i(Vt(\l^l^ ACE No. L1.D19 NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS WARTIME REPORT ORIGiNALLy ISSUED April 19hh aa Advance Confidential Report IAD19 COMPAEISOK OF YAW CEARACTEEISTICS OF A SIMILE -EHGUtE AIRPLAHE MODEL WITH SIMJLE-E0TAT33IG MD liCJAL-EOTATIlSIG EROPEnLERS By E. H. Reely, L. E. Fogarty, and S. E. Alexander Langley Memorial Aeronautical Latoratory Langley Field, Va. MAC A 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 D£PAKHv.ciMl Digitized by the Internet Arcliive in 2011 witli funding from University of Florida, George A. Smathers Libraries with support from LYRASIS and the Sloan Foundation http://www.archive.org/details/comparisonofyawcOOIang NATIONAL ADVISORY COMLIITTES FOR AERONAUTICS ADMNGE' CONFIDENTIAL REPORT NO. Xl^D19 COMPARISON 0^ YA'N CHARACTERISTICS OF A SINGLE-ENCINE AIRPLANE MODEL WITH SINGLE-ROTATING AND DUAL-ROTATING PROPELLERS By R. H. Neely, L, S, Fogarty, and S. R, Alexander SUiaiARY Tests were made in the NAGA 19-foot pressure tionnel to determine the yaw characteristics of a 0.32-scale model of a single-engine, fighter-type airplane with six-blade single-rotating and dual-rotating propellers. The propellers used in the Investigation were of the same solidity and plan form.. Force and mom.ent charac- teristics of the model, with the exception of the rolling-moment characteristics, are presented for several model and ■oovi'er conditions. Curves are given that show estimated rudder-control charactorls tics of the design airplane in steady sideslips. The rn.ost important difference in the yaw charac- teristics of the airnlane model with single-rotating and dual-rotating propellers was that, in the lov/-speed high- thrust conditions, large rudder deflections and forces were required to trim at zero yaw with single rotation, and negligible deflections and forces were re- quired to trim at zero yavi/ with dual rotation. For the high-thrust conditions with the rudder fixed, the model with single-rotating propellers tended to be dlrectlonally unstable at large negative angles of ya\iir; whereas, v;ith dual-rotating propellers the model vms stable throughout the trim range. For moderate angles o^ yaw, a greater degree of rudder-fixed stability was generally obtained with single rotation than v;ith dual rotation. The total range of angle of yaw maintained by maximura deflection of CONFIDENTIAE JUCA ACR No. LkD19 the rudder was gra^t©r with dual rotation. The rudder- control forces per decree of yaw were two to three times as .greet for single rotation as for dual rotation in the hi .:~h- thr us t c ond i t ions . IFTH0DUCTI0I7 The effects of propeller operation on the stability and control charac.t-€:f istlcs of the airplane are heco:.iing Increasingly,'- important with the present trend toward engines of greater power. The single-rotating propeller, used alrfiost exclusively in the past, has an adverse ef- fect on the lateral-control characteristics of the air- plane. With power on, the large torn.ue reaction and the resulting asyrcinetrical slipstreain causes lai-ge lateral-trim changes that Involve "both aileron and rudder. A dual-rotating propeller, which for the ideal case has no resultant torq.ue and produces a S7firir:etrical slipstream, should elirainate the lateral-control changes due to pov;er . Air-flow surx'eys at the tail of a single-engine airplane model equipped with a dual-rotating propeller have indi- cated a symmetrical slipstream (reference 1). It has been sho'^rn, however, by theor?;^ (reference 2) and by ex- perrment (reference 5) that the propeller forces due to Inclination of the thrust axis are greater for a dual- rotating propeller than for a single-rotating propeller; this effect Influences the stability' of the airplane somewhat » Little is kno-!Ajn about the quantitative differences between the effects of a single-rotating and a dual- j.niorraaT.ion on cne aiiierences oetween ^ne eriects oi a single-rotating and a dual-rotating propeller on sta- bility and control characteristics, tests \;&re ;nade of a 0.52-scale model of a single-engine, fighter-type air- plane in the MCA 19-foot pressux-e tunnel at Langley Field, Va. The investigation was confined to the deter- mination of the characteristics in yaw with the vertical tail on and with -the vertical tail off. The results of these tests are believed to be of no direct general ap- plication but serve as an indication of the character and magnitude of the effects of the two types of rotation. COTIF IDE INITIAL WAG A ACR No. lI+DIQ COrlFIDENTIAL 5 APPARATTTS AND TESTS Mode 1 ""he general dljnenslons of the rnodel are given in figLire 1. The wing was equipped with 0.25c partial-span slotted flaps and also with slats on the leading edge of the outer wing panels. provision was made for air flow through the cowl, the two wing ducts, and the super- charger air duct located beneath the cowl. A detail drawing of the vertical tail surface is presented in figijjpe 2. The vertical fin was set at 0° and the hori- zontal stabilizer at 2° for all tests. ■ The model v/as equipped with a six-blade propeller unit riiade up of two three -blade propellers having a distance between center lines of li.OS inches. The blades were of the NAGA Il-308-O5 type; blade-forrn cm-'ves are presented in figxire j. In the ..dual-rotating unit, ■ the front blades were right hand and the rear blades left hand. The propellers were driven through a dual- rotating gear box. in the single-rotating unit, the gear box was replaced by a solid coupling. Both the front and the rear blades were right hand and v/ers equally spaced about the center of rotation. An elec- tric motor capable of delivering, a torque of 195 foot- pouxtds was used to drive the propeller uxiit . Model configurations for landing and for norinal flight were tested. In the landing configuration shown in figure [j_, the wing flaps v/ere deflected 50^^, the ailerons were drooped 15^^, the slats were open, the cowl- exit flap was deflected 25°, the oil-cooler and inter- cooler exit flap was deflected 22°, and the landing gear was installed. In the normal-flight configuration shown in figure 5, all the aforementioned surfaces were in the neutral position and the landing gear v/as removed. Tests The model moijnted in the test section of the tunnel is shov.rn in figures i+ and 5- Measurements v/ere made of the six-component forces and moments on the model and of the rudder hinge moments. Forces were measvired directly by the wind-tionnel balance and moments v/ere computed from force readings. Rudder hinge moments were measured by electrical resistance-type strain gages. CONFIDENTIAL k COITFIDSFTIAL NACA ACR Fo. LI1.DI9 The model was yavi^ed, at selected angles of attack, through a range of angles of yaw from -10° to Ij-O^ for the dual-rotation tests and from -JO'-' to 50° fo^ the single-rotation tests. The yaw range vms limited to these values by the model support. All tests were made with the air in the tiinnel at an absolute pressure of 35 pounds per square inch. The test Reynolds ntTmber was approximately 3,000,000, except for a few tests made at a Re-^;nolds nurnber of 14,200,000. In the normal-flight configuration, the model was tested simulating full power with the tlirust line at an angle of attack of -O.Q'^, corresponding to high-speed level flight, and at an angle of attack of 11.8°, cor- responding to a full-power climb at IO7 percent of the power-off stalling speed. These conditions are here- inafter referred to as the "high-speed condition" and the "climb condition", respectively. In the landing conf igiu^ation, the model was tested simulating ^^--pGrcent full power at an angle of attack of 10° corresponding to flight at 107 percent of the povs/er-off stalling speed. This model ajid pov/er condition is hereinafter referred to as the "approach condition". For these three conditions, tests were m.ade for a range of rudder deflections and v;ith the vertical tail off. In g'.ddition, for each angle of attack, tests were made with the propeller operating at approximately zero thrust, simulating an engine-idling glide, and also with the propeller off; these tests were made with rudder neutral and with the vortical tall off. The power conditions of the model tested slm.ulated those of the design airplane. Full pov.x-r represents 2250 brake horsepov;er at sea level and 55-P-^cent full power represents 13OO brake horsepower at sea level. The axial component of the slipstream, velocity, as measured by the thrust coefficient T;,, was taken as the criterion of simiilitude of the power conditions. The calculated thrust coefficients for the dual-rotation case are shown in figure 6. The rotational component of the slipstream as measured by the torque coefficient '^f, is believed to be adequately reproduced for these tests. The thrust and torque characteristics of the model propellers, as determ.ined experimentally with the thrust line horizontal, are given in figiores 7 ^^^ 6. For each m^odel condition, the single-rotating and the dual-rotating propellers were operated at approximately the same thrust coefficient. The blade angle at fit 0.75 i^adius was 23° for all tests. The propeller rota- tional speed v/as held constant tliroughout the yaw range. CONFIDENTIAL NAG A ACR No. L^D19 CO^IIIDEITTIAL Coefficients and .Sjnnbols The data are presented in the form of standard, nondinensional coefficients. The coefficients and symhols are defined as follows: Cl lift coefficient (L/qS) Cjy^ resultant drag coefficient (D.:^/qS) Cv lateral- force coefficient (Y/qS) Gjj, pitchlng-rnoment coefficient (M/qc"S) Cn yawing-noirent coefficient (N/qbS) C]p^ rudder hinge-moment coefficient (Ilj^/qb^c-p ) T^ thanist disk-loading coefficient (T/pV^D^) •3,c torque coefficient (VpV^D^) v,h_ere L lift Dp resultant drag Y lateral force M pitching moment N yawing mom.ent Hp rudder hinge moment T effective thrust Q, motor torque S wing area, ?8.[| square feet 'b ?;ing span, ll] . 72 feet c" mean wing chord, 2.6l feet b-p ri.i.dder span CONFIDENTIAL 6 CONPIDENTIAL NACA AGR No. l1lD19 c'p root-ir.ean-square chord of rudder D propeller diameter, Il.O feet q free-stream dynamic pressiur'e V free-stream velocity p mass density ef air and n propeller rotational speed p blade angle at 0.75 radins am angle of attack of tlirust line, degree ■\\j angle of yaw, degree 5j, rudder deflection, degree 5q elevator deflection, degree ''oVc' R Reynolds nuirber [i coefficient of viscosity ^r~r~ ~ 0.765 feet^ Angle of attack, drag, and pitching monent have been corrected for the effects of jet-boundary inter- ference. Approximate corrections have been applied for the effects of the model support. All forces and moments are referred to a system of axes with the origin at the center of gravity corre- spondivi.g to that of the full-scale airplane. The X-axis is the intersection of the plane of s^inmetry of the model '.vith a plane perpendicular to the plane of s^nre-netry and parallel to the relative v.'ind with the positive direction rearward. The Y-axis is perpendicular to the plane of symmetry with the positive direction to the right. The Z-axis is perpendicular to the X-axis and in the plane of sy::mietry, with the positive direction upward. CONPIDENTIAL NAG A ACP. No. lLD19 CO^iFIDEHTIAL RSs^jLTS a:td discuss I oh The test data are presented as ciu''ves of lift, resultant-drag, lateral-force, yawing-i-nonient , pitching- raor.ient, and rudder hinge -mo raent coefficients plotted against angle of yaw. No rolling-inoment curves are presented because of inconsistencies in the data and a wide dispersion of test points. Yaw characteristics for a ran,ri;s of riidder deflections are presented in fl.rures 9 to llj. for the approach, the climh, and the high-speed conditions. Comparisons of the effects of rotation on the yaw characteristics with the vertical tall on (rudder neutral) and 'A'i bh the vertical tail off are presented in figures IS to 2y for the approach, the climb, the high-speed, and the glide conditions. In each case, propeller-off data are ,^iven as a basis for coinparison . Rf-'-om figures 9 ^o ll\- , estimates have been made of the rudcer-control characteristics of the design air- plane in steady sideslips. These data are presented in figures 2).i_, 25, and 2.6 as curves of rudder force and deflection for trim against angle of ^v'av.'. The yawing moment duo to aileron deflection was neglected in all , cases. The control forces were calculated vvith the assuiuption of a pedal movement of -l\. inches for ^20° rudder throv/ and a vving loading of 36 pounds per square foot. Left rudder forces and deflections y;ith clual rotation were estimated by assuaning that the curves would be syrmmetrical about neutral rudder. Host of the important directional stability and control characteristics for the three model conditions are suximarized in table I. Slopes of the yawing-moment curves at zero yaw for the various model conditions are given in. table II. All data are presented for sero fin offset and neutral trim- tab setting. A s-^all fin offset vd.th single rotation would probably not appreciably alter the general conclusions. The comparisons made with the rudder trim tab neutral are not entirely complete because a tab would ordinaril:>' be deflected v;ith single rotation in some of the flight conditioris. Th.e de- flected tab Vv'ould a.-f^fect, to some extent, almost all directional stability and control characteristics. It should be noted that the Irnife-edge shape of the rear end of the fuselage provides appreciable fin area even with fa e vertical tail off, COKPID^JTTIAL 8 CONFIDENTIAL Inasmuch as the tlirust coefficient and ths angle of attaclr are nearlj the same icr the approach and the clinio conditions, these tv'^o conditions differ principally in that the climb is a flaps-up condition and the ap- proach is a flaps-do\^i condition. Although the tv^o model configurations differ in more respects than this one, the differences in jav; characteristics are believed to bo due prlraarily to flap de .fleet ion. The discus? ion of tn?, data is devoted almost en- tirely to static directional stability and control. Although rolling-ruoment data are not presented, it should be reLienabered that there are large lateral-trlin changes requiring the use of ailerons in the high-tlirust condi- tions vidth single-rotating propellers. In the comparison of the resTilts for dual rotation v.'ith those for single ro- tation, the assunption was i.-iade that vvlth dual rotation the curves for left rudder deflections would be sirailar to those for right rudder deflections. ':^he data shov' that for the high- thrust conditions, where the slipstrea)n effects are large, the yaw cliarac- teristics are asyrmnetrlcal about zero javi with single ro- tation and are essentially S3^v:Enctrical with dual rotation. For the low- thrust conditions, the yaw characteristics were neavlj syimnGtrical about zero yav.- for both single and dual rotation. Directional tri:?i change.- In the lovz-speed hir;h- thrust conditions, directional trira changes are negli- gible '>A'ith dual rotation and large with single rotation. 'A'ith di.ial rotation, zero yav/ can be maintained with ap- proximately neutral rudder and zero control force in both the cli:r;b and approach conditions (figs. 2[l and_^25). ■Aith single rotation, a right ru-dder deflection of iS'^ Is required to hold zero yaw; the estimated rudder forces are 125 pounds and 7'^ po-unds for the cli:.iib and the ap- proach conditions, respectively. The ^^laxinrum. rudder deflection of 20'^ would not be sufficient to trim the airplane at the angle of yavs; necessary for straight flight with wings level (^ = 5°)' This angle of yaw is tat-en as the angle at which both the lateral force and the yawing moment are zero if the jawing moment due to aileron deflection is neglected. For diial rotation in all conditions and for single rotation in the high- speed condition, the wings can be hept level at zero yaw and little rudder deflection is needed. CO!'T\^IDSMTIAL NACA ACR No. ri;D19 CONFIDENTIAL 9 '7ith single rotation and rudder neutral, the model tri;ns (Cj-^ = 0) at an angle of ^raW of about -10°. At zero yaw, there is a larj"© negative yawing nornent as shov.'n in figures 15 and I7. At least half of this mo- ment is contributed 'oj the model v/xtho^it the vertical tail. (See figs. I6 and I8 . ) ■Directional stability, rudder-fixe d.- In the high- thrust conditions, the displace.rient of the s ingle - rotation yawing-moment curves toward negative ^C-^ and negative \1/, resulted in a tendency toward directional Instability at moderate to large negative angles of yav;. iTith single rotation, instability is indicated in the approach condition at an angle of yaw of -27 with full left rudder (5^ = 20°). In the climb condition posi- tive stability is shown in the trim range" however, the slope of the yawing-moment curve tends to become unstable at abo"at -4' - -30° for conditions only slightly out of trim. ^"ith dual rotation, stability is indicated in the trim range for both the climb and the approach conditions. P.eyond the trim range, reversals of the yav/ing-moment- curve slopes occur in the approach ( flaps -dovm) condition but not in the clim.b (flaps-iip) condition. The reversals in the approach condition might lead to directional insta- bility if the rudder limit were increased to about ^Q^ . For a greater rudder range, the directional instability with single rotation v/ouid be aggravated. It would be desirable, in this case, to restrict the left rudder range and increase the right rudder range. Up to moderate angles of negative yaw, tlie stability was greater with single rotation than with dual rotation, except for the glide conditions (propeller at zero thrust) where little difference was shov.-n. At zero yaw in the approach, climb, and high-speed conditions, the moment- cixpve slopes were about I5 percent more stable with single rotation than with dual rotation. In the approach con- dition (figs. 9 and 10), this difference was essentially constant up to \1/ = -15° (dual-rotation curves a.re assuraed s^^i-mnstrical) , but for the climb condition (figs. 11 and 12) considerably steeper slopes were obtained v;ith single ro- tation in the region of '^ - -10°. The aforementioned differences in stability should not be important except in mar gina 1 cases. COMFIDiJNTlAL 10 COHFIDENTIAL NACA ACR No. l1iD19 The raors stable moinent-ciarve slopes with single rotation in the approach and the cliiiih conditions appear to be due partly to the more stable slopes for the model VvTithout the vertical tail and partly to the greater ef- fect of the vertical tail. In the high-speed condition (figs. I9 and 20), v/iiere the lift coefficient and tlirust coefficient are lo\v, the decrease in stability v;ith dual rotation would appear to be due primarily to the increase in propeller side force experienced with a dual-rotating propeller (references 2 and 5). In figure 27 the measured yawing raorients due to the propeller 7c„ , - C- ,, ^) ob- ^propeller en "-^propeller off tainid frori figure 20 are compared -.vith the yawing ri.oirxents calculated 'oj use of the theoretical propeller side forces determined from the charts of reference 2. The comparison indicates bhat the differences in the yawing moments caused by a single-rotating and by a dual- rotating propeller ".^ere somewhat greater from, experimient than from calculation. In addition, meas"iju:=ed yav'ing m.oments due to either type of propeller were greater than corresponding calculated yawing moments. Measured side forces due to the propeller, however, are lower than the theoretical propeller side forces. It is concluded, thei''efore, that the effects of the propeller vvere not restricted to direct propeller forces but included forces on the airplane itself, which affected the over-all side force and yawing mioment . "Directional stability, rudder free . - Rudder - f r e e (pedal-free) yav/ing momezits, obtained by cross-plctting, are shomi in figuj:'es 9 to 12. In the approach condition, the jawing m.cment is stable Y«ith dual rotation but un- stable beyond \1/ = -25<^ v/ith single rotation. The instability with single rotation occurred in a manner termed "rudder lock''; that is, as the increasingly un- stable yavi'ing moment yews the airplane to the left, the hinge r.'o;nent forces the rudder continually harder against the stop. In the climb condition, the rudder-free mo- ment is restoring except at ^.Ir = -2li° with single rota- tion and at i|/ = ±23° vrith dual rotation where^'the m.oments are zero. The rudder lim.it is particularly critical to the rudder-free stability at large angles of yaw and the stability would be unfavorably affected by a greater rudder ransie in all conditions. COirPIDSrTTlAL IIACA AC?. No. Lli.D19 COrPIDEIITIAL 11 RuGder-control effectiv e ness . - In the high-speed and appT'oach conditions (figs. 2l4^and 26), the rudder-control effectiveness d'^'/dSj, was sbcut 10 percent greater with rlu&l rotation than with single rotation over the straight portions of the cixr-ves. In the cli:nb condition, the average effectiveness v/ith dual rotation vms ahoat tv/ice that ?;ith single rotation. This increase in effective- ness is a result of the lower weathercock stability with dual rotation. In the clir.ib condition, the angles of yaw maintained by +20° rudder deflection were ±21'^ with dual rotation and v;ere 2° and -25° with single rotation. In the apprcach condition angles of yaw maintained by maximujii rudder deflections were ill^ for dual rotation and v/ere 2° and -25° for single rotation. r:udde r-contro l forces .- As nentioned previously, the calculated rudder fcro^s required to trira at zero yaw with single rotation are 12 5 pounds for the climb and 7'^ pounds for the approach condition; with dual ro- tation the rudder forces are approximately Jiero. The control lorces per degree of yav; in the approach and clii'ijb conditions are two to "ishree times greater with single rotation than with dual rotation in the straight- line portion of the curves (figs. 2l|. a.nd 25). In the high-speed condition (fig. 25), the force gradients were the same. The displacement of the rudder-force curves in flgur-e 26 should not be considered significant because a small error in rudder -angle or hinge -rnxvoent r:ieasi.\reirient wou.ld be greatl'r magnified in the force curves. At large angles of y.-w, the forces either are zero or change sign with single rotation in the approach and climb conditions aaid with dual rotation in the climb con- dition. A riidder range greater than ^20'-' would accen- tus.te these force reversals and •;"ight cause a reversal in the approach condition with dual rotation if the travel v/ere increased sufficiently. Sinc« the t'; . [ . triiT. reQuirements are less severe with dual than v;ith single rotation, it a^onears that increased travel would not b-..; reqiaired with dual rotation. Inasmuch as a tab would normally be used with single - rotating propellers to trim out control forces at zero yaw, the variations o^ force vvith angle of yaw for the approach and climb conditions would probabl;/ be different from those indicated in figui-es 2I4. to 26. CONPIDErriiiL 12 CONFIDENT li'.L KAC/. ..CR No. Ll|.D19 riscellaneous cha racteristics .- In the lov^'-tiirust conditions, only smalT diffei-^ences between single and dual rotation were show'n in lift, draj, pitching mornent, and lateral force. In the high- thrust conditions, these characteristics v^'ere asAninnetrical abou.t zero ya?/ vi'ith single rotation and essentia^tly s^n-iimetrlcal with dual rotation. CCNCLUSICN3 The resiilts presented lead to the following con- clusions v/ith regard to the yaw characteristics of the single-engine airplane model with a single -rotating and a dual-rotating propeller: 1. The most noticeable differences shov/n were the large directional trim changes with the single-rotating propeller and the negligible trim changes with the dual- rotating propeller. Hith single rotation large rudder deflections and forces were required to trim (C-^ = 0) at zero yaw in the lovz-speed high- thrust conditions, whereas with dual rotation only suall deflections and forces 'vere required. 2. The model vith^ dual-rotating propeller was directionally stable with rudder fixed throu.ghout the trir.i range for all conditions. Beyond the trl-n range, reversals of the yawing -nio-jient curves occurred in the ap- proach condition; these reversals night produce insta- bility if the rudder range were Increased sufficiently. '7ith single rotation, rudder fixed, the Picdel v/as un- stable at large angles of left yaw in the approach (flaps- down) condition and exhibited a tendency to be umstable in the cliiuO (flaps-ixp) conditio;!. The ins'jabilit^- in the apprcacii condition also occurred with rudder free and in a manner termed ''rudder lock''; that is, as the increasingly unstable yawing rrioment yaws the airplane to the left, the hinge raoment forces the rudder continually harder against the stop. 5. Although of secondary ixaportance for the model tested, a greater degree of rudder-fixed stability was generally sho^'/Ti with single rotation than with dual ro- tation at small to inoderate angles of yaw. At zero yaw, the slopes of the yawing-naoirient cur'ves were about IS per- cent inore stable with single rotation in the approach, climb, and high-speed conditions than with dual rotation. CONPIDENTI..L NACA ACR No. Li;D19 CONFIDENTIAL 13 L|.. The rudder-control effectiveness d^lz/dS-p in the high-speed condition was about 10-percent greater with dual rotation than with single rotation. In the climb condition, angles of yaw maintained by ?20° rudder were ±21° with dual rotation, and 2° and -25*^ with single rotation. In the approach condition, the angles of yav; were ±11"^ with dual rotation, and 2° and -23° with single rotation. 5- The rudder-control forces per degree of yaw were two to three times as great for single rotation as for dual rotation in the low-speed high- thrust conditions. Langley Memorial Aeronautical Laboratory, National Advisory ComBiittee for Aeronautics. Langley Field, Va. REFE FENCES 1. Svi/eberg, Harold H. : Air-Plow Surveys in the Region of the Tail Surfaces of a Single-Engine Airplane Equipped with Dual-Rotating Propellers. NACA ACR, March 19I+3. 2. Ribner, Herbert S.: Formulas for Propellers in Yaw and Charts of the Side-Force Derivative. NACA ARR No. 5E19, I9i;3. . ■• 3. Runckel , Jack F. : The Effect of Pitch on Force and Mom-ent Characteristics of piall-Scale Prooellers of T^ive Solidities. NACA ARR, June 19k2. CONFIDENTTAL NACA ACR No. L4D19 1 4 < I — I Ix. 2 O O i ^s ■■ O (.iH t) •d •HOMO o o §V£&« •p • ■p o d k _ K o d ^ c o o doe O -HO KS O O Si C o 4> O > O ^ CM CM C< ss rt 13 l o K -P ■d o « •H «H »H O e 1 Cto ii O i-^^iu-i O HI I r-l 1 (D ■P P O -P o d UfOf BOO ■H Tl C d vO a o *J e al o "d O-HO -p O e ITN O ir\ o o O r-i «(.<-■ o « iH O iH O CM O to 1-1 C ^ « fc, >- rH H W tH rH rH o e 13 d o c B OS'S 4J a ft a at — •> (4 f> e u ^ — 0\ § e> Ih o »4' iri ■H B a (s c • «H *> -a »>>e — . o o o o o o O 4J « "d o o at o o ITi o o o o O iH 3 O tlOfH ^ rH H ir> tO\ 1-1 II I0\ rH (D <£ d (< ID (D ^^^ • O o "M "m ^ o II (^ •d 1 n 0) IS ® '^ o o »-. o > (< t> 0) ^ t,^ ■H IT »^ rt S^ O c ■P'd-p.O'd m^ II M B Pi o o o o o o o O (0 oD -d o o a) &< ON O • K vO O ■d ON o M iH 3 ID n c3 ^ ^— r^ ft 1-1 r-< •H ID ti lin n O ID 3 CO IS K "d ft n II O (D c o --~ i« iH 3 bo X! o bO ft o c II o •H o o « vO o ft ^ o o o "d w A 1 5^ Im coo .2 d o » ■P n ^°« a p^ o II o •d O iH 2i ^ ON 1 o •P *i^ 1 (H a a o oo o FiO •p +> -p V 4> o ^ Xi J3 Si S3 (< *< II -- &0 to 60 60 p p ^ Tl « Ti w .fe, t.-3-rH (< i. i u d © ^^ T3 ■d *> LTN O LTN O o UN 3 O (M ■ CXj H t^ o _ _ o •P --- 4J II w ^ e ^ l« W © •H ■>» o U f-f _Jh c iH 4J * ^.^ 01 >— O rH oo rH rH t-- rH O J* , 1 1 Vi c o o 9 O e ^ f-l H i-i rH rH •-I' J>*i U) I ft S ' I .Hi r-\ (H ! rH O ; •^ ; (D Ml 1 td CO o cd 4-> Cd o •H -p © > O-coco ! C\J H rH I O O O O O O ' O I I I o o o : O O O i o I I I 0"xC\) ON- rH rH O i o o o ^ O O O ! o I I I CTNCO-^ : rH C\J OJ ' O O O 1 O O O i O I I I (\| U>KN OJ rH rH O O O O O O : O 1 I I ^.,- O .H EiO Q) )h cd CO (D ft O r-t CO I COLIFlDEOTIxiL NACA ACR No. L4D19 CONFIDENTIAL 16 INDiEX TO FIGURES Figure Information in figure 1 2 3- k 5 6 7 9 10 11 12 15 lU 15 16 17 18 19 20 21 22 25 2l| 25 26 27 Three-view drawing of model Details of vertical tall Propeller blade-form curves Model mounted In tunnel, landing configuration Model mounted In tunnel, normal-flight configuration Variation of thifust coefficient with lift coefficient Characterlstlca of dual-rotating propeller Characteristics of single-rotating propeller Data presented Yaw characteristics Do. Do. Do. Do. Do. ' Effect of rotation on yaw characteristics Do.- Do.. Do." Do.- Do.- Do.- Do.- Do.* Flight condition Approach fto.i — Climb .__ao High-speed ---do.— Approach 4o. Climb -— flo High-speed — ao. — - Power -off glide — ao ---do. — - Model configuration Landing — fto. — Normal-flight --do. — --do.-- --do.-- Landlng --do. — Normal- flight — do.-- — do." — do.— «-uo.~ Landlng --do.— Rotation Single Dual Single Dual Single Dual Remarks Op range -Do. - — ■■00.-- — Oo.-- --Do.-- — Do.-- Cj. = 0* Tall off 6r = 0° Tall off Sj. = 0° Tall off 5r = 0° 5j. = 0° Tell off Steady sideslip characteristics, approach condition Steady sideslip characteristics, cllnib condition Steady sideslip characteristics, high-speed condition Comparison of experimental and calculated yawing moments due propeller to CONFIDENTIAL Fig. I NACA ACR No. L4D19 <0 10 >0 10 V m -cv^co c>j O O $ I NACA ACR No. L4D19 CONFIDENTIAL Fig. 2 Total area 2.79 s — N V P/P;/3- 50' ■^ \ N, P/l ^i/ 5=- 4-0 \ s .,^ ■ -^ \ \ P/L >,/ {? = 30 <^ ^ *< ■ "~~" — — — ^ ^"^< Jl b — ^ - — :^::^ :::;- ^2 ^i/ (? = ;20 -^ "~~~ — - \ N -f.O 5.6 3.Z 2.& Z.4 z.o'' 1.6 IZ .6 .4 § O .2 .3 ^ .5 .6 .7 ,5 .9 1.0 r/P CONFIDENTIAL Figure 5. - Blade-form curves for NA C A 4-308-03 Drape Her. D,diomeferi R, radius to fip; r^ station racfius; by section chord; hjSection fhicKness; p, geometric pitcti. NACA ACR No. L4D19 Fig. 4 < O I— I o o 0) c c :3 +j Q) U :3 CQ CO (U t4 P. *3 o o «M cn J 1 — I < HH < EH o Q < 1— 1 fc. c Z •rH O o T3 . (1) C +J o c •H 3 +J O a E 3 M bo (U •H t3 <« O c S o 1 • bo 'i' ■rH (U t3 Ul C 3 n3 bo J NACA ACR No. L4D19 Fig. 5 < I— I E-« Q O O u P. ♦» o o (M 1 l-l hJ < < u 1—* < • El s c •z. o w C -H Q •H +3 \ — 1 nJ Ot, •ra u 2 0) 3 o +J bo u C -H 3 tM o c E o tj r-\ \ ^. \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ N \ \ \, > I -J -< \ \ \ \ \ Z' us a \ \ z -o \ \ ^ CV^ < § z ^ <>i UJ o ^ ^ Li. z o ^ u 1 O ^Ni s $ OD 'o 5 ^ Vi ^ o ~>-: 1 ^ O^ f\ 1^ -^r ^ Q) Q) O t3 $ (0 Q) ««^ oq 8 5 V T3 ^ Ci ^b 1 • 1 / \ \ N \ \ -J // 6 / \ \ ^ \ \ \ •=> ZO ^ - A/ /i V r^ \ \ \ \ \ <. 10 A -10 / A / '/ / \ N \ / ^/ /^ A \ \ / W' '"/ \ t 7 / V/ > i ^ / ^^ / 1 A f^ M ^ '^ \ \^ ^ < ^ ^ -ft ) €■ ■^ ^ y .4=^° N K r u ^ ■^ A N -4- -3. / >' K A ^ \ \ ^ o •—^ ^ ^ ^ - '-2 s -3 4 -2 -/ 6 -/ ^ -JTI \L ^ ^ _o-| ( f 1 3 -2_ ^ S 1 -0-. ■~-c ^ < V1= i^ <^ ^ ^ t-' '=^ ■-< k o^ i ^-^ ^ ' i^ ■<. =^ -<^ j^ /"i d ^- -o- — < 1 3 -S- s ^^ =*=i =f tr--- A N \ B ^ r ■-e- ■^ X ^ \ \ N 1^' -Cr,-0 ~v X ^ ■~-J r-- -ft N f^ =^-i~ -3~, ^-S ^-. ■vv- 1 -ft 1- 1 J^ ^ , V- ' "^ fl y ?^ 1 .04 6r, deg ■ o — . o -s^ ■ ^ -/o — ■ V -15 — - c. -P.0 — 1 1, y A s 1 ^ 'L / ^.03 ( X \ ^ s \ \ / / / , ' S \ N \ V \ \ / / / ' 1 / N, \ ' N, \ / / y / ' \ K ^. \ V \ y / / / / J \ Js \ f\ s K" k /^ / / / V s \y A y^ v^ y / § S^N y \ % y ■K \ \ i \ \ \ \ 1^/ \ \° \£ \ V \ s V * ^ s K ^^ \ \ V, V, -s^ ^ V N ^ ^. ^ ^ / 3^ -^i- ^ -^ - \ ■J \ r- ^ 3— -O s^ 7 -J: s 1 ^ *- o 'X V^ -4 i V- '0 B J \ ^ >-_ -o CONFIDENTIAL 1 1 ±...4.. . -16 -12 -8 -A 4- 8 12 16 20 24- 28 32 36 40 Angle of yaw^ yr^deg rigure 10 .-Concluded. Fig. 11a NACA ACR No. L4Di9 -32 -28 -24 -20 -16 -12 -6-4 4- 8/2 /6 ^0 24 28 32 Angle of u/aw, yr, deg Hgure 1 1 -Yaw characteristics for the cl/mb condition. Single rotation; ■ normal-fligtit configuration; fult powen Tc=0.55 s oc=l l.8°;6e=0 "■, R ^3 1300,000. NACA ACR No. L4D19 Fig. lib 1 1 1 1 1 CONFIDf.NTIAL 6r=0' -fi- -o- ^ L -n- Q -o— ~Gr- \^ J3- "^ ' -o- — i ^§:^ .-O- -^ -KJ- •■ ^ .4 x; ^ (V <^ .3 ^ ^ / %^ ^y -to y "k:^' ■ A^ ^ i' ^ ^. y ^ ^ >s ^^ 'A r t ;|^ ^ i^ ^ ^ /J i ^ 8./ '/ '4/- y ^ K s / > / / ^ \ .\ \ 1^5 / / /o /'\/ o \ \ ^\ > \ ^ 6r,deg y /Y ^ \ \ s\ N \ — ^ 10 / / / \ \ ^ N ^ 10 A -10 o -?.n A V / \ \ > ^ ^ -^ /, ^Y \ /. A / \ ":5 ^ V J y t- / ; V -D- c —4 3 ^ ^ y r ^ ^ Y ^r =0° \ k ,/■ A" \ i- A \, ^ M N, 1^^ ^ ^ ^ V, > \, (j ■5 -^ -3 2 -^ 3 ^2' ^ -Z -/( 5 -/. P -6 ? -A Z c 1 4 _ c ? u p k 5 ^ 9 ^^ i ^c 9 32 Angle ofi/oi^, yr^ deg Figure II.- Concluded. CONFIDENTIAL Fig. 12a NAC'A ACR No. L4D19 U^ -to 1 1 1 1 CONFIDENTIAL . wj"i_ q ( s -rv- -0 \ 5 — -u- -ET 4=0' [ 3 ^ 1 ^■j K- ^ ^ )^ / i "^ -V- — ' ^ ~5J-. \ ~> ^^ -1 / C^=6? N N X [X Vr X ^ '^ . 1 \ X ^ \ -^ X -~^ 1 ■ ^ '--v 1 -s^ -; ff- ^ X "\ ^ ^ r/ -n i. r ^^ / lt\ pX -o X I' '/ / M (d9g) o 0- --/O— i 1 7 .05 /// \/ ^ „„ ' L // ■« \ -/ y ^ '1 / °. [n \< ;^ V, y / y , — / "tos Lis \ ^ \ \ z' ^ \y / y\ ^ / \ \ s. \ X \ /" ^ y ^^- / \ \ \ \ > n ^ ^ Y y y N V a X5 y X < s \ < f — 1 ^.0/ <:i N s, '\ H. N, v\ ^, s X ^ ^ N-i \ \^ X K X K ^ ^ **. N ?, N ^, V. N i^N V \ s: N < ^ x. <'' N >^ N 1 bv "^ 1, r-f < 'V^ H K ^x "^, < \ s. n x^ -^ ^ X, ^-.02 N ?^ 1 -&- ~^ ■■^ ^ s. ~^ ,^ Rudder free^ -o- -^ X' H |:^J -- -a- — * -ft- =«= •^ P= =#= =-^ >— r '.4 ^&= ~~T^ =^ =^ r .6 h If ^ .5 A^ J* .^^ i .4 <<^ ^ ^ ^ A ^ .3 /^ y / Y .Z A \y 1r y A K ^ ^ \ \ Sr den - 1 ^ > 9 y V s^ - . 1 /i^ ■r \_ — I ? -PO :2 < y N N_ _ . ( / _rr- r-Ot r8- -n- - 1 -; -G- •^ '^ ^ t ^-- -^ ■ 1 -> ^ K . n :2 ^ N d. -0° — - -- N -9,. :3 ^ k - - X -.4 \ \ \ -5 b Ve -/3 -6 -4 4 Q IZ 16 20 24 28 32 36 40 Angle of t/ay^, y/, deg Figure 1 2. -Concluded . C0NHDEN1 iAL Fig. 13a NACA ACR No. L4D19 ^ -16 -IZ -6-4 4-6/2 16 20 24 26 32 Angle of ya//^ yr^ deg cou^^o^^\\^^ Hgure iJ.-Yow characteristics for the high -speed' condition. Single rotation; normal-flight configuration ; full power; Tc-0.03; CDr=-0.6''; 6e = 0.3'j R^4200,000. NACA ACR No. L4D19 Fig. 13b CONFIDENTIAL IP C -^ ^ J ■ u — i J — -©^ Sr = " II- -^ ' > .4- -K.^ .J J ^^" (SB* ^ L^^ ■^ H m ^ ^ 5^ 8 ./ ^ ^^ \j K ^ f^ f \, \, s k ^ f^ \ \ \ \ -^ 5 - -o - -0 -S - 5 -/ -- ^^ ^ ^ ^ \ \ \ \ f ^ >^ K \ \ -J 72 \ \ — - "^ 5t /] § -+0 ( -ry- ^ -&- — ( f— — -o- r- ■^ >--. -<^ ■^^ •o - 6^0" ,. K X ^ ) fi;^-. -/(5 "/^ -S -4- ^i 8 12 16 20 e4 28 32 Angle of yaiA/, yr, deg Figure 13. -Concluded. CONFIDENTIAL Fig. 14a NACA ACR No. L4D19 ■04- \-04- I- ■06 .02 k r %-03 I .. r , ^ 1 . -O- 6r=0' -13- o * -O- —\ 3— o-J )— G> -tr — \ -o- :oN FID :nt lAL 6,-2'/^ r. V / / -' ?^ --^ ^v / / / -7'^^ ^ , [ ^ ' 't 7^ V / -'P -A , < L ~-<\. L ' i -^ V ■^ ^ Y / Pt—* ^ — ra- \ '--- U 2^ \ =-^ ^^ =^ ?^ k u^ \ \ \ / '-C '■n\ O "^ k X t^\ i s \ ^ A \ \ \ \^ K S ^ ^ L^ V N '^ \ ,^ ■^ ^ V ■\ X ^ K ■-^ Na V, ^ ^3v 6r CdQg) o .-J --I0 N X 1 N V ^ \ N, /- . / /- > / / ■^ / / / / /~ ( t^ ^ / / / / /- <. ^ s / / ^ o f^ < ^ s^ >\ s -S ^ vW \j '-k ^r^ ■^v V ^ ^ ^ ^^ ^1 s k ■^ ^ F^ ^ ^ ^ > — -^ ^ ^ !> 1 u I G ^ h" c|: 1 ^ "^ ^^ -16 -12 'S -4- 4-8 12 /6 20 24 28 32 36 40 44 Angle of yai/v, yr, deg confidential Figure 1 4-- Yaw characteristics for ttie highi- speed condition. Dual rotation ; normal- flight configuration: full paw 9r;Tc'0.OJ ■ 00^.-0.6° ^ 6^ O.J' J R^ 4, 2 00^000. MACA ACR No. L4Di9 Fig. 14b ■J 2 ^ -3 C -o- ! -s- O-l \-o — * h- -6- -«- CONFIDENTIAL ' ' H»- H !— -8- -IJ~ ^~~< ^— -o ( r^ x> ^ ?^ J J^ I ..^' -iF= H r ^ ^ ^ >^ K -f ^ \ \ ^ L^ 5^ \ \ \ J ^ \ \ \ 6r,deg -0 - A -/O A \ \~ v_ / ^ \ v_ ( v_ o— < V—O --< ~R c >— -<^ -1^ Sr=0° c N >3 •^ ^ ( 1 — -/(5 -/2 -8 -4^ ^ S 13 16 20 24 28 32 36 4-0 Angle of yai^, xjr, deg Figure l4-.-Conc/uc/ec/. CONFIDENTIAL Fig. 15a NACA ACR No. L4Di9 rONFIDENTIAL /■ -Prooeller off > / JV ,-< _o- — s ' ' ^D- S3 U- 8- __( ^ o ^ -1 Y ^ i =R= =f fL. ■ — i r" -8- — C 1 — _i^ ~^ - c y Dual rota fi or. n J ^F^-^ ^^^ ' V r^" \ > t^ ):/ ^^. D ^ "^ -Single roranon "^^ / ^ \ / \ 1- ;: ,_ A ■ — I J^ I 6e $-- -o Propeller off -ins \ k 1 f r -A Single rotation -.5 04. \ / — H Dual_roinih nn -.'5 6n -.J p / / r ^03 n ) -fl- ^ L- ( pv. / 'r A- "^ ^ l •^ / / 1 ^m i ^ \ s t S X V V / ' .!<' ^ \ ^ / i M \: i k A / \ \ v'^, / \ I X 1 \ ^-.01 \ \ \ N \ «s ^ \ N h \ \ s ~^i \ — -o ^-.03 \ ^0 \ ^ ■^ F L^ -H N N, •i^ ^ ^r/ rr -u~ ~A "s S L ^^ .;^ ^ ^ J — -£r- /^ \ s K N S V '»- ^ -3Z -28 -3^ -20 -16 -IZ -6-4- b 4- 8 12 /6 20 24 ZQ 32 Angle of yaw,!/; deg confidential Figure 15- Effect of rotation on yow characferisfic-5 for the approach condition. Tail on; 6r = 0] landing configurofion; 55-percent full power; Tc = 0.59; oct = IO° R'=3,000,000. NACA ACR No. L4Di9 Fig. 15b ^^ 2.2 2.0 ^ :^ 1.6 5 U LZ .5 .3 .2 ? ^■-^ -»^ C3 -^:6 :7 "~ 1 — -. S/nntf? rnfntinn ' r-Dij/it rntntion :ONFIDENTIAL V — _o- u 2 hi — , -a- J 7 v/ X -s- 'r- -Sr i s — i . -%- A ^ ^ =si L \ ^ >^ ' ^"■ ^ V L > -2_ t -o- -n ^ ^ K "T^ ~o^ ^ \^ ■4 rProoeller nft 1? i"-^ -a. i-' JS- 1 Y- ■T^ C y J P -o- ^- -<3- ^ -o- — ^ ~<>- jy f ' —< >--. ^^ ^ r P -A- , ^ P -^ f~ InZ 7 7^ 7^ -fl- "-• — -^ v- ^^ 9 / / ' ~D-. ~^ 1 ^ ■^ [/ V ^ k - ^ ^ Single rotak 7n- ^ / ^ ^ / 1 lual rotation- ^ y r v/ 7^ / / / ' / y M > P ,/ ^ A ^ (Y / / \ X L / ^ Y — ' ^ ^ M / ^ '] -o- ^ \/ ~CfL ^ Y r 'A Y ^ ^ y f ^ \ ^ ^ 6e.deg -in..^ _ ^ ^ ~7y ^ -0 Rropeller off ^ K- i" -— -A Single rotation -5 -n Diinl rnfntinn -.^ ^ / y - ■ — ^ •^ ^ /A / A i; 1^ >' / c < / / /^ \ / M A <• ^ ^ -J^ -28 -24 -20 -16 -12-8-4- 4 8 Angle of yaw, yr, deg Figure 1 5. -Concluded 12 /6 20 24 28 J2 CONFIDENTIAL Fig. 16a NACA ACR No. L4Di9 so I 1 ^^ I 2 ' ~ CONFrDENTIAL ./ ■^-? V^ -«- ■ ' ■t- -8- — ^ >_^ .0 r t^ , h- ^ =^ r- ^_ -./ -\ ^ =r T=i ^^ ^ T ^ \ ^^ s K ^R t2 i>^ ^' \ \^ sN HN °v ^ i ^ , Y \> \ ^ ^ b^ ■^ rJ A ^ -^ ^ N \ \ \ ^ M \ \^ \ \ -4- i \ V S^ 6e, deg -I0.5 k \ n\ 'v — o Propeller off N, :3 \ V -A Single roiatiory -3 -Q Dual rnfafjon -3 nI V 02 L- , 01 \ -o- ^ -cf -B' \ i— -s- t=. 4- ■~^ h- ^ Y *: i::£ t: 4- ■01 \ \ -=f i — -o- H -2- { U: _iSU \ \ , ,-^ A- -«. 02 / ■^ . <. ^ -J L ■^ s K f<^ y A ""^ Tfit- "t \A -Propel Isr off -Single rofati on -Dual rotation V 03 z ^■^ L "< k -04 -.05 CONFIDENTIAL till -nfi 1 ^_ 1 _ -32 -28 -24 -20 -16 -12-8-4- 4 8 12 16 20 24 28 32 36 40 Angle of tjaw, V^, deg Figure 1 6. -Effect of rotation on yaw cfioracterisfics for tfie approacfi condif/on. Vertical tail off; landing configuraf/on,- 55-percenf full power, X=0.S9; ccT-tOt R=-3,000,000. NACA ACR No. L4Di9 Fig. 16b zz CONFIDENTIAL 1 — ^ nnli=} rofnfion 1 — Diinl rnkifinn ■♦o IP, Jr- -ft- 1 -n— ^ ^ & / A: ■\ -^ ^ A —2 "S" ■r *■ (= *: ^^ -^ 1- -^ A- r-- t ~fr --J 5i Y , V -^ __i!— .Q -9- ^4i IS - ? ^ - -.^A 1 1 1 t ~ ^ H^ s-Prnofillers nff-A ■~^ *J f <^ -i ,J; 1 ^ 1^ 1 f^ >> ' -0- —; -«-. ' -0^ "■G- = -© \-i to %" J -r -i- -Q- — i 1— :«= =s !=- -6= =^ -A_ ii ^ r" r \ ■ -&-. --C -A^ -^ L. ^-- ^ ^^ \ ^ Single -nual rofafion n^totion ■&- T^ ~il i 1 ^-p ""n ~ 'V ■> ^ ^ J^ .y Kb 4' '/ ^^ b 1 >3 4 ^ > ^ A r^ > V r ^ -^ .3 -fT 'k/ fT' y" V y / L^ .2 r/ /' ,y ^ > y / /" ^ Q-' ^ Y .1 ^0 ^- M ^ -0 ^ :^ ^ j^ ^ 1' ,^ r, ^ \ 6e,dea ( .4/ 'X \ V — Propeller off -105 / /t \ V -^ J/ng/e rotation -J — D D//r?y rntnfinn -=5 / ^^ \ S:-J i V / / A / Hi; M /^ / ^ '"^ \ \ A T^ ~n^ ^ Y \ \ v_ -Single rotation -Punt mtnttnn ^ ^ k y >* \ ^. ^ s ^ /■ ^ f ^ ^ wV y \ V \ ^ \ s. \. ^ ( \ dcdeg \ N — ° Propeller off -a — 1 \ /, — ^ Single rotation -° Hi ml mint inn O G^ — ^ \ / /. ^ft— -« \ \ / / ^ -%. \ N \ / / \ X -^ y{ V / \ X X \ S \ / \ \ \ ,/ X nN ko ^ ^ \ NS ^ >s \ << ^ >! \, X f^ \j N, ^< ?. ■T3-- -^ L- -B- ^ ' f s V ^ J-^ ^ \ ' 1 N ) ^ -^ ^ ^, i r~ A s s i f-~ A ^ \ ^^ A~ ^ -^ \ ^ i CONFIDENTIAL -32 -28 -24 -20 -16 -12 -8 ^ O 4 & 12 16 20 24 26 32 36 Angle of yaw, yr^ deg Figure 17.- Effect of rotation on yaw characteristics for the climb condition. Toil on; 6r^0] normal- flight configuration-, full power, Tc = 0.25iCCr-//.al R'^3,000,000. NACA ACR No. L4D19 Fig. 17b CONFIDENTIAL r Single rotat/or 1 / / r -flual rntation /. / Cj. _ __J \ — -^ -ft- % -_ 1 1 ^/^ — r -o- t < jj — ' -b- Y 1 ~r ^ ' — -n o 7-i \-~ -?r- r' ■Prnn^ll^r nff— / (V* / / =1 , / / |<7 1 — — p I-" 1-^ k-^ ^ i 1 — -8- 1 rW^ — I — _j^ -/^ ^ J!^ ^ *^ // ■r- "^ -^ n -^ -H -^ .&- // / -u- r — —D /' '^Propeller off -Single rotation -JDual rotaf/on ^ .5 / y \ /T / \ \ -^ /i i 4- \ \ \ ^/ •fi V ¥ < .3 A Y > \ \ I?' /j i / < A\ * A 2 A X ^ .^ r X A f J^ ^ ^- M A r '^- 1 ^ rV ^ 1- J^ < / /^ J ^ / jf 4 (dea) ^ ^ - ^ ^ ^ V Propeller off -8 %^ fi' ^ A ^ Single rotation Q Dunl rotation < ^ / < i V ■■ ^ / y (^ ^ -.6 V CONFIDENTIAL ■ - 1 -.7 -3 2 -^^ 5 -3 * -/? -1 5 -/- 2 -t J -^ ! c ? A I t J L z h 5 e ^■' 4- ^ 5 3. =? Angle of ijaiv, yr^ deg FigurE I T. -Conc/ucl(9d. Fig. 18a NACA ACR No. L4Di9 bS' CONFIDENTIAL P Pronf?Jier off -1 y _ _ _ f=- =:^ =: ::^ X ± '~r. :S= =-< ^_ , — — — — P" F^ k^ ? :fe ^ ■«- ^ ■^ ^^^ i-^ -8- ^ 1^ — — — — — > k^ v^ -Single •_Oual rota fy on jiofation ^^ s ■^1 I J ^ ^ \^ >! s ^ r -^ _( , -o ^^ ■r -p^ r ^ 'N, > ^ ^' ' "? Q ^ .J \y \ V ^ a N \ I ^ ^ \, \ ^ d H \ t? '^ ^e__ \ i id eg) K i< .c I — _( ' Propeller off -a E3 V ^ ^ Single rotation 0. 3 D(jnl rntntinn n \ — I ■03 ^ A \\ R Y t— -*>- ' ^ ^ ■-^ ^ "km \\ ^ r \ y^ ^ -, < p — f r— ^ a: "1^ -oi \ — 1 ^ <^ i; =^= — t F= ^ ^s __^ ^-.01 ^ s, '-=5 n ■"" ■ : — -x>~ -C^ 5:05 ^-- , -fe- ^- -<. \ " ^ h ^-O'^ • ^^^ ^0. -.05 CONFIDENTIAL _ _ _ _ L 1 u _J _ _ -32 -28 -£4- -20 -/6 -12 -8-4- 4-6 /^ /6 20 24 28 J2 J6 40 Angle of t/aiy, i/r^ deg Figure 18— Effect of rotation on (jaw characteristics for the climb condition . Vertical tail off; normal f/ight configuration; full powen Z=o.55s cct4i.6] fP^^ 3.000,000. NACA ACR No. L4Di9 Fig. 18b 1 1 I CONFIDENTIAL Single rofatlor — , Dual rotation^ --^ ^ — ■ ^ 1 N B_ J — ( 3 — ^ — §— ^ ^^ , _EL J -0 A . -k p -^ — ^— -R- f -r "* ^ '^ ^<^ ^ -0-. ^^^^ R- i i ^ ^ ^ Y -«- — '" — ^ -0^ --. -§" 0.5 -Pmnell/^r riff-V /^ 1 li / / , ( ,_ _^ , , _^ ^ ^>" _^ ^ =s; — — , — - — — — — — — — — — — ra -0- \i -Single rotation / -Dual rotation _ ^ 5 !•=■ -fi- 1 -A- =, F= =8= r:^ \zz =1= - ,— £ :^ ^ S -a- 1 ^- -H^ ^ ^-* L J i i — . -^ --^ i" — t 3— -Q de /c/e(7^ X3- .■5 PmppJIP.r 'nff ' -ft ,>^ A Single rotation _ ^unl mtnfinn \ ^ 4 D / >^ y i \ ■^ 3 ^/ > ^ ^ ^ ^ ^ r^ D^ / ^ ^ rX ^ >>- ^ ^ / ^ -o' ^ ^ JO' « H' A ^ >< T^ ^ V^ ( t^ -cr :^ u^ :r 5"^' ■^ r^ ^^ ^ ^ - ^ ^ fc= =8r --~, 1 r ^ h^ ^ >v^ ^ % •~-~i JO- . r 1 ^ ..a «§.-^ / / ( H r 1 / // 6e L / (deg) 1 /• ° Propeller off J / ^ Single rotat/on 0. J ° Dual mfotion 03 J J .04 .03 f k N V, I N \ r ^ K K ^ 1 ^ s B^ -^ ^ ■^^-■01 *^ ^^ -Single rotation -111 JO 1 rnlafinn \^ ^ \ / ^'OZ, . s >> ^ Nn / / / ^^ X ^J r — ' ^ -^ ^ 1*^ \ v s A^ -f^ □ N k Prooellffr of f__ "^ X A ^ }. ^ \ ■^ \ \-G4- '05 -1 ^^=5= \ V i i ^ '^ X \ y 5 -1 ^ -cf ? --^ I (1 1 >< /> ? ' L / 5 V i2 de 4- 2i 5 c ON P -IDE J NT 6 AL ^ 4- 4- Pigure 19.- EftQct of rotation on gaw ctiorocter/jt/cj for ttie Ji/gh-jpQQd condition. Toil on ■ 6^-0° -, normal- flight configuration /u It power, T^- 0.03^ oCf-0.8', R'- 4^00,000 NACA ACR No. L4Di9 Fig. 19t) -16 -12 -6 -4 4^ 8 IZ /6 eo 24 28 jj 36 ^ Angle of ya^, yr^ deg rigure /9 .-Conc/udec/. Fig.. 20a NACA ACR No L4Di9 1 ' 1 1 ' c^ ^ =6- -ffc f r^ ^ =^ ^ti~ ~^ ^ ^^^^^ ^ =^^ ^ ■' "^ ^ § -^ / / ^ ^ ^ ■ / ^ .f^ -D- y / 7^ ^ ^ 1 / / / {deg L -T 1- y ) y "^ Propeller off J / ^ (t ^ -^ Single rotation \ 0.3 ° Dual rotation-i i 0.3 J ^.02 %-oi SI- g ? ■ — o^^ 1 ' .>- . , ^ ~&r - -lj p= 1 -T r -E3- X' :^ \=^ ' — c "^ _l^ -o~ ^ ?^ A ~T3 r -Gk >^ /' / Propeller off-:. Single rolalion Duol rofation- y /^ V v- / ^ ^ V -TK ^^ > 1-04 ^ Sd -16 -12 -G -4 O ^ 6 12 16 ^0 24 26 32 S6 40 Angle of igaw, yr^ deg confidential F/gure 20.- Effect of rototion on yow characteristics for the high-speed condition. Vertical tail off; normal- flight con- figuration; full power; Tc-0.03; a?r--0.8; R^4,200,000. NACA ACR. No. L4Di 9 Fig. 20b ^^ -6 .^ S ^ 1 1 1 1 CONFIDENTIAL ^rnnelfer nff- \^ ~1 — ■ -o V (^ V ^ ^ -^^ P ffc -^ =§= ^=Tff s^ c i 1— -S- L -#= =H \\ -jingie roranon -Dual rotation Qj -%- ^ □ L- .1 1^? c 3 — c 3 ' — c — c I — ^3- 1 C3 4r- -6- — — e — -k- — i 1 — -6- — i -t- 1 -T?l — < . c > ^ -&~ =it=_ -Q- L-^ -Q ° Propeller off ^ Single rotation 0.3 Dual rntntinn .^ 4- ^ ^ -O ■3 W^ ^*^ jr ^^ ^ j^ ^^ ^ 1^ ^ i' ^ ^ w =#= ^ ^ 1^ rs= =r ^ f^ \r^ ^ ^ r — i ^ ^ -Propeller c rr ff \ -~ -Single rotation -Dual rotation 5-^ CONFIDENTIAL 73 -/© -/^ -<5 -4 4 3 13 16 20 £4 Angle of yoiv, yr, deg Figure 20-Conc/udeol. £6 32 36 40 Fig. 2ia NACA ACR No. L4D19 / ~\ ■ f~-\ " :] ~1 "1 CONFIDENTIAL ) — Prop&ier on 1 Ib^^ __, — < _^ -i. , ^ Y' H ■t^ ^ -°i S- -^ •^ -8- ^ ?-■ H k ■,p r-f K jy ^ ^ -c^ -is K t M -^ '^, < ) c u '0 6 >^ ^ '\\ -Single ro fat ion "-Dual rotat/on «>: s ^ 1 >- -H r \ ■"^ ' ■4- ■^ 3, 1 fv r' '^ =^ ■H £. T l^ -^^ -^ r K ^'1 5, r/^n =' pVopellel^ off '. - fl .oc "^ Single rotation -r P Diinl rntntinn i 1 -/P 7. .ot k >. \j ) f. \ ^v •A V — ' k +.-v-^-^ \, ^ ^ \ ^ -H "-v ^ ' ^ ^ H >^ s ^ S I N h ^ g c s^ ^ N H ■^v \-oi ■^ ^ [n" / y ■vX K >"! Propeller off— Single ruialion— punl rntnlinn—, / , ^ ^ ^~( J— ^, \-03 /; / s V \, ^ A ^ ■%- / \ k- ^ ^ ^ K N ». '%. ^ Q ^1 1 \ ^ "■ \ ^ "t } -ot _ u U L L _ _ _ _ _ _ _ J J _ _ -J'^ -^<9 -^-^ -^0 -16 -/^ -<5 --4 4 8 la le zo Z4 28 32 ^6 Angle of yai^, yr, deg confidential Figure 21 ■' Effect of rotation on yaw characteristics tor the glide condit/on. Tail on; dr=0; norma/ -flight configuration i 11=0; OCt= 11.61. R'=3,000,OOQ. . - NACA ACR No. L4D19 Fig. 21b -1 — I — I — I — I CONFIDENTIAL -32 -28 -2-4- -20 -16 -12 -8 -4- O 4- 6 12 16 20 24 28 ^2 36 Angle of yaiA/^ -i/r,deg Figure 2I-- Conc/uded. Fig. 22a NACA ACR No. L4Di9 .X- 1 ./ CONFIDENTIAL _rr- -J _o_ H ~°~ -^ f^ >_j O ^ ^ ./r- *■ ■*s t-. T2f -o- I— -°- -u_ ^ -I < y ,£!- r^ =6= ^ r-- -S- =^ i^ ~£s~ > — ■ -iS- ^ ^ -2 \ cK N ^ Sp \' ^\ :3 \ \ \^ .4 (c/eQ/ :4 \ \ \, A -o Prope///9r off -10.5 -s \ V -A StnglQ rotation -5 6 -o Dual rofnhnn -t).6 \ 1 nfi 0'=t ^ H'l \ \ , < , D"^ { 3^ -«- — i \-~. \ -u~ ^ \ n' ' X r- > ^r >a ■-^ * --=1^-' f^ s, \J ] n f N \ I N ^. C 13^ S^ A <~\t ■% "^j o' \^ ^ O''* K ^ \ •K .^ »■ — 1 n^ ^^ ^ ^ w ~~^ X ^ Propeller off- Single rofafor Dual rotatioD y 4 ^ %. -^ K HA _ ■^ ^ L-" ^ \! \ >t ui _ ■^ \^ ^ TS '\ b 1^ 77- 1 CONFIDENTIAL 'J2 -£& -24 -20 -16 -12 -6-4- 4- 8 12 16 20 34 28 32 36 ^0 Angle of yai^/f yr^ deg Figure 22.— Effect of rotation on yoiv charactenjf/cj for the g/ide cond/t/on. Tail on jdr-Ci landing conhgurationi T^-O- oCj-9.7° ■ f?=J,OOO.non NACA ACR No. L4D19 Fig. 22b r r r - ~ r Sinale rotation /.s CONFIDENTIAL Ij-Dual rotation -S- , a / T 1 1 M -a= =d ^ -(^ p=: :«: 13 Sii -&- -~r= T3~ 4 -^ % 4- V^'-^ \^ i- :;=^^ Pro6ell(?r nff-^ (■ I ^.T-WJ ^ ^ >#- t K. >^ T- i- i V- [* ~~^ !i — . -Q -Single rotation -Prnneller off ^.f-' V -*• 1 -6- — < 1*=— ,^ ^ -ar -J ►= * =^ ^ ^ r=^ -tfr- Li ■s<. -Gr- ci^ -^ 5 -^ ^ ) v^ -^ 1 r fc^ >^ Uuairaianoi /L> ■^ --, l>^ ^ $8^ 6, (dean .6 o Propeller off^ -10 5 y -« A Single rotation-\-5.6 D Z^L/(7/ rotation -}\-5. 6 / V .a y V 4 w \ ii ) U cT / ,^ ::|^ ^ ^ XT' i!^- , ^ •^ -# ^ sK §■' -5^ # i^ 1" A ^ :4^ ^^ 8.. /I ^ ^ ^ X ,0 .^ K J !^ ^ si; ^ ^ — / •t- 1-^ ''J V ^r5 ■ CONFIDENTIAL -^ L '-32 -28 -24 '20 -16 -12 -8-4- 4 3/2 /6 20 24 28 32 36 4^ /KPtgle of L/aiv, y/ ^ deg Figure 22 . - Cone I u ded. Fig. 23a NACA ACR No. L4D19 ^^.^ CONFIDENTIAL Iv -H- - I— A -4 1^— -8- -Q jv -f 4i- a^ -i!i- ^ v^ ~s- \ r" o -s- — ^ U- I ^' \, \ ■-=: =^ ^-sJ P ■^ \\ \ ^nI K -fl I 61 \ \ \ ^ ^ j3 \^ \ c r^ -e li \ \ \'^ 6a,deg '^ ■U^ Propeller off -/0.5 iX ^ \ ^ Single rotation - 5.6 Q Dual rolatinn -Sfi ^ 0^ ^ t. H -D- H5- — 1 * A t-=: A 4= =f ^ i , -^ t= -13- ?#= f=^ ^^ ~Ci Aj -^ '^ >^ i- ^ — i h^ -4 N ^ ^ j- ■ .5 ,^ ^ A -O 4- . P ^ i" • ^ .3 ir^ <^ K^ ^ r^ > ^ r#= "^ ^ ^ ■J^ ^ Propeller off —Single rotation -Di/nl rntntinn ^ T \ \ A' V \ J. ^ I-** <^ 1- ^ ur :-!ic 4^ =6^ ^ f" / /" r-" A r X 1 — i / CONFIDENTIAL -/r . ,. -32 -28 -e4 -20 -/6 -12 -8-4- 4-8/2 Angle of yaw , y/, deg Figure P3 rConcluded. 16 20 24 28 32 36 40 Fig. 24 NACA ACR No. L4D19 % ^ /oo -£0 ^^-/o A o b JO I I I r CONFIDENTIAL ^ '^ / / 7 -/ /- J- I y / T i r W/ngjs level, single rofaf/on Dual rota t/ on Dual rofaf/on (est/mafed) 'male rota ho n CONFIDENTIAL '30 -ZO -10 10 ^0 30 Left Angle of yaw, y^deg Right f/gure 2^. - Steady sides I /p ctiaracterist/cs CCn-0) for tne approach condition. V=32 mph, ^^ NACA ACR No. L4D19 Fig. 25 Dual ro/'ot/on Dual rotahon _ (estimated) •Single rofaf/on^ '-30 -ZO -10 10 ZO 30 Left Angle of yaw, If, deg Right Figure 2S.-S1eady sideslip choroctenstics (Cr, = 0) for the clirnb condition. V=l04mph. Fig. 26 CONFIDENTIAL NACA ACR No. L4D19 ij IOC CONFIDENTS \L // 1 1 // 1 // Q; 1 / 1 '1 1 / D^ya/ rota f/ on n . -C J / / / /' / I 1 CONFIDENTIAL -/ c ) /< Z Angle of yaw. If, deg t Fig are 36.- Ste ody sides/ /p ch a rac - terisfics fC^=0) for the high- speed condition. V=306 mph. NACA ACR No. L4D19 Fig. 27 ^ UdfiBclojd oi dnp lU9l0fJJ.dOO luauuouu-Du/MD/^ ^7262 08104 9610 UNIVERSITY OF FLORIDA DOCUMENTS DEPARTMENT 120 MAR3T0N SCIENCE UBRARY RO. BOX 117011 GAINESVILLE, FL 32611-7011 USA