight laterally level fli 'dit from minimum speed to an indicated speed of about 350 miles per hour with power off and with rated power on in the clean condition, that is, wheels up, flaps up, and cockpit hood closed. At least two rudder trim tab settings were used for each power-off and power-on speed range coverage, and in cases where rudder forces became excessive the speed was not increased beyond the point where it was extremely diffi- cult to hold the airplane in straight laterally level flight Similar runs were also made in the landing condition both with power off and with rated power. - .'+ - No special indicating instruments for straight laterally level flight were installed for the pilot as it was con- sidered desirable to determine what angle of bank and yaw angle could be expected In these airplanes when a pilot attempted to hold straight laterally level flight, par- ticularly in a dive. The sideslip or directional stability characteristics of the four vertical tail arrangements were measured by permitting no relative motion of the nose of the airplane with respect to a distant point on the horizon and very slowly Increasing the bank with the aileron until either the limit of rudder travel was reached or the rudder force became too high. While this maneuver was being made, the pilot attempted to hold the selected indicated airspeed constant by reference to the test airspeed Indicator as noted above. The sideslips were made in the clean condition both with power off and with rated p ow e r on . RESULTS AND DISCUSSION The rudder -control characteristics in straight flight are presented for the four vertical tail arrangements tested in figures 12 through 2$. The effectiveness of the rudder trim tabs as a function of indicated airspeed Is shown on figure 2I4.. The sideslip characteristics of the tail arrangements tested are shown in figures 25 and 26. Attention is' - £, - J called to the rudder force reversals encountered in the lower speed range with rated power en with the original P-1^0E airplane. Sideslip characteristics for small angles of yaw are shown for all the tail configurations in figures 27 anc 23. A summary of the measured characteristics for the four tail arrangements tested is given in table I. On the basis of this comparison it is apparent that fin extension no. 6 on the tall fin (Curtiss dwg. SK-552ii) and rudder (Curtiss dwg. SK-5676 ) is superior to all the other arrangements tested. This vertical tail provided the minimum rudder force change with speed, and the magnitude of the rudder force change for straight laterally level flight from power on to power off at the same speed was only about )j_0 pounds in the high-speed range. No rudder force reversals in sideslips were encountered and the directional stability as measured by the slope of rudder angle versus sideslip angle was greater than for any of the other vertical tails. The test results further indicate that the 20-inch fuselage extension in itself, as tested on the P-I4.QF air- plane, did not contribute as much to directional stability do R as measured by — -2. as did the slight addition of area ac- a\j/ compllshed by adding fin extension no. 1 to the original P-l+OE fuselage vertical tail combination. This can be readily seen from tabic I by comparing test. no. 1 with - 6 - no. 2 and no. !(.. The incorporation of the 20-inch fuselage extension did not, therefore, in itself materially improve any of the directional characteristics investigated, although spinning has not been considered. It appears from an analysis -of the data of all the verti- cal tails tested that a vertical tail combination (although the particular combination was not tested) consisting of fin extension no. 1, fin offset , with the original rudder and a rudder tab for trimming only, would eliminate the major faults in the directional characteristics of the present P-!|0 airplanes. The incorporation of this vertical tail combination would mean that the rudder force change with speed and power in the high-speed range would be acceptable and no rudder force reversals in sideslips would be expected. The force changes experienced in the low-speed power-on regime of flight would be fairly large but not excessive. It is be- lieved that this change could be easily incorporated in the airplanes already in service. The reason for the selection of a rudder tab for trimming only in the suggested service change is based on a study of the original vertical tail that indicated that the balancing action of the tab materially contributed to the rudder force reversals in sldeslios. - 7 - CONCLUSIONS Pin extension no. 6 on the ball fin (Curbiss dwg. SK-5524) and rudder (Curbiss dwg. SK-5676) are recommended, as the most satisfactory of the four vertical tail arrange- ments tested insofar as rudder force change with speed or power, rudder force reversals in sideslips, and directional stability arc concerned. An arrangement consisting of fin extension no. 1 on the original fin with the offset 0° and the original rudder with the tab rigged for trimming only is suggested by an analysis of the test results as an alternate modification that could be more easily incorporated than the above arrangement. This latter arrangement would exhibit rather large but still controllable forces in the lower end of the speed range with power on, but would avoid some of the structural difficulties involved in the installation of the much larger fin and probably would be more acceptable as a service change. Langley Memorial Aeronautical Laboratory, National Advisory Committee for Aeronautics, Langley Field, V a ., October 9, l c jl\.2. I e g J 0) OC 01 Q K • g 2 « ss O 2 5 o 2 M H M 5 9 8 o •uj '9UTT *Sum japprui o* *S*o •ouB^eja s J»«od p»}»H •)«e4 jo a»pjQ • «*« V+ _. 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