AER No. LI4KO7 1/ NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS WARTIME REPORT ORONALLY ISSUED January I9U5 as AdTance Eestricted Report IhWJ THE EFFECT OF HIGH WBfG LOADIHG ON LANDING TECHNIQUE AND DISTANCE, WITH EIPKRIMEHTAL DATA FOE THE B-26 AIRPLANE By F. B. GustafBon, and William J. O'Sulliran, Jr. Langley Memorial Aeronautical La'boratory 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. L - 160 . ■^ ". -^ OOCl0EfftS DEPARTMENT Digitized by tlie 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/effectofhighwingOOIang NACA ARR No. lIiJ'07 NATIONAL ADVISORY COMJ'niTTEE FOR AERONAUTICS ADVANCE RESTRICTED PJSPORT TEE EFFECT OF HIGH WING LOADING ON LANDING TECIFI^cUS AND DISTANCE, IWTK EXPERIMENTAL DATA FOR THE B-26 AIRPLANE By F. 3. Gustafson and yalliain J. O'Sulllvan, Jr. STJW^ARY An analysis of th^ effect of wing loading on the landing flare (that is, the levellng-off part of the landing) indicated an irrportant effect en landing technique and distance. In order to check this analysis, flight tests were made with a r.'artin B-26 airplane loaded to 50 pounds per square foot. It was found that, for reason- able accuracy and safety, the pilots used power to main- tain the desired speed margin and to limit the rate of descent at the start of the flare to about 25 feet per second. Other measured values essential to flare calcu- lations Include the follov/ingt m.inimum consistent value of excess speed at start of flare, Z-j percent; maxim.um ratio of lift coefficient Cr to m,aximum lift coeffi- cient C-r consistently reached, 85 percent; time max required to reach this C-r, 2 seconds; tim.e required to reduce the C-r value to that for level flight at the end of the flare, 1 second. Since these allowances do not differ widely from those needed at low wing loadings (with the exception of the definite limitation of vertical velocity), it is concluded that the effect of an increase in wing loading on the flare path, for any airplane reasonably similar to the one tested, can be satisfac- torily calculated. INTRODUCTION Increased wing loading, for purposes of landing- distance studies, requires primarily an increase in the NACA ARR No. ll^KO? value of stalling speed used, vith consequent increase In the approach soeed and the speed at ground con- tact. For the pov/er-off condition, changes in lift- drag ratio L/D or -maxiriuin 1: f t coefficient C^, „ , s.ve sacondary. Tf the landing techjnique remains i.inchan£ed, therefore, the size of field needed will increase markedly because of the higher horizontal velocities. The dif- ficulty of exercising sufficient judgment in executing the landing flare Ctr.e leveling-off part of the landing), in order to avoid dangerous vertical velocities at the instant of contact, will also increase because of the increased vertical velocity in the approach. The analysis reported in reference 1 showed that the tech- nique required for the shortest ground run was not affected by v;ing loading and that the length of the nm increases In almost exact proportion to the wing loading. An analysis of the effect of loading oh the landing flare, however, showed not only an increase in the horizontal distance from an altitude of 5^ feet to the end of the flare but also an increase in the height at -vvhich the flare must be started. It v/as apparent from, this analysis that some change in the tech- nique used, either in the approach or in the flare or in both, v/as to be expected. In order to determine whether the theoretical flare calculations adequately repre- sented the changes that the pilots found necessary, landing tests with an airplane of high wing loading were considered desirable. A E-26 m.ediur.-bomber air- olane was used for these tests. TIIEORETTCAL TrEATIvCENT PKICR TO TESTS Step-by-step calculations of the flare path were made for four stalling speeds and for four amounts of excess speed at the start of the flare, with the same glide angle^ the same L/D, and the G^m.e lift coefficients assumed in all cases. The initial calculations were msde on the assumption of an instantaneous change in "^r^ from the valu3 used in the epnroach to a con- stant value maintained throughout the flare. A study of NACA ARR No. li;K07 data on actual landings resulted in the modification of these calculations on the assumption that the lift- coeffici ent change occurred during an interval of 2 seconds and that the change occurred in the form of a sine v;ave. These theoretical calculations indicated that increase in wing loading produces the following signi- ficant changes: (1) The height at which the flare must be started increases almost directly with the vi/ing loading. (2) The time required for the m.aneuver increases as the square root of the viring loading. (5) The loss in speed during the flare is a con- stant percentage of the stalling speed. (Ij.) The horizontal distance from a height of 50 feet to the end of the flare (that Is, to the point at which zero vertical velocity is reached) increases about 55 percent if the wing loading is increased from 25 pounds ;oer square foot to ^0 pounds per square foot. It was further obvious from general considerations that an error in the judgment of the pilot in executing the flare with an airplane of high wing loading would bring much more serious consequences than the sam;e per- centage error in technique with an airplane of low wing loading , APPARATUS, AND TESTS The appearance and general arrangement of the Martin B-26 medium-bom.be r airplane m.ay be noted in figures 1 to 3. The longitudinal axis of this air- plane is identical with the thrust axis; dimensions and other details are as follows: k NACA ARR No. ri|K07 Attituri.e engle of longitudinal axis, static position, deg "'i ng Area, total (including ailerons and fuselage), S q f t '^ 602 . Span, i"t 65.0 Taper ratio (ratio of root chord to tio chord) 5*1 M. A.C. , ft 10.2 Distance of lesdin{5 edge of chord (I.'.A.C., rotated to psrallel with thrust aj.i s about quarter-chord point) Behind nose of airplane, ft 20.1 Above lon.^itudinal axis, ft 1.8 Airfoil (root) NACA 0017-61+ Airfoil (tip) NACA OOIO-6II s .... 3.5 Angle of incidence Croot and tip), deg .... 3' )ihedral (leading edge), deg . I.5 ^■'lap ''balanced split) Area, total eflective (excladlng projected areas through fuselage and necelle?), cq ft . 58. 1 Span, ;--ctual (including "J.li ft through fuselage and J). 2 ft through each nacelle), ft .:...■ " 5>2 Chord (constant width), It 2-7 Deilectlon from retrscted position, maxirrum, deg 5!?'0 Ailerons (Frise) Area, total (one aileron including tab), sq ft 2ii.,ii ST)an (one aileron), ft 15 • 8 Chord (hinge axis to trailing edge), percent wing chord 20.2 Deflection from position continuous with wing, deg Maxirruro up IT . 1 tviaxirrum down ■'■'+• I Neutral position (up) 0.8 Fuselage Length, over-all, ft 52-2 Diarneter, ^naxiiriajr! (circular), ft 7'U Angle vdth respect to longitudinal axis, deg . -1.0 MCA ARH No. 1J+KO7 Horizontal tail surface Area (including fuselage ahead of elevator hinge axis), sq ft II8.5 Span, ft ■ . 23.7 Angle of incidence of stabilizer, deg .... 1.0 Dihedral, deg 8.0 Elevator Area behind, hinge axis (both elevators Including tab"), sq ft l\.l.l Area ahead of hinge axis (both elevators), sq ft 12.9 Distance of hinge axis (at plsine of symmetry) Behind nose of airplane, ft '^'^•b: Above longitudinal axis, ft 2.8 Viaximum deflection, deg Up 20.0 Down 12 . Vertical tail Area, total (excluding fuselage), sq ft ... 62.7 Span (excluding fuselage), ft 9-5 Pudder Area behind hinge axis (including tab), sq ft 26,2 Area ahead of hinge axis, sq ft 0.5 Distance of hinge axis behind nose of airplane (at root), ft U9 • 8 Maximum deflection, deg 12^.0 Landing gear (retractable tricycle) Distance between center lines of main wheels, ft 21.9 V.Tieel axle location (airplane static load, 28,512 lb) Main wheels Behind nose, ft ^^■•S Below longitudinal axis, ft 5- 3 Nose wheel Behind nose, ft 5-1 Below longitudinal axis, ft o.i; Engines: Tv/O engines, power rating (normal, one engine) 1500 bhp at 2ij_00 rpm at 75OO ft Propellers; k blades, 13.5-ft diameter; constant speed or manual pitch control; full feathering NACA ARR No. ri^XOY Tjight r..nd center of gravity position Normal loading Weight, lb 23,512 Center of gravity (landing gear retracted) Crew at flight stations, percent T'.A.C. ll+.S Crew at battle stations, percent M.A.C. lb. 5 Yiaxirrum loading veight, lb' 31,i;21 Center of gravity (landing gear retracted and crev at flight stations), percent M.A.C 16.9 Distance of e.g. belov longitudinal axis (approximate; all conditions), ft O.5 Heifht of e.g. above ground, airplane at rest, f t . \ 7.2 Horizontiil distance fron e.g. to main v-'hecls, airplane at rest, ft 2.6 Moments of inertia( approximate ) , slug-ft Pitch ...... 76,000 Roll 70,000 ■/aw 114-2,000 The airplane, as ballasted for most of the tests, had a v:ing loading of ^0 oounds per square foot and a newer loading of about 10 pounds per horsepov/er. In the first part of the tests, the airplane was somewhat lighter than these values indicate. The weight corresponding to each landing is shown in the summary table (table I). All landings were made by KACA test oilots having v.'ide experience with other types of airplane but no experience with the 3-26 airplane prior to these tests. Although an attempt was m>ade to cover a fair range of power settings, and speed margins for the approach con- dition, the prim.ary objective m^as to produce abrupt flares after an approach at the steepest angle and the lowest speed considered by the pilots to be reasonably safe; that is, the pilots at tem.pt ed to use technique con- ducive to the shortest posslDle total run from a height of 50 feet. A number of landings also were recorded in which the personal choice of the pilots determined the technique used. All landings were made at Lang ley Field, Va. Som^e tests v/ere made between Novem_ber I/4, 19ljl» £^nd December 7> 19[(.l; the remainder of the tests were made between July Ij., 19a2, and August 15, I9U2. All landings in the first series (referred to herein as the I9U1 series) were made NAOA ARP No. li^XQ? 7 on bare, dry, concrete runways. Tests of the second series (referred to herein as the Tli+2 series) were made on con- crete r-omways coated with camouflage material consisting of sawdust spread on an asphalt binder. The surface of the runvvays Vi?8s sometimes moist from rains on previous days but was covered with water only in the instance . noted in the sumi.iary table (table I). PoGording instruments installed during the l*^)-! series of tests Included the following; NACA three -component accelerometer NACA rolling-velocity recorder NACA pltching-veloclty recorder NACA airspeed recorder NACA m.echanical-optical control-position recorders arranged to record position of elevators, ailerons, rudder, throttles , and all three shock struts The horizontal and vertical displacements and the attitude angle of the airplane vjere recorded by two phototheodolites stationed on the lending field. The phototheodolites and their uses are fully described in reference 2. In the I9I4.2 series of tests the following additional instrumients v;ere installed in the airplane: NACA two-com.ponent accelerom.eter , normal and longi- tudinal elements (of gr'eater sensitivity than the NACA three-component accelerometer) Statoscope Hydraulic pressure recorder connected to brake lines Clne-'^odak motion-picture camera for obtaining tire- deflection data in impact The oontrol-oosi tlon recorders for ailerons, rudder, and shock struts were omAtted during the 19^^-2 series of tests. The accelerom.eters and the angular-velocity recorders were placed at (or close to) the center of gravity of the airplane. All instrum.ents in the airplane received timing Impulses from a single NACA timaer. Synchronization of the two phototheodolites with the Instrum.ents was effected by firing a flash bulb (visible in the phototheodoll te records) in the nose of the airplane and simultaneously operating a solenoid that oroduced a breaV: in a record line on one of the instruments. PRECISION The precision of the measurem.ents is believed to be within the following llm.its: 8 NACA ARR No. ri|K07 Vertical displacsment froir phototheodoli te , ft . . . ±3 .''orizontal dlt' placement from phototheodolite , ft . . ±10 Vertical displacement from statoscope, ft ±10 Attitude angle, deg ±1.0 Vertical velocity, ft/cec ±5 AJrspeed, m.iles/hr ±2 Manifold pressure, in. Ilg +0.5 Control surface angles, deg ±0.^ Pitching velocity, radian/sec ±0.005 Rolling velocity, radian/seo ±0.01 Normal acceleration, g ±0,05 Horizontal acceleration (two-component instrument), g tO.OJ Horizontal acceleration (three-component Instrument), g tO.O^ Transverse acceleration, g ±0.0ll 2rake-line pressure, Ib/sq In, ±10 These values are based on scatter of points, differunces between original and reread values, and in some cases on com.parison of results from, different instrum.ents or results obtained bv different m.ethods. R3SULTS The results of the m.easurements are sum.marized in table I. The data are presented as time histories in figures 1; to 29. The tim.e histories have been grouped according to the am.ount of data pi'esented and the groups are Introd^i.ced in the order of their significance to the study of the air runs. The time histories that are of primary interest in studies of landing approach and flare are given in figures h to 1I4.. For convenience, the figure numbers corresponding tc the various landings are listed in table "!" . At the speeds covered in these tests, the effects of com,pressibili ty are so small that the air- speeds given may be considered as either the observed alrsDoed corrected for installation and insti'ument er-^ors 1/2 or VO where V is the true airspeed and cr is the rl. ensi ty ratio. Examination of the time histories indicates that many of th^ records taken during the glide and flare, including the nonnal acceleration and the elevator posi- tion, are rather unsteady. Such unsteadiness is common NACA ART? No. LJ4.KO7 in landing records. The degree of unsteadiness has been shown, in some previous tests, to be much greater In rimgh air than in smooth air. The degree of unsteadiness is also nndoabtedly dependent to some extent on the degree 01 stability and the type of the control balance and the nature of the response of the particular airplane. Results of glide-test measurements of the l/D of the airplane over a range of conditions appropriate to the various landings are given in figure JO. The values are termed "equivalent" L/D's because they include the effect of propeller thrust. Measurements of this kind were necessary for the theoretical treatment shown in figure 31 • DISCUSSION Approach and Flare Path Vertical velocity in approach .- It became apparent early in the tests that steady power-off approaches would result in vertical velocities, at the beginning of the flare, that equaled or exceeded the vertical velocity v/hich the pilots could consistently handle v/ith safety. The choice of a specific vertical velocity for the approach, above which too much safety and accuracy are lost, is necessarily somewhat arbitrary. Consideration of the comm.ents of the pilots together with study of the data obtained, however, led to the choice of a value of 25 feet per second. The basis for the choice is most readily understood if the landings are considered in three separate groups. (1) Powor-off landings: Under the proper conditions and after sufficient experience had been obtained, the pilots made several landings in v/hich the throttles were closed long before the end of the approach and viere not reopened. In one instance, the throttles were closed at an altitude of I5OO feet and were not reopened. Values of vertical velocity up to 37 feet per second resulted at the start of the flare. These landings are considered exhibitions of piloting skill. The records indicate that, for these landings, the airplane tended to level off too high and to "balloon" (rise) at the end of the flare. This condition necessitated a second approach and flare of smaller proportions, (See figs. 14 and 9«) 10 NACA ARR No. LI4.KO7 (2) Fower-on landings: For coirparison with po\.er- off landings, a number of landings were recorded in which the pilots used considerable power (iranifold pressure, about 20 inches of mercury) and started the flare with vertical velocities of about I5 to 20 feet p-cir second. During these landings there was no tendency to balloon and in several instances ground contact was m.ade without completing, the flare but without any abnormal shock in impact. (See figs. 7, 21, and 2k and table I.) These landings include landings in which the pilot was not following any special instructions and was using the technique that he felt provided the greatest safety. (3) Landings with moderate power: In the ir;ajority of landings the pilots miSde the approach with the highest vertical velocity considered reasonably safe. Yianifold pressures of about 10 to 12 inches of mercury were used in the approach and the flare was started with a vertical velocity of 20 to $0 feet per second. The accuracy with which the flare was completed appears marginal in these landings; that is, som.e records showed a tendency for the airplane to level off too high and to balloon, while others did not, with no definite correlation with the vertical velocity apparent. Consideration of these three groups of landings Indicates the following conclusions: The power-off landings, with vertical velocities of 50 to L|.0 feet per second, are in no sense practicable or comjnon maneuvers. The power-on landings, with vertical velocities of 20 feet per second and less, produce accurate flares that cause no necessity for an additional maneuver before making ground contact. The accuracy and practicability of the landings with intermediate power settings and vertical velocities between 20 and JO feet per second are marginal. The average of the marginal values, 25 feet per second, is considered a rational limiting value for use in flare calculations. Speed m'-'.rn-in in annro'-ich. - Calculations of the flare path require also an ass-umed speed margin. The excess STDeed maintained in the approach during the various landings is given in table I as a percentage of the stalling speed (as obtained from m.easurements at altitude) for the corresponding power ind flap settings. If allowance Is made for the fact that the landings made at the highest power settings were not strictly test landings and that the pilot was allowing a greater margin of safety than NAGA ARR No. LI4KO7 11 in the other landings, a tendency toward the reduction of the speed rrar^in with increase in power setting and decrease in vertical velocity is then apparent. The fact that the power-on approaches, with low vertical velocity, were made with outstandingly low horizontal velocities results to a large extent froir the higher n'.aximupi lift coefficients which apply to the powor-on condition. It is common in piloting experience to find t^-at the stalling speed is much lower with power on than v'lth power off and is immediately increased when the Toiler is reduced. 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B-26 alrnlane; landing 15, 191+1 series. NACA ARR No. L4K07 Fig, ''- r 1, ^ ,1 1 t|A 10 fftt fi- m M m ON / ' ': it >^ a pf Ml 1IT « -K ^ t« — — -' ~ IH ^ >+! ■ ■ f i t ( V ■ 1 . ■1 \ ■;!1 % ^1 -i4 r ?l r -¥ >- '- '" 1 / "1 v^ > 1 \r c- J •v. — , *-- _* k: ri s ■r*~ J (■ S 1; ^ P TJ tM , ■-_-■ r 1 ? .;:! 'R : i 1 y - 1 1 ( i ^ •n _^ \ ) l-H — K -— f- ■ — -^ ,,, ~>H IL ? ■ \ (' X V, , , ■tfl :P y !■ , 0) I. 'ri '■ ,r\ i'l" ■i'\ 1, ii 1 '■ ■ ■ '''■\ . : ^ ''vi ^ % -5- f^ ^ u 1 r''^ '■1 1 . ' [ ^- ■'■ _ f>^ er^ >-^ 1 i'H i ,^ ^ r' t ' / 1 , 1 -e f' ; ■ , ^ (y- , - ( \ £ '8 1 &^ B- 3-<: , %. ■ ]■ K -i i . 1 ■! ; i <: ? Jl r 1 rs ■ r-' ■— N ^ ^ --- '-I "' "~^ \ , ;t' 3 .,- ,B ^ : J ■ •: , __^ ^ ^ i--' ■ V, -T— 'b ' ^ "" '^ 1 1 ■) 1 o ^ ■ , ■ — i '. h, f' I \ ■ t .1 > n ifc . A rs 36 3d , . . 3 1 1 e 1(^ ^ ^— M >r\ Id ll' /el 3C t> — ■"~~ -4 ^- ^ in ■F ^- ^. ■"*, c «^ y ? {■ <:, '---. t — 1 ~~ - _ ._ f ) f " : ~~ ^ '^D "Y^ "^ m . c n ^ — — He r\ rcM 1t< i\ — ''^ L (1 tn +- V^ Ti IC ]l \ ■^ -^ --. 4- ■D ^ \Ci{ ^n X| s ^ ir 7i ^ JU \. --, t i-f- -1- r .^ X ^ ■'--. r 1 "--, "^ ■-^ :-. t \ y 1 ^^ ^ f f 4' ^ 1 n 1 1- 1 1 "; c ', < , /. . f ) 1 1 m 3e ■Pl 'e a in a( H jet J ...J _ 1 Figure 5. c.e llEtory of landln^ a, reach and flare. Z-Zb alrjlane; landi-'^ 6, I9I4.2 series. NACA ARR No. L4M)7 Fig. 6 b ,4 1 1 Ml, 10 lAL AQVI" UR •f^ i cr MA (IT EE R Bke m kW i« — ~ ll i ■-[ M- . — f1 1 1 — 1 " ■ ■■ ]f . ?!• r ih XT— c f\ A /- V ■:, — — M r — ' V, 1 \ TT u 1 _ i- T) \-r ( s 1 — ■|^ W. 1 y S _^^ m 3 \ ^ ^^^ N ^ g ' ~ k 1 ] ''\ j i. I ' oi f* D Pi •cl ^ i UP nn ie-| eiH 1 CI :-+ ■^- 1 D — < W ■>e ai j3 n< :n: / tr* "l^ y f 0) Sf 1 -D- -eri ^ li ■0 ( \ +- ll '^ ; ir il 1 ^' — ; , •■ ^ 1 : i -1 r 1 ' ' N, Q) 1 1 -• > __ . i v^ iB , - _^ <- -> f ^ V. lE i-* -— — _/' — — —J 1 ■\ Jr^ •-. — \'.. " i,: 1 ; c )■- -— — 1 — — ■h _ H_ _ TJ £ 1 Ti — A -) 01 1 ■Q ID -a ^ t ■* 1 >-(. >— ( )— < >— ( n y-^ (— ( )— c ►— ( » — c ^-<- y °1 |/ei •ti] ;a V^ Id ;rt / - N ^ £ i^ ^ ( "i ■^t )— < ( )-- 4i> -— l'' ^j:* r- tn! Y 2 X^ . ^ K i^ 1- S [S » n S ^, . — ■ -- — 1i J O si )1t in 0= id -fr Dn 1 N ^, If n -0 tl -; ' CO Tfl ar :! ^ s K, — -- ^1 1' >lt rem ill if N f< Nj ^ ^ ^-< -- 1 ,■ >~-r f 1 1 T I. } ■ 1, > 1/ ) f ^ t T ^ T _ _£ _. ( ) — J. m d !£: Qi & en kt :i.c ii. flC Plpire o.- Ti'ne hlntory of landing approacV and flare. B-26 alrpl^no; landing 7, I'^UZ rerlef. NACA ARR No. L4K07 Fig. r ' ■ i ' — 1 , : ■ ! 1 : ', , . I ;m| t ' i ■ \ . ^ (^ (^ -) Mil Tit IE NA . A DV SO lY -1- 6 c OM : f OR AE m AU nc s ti T \ M^ \ ■■! P f -E y f 1 ^ 1 ■ - il" ■ ': 1 (3) F « .._ 1 > fr i/^ L O 0- ^ W Sf •-- C< J> -ir y -0 / ^ O- ©" t)-J o~ 0- Ox o- J^ -o- ( 1 "t S __, -i y-^ y' if ■f 1 1=^ ( r 2 1 L ^ __ __ __ __ __ ,„ _.^ _^ _ __ _ __ ___ „_ _ ^ i_ 1 -EF ^ 0- — — — — — '=^ — =« — — -^ — — — — — — — [ 1 ' 1 1 -^ -^ 3 - . — J ,^. ^ "^ 1 '-\ ¥ D ^ , ( ) _ ^ Q — A rt p« ;ec u P>t M fl - — V Br he □ i ve oc it >' A 3 !" -QJ Xt ' J- ^ in -t < -a) c in — — ' — — ■—- — - — — g If — ""■ ~ ~ — — — — .__ ^-. -f- ~'" ^^ — r 1 .0) l-r 2i ■y^ T=-- ■- -- --^ p ■^^ ~-- f-^ 1i^ T3 |i « \. \ ^ -->- , ir o T) +7 tl^ >\-t K \\\ nl -^ ^- -^ n '+I ,_- v« !|H IC tul ~~ --. •--^ C) (J M (1 -^ " ■-- -1- L. I U -< ^- — - — ^. "^ ^ , ^^ 1 1 ' i l| -. < ^, ;+ --e. 1 -* - - — ■-f -< ■ " -T m 6^- >G fe ^e -e< ifl te^ «€ -^- — - 'mc ''Ftcr:: of lenii-iij arproaoh a^ri i lar: . 13-26 airplane; landlnr 11, l")i2 series. NACA ARR No. L4K07 Fig. 8 ■ 1 i ■i ]■ , , 1 — — .- — — ,■ RY A -) ; ". N *TI )N ii m Ai RO J' 'J 1 •r^ in Q — — ;ni\ llM TTl E ■Ofl na IT[ ;s H i i — ■ m «-+• — t L ( ) "^ P F* ■' . , ^ f « 1 1 li' \ J [ \^ -V ? i- __ 7 i J^ H 1 /^ -^ ■\ _y d TJ •-V ; j__ - _^ — . — p- T-^ "5 iif af ~ — — \— ^~ ~" ^ -^ -_ "^ ^ 4 ■E > li -) ' t :, i '■ ,. ::m , !, "\ ( ■, ■ ! '! 1 . ■1 — w ■ 'ij' o . a i;- -^ V' t ; 1 Y" D" D i-K a. ^ ■J ■■■1 '^ ^ / ■' f (• ) 1 - i'y-\ / / i ,, ^rf ,A --( v-f t— f J— f >— ( H H M >-^ 1 Fr i' 1, ■^ >-< ,' .| ' i; ' )! 1l j^i' 1 ■ 1 \ p :', _^ — r . _^ — r^ N- -) P' ^ ' : -*-. I — ' - c jfe; ^ s ■^ ---'' y b : 1 "^ '-T +-- ^ f^ ' ^ rS li!: Fn' ■ - ' •— "^ ' \ '. '1 i fa j''' "•" ^ : . i 1 : !";'i: & ;'■ -_- __ _ _ :_ „ „: ___ _. _„ „ ^ -±, _ ;. , „ _i ;„ ._ „ ._ _ _ ■rd i_3 h — ■M )- — — — — — — — — — — — !_ — — — — — — r^ — i f'. ■■ . l: •,.•; -S ■^ ^-M A rs pe ec -- n t s ^ -^ 45 ,1 n ~ V( H la ]| ye ex li- / ,■ ■ Y ■ "^ ~ ^~ — .t-^ ^^ H — — -_ T- — u_ "^ -~i *~^ !P 8 ■ — — r ■ ■■~ ^ ^ fi Jd ( S , , \{ T\ ; c ^ tm PC fr \ 1 j -^ ,. ^ ■ ■■ i 1 1 - J ■ 2f T) ' 4 s ' , >-^ ^ *^'i IH ■ ' ^ s "^ '-^ . n !« He in zc n-t a\ '-v --- ^ 1 T3 in "ii'> 1 _ V€ r-t IC M X *-^ - -^ If fl n ■4- n U V. "v. ■~^ ^~v u*^! 4- r 1^ 1 '^ ^ ^-.. 8 S c ■^ ^ -^ ^-^ t; 4 T u f" 1 ** -^ ( ^ f u ■t- 1 1 1 , i || 3 ; ! ( ^ > r )_ — — ^ m 5-4 ?e Of -e- ae ^+ • as -- 386 — — — — — _- Figure 8.- Time > istory of landing approach and flare. B-26 airplane; landinj, 12, 19(4^ series. NACA ARR No. L4K07 Fig. 10 i ■'c t ? J b4. 1 pi; 3 — 'u OL - - JO\| — -e ■ : ■ y— " -J — I. 7 — ....u^ -V- -^- 5= — o — H> — |— 3 -ci( — ^- oc — k*. — o4 — c -« -' ' ^ ==\ 1 . ./ ^ -j^ r —^ X- ■ 1 ■ '" .... . I '- , 1 -l-n — i s_ r : ■ -^ : I r \ 7 tij - - -^ -ts (fl r; U— -1 \ k \ J ^ ;_. J -M . — U ^ — -f¥i c 4 - S v]( - 2 . — . ■ 4- " ". — ti r" — " "■ 4-. — I— - 7 -C ID 0) C ai U vo CO I pa o ai o Oh b£) C ■d C cS O >^ U o E E-< I o r-\ Ph g) NACA ARR No. L4K07 Fig. 11 1 'r^fl^ 1 $ mi >ut PJ D-|JC AB[ p ^U Ol Pi J3 ezjDD 1^ XLI JO N r X - ^> 1 ]f i — {f v_ s Cfi j — ■ * o I i , 1 - \ ■ ' M, - " ^ k __ 'i- — i .'.1 / 1 — . ^. ~i ^ -f*d — hV 1 - — — — - •'r1 : ' - - [ V ^ .._.' r — - V \ ^ \ 'sf -- -i _ ":7_ —— - T ..._J C \ :1 rp u: \ . 1 -_-;_- 1 1 H " ^ . -■:": — *— — ^- ■ -\ — — ""-" ■ i r -f£ hi y ^ o =3 o —A -- -© -1 — -'-: ' " —^ h r^ •< ] - - ~— 1 -J^- — — — „ -— : 2 , , , , - ■ - ■-■[; 1 1— F=> - -'1 --:. r-f - " ■■^'1 - — 1 i - '" 1 1 j fP i 1 q> c 1 ' ri ^ f f) T i 1 _ <. y o i - ': \ ' iM< tlul '(pfe4 DD \p^}) " i 1 i 1 j , ,pec^c|sjpv'| 1 1 -,T 1 '? CO NACA ARR No. L4K07 Fig. 12 ■ 1 , i tbS[^ i ! ^ ! ! 1 i * ■ i f )4pA 9ia 1 i i 'u 3IJ .D. ?^l 9DDD iqtJujoKi r h ! c > r If 1 ( ■) J^ ? 1 ■" - 1 • - vi I \ j ' ^ VJ \ j . \ I > ( I \ 1 I \ ' t^ \ \ I ■ \ ^ 1 ) — 1 4\ f- — -^ -^ — I — ■ — V -^ ^^ -\ - -— ;"■ ; . 1 . / fQ (f J J / / / :- y - + 1 — / / ^ r ■ " 1 ^ J / r - \ ■ \ (U I. 1 \ / \ u t. j 1 !/ ♦ I h L \ (^ X ) " { CJ \ a s 1 = \ E >. " .... s, 5 1 \ 1" 1 L \ \ j ) ■«: s ) i 1 / < / ti fj ^ 1 i. o UJ i 1 I z 1 — vf U -J L- i s ^ 1 i |G ! ; I ! ! 1 i . , : i 1 1 i ! i 1 } I 1 1 1 I (.C ' 1 i ' d) 1 ' Q ! i 1 . <\ Ci) 1 1 —1 S 1 |. \ \ \ \X \ \ N^ i j 1 i -^ j i ^ i ' 1 I 1 ; iudLd np'^+bo|pwi; i Ml 1 1 I : ; M i ! 1 bwpdfe;j^/; : ; j ; M 1— ? : 1 j i 1 i c C a) I c ol ■g « o u a 0) bC C -d c 0) o (^ o J-1 •H I u ft. NACA ARR No. L4K07 Fig. 13 i ^ ^> 1 1 ■ 1 a P\^ 'Ut ) j::^ 4.3A ^i: P ■ '^ Ol. p^ejBD{3d \Ti )ai JO\j ( r* m IC ) 1 ■ I • » ■ ' "■ \ ! - / / i t ( 1 i 1 \ \ ) / ^ \ r\ k / / / I ' / ._ "■"■ ■ 1 1 r-^ ", L. ... -^ / J.. \ I / .... f 1 / / / 1 i 1 / ■ ■ 1 / / fp cf \ / / / / ' ^ J 1 f / t \ 1 i/ \ : • ry" n !/ \ \ \ ■ : L - N \ \ d I \ \ ^ \ j . (/ O : c ! QJ 1 > 5 \ I ! c S \ 1 1 ^ ^ 1 oj 1 H \ \ 2 il 1 1 — g t-1 ri ! ' 2 ir+ i I i S 3( 1 1 I c . i 1 i 1 1 i 1 j \ ^ri I c 5 ' ' t ) i <- J f? r 1 ^ j 5 ' ; 1 C - i CNl" 4- 1 1 i 1 i ' 1 L|.jJu>j '[p©4.l|)Dipi ^')i : M M _ 1 b ^ ! 1 1 : 1 ! 1 ! i 1 1 ■ : 1 V t ; 1 1 ! . . . i i ! u 5, NACA ARR No. L4K07 Fig. 14 f ■& ap e ) h i ^|t >ut ) J ^4- DA|91" B '"(J OL|.CX fiei bo 5D "]^uiio[vg r r > f 1 • i If^ > I Jf^ L J -J • u i r^ / ^ ; tj 1 1 / ^ / \ k V \ ) N i 1/ n \ i - / V - . \ \ v_ s / / r p_,,S J / 1 M > ■ : ■ \ ■ s j n' 1 / cr (T - - . :?-; - / " / ( ■ i ] > - f ( ■g y r " \ n 1 4-, 1 < i i rfi M / 1 1 1 y \ ^ M N 1 - i h <, / ) \ 1 o M-i 1 ni / (> - / / 1 rn 1 d^ 1 1 1 ! c i '^ (" I t \ 2^ ^ \ \ 9 1 i.-n ) \ S 3 1 , \ 1 / ^ 5 \ 1 Hi ^ ! - "* ^ / j 1 i A ■i ^ \ 3»" ! ■ / \ is " ' 'r- \ \ 1 1 j ) ^i J ) , / 1 ( [ \ i i 1 I i (n 1 1 . c ) c ) t-+. i < ■i r ^ 1 1 i ^ H-y-; ^ 1 0)1' i 1 ! 1 ^ J vi ! 1 i 1 \\Jfia. %p^+toipij4ij _ _i^-.-- ^ aJ j U i i 3BpdjSJjlV i I- On to 4> H I m ■d c CIS o cd o o, cd d ■ c 0) o o .a (D NACA ARR No. L4K07 Fig. 15 :^r': ; ■' ' " ■' ■ 1 H 1 : PC^ '■ Vh :'■! i''l I. 1 ■'1^ .; :; ]■*■ 1 f S ' "\ 1 i'' : !■■ ; : i| — y B \ A '^y i ■ !• iJ. 1 4,1 i' \ ■ — 1 ■■ [ H AT Tf ON a Wi m l«V ^^1 1.. ' ir V^ \ ■ .1 1 - i :o iIM fOf i* ■M NA JTt » \' ' 'i*" m^ \ e-i-4 ),'■ \ ■' \ '^ m :- j N^ -~- 4 i /V IS* let -*1 ^- / Su >(P !. ■'i :'' 1 P ( 1 N a f* ^■^ ■ ' ■ ti t' aa oc -id OQ c ) 10 OC Of 20 x> 00 DQ 40 ± --ii ^c ^"13 ;
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U E '^ r 1) jU .c 1 —I ■ , ■ , . 1 'J 1 PT '■ : !:l o " r ' ' 1 k^ H-" ' ? f' P S f^ J ■ I -f \c _^ [ ; b jL I e t 1 i; > K 3 2 D Z^ r ;,: 1 ^ ' ; -i-'l"' X C! ^ C^ ±s r cc ^ oc t^ _^ j tl J ^ ■ ; i\ Figure 15.- Fllc^t path and time history of landing run. B-26 airplane; landing 8, Ijl;! series. NACA ARR No. L4K07 Fig. 16 m U'l -T mr ^ m !H iin --- W '■" s# :g P WH Jilt m w TFT ITT mm: FET )i+in(i.nm HE i::^ P _ .": 1 Ih si I'-l :'!'!: 'J r 12:11: __: — \ M i m ^sll lis ■"1 m ■:■;; ^" - — . .*^ * j V ^^ j ■ ■ ; rfi- , ^'f ff i Tt - — — r-^ — ii t;. ; , i m \_ i^fi^l Hi! ■.i j .'-'. -— jtaiiiffj^ /lovlsefer- ..c ni^ Ml If : F Ofl AJ joii m TK s "ii^ F-1 ^ K ^j : j --- . : -;; , ■ 1 ! " r^ 't3 f ^" '-' 'N — ,-,; — 1 ' j J . \U -;■ • - -"i ■ I p::a i. - 1 i 1^^^ y%/ Si nj: 3 &: ' f : -^ 1 f ; -• "~^ ; — L_ iS l?-f ^ tai r*H T : 3G 00 ie 56 : -i m )Q "■ •a ^ ' ■' -A » J:^ .( \r t^ ^, 1 ~ — . 1 :rz _— Hot Ed rrt af j M-' i "n Y> \ %* i:U -; 1 ;_!_ m' jrol al; I IHl *irt js^ 3^ '- V, -r- ; - f^ it l; s l' ^-v ;■ 1 : 1 . .Taj Md *^: - \ s •s" X ~'" ,_!_ -- - --| -n j-- |- i<^ if) -^- \ TJ ^■^ — 1 '- in Tf \ j '■ "-+ - '' j> — \ X "s IC- 1 - ^r #1 4- \ \ .^ " *:i £-'- . . / ~\ ■ j ■^ i-^v ..'" '- !""■ f \ ■ ■F-g :r:i.-,. i -1- ■t 1 i_ — ■•!■■ "^ — — -- h- i 1 1 ;,, j, lai ■ - J- — r- --' . 1 :' "^ fej; -r 1 - j -■ : • -- S* 1 I .ft.j j& id 'Jrlt srf ^s P y^ ''^•~~ ?■■;■' ■■ •:. ■ -~ '^ fv/« id ill «^ ^ m / :.:;*! s - •S ;-■ ' h— ~- -^~*^ ■^ -;• j| ^^- ^-- „-, ^- ^"^ k^ I -, -^ -S-aj V "If ti ; f . '■^ ~ ■: 4f D ■ s^ fi h --;-- «^ — I — t— — 1. — '^ "--- ^3 ; -^ ">• ~x ; ii TH '1*4 s ■ r.i'r ■^ i MM i*rHl - ■ f 1 ;- H ;;'-" X iw-^ .-■■: ■^, 7 ( ). MM ^- ■ "~^ ll'-r '"' ; W'M ^ ■ •■ i-; r , ":■ ■ l,:j , • "S ■■^i, — -- ;: — \ - — '. : -J . ■' ilitfe iS: i .■ ::^^ r" r- = ':■.; ■ . T 'ill ^ - ^j :'- ' ; f: .^: rip jIi^ -^ . : hrj 3 _:M 1$ ■ f - , ;i j, , 1 '.M 1 ^ _ ' iili 1 J ii h -4 s -{ 3 -~i \ ( ) X . i i i: 1 le ) ■-i ^ Q; -: . t }-- 1'---: ]''\\ lir^ Tir ^ ^^ mm- Itttj n fIffP as m mi -^n: ' .1 ■ : • 33e !> 3SA Mfi^jH V- ■|| pM ii| -'H ,: c J < , » i t' t ■ 1 ' '"' i'- lJ I'y. !i! ' - 1^ : ;! :■! ! 1 " ;.; :•; rr*]-;: ■ :1 -!- ^- :■" • plTl:: ; !-■;: 1 .• >. 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't L t t > ( ' -i "1, ; "!~T^ trT'S -- — :^ ^ 1 " ' 1 ■ "' \ r - ' , ' ^ : — '©■fe't / / _-\- <, !j ■r ^ ,t '' f1 ■ i - .;,,- — ' ■ ' ' ! / .? "*. "ittt 1 J V 1! 1 ,• ^^t^ .. ■ / , 1 i^-t -■- ' ■ ! T^ *;: p" \ • fj t , ,,,: ns ,:,." i iiT^-"^ . — < s — t ', \\ . 3 ■'! ■• . ■ J 1 ■ - • ,1,: 1 - f-^- ' ■' t^-^ J . •: ■M , rt .^ 1 i' ! 1 ■■ " ^1' • ■ '..l - ' :'^iil ■*. - r > ,,: .,.: ^ ■ . ,, ;; VjO .... r ; I 't 1 ~~ <> If \ r \f -« t- ! v- 1 .^?fc 1 I'ii 1 u ' -!. «/, ; ' 1 r^ ■■.I :-i' ■ , , ■ . ■ \ '■ ' b'L ^ w lOL '!:• -■' ■ J b 'ue V Uo I9Z e/? tj \h^ .ecH^y n ! !i'i h^ V<: w,;i ^OC /a.y V /^^ Uj, Oh \ ' :.:-',ii h-n 1 •/^ ^4.i^o< ■ IJ '// ' 3^ >9S9. f^^^i:! a E-i NACA ARR No. L4K07 Fig. 17-Conc. NACA ARR No. L4K07 Fig. 18 NACA ARR NO. L4K07 Fig. 18-Conc. i^nt fi m !!•' ■■it' r'l ViWif 1iliiW« 3m [V ■ r" \,-\ l:i gfi gg !-"' ■ ^ fili'^f If t-TJ; ! - \ ■ -'-c,T ■ ■ - •■# ^ Mi i tr^^T ^"^"^ ' s ■ :.^'. -~ i / ' O ' d n ■■ ■ . / ; I r^^ ■"^t ^ : 1 — ■— :'^!i '■i'i i ■ i ~ . f W'''' ■ Ij i - :,- — ■ • ' 1 Pi-l'-l- ^ f' : . - I.I.I , 1 MH'^ jji:;- ■ .'"^ s.^^ ^ .^- —\— 1 t^ -*:! f?*-1 Ll^ 3 s r ll i PZ^ - ' 1 si ^ z ■J - - r '? ^ ^ ■^ ^ J '■'■j f i: iS. ;& iK '% ■;.; ■ . -I : _i--- .. I , ,^■3 ■5S ' V ;"^ ^ ?tP ']] ' ■ i l5 -t o I ■ : ^ :'l| Oi s: ' i ffl ' t ! - -- 1 f'9> ; i , -i 5 ■if -Si '-"1 •-; - ■ - -^ -'^ - * nf ".-^ 1 s K - - ^' ' ^ - ■■4+1 pi ■ - tSi f S ( . ■ "- F + — - -n i 1 : i^'-* I , i; '-:'! ;" I .; ■i -'- \ ■ i' - 4- J t> rm-frij. ta; :■ t I _ iiJ'tT f^i- '( ll 7 •- ■ \ J i '^ i "-■ »a *-;i fi:- ' - " ;-; -, - , : . - > -7 i i '■.n -.- 1 - kr:r - ; . I ,-":i. -- i-^ ■ y. ; -r FT;. •: . C i H '-— ---: — : - (n mil*- ■i : 1 . ! II 1 ■ T -ic ,{ 'Si'' ■ ' ,--^- r ■. :■- ■' 4 , .■ ,1 . 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F\7 - 1 1 ! - ■ i > ; i 'l ' •nt } 1 ^ f / -, • P r^ "-■ - -"/■■■■ ■ r i^ :'" ■/' ' Sfi -s ■" ■ r - ■5 ■ c> q 1 Ci c » . c > > -- m //■I s-fia 70.Hy — ha P "SO t ^ ;+ •u < ^t{ /c JO WA3 /:' '^ 3 i pn ;/9 *V '^ ^;::4i. t^i^^^ i^' S^f ft 'ft? iiii i d ;'r !,; f4 jj!^ 'ttT> .. '■-tl Hit ipl NACA ARR No. L4K07 Fig. 29 NACA ARR No. L4K07 Fig. 29-Conc. w m SIS s H IH 11" n ± \ Titt S| li J 153 t V WM :;''!• ill' ■■ 'h'i^ M Iff ff ™ 1 :■; '. " iij ^S V n t a i i t r ■ Tr^ ■f' ¥ fiF ?!" :^.i t P i \ ■ s , . . ■II it*^ Wl^ J^ h 1 i i i i Tl W''' ii-IU ,., , ... ftj ■ ^i ^1 %\ V' -n :' 5|'jf I S 1:1 '''■ t' Hrl iS^i^- t i S nxl w^ , 1;. t: :rr Iti iji^r: 1 ■ . !' '" T '&■ i'-V ,- — ^- ■■•;' ' .J, . :;:t P Plii ! I ■-!-- ^■- . . M . :i Wt^--- ^ S^ .; 4" hW\ * p T- ' .-- [ ss b'^^'T < 1 ^^-^ — iti ] i"^ oa ,- 1 ^ , v- z ^ \ -. I t \'-' 1 : , . ■ : i ':M, Tt3 • |- _*f "^ ■' 1 f . 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' .'1 U-. — 1 . r ™ --~~. „,_ i^:: \--^ ~ — ! — c 1 < v — — — — ^ — r\) ! 4 c '^ -T^ _ <:i i » T : ■ u ?a 11 Tj JlA'CdC b9i r-'f Ei-i? ^D9\ ipi X/ i 1 ^avj M UA ^'3 '/?( IX Ot d ' s ^ pn; ¥ i£i.it±i tfii li m M ^fiH^ 'iiiiuk''- ■ \1^ I'rtr ^Xi ta ■^ Lihil^ f? ("t-V+l^rti it alii ni^n iWii NACA ARR No. L4K07 Fig, 30 F NATIONAL ADyiSQAX (a) Flaps deflected 3h-'j°' i±Sfe5tt3i±teriia?^t >:-:tH-H-+h-:-|trMt-n-i-Hmrt rr.-rt . .^ I I i i i T i Til' l T r mijlf att 4*4* 1 i I ' l I I ^ ^r-tt ?ffl ^^m -IS m m sa -m /&- Wii: 4f-H -^=- &_ \— 13 -±- ^ i (b) Flaps deflected 55° (full down), tl St /w /ho /a'jD /3^ /'lO /i'O Irkii '<2 fei. a /r ^p-~^e\i ^ mpA o o i'O e. s ifjch^i • /Aan/f<^/c ' fi . ress^/'i // /f 'che^ /77