f\jitc(\ L^/o'T y 
 
 ACE No. L5B10 
 
 
 NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS 
 
 WARTIME REPORT 
 
 ORIGNALLY ISSUED 
 
 Fetiruary 19^5 as 
 Advance Confidential Report L5B10 
 
 VmO-TlMDEL TESTS OF A BLXMT-NOSE AILERON WITH EBVEIED 
 
 TRAHIHG EIX3-E ON AN NACA 66(215) -2l6 AIRFOIL 
 
 Wm SEVERAL MODIFICATIONS OF AILERON NOSE 
 
 AND ADJACEKT AIRFOIL CONTOUR 
 
 B7 J. D. Bird 
 
 Langley 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. 
 
 ^°^ DOCUMENTS DEPARTMENT 
 
Digitized by tine Internet Arcliive 
 
 in 2011 witln funding from 
 
 University of Florida, George A. Smathers Libraries with support from LYRASIS and the Sloan Foundation 
 
 http://www.archive.org/details/windtunneltestsoOOIang 
 
NACA ACR No. L5B10 
 
 NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS 
 
 
 ADVANCE CONFIDENTIAL REPORT 
 
 V;iND-TUNNSL TESTS OF A BLUI^T-NOSE AILERON WITH BEVELED 
 
 TRAILING EDGE ON AN NACA 66(215)-2l6 AIRFOIL 
 
 WITH SEVERAL MODIFICATIONS OF AILERON NOSE 
 
 AND ADJACENT AIRFOIL CONTOUR 
 
 By J. D. Bird 
 
 SUVIMARY 
 
 Ailerons having a beveled trailing edge and a blunt- 
 nose overhang of 55 percent aileron chord on an 
 NACA 66(215)-2l6 airfoil have been tested in the two- 
 dimensional-f lov; test section of the Langley stability 
 tunnel. Five configurations of the model were tested 
 with various modifications of the aileron nose and 
 adjacent airfoil contour to determine the effect of these 
 modifications on the lift and aileron hinge-moment charac- 
 teri sties . 
 
 The results indicated that making the nose of the 
 aileron more elliptical decreased the balance of hinge 
 moments at small aileron angles and increased the balance 
 of hinge moments at large aileron angles. The lift coef- 
 ficients, especially at large aileron angles, were 
 increased by this m.odlf ication. 
 
 Flaring the airfoil contour near the aileron nose 
 had an effect on the hinge moments for small aileron 
 angles similar to the effect of making the aileron nose 
 less blunt, whereas rounding the airfoil contour had an 
 effect similar to making the aileron nose m^ore blunt. 
 Flaring the airfoil contour caused a decrease in the lift 
 resulting from aileron deflection. The effects of airfoil- 
 contour changes were small at large aileron angles. 
 
 Comparison with other data indicated that, for small 
 aileron angles, the increments of hinge-moment coefficient 
 resulting from a beveled trailing edge and a blunt-nose 
 overhang were additive. 
 
CONFIDENTIAL NACA ACR No . L^BIO 
 INTRODUCTION 
 
 A beveled trailing edge or an overhang with an 
 extremely blunt nose gives most of its balancing action 
 at small aileron angles, whereas an overhang with a 
 rounded blunt nose gives most of its balancing action at 
 large aileron angles. A beveled aileron with a rounded 
 blunt nose that fell within the contour of the airfoil 
 at zero deflection might then be expected to have a high 
 degree of balance over a large deflection range. The 
 present investigation was made to determine the effect of 
 the shape of the aileron nose and the adjacent airfoil 
 contour on the hinge-moment and lift characteristics of 
 such an aileron and to determine, by comparison with other 
 data, whether the effects of the blunt-nose overhang and 
 the beveled trailing edge on the aileron hinge-moment 
 characteristics are additive, as has been assumed in some 
 aileron correlations. 
 
 SYMBOLS 
 
 The coefficients and symbols used herein are defined 
 as follows: 
 
 cj airfoil section lift coefficient (l/qc) 
 
 Acj increment of airfoil section lift coefficient 
 
 Ch aileron section hinge-moment coefficient (h/qcg^^) 
 
 Ach increment of aileron section hinge-moment coef- 
 ficient 
 
 I ■ airfoil section lift 
 
 h aileron section hinge moment 
 
 c chord of airfoil 
 
 Cg^ chord of aileron behind hinge axis 
 
 q dynamic pressure | — pv^ ] 
 
 V free-stream velocity 
 
 CONFIDENTIAL 
 
NACA ACR No. L5B10 CONFIDENTIAL 5 
 
 p mass density of air 
 
 Qq angle of attack of airfoil for infinite aspect 
 ratio 
 
 5 aileron deflection with respect to airfoil 
 
 da 
 ag = — - at cj = 0.1 
 
 65 
 
 dcv, 
 C|. = T— ^ at 5 = 0° 
 
 Chft = — - at ao = 0° 
 
 ° 65 
 
 GO 7 
 
 C7 = at 5 = OO 
 
 6cj 
 
 C7 ^ = at a^ = 0"^ 
 
 ^S 65 ^ 
 
 w airfoil-contour configuration in region adjacent 
 to aileron nose 
 
 n aileron-nose configuration 
 
 Subscripts 1 to '^ to v/ and n indicate configu- 
 rations as given in figure 1 and table I. Configuration 
 designations are used as subscripts to identify corre- 
 sponding lift and hinge -moment coefficients. 
 
 APPARATUS AND MODEL 
 
 Tests were made in the two-dim.ensional-f low test 
 section of the Langley stability tunnel. This section 
 is rectangular, 6 feet high, and 2.5 feet wide. 
 
 The model tested had an NACA 66(215 )-2l6 airfoil 
 section of 2-foot choi'd and completely spanned the width 
 of the test section. Table II gives the airfoil ordinates 
 
 CONFIDENTIAL 
 
k CONFIDENTIAL NACii ACR IIo . L'^EIO 
 
 The aileron had a chord of 0.20c, a 0.55ca blunt-nose 
 balance, and a 26^ beveled trailing edge. The five 
 aileron and airfoil configurations are described in 
 table I and figure 1. 
 
 . TEST CONDITIONS 
 
 Hinge moments were measured with a spring hinge- 
 moment balance, and lift v<is.s measured by an integrating 
 manometer connected to orifices in the floor and ceiling 
 of the tunnel. The hinge moments and lifts were measured 
 for a range of aileron angles from 0^ to +25'^ and for an 
 angle-of-attack range from 0° to tlO'-' . The tests were 
 made at a dynamic pressure of 230 pounds per square foot, 
 which corresponds to a Mach number of 0.i4.2 and to a test 
 Reynolds number of 6 x IQO based on standard sea-level 
 atmospheric conditions. All five configurations were 
 tested with the gap at the aileron nose sealed and 
 unsealed. Angles of attack were set vjithin t0.1° and 
 aileron angles, within +0.3*-*. Hinge-moment coefficients 
 are believed to be accurate to ±0.003 and lift coef- 
 ficients, to ±0.01. The data v/ere corrected for jet- 
 boundary effects. The corrected values v/ere computed as 
 follows ; 
 
 % ^ 1.025^0,^ 
 
 cj = 0.96$cj,^ 
 
 Ch = ^hrp + 0-00^!5cj^ 
 
 where o-orp, c^ , and chm are the uncorrected angle 
 
 of attack in degrees, lift coefficient, and hinge-moment 
 coefficient. 
 
 RESULTS AND DISCUSSION 
 Presentation of Data 
 
 The section lift and aileron section hinge-moment 
 characteristics are given in figures 2 to 6 for the 
 
 CONFIDENTIAL 
 
NACA ACR Ko. L5E10 CONFIDENTIAL 5 
 
 various airfoil-contour and aileron-nose configurations 
 tested. The increments of lift and hinge -moment coef- 
 ficients resulting from the modifications are plotted in 
 figures 7 to 12. Some of the data and important partoiieters 
 from references 1 and 2 are compared with results of the 
 present tests in figures 15 to l8 and table III. 
 
 Effect of Modifications on Lift and Hinge-Moment 
 
 Characterl sties 
 
 Seale d ailerons .- Figure 7(^) shows, x"or gap sealed, 
 the ihcreme'nts tc-^ that result from rounding the air- 
 foil contour adjacent to the aileron nose. The curves 
 indicate that, in general, the balance is increased for 
 aileron angles up to approximately tlO"^ but that, for 
 angles greater than tlO^, the change in balance is 
 decreased to a small value at the largest positive or 
 negative angles. These results indicate that this modi- 
 fication gives results similar to those obtained when an 
 aileron nose is made more blunt. 
 
 The increments Ach caused by flaring the airfoil 
 contour in the area adjacent to the aileron nose are 
 shown in figure 8(a) for gap sealed. The flare decreases 
 the degree of balance for aileron angles up to approxi- 
 mately tlliP , beyond which the balance is increased almost 
 to the value for configuration W]_n]_ . This loss in 
 
 balance at small deflections is caused by the shielding 
 effect of the flare, which gives results similar to those 
 obtained v/hen an aileron nose is made less blunt. 
 
 The curves of figure Sia) show, for gap sealed, the 
 increments Ac]^^ caused by making the aileron nose more 
 
 nearly elliptical. These curves indicate that this modi- 
 fication decreases the degree of balance for aileron 
 angles up to approximately tlO^ and increases the balance 
 for the rest of the aileron-angle range. 
 
 Figure 10(a) shows, for the gap sealed, the incre- 
 ments Ac J caused by increased rounding of the airfoil 
 contour in the area adjacent to the aileron nose. The 
 curves, though quite irregular, generally indicate an 
 increase of about I4. percent in c^c^ for small aileron 
 
 angles . 
 
 CONFIDENTIAL 
 
CONFIDENTIAL 
 
 NACA ACR No . L5E10 
 
 The increments Lci that result from flaring the 
 airfoil contour in the area adjacent to the aileron nose 
 are given in figure 11(a) for gap sealed. These curves 
 indicate a loss of approximately 10 percent in cj^ for 
 
 aileron angles up to approximately tl2° . For large 
 aileron angles, the lift coefficient increases to approxi- 
 mately the value obtained for the uiinodified airfoil 
 (configuration v;in]_). 
 
 Fig 
 mients A 
 nearly e 
 increase 
 This lar 
 ai leron 
 the more 
 than the 
 aileron 
 
 ure 12(a) s 
 cj that re 
 lliptical. 
 
 in lift CO 
 
 ge increase 
 
 angles from 
 
 elliptical 
 
 aileron wi 
 
 gave an inc 
 
 hows, for gap sealed, the incre- 
 
 sult from making the aileron nose more 
 
 These curves indicate an appreciable 
 efficient for large aileron angles, 
 occurs at oositlve and negative 
 12° to 214.°, because the aileron with 
 nose stalls at larger aileron angles 
 th the rounded blunt nose. The sealed 
 rease of about I4. percent in ci^ for 
 
 aileron angles up to ±12'^. 
 
 Unsea led ailerons .- The principal effect of removing 
 the sealTflgs. 7(b), 8(b), 9(b), 10(b), and 11(b)) is to 
 accentuate the effects of contour modification on the 
 values of c^ and cj shown for the sealed gaps. The 
 
 results given in figure 12(b), however, are an exception 
 to this statem.ent. 
 
 General remarks .- It is believed that more nearly 
 linear hinge-moment 'characteristics could be obtained if 
 the aileron overhang were slightly longer and more 
 elliptical than the overhangs tested. Such a configu- 
 ration would allow the overhang to produce more balance 
 at large deflections for which the degree of balance due 
 to the beveled trailing edge Is reduced. With the over- 
 hangs tested, the hinge-moment characteristics showed a 
 definite tendency towai'd increased linearity as the over- 
 hang was made m.ore elliptical; however, the overhang was 
 not long enough nor elliptical enough to obtain the linear 
 hinge-moment characteristics expected. 
 
 Increments Ac^ Caused by Beveled Trailing Edge and 
 
 by Overhang 
 
 For a number of correlations of aileron hinge-moment 
 characteristics, the assumption has been made that the 
 
 CONFIDENTIAL 
 
NACA ACR No . L5B10 CONFIDENTIAL 
 
 increments of hinge -moment coefficient caused by different 
 aileron balances, such as overhangs and bevels, are addi- 
 tive when these aileron balances are used with each other. 
 The validity of this assumption is investigated in 
 figures 15 and ll\. for the blunt-nose aileron with a 
 beveled trailing edge. 
 
 Figure 13 compares the variation of c-^ with 5 
 
 at Qq = 0'^ for the cusped plain aileron (unpublished 
 
 data), the plain aileron with a 26° beveled trailing edge 
 (estimated from unpublished data), the cusped aileron with 
 a 0.35ca blunt-nose overhang (reference 1), and the aileron 
 with a 26"^ beveled trailing edge and a 0.55ca blunt-nose 
 
 overhang (fig. 2(a)). All these data are for sealed 
 0.20c ailerons on the same airfoil and therefore should 
 be comparable. The data for the plain aileron with the 
 26"^ beveled trailing edge were estimated from unpublished 
 data for a cusped plain aileron and for a straight-side 
 plain aileron on the assijimption that the change in c^ is 
 a linear function of the trailing-edge angle. 
 
 Figure l[|.(a), which 'was obtained from figure 13, 
 shows that the increments Ac]q caused by the bevel on 
 
 plain ailerons and on ailerons with blunt-nose overhang 
 are in good agreement for aileron angles from approxi- 
 mately -S'-* to [{.^ ; figure ll|-(b) shows that the incre- 
 ments Ach caused by the blunt-nose overhang on cusped 
 and on beveled ailerons also are in good agreement for 
 this range of aileron angles. The curves show less good 
 agreement for aileron angles outside the range from -3° 
 to I|.° . This lack of agreement at large aileron angles 
 may be caused by the effect of the blunt nose on the air 
 flow over the bevel. The curves of figure lij. also indicate 
 that the 26° beveled trailing edge produced much more 
 balance than the 0.55ca blunt-nose overhang. 
 
 Comparison with Other Ailerons 
 
 The hinge-moment and lift characteristics for the 
 aileron having a 26° beveled trailing edge and a 
 0.35*^a blunt-nose overhang (configuration Wj^n-,) are 
 
 compared in figures 15 to l8 with the characteristics for 
 
 cusped ailerons of references 1 and 2 having a 
 
 0'55ca blunt-nose overhang and a 0,60ca Internal balance, 
 
 CONFIDENTIAL 
 
8 CONFIDENTIAL NACA ACR No. L5310 
 
 respectively. All three ailerons had sealed gaps, had 
 the same chord, and were on the same airfoil. 
 
 Figure 15 indicates that the internally balanced 
 aileron has a greater linear range of c^ against 5 and 
 a slope chf, nearer cero than either of the other two 
 
 ailerons. The cusped aileron -.vith blunt-nose overhang 
 produced the least balance. A slight positive value 
 of chR is shown at ao = 0''^ for the beveled aileron 
 
 with the blunt-nose overhang. This overbalance is counter- 
 acted to some extent by the positive ch^^ shown for this 
 
 aileron in figure 16. 
 
 The cusped aileron with internal balance and the 
 cusped aileron with blunt-nose overhang have negative 
 values of cha (^ig« I6). The negative value of ch^ 
 
 would generally cause the internally balanced aileron to 
 be overbalanced for a large range of the aileron deflec- 
 tion (where chg = 0). Slightly less balance-plate chord 
 
 should make it nossible for this aileron to operate with- 
 out being overbalanced. Overbalance would probably not 
 occur with the blunt-nose aileron since it has a negative 
 value of chK • 
 
 Figure 17 and table ITT Indicate that, of the three 
 ailerons considered, the cusped aileron with the blunt- 
 nose overhang has the largest value of cj.. Both the 
 
 cusped and beveled ailerons having the blunt-nose overhang 
 stall at a lower deflection than the internally balanced 
 aileron. The interrially balanced aileron, which has no 
 projecting nose, therefore produces higher positive and 
 negative lifts at large deflections than the other two 
 ailerons. As might be expected, the aileron Vi'ith the 
 beveled trailing edge produces a smaller lift than the 
 cusped ailerons. 
 
 The values of cj as given in table III and the 
 curves of ci plotted against a^ for 6=0° (fig. l3) 
 
 indicate that the cusped aileron with blunt-nose overhang 
 has the largest value of c-j and that the aileron v,ith 
 
 the beveled trailing edge and blunt-nose overhang has the 
 lowest value. 
 
 CONFIDENTIAL 
 
NACA ACR No. L5B10 CONFIDENTIAL 9 
 
 CONCLUSIONS. 
 
 A 
 
 .lerons having a . J^-^-il^i^on-chord blunt-nose 
 
 overhang and a 26^ beveled trailing edge have been tested 
 in two- dimensional flow on an NACA 66 ( 215 )-2l6 airfoil 
 with several modifications of the aileron nose and 
 adjacent airfoil contour. The results of these tests and 
 comparison with results of previous tests of cusped 
 internally balanced and blunt-nose ailerons indicated the 
 following conclusions: 
 
 1. Making the aileron nose more nearly elliptical 
 decreased the balance of hinge moments at small aileron 
 angles and increased the balance of hinge moments at 
 large aileron angles. The lift coefficients at large 
 angles v/ere higher than those obtained with the more 
 blunt nose. 
 
 2. Ptoundlng the airfoil contour adjacent to the 
 aileron nose generally increased the balance of hinge 
 moments and, for small aileron angles;, slightly increased 
 the value of the slope of the curve of lift coefficient 
 against aileron angle cjc. The increase in balance was 
 
 most pronounced for a range of aileron angle of llO°. 
 
 This miodif ication gave results similar to those that would 
 
 be obtained when an aileron nose is m.ade more blunt. 
 
 3. Flaring the airfoil contour in the region 
 adjacent to the aileron nose decreased the balance of 
 hinge m.oments for aileron angles up to approximately 11)4°. 
 The value of cig over a large part of the aileron-angle 
 
 range was decreased. These results v/ere similar to those 
 that would be obtained when an aileron nose is made less 
 blunt . 
 
 '^l\.. The effects of the airfoil-contour changes v;ere 
 small at large aileron angles. 
 
 5. Unsealing the gap at the aileron nose generally 
 caused the effects resulting from the various modifi- 
 cations of the aileron nose and adjacent airfoil contour 
 to be more pronounced. 
 
 6. The aileron v/l th . 60-aileron-chord internal balance 
 and cusped trailing edge afforded a greater degree of balance 
 of hinge moments and higher lift at large deflections than 
 the cusped aileron with the .35-sils^oi^-chord blunt-nose 
 
 CONFIDENTIAL 
 
10 CONFIDENTIAL NACA ACR No, L^P.IO 
 
 overhang or the aileron with 26^ beveled trailing edge 
 and .55-^i l^i''Ji^-<^'^"-i^^'i 'bli.nit-nose overhang. 
 
 7. Comparison with other data indicated that, for 
 small aileron angles, the increments of hinge-moment 
 coefficient resulting from a beveled trailing edge and a 
 blunt-nose overhang v/ere additive. 
 
 Langley Memorial Aeronautical Laboratory 
 
 National Advisory Coivmiittee for Aeronautics 
 Langley Field, Va. 
 
 REFERENCES 
 
 1. Letko, W., Denaci, H. G., and Freed, C.: Wind-Tunnel 
 
 Tests of Ailerons at Various Speeds. I - Ailerons 
 of 0.20 Airfoil Chord and True Contour with 
 0.55 Aileron-Chord &treme Blunt Nose Balance on 
 the NACA 66,2-2l6 Airfoil. NaCA ACR No. JFll, 
 I9I5. 
 
 2. Denaci, K. G., and 3ird. J. D.: Uind-Tunnel Tests 
 
 of Ailerons at Various Speeds. II - Ailerons of 
 0.20 Airfoil Chord and True Contour vrith O.6O Aileron- 
 Chord Sealed Internal 3a].ance on the NACA 66,2-2l6 
 Aii-foil. NACA ACR IiO . ?F]S, l^i+J . 
 
 CONFIDENTIAL 
 
NACA AGR No. LSBIO 
 
 CONFIDENTIAL 
 
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"riCA ACR No. L5B10 
 
 CONFIDENTIAL 
 
 12 
 
 TABLE II.- ORDINATES FOR NACA 66(215)-2l6 AIRFOIL^ 
 
 [Basic airfoil contour; stations and ordinates in 
 percent airfoil chord"! 
 
 1 
 
 Upper surface 
 
 Lower surface 
 
 Station 
 
 Ordinate 
 
 Station 
 
 Ordinate 
 
 
 .liOl 
 
 .61+0 
 
 1.128 
 
 2.562 
 I^.8ii.6 
 7.340 
 
 i2;8^5 
 19.860 
 
 24.879 
 29.900 
 
 54.94 
 
 mt 
 
 50.000 
 
 ^5-025 
 6o.ok8 
 65.067 
 70.081 
 75.087 
 80.085 
 
 85.075 
 
 90.055 
 
 95.028 
 
 100.000 
 
 
 1.230 
 
 2.560 
 
 3.6oii 
 
 5.li+0 
 6.276 
 7.156 
 7.841+ 
 
 9.566 
 8.736 
 
 8.980 
 9.092 
 
 9.060 
 
 8.875 
 8.1^96 
 7.862 
 
 6.941 
 
 s.860 
 Lthk 
 5.595 
 2.103 
 
 .915 
 
 
 
 
 .860 
 1.572 
 2.638 
 
 5.154 
 
 7.660 
 
 10.162 
 
 15.155 
 
 20 . i4o 
 25.121 
 30.100 
 
 55.076 
 
 1+0.051 
 45.026 
 50.000 
 
 54.975 
 59.952 
 
 64.955 
 69.919 
 74.915 
 
 79-915 
 4.925 
 89.945 
 94.972 
 100.000 
 
 
 -1.150 
 
 -1.54 
 -l.6)|)| 
 -2.188 
 -2.972 
 
 -I+.106 
 -4.930 
 -5.56k 
 -6.051+ 
 -6.1+22 
 -6.676 
 -6.838 
 -6.902 
 -6.851+ 
 -6.68s 
 
 -6.554 
 -S.802 
 
 -4.997 
 -I+.070 
 -5.052 
 
 -2.049 
 -1.069 
 
 -.281 
 
 
 
 L. E. radius: 1.575. Slope of radius 
 through L. E. : O.OSIi 
 
 ^This airfoil is the same as NACA 66,2-2l6 airfoil, for 
 which the designation has been changed since refer- 
 ences 1 and 2 v;ere -oublished. 
 
 NATIONAL ADVISORY 
 COMMITTEE FOR AERONAUTICS 
 
 CONFIDENTIAL 
 
NACA ACR No. L5B10 
 
 CONFIDENTIAL 
 
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