ACR No. L5J29 y^ NATIONAL ADVISORV COMMITTEE FOR AERONAUTICS WAiniME REPORT ORIGINALLY ISSUED December 19^+5 as Advance Confidential Report L5J29 A FLIGET INVESTIGATION OF NACA AILERON NDDIFICATIONS FOR THE IMPROVEMENT OF THE LATERAL CONTROL CHARACTE3?ISTICS OF A HIGEB-SPEED FIGHTER AIRPLANE By Walter C . Williams Langley Memorial Aeronautical Laboratory Langley Field, Va. NACA WASHINGTON NACA Wartime reports are reprints of papers originally issued to provide rapid distribution of advance research results to an authorized group requiring them for the war effort. They were pre- viously held under a security status but are now unclassified. Some of these reports were not tech- nically edited. All have been reproduced without change in order to expedite general distribution. L - 191^ 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/flightinvtOOIang |;l!) s , . ^r IBOHn'l NACA ACR No. L5J29 NATIONAL ADVISORY COmiTTEE FOR AERONAUTICS ADVANCE CONFIDENTIAL REPORT A FLIGHT INVESTIGATION OF NACA AILERON MODIFICATIONS FOR THE IMPROVEMENT OF THE LATERAL CONTROL CHARACTERISTICS OF A HIGH-SPEED FIGHTER AIRPLANE By Walter C. Williams SLTMMARY A flight investigation was made to improve the lateral control of a high-speed fighter airplane. Tests were made of the airplane with the original aileron installation and with a set of modified ailerons developed by the NACA. This modification consisted of an increased balance chord and increased nose radius. In order to determine the best aileron performance with the NACA modified' aileron, tests were made "vvith various aileron-deflection ranges and riggings with the original control assembly and with an experimental differential control unit developed by the manufacturer. The test program included the speed range from ISO to L(.00 miles per hour. The NACA modified ailerons with either of two mechanical advantages were found to improve the aileron performance over that obtained with the original ailerons. The modified ailerons with a deflection range of ±15° and the differential control unit appreciably increased the aileron effectiveness obtainable at level-flight speeds v/ith.a 50-pound stick force, but showed a slight decrease in the effectiveness obtainable at .a speed of I4.OO miles per hour with a 50-POT^i^d stick force. On the other hand, the modified ailerons with a deflection range of ±13.1).° and the modified differential control unit gave only a slight increase in the effectiveness obtainable at level- flight speeds, but gave an appreciable increase in the aileron effectiveness obtained at a speed of ii.00 miles per hour with a 50-pound stick force. Indications v/ere that the aileron structure would need to be strengthened, however, before the latter arrangement could be safely used. CONFIDENTIAL NACA ACR No. L5J29 INTRODUCTION The original ailerons of a high-speed fighter air- plane gave very light stick forces at small aileron deflections, but because of separation about the very sharp aileron leading edge, the forces near full deflec- tion were very heavy. The sharp-nose balance on this aileron was also considered to be the cause of aileron overbalance and oscillation in extreme high-speed dives. It appeared that a balance of increased nose radius would eliminate the separation about the balance nose at high aileron deflections and would also decrease the tendency of the aileron to overbalance at extremely high speeds. The NACA, therefore, undertook a flight investigation to determine the control characteristics of modified ailerons on the airplane. Tests were also made to determine the characteristics of the original ailerons in order to have comparable data. Syr^BOLS P b Vi V q' rolling velocity, radians per second wing span, feet indicated airspeed, miles per hour (K \/— — (reference 1) true airspeed, feet per second (reference 1) dynamic pressure, pounds per square foot f-pV^ = K^PoVi^j (reference 1) average wing chord of portion of wing ahead of aileron 'a °b average aileron chord average aileron balance chord CONFIDENTIAL NACA ACR No. L5J29 CONFIDENTIAL AIRPLANE AND APPARATUS The plan form of the airplane and the location of the ailerons are shown In figure 1. Sections of the original aileron and the NACA modified aileron are com- pared in figure 2. Figure 3 is a schematic sketch showing the original aileron control assembly and the experimental differential control unit that was used in the latter part of the tests. The dimensions pertinent to the aileron installation are as follows: Wing span, feet i|.0.776 Wing area, square feet JOO Wing plan form Elliptical Aileron area, square fee_t 9 "5^ Aileron chord, fraction c^ 0.l8 Original aileron balance chord, fraction "c^ • . • 0'375 NACA modified aileron balance chord, fraction Cg. O.Ij.02 Airspeed, rolling velocity, and aileron position and stick force were measured by standard NACA flight instru- ments. The control deflections were measured at the ailerons In all of the tests except those of the produc- tion ailerons,- and in this case they were measured at the control stick. TESTS, RESULTS, Aim DISCUSSION The aileron characteristics were measured in abrupt aileron rolls from laterally level flight with the rudder held fixed. Records were taken of airspeed, rolling velocity, control position, and stick force. From these data, the variation of aileron effectiveness pb/2V and aileron operating force with aileron deflection was deter- mined. Aileron rolls were made at increments of approxi- mately 50 miles per. hour indicated airspeed from I50 to [|.00 miles per hour for most of the aileron arrangements tested. The aileron test program can be divided as follov/s: (1) Tests of the original aileron installation CONFIDENTIAL \ CONFIDENTIAL NACA aCR No. L5J29 (2) Tests of the NACA modified ailerons, having wooden leading edges with the following riggings: (a) Deflection range from -l6° to 12° (original aileron differential and mechanical advantage) (b) Deflection range of ±11° (c) Deflection range of ±15° (d) Deflection range of ±15° with original differential control unit (3) Tests of all-metal ailerons built by the manufacturer to conform to measurements, made by their personnel, of the NACA modified ailerons and a modified differential control unit giving a deflec- tion range of ±13.i+°; tests were made with the fol- lowing riggings: (a) Normal rigging (b) Rigging v/ith —--inch shim between the aileron Id and hinge bracket, v;hich in effect moved the hinge line forward, and thus reduced the aileron balance (c) Rigging for 0.6° droop (d) Rigging for 0.95"^ droop For each aileron installation tested, results are presented to show: (1) The variation of right and left aileron angle with stick position (2) The variation of the helix angle pb/2V with change in total aileron angle (3) The change in aileron stick force with change in total aileron angle Tests were made with the original aileron installa- tion, so that any tests made with the modified ailerons CONFIDENTIAL NACA ACR Fo. L5J29 CONFIDENTIAL on the airplane would be directly comparable. The char- acteristics of this aileron installation are given in figures k.)'5> ^^'^ 6' Figure I4. gives the variation of right and left aileron angle with stick position. The variation of helix angle pb/2V with change in total aileron angle for various indicated airspeeds is given in figure 5^ ^rid figure 6 shows the change in aileron stick force v/lth change in total aileron angle for various air- speeds. These data indicate that the aileron stick forces were quite light for small aileron deflections, but that they became very heavy before full deflection was reached, as shown by the sharp rise in the force curves beyond half the total aileron deflection. An aileron shake was also present . The stick-force characteristics presented in fig- ure 6 indicated that separation v/as occurring around the sharp nose of the aileron balance. It was felt that an increase in nose radius would eliminate separation within the aileron-deflection range used. With an Increase in ■ nose radius, however, a decrease of aerodynamic balance would be expected in the range of small aileron deflec- tions. In order to obtain the same amount of aerodynamic balance with a well-rounded nose as was obtained with the sharp nose, an increase in the chord of the balance was considered desirable. An aileron balance of Increased nose radius and increased chord was then designed, and a pair of ailerons was modified to incorporate this balance. The leading edges of these ailerons were made of wood. The nature of this change can be seen in figure 2, which compares the original aileron and the NACA modified aileron. In the first installation of the modified ailerons, the aileron differential and mechanical advantage of the original installation were used. Figure 7 gives the variation of right and left aileron angle with stick position. The flight-test data are presented in figure 8 as '-he variation of pb/2V and change in- aileron stick foro^^ v;ith change in total aileron angJIe. It can be seen oy comparing figure 8 with figure 5 that the effec- tive-i.)5,s per degree aileron deflection Is increased with the modified ailerons, which indicates that separation does not occur over, the nose of the modified ailerons. The aileron-stick-force data as given in figure 8 show that, beyond half of the total aileron deflection, the variation of aileron stick force v/ith aileron deflection reversed slope. This lightening in the stick force CONFIDENTIAL CONFIDENTIAL NACA ACR No. L5J29 indicated possible aileron overbalance. It is interesting to note that, in the range of total aileron angle where the force variation is linear, up and down aileron deflec- tions are about equal (fig. 7); beyond the total aileron deflection at which the slope reversal occurs there is more up aileron than down. This result indicates that the up aileron was providing more balance than was needed to obtain a uniform variation of stick force with aileron deflection. On the basis of these data tests were planned of the NACA modified ailerons rigged to give equal up and dovm aileron deflection throughout the deflection range. Aileron bell cranks that would give an aileron- deflection range of approximately ±11° were available. Although the use of these bell cranks would cause a reduction in the available pb/2V because of the restricted aileron travel, it was felt that the data obtained from tests with this deflection range would indicate whether or not equal up and dovm aileron travel would eliminate the reversal in slope of the variation of stick force with aileron deflection. The relation of the motion of the right and left aileron with stick deflection is given in figure 9* The data obtained in flight are given in figures 10 and 11 in the same form as that for the preceding- data . Inspection of the aileron-stick- force curves given in figure 11 shows that the slope reversal was eliminated. Upon completion of the tests of the NACA modified ailerons with the deflection range of ±11'-', it was decided to Increase the total aileron-deflection range and thus to Increase the available pb/2V. Aileron bell cranks that would give a deflection range of ±15° were designed and manufactured. The motion of the right and left aileron with stick deflection obtained with these bell cranks is given in figure 12. The stick travel to the right was limited by the balance of the downgolng left aileron striking the face of the slot. The flight-test data for this modification are presented in figures IJ and ll\.. Figure IJ shows that a value of pb/2V of 0.097 was obtained. It should also be noted that the slope of the stick-force curves in figure ll\. is greater than that of the curves in figure 11, because of the decreased mechanical advantage with the aileron deflection range of ±150. Prom the data obtained in the tests described thus far, figure I5 was constructed. This figure gives the CONFIDENTIAL NACA ACR No. L5J29 CONFIDENTIAL 7 values of pb/2V obtained throughout the speed range with a 50-pound stick-force liiTiitation for the original ailerons, the NACA modified ailerons with a deflection range of ±11°, and the NACA modified ailerons having a deflection range of ±15°. It can be seen from- this fig- ure that the NACA modified ailerons with a deflection range of ±15° caused an appreciable increase over the original ailerons in the pb/2V obtained at level-flight speeds, but the rolling obtained at diving speeds was reduced. When the tests that have been described were com- pleted, the manufacturer became interested in the NACA modified ailerons. A lateral control problem peculiar to extremely high speeds had arisen; the original ailerons were overbalancing and oscillating in high-speed dives. The NACA modified aileron, which gave lower pres- sure peaks with the round-nose balance than did the original aileron with, the sharp-nose balance, was con- sidered to be less susceptible to this overbalancing con- dition. In addition to giving lower pressure peaks, the NACA modified balance does not. unport as early as the original balance, , which should delay any "snatch" in the ailerons. It was felt, however, that the -pb/2V available with a 50-pound stick force at high speeds with, the NACA modified ailerons should be increased. In order to accomplish this improvement in control at high speeds, the manufacturer suggested a differential control unit; this differential control unit, is a device that gives increased mechanical advantage at the smaller aileron deflections and a resultant decrease In mechanical advantage near full deflection. The control unit v/as incorporated in the stick cradle. (See fig. 5(b).) Figure l6 gives the variation of right and left aileron angle with stick position obtained with the dif- ferential control unit. The results presented in this figure shov/ that, in addition to the changes in mechanical advantage described previously, an increase in the over- all mechanical advantage of approximately 9 percent over the NaCA installation was obtained. This increase was caused by the increased stick travel. The differential control unit used 9 '8 inches of stick travel to obtain aileron deflections of ±15°, whereas the NACA installa- tion used 9 inches, which is the Army standard (refer- ence 2), to obtciin the same deflection range. The data obtained from the flight tests are shown in figures 17 and l8 . A comparison of figures l8 and lij. shov;s that the CONFIDEi^TTIAL 8 . CONFIDENTIAL NACA-ACRNo. L5J29 differential control unit changed the variation of stick force with aileron deflection from linear to a curve with lov/er forces at the small deflections and higher forces at full deflections. For direct comparison, a curve showing the values of pb/2V obtained throughout the speed range with the NACA modified ailerons and the dif- ferential control unit was plotted on figure 15 . Inspec- tion of this curve shows that, although the values of ph/ZV obtainable at level-flight speeds were some- what reduced with the differential control unit, an increase of approximately 20 percent was obtained in the effectiveness for a 50-P3und stick force at a speed of ij-00 miles per hour. Upon completion of the tests described in the pre.ceding paragraph, the differential control unit was modified by the manufacturer to obtain a greater increase in mechanical advantage at the sacrifice of some aileron deflection.. The manufacturer also constructed a set of all-metal ailerons made to the same contour as that of the NACA modified aileron. The m.odified differential control unit gave an aileron-deflection range of approxi- mately ±1^ .l\P , with the same stick travel as that of the original differential control unit. The variation of left and right aileron deflection with stick position is shown in figure I9 . The flight-test data are presented in figures 20 and 21. A comparison of the force data given in figure 21 v/ith that given in figure I8 shows that, except for approximately the first 7i° o^ aileron deflection, the metal ailerons and modified differential control unit had lighter stick forces than did the NACA aileron and original differential control unit. Com-parison of the aileron deflections obtainable at high speeds with unpublished data on the loads on the ailerons, however, showed that it was possible for the pilot to obtain aileron deflections at which critical aileron loads are incurred. Steps were then taken to increase the aileron forces. The first modification tested consisted of a inch 16 shim placed betv/een the aileron and the hinge bracket, which in effect moved the hinge line forward and thus reduced the aileron balance. Figure ZZ gives the varia- tion of right and left aileron angle with stick position with the -—-inch shim in place. Figures 23 and 21+ give 16 CONFIDENTIAL NACA ACR No. L5J29 CONFIDENTIAL 9 the data obtained in flight for the ailerons with —-Inch 16 shims In place. Comparison of the alleron-stlck-f orce data presented in figure ZI4. with that of figure 21 shows that the shims Increased the stick forces somewhat. It was felt, however, that drooping the ailerons would accom- plish more in reducing the danger of exceeding the aileron deflections for critical loads than would the shims. The critical aileron deflections were up-aileron angles. Drooping the ailerons would not only increase the stick forces but v/ould also, for the same change in total aileron angle, result In lower up-aileron angles. Tests were made with the ailerons drooped 0.6° and 0.95°. The data obtained with ailerons drooped 0.6° are given in flgiares 25, 26, and 27. These figures give, respectively, the variation of right and left aileron angle with stick position, the variation of helix angle pb/2V with change in total aileron angle, and the change In. aileron stick force with change In total aileron angle. In like manrier, figures 28, 29, and 50 present the data obtained with the ailerons drooped 0.95°' Comparison of the force data given in figures 27 and 30 for the drooped ailerons with the force data of figure 21 for the ailerons rigged nor- mally' shows that drooping the ailerons not "only increased the stick forces but also made their variation with aileron deflection more nearly linear. . Comparison of these stick-force data with the unpublished data on aileron loads showed that the ailerons with 0.95° droop would make it impossible for the pilot to exceed the critical aileron deflections. It should also be noted that if the modified ailerons tended to overbalance at extremely, high speeds in a manner similar to the original ailerons, the overbalance could be lessened by dro,oplng the ailerons. . , - In order to show more clearly the effects, of the small modifications tested, the results are summarized in figure 51, which gives the values of pb/2V obtained with a 50-pound stick force throughout the speed range with the modified differential control unit and the all- metal modified ailerons v/lth normal rigging, —-inch 16 shim, 0.6° droop, and 0.95° droop. This figure shows that highly balanced surfaces such as the ailerons tested are very sensitive to small changes in rigging. Figure 32 was prepared so that a selection could be made of the mechanical advantage to be used with the CONFIDENTIAL \ 10 CONFIDENTIAL NACA ACR No. L5J29 modified ailerons to produce the best all-round aileron performance. The NACA modified ailerons with a deflec- tion range of ±15° and the original differential control unit gave the best performance of the modif ied-aileron configurations presented in figure I5. The best per- formance of the configurations presented in figure 5I is given by the metal modified ailerons vi/ith the nomial rigging and the modified differential control unit. It must be remembered, however, that the latter arrangement can be used only if the ailerons are strengthened. Fig- ure 52 gives the pb/2V values obtained with a 50-PCii^i^d stick force throughout the speed range with the two aileron installations just described. Data for the original ailerons are included on this figure as a reference. Inspection of this figure shows that the modified ailerons with either mechanical advantage show an appreciable increase in effectiveness over that obtained with the original ailerons v/ith a 50-po^i^d stick force. The modified ailerons with a deflection range of ±15*^ and the original differential control unit offer an appreciable Increase in pb/2V obtainable with a 50-POund stick force at level-flight speeds but give a slight decrease at a speed of i^OO miles per hour. The modified ailerons with a deflection range of ±13.14.° and the modified differ- ential control unit show an increase in pb/2V obtainable v/ith a 50-pound stick force throughout the speed range. This increase is small at level-flight speeds but is appreciable at a speed of ij-00 miles per hour. No quantitative data are available on the modified ailerons at extremely high speeds, but high-speed dives are reported to have been made with these ailerons v/ith- out overbalance or aileron oscillations being encountered. It is believed that the ailerons in this case had a deflection range of ±15° with the differential control unit and v/ere drooped about 1°. With this arrangement the values of pb/2V obtained with a 50-po^i^ I- 52 o > * Z tu o 1^ Z X o « n O -P « 9 41 O o 4h s r-l K<^:!^^ Eh z Q I— I bu Z o o \ NACA ACR No. L5J29 Fig. 2 Eh Z Cd Q I — I 'z. o o u >• P !2 o |3 Z UJ o O u <: O O •H a d o bO-P •r-l d u o O T< O TJ H M ca a O O CM O 3 bO \ NACA ACR No. L5J29 Fig. 3a, b CONFIDENTIAL -Control stick Center^ stick cradle pivot Push-pull tube to aileron Push-pull tube to aileron (a.) Original aileron control assembly. Control stick Center, stick cradle pivot Push-pull tube to aileron Push-pull tube to aileron (b) Aileron differential-control-unit assembly. NATIONAL ADVISORY COHHITTEE FOR AERONAUTICS CONFIDENTIAL Figure 3. - Aileron control assemblies* \ NACA ACR No. L5J29 Fig. 4 \ / >■ 1- a = Z UJ \ / \ / \ \ ^ \ ' / -1 < _ 1- z 111. a u. z 8" / ^ \ -1 / V Z / \ p \ ^ M § \ 8 / ^ ■^ 1^ \ l* ^ .^ u lil ■ bOrH •H .H O 5: t-3 ^ €.^ s: ID t* rH O ^ O • QJ s ° ^■^ ■H 4^ ^ aj w ■H O CO w ^1 03 O oo ^ 4'^^e/ u/'uo!4iQOd )^oi4Q 4f^l \ NACA ACR No. L5J29 Figs. 5,6 ^tS§g 5il (£ n •H O • bo a a ^ ^ J3 r-l H ^ r o <: 4-, U c O -H e ^ "•3 ^ s: s ^ ■H X- < S U H > Z UJ 1 O L. to z E o ?n u 7-1 ft/fi/a' 9/ ' eojof >io\4.s ut obuDU^ if^l »- z u o u. z o u ^i?!§ > o a o X N /V^''d/ I c tr ■P -P uoipDj ^/\ ■^/gcf 4J^7 NACA ACR No. L5J29 Fig. < Z 8 \ - s Z X s \ \ - c 5 /^ \ 1 i ^ / ^. > ^ \ / \ / "^ / / -1 / ^ z / \ a ^ / \ s / \ \, y \ ^ (Vi ^J 'O ^ OO" ^ P 5^7 T3 *\ -9i SfeS U r^ U (D .H o o -•313 c S.2S e •H .H In -3? o -cr a ra O ^ foi4<5 4.jsq \ NACA ACR No. L5J29 Fig. 8 -c I +• 3 ■■ «j= lit CO NFIDI iNTI> ^L 08 y\ ^ OA ^ /" X / T a/ /■ (mph) c 155 ^ IQ3 a 2/4 04 ^ / X ^ 03 i; ^ ID ^ -^ ^- -^ \ r, ^ i^ U-^ OTJ- c ^ ^ 10 ^ CO NFIDE :ntia kU NATIONAL ADVISORY COMMITTEE F0« AERONAUTICS ^ 20 10 O 10 3D 50 Left Change /n fofo/ o//ero/7 ong/e, de^ Riqhi- Figure 8. - Variation of helix angle pb/2V and change in aileron stick force with change in total aileron angle, NACA modified ailerons) original aileron differential and mechanical advantage) aileron-deflection range, -16° to 12 . \ NACA ACR No. L5J29 Fig. I- z bJ a u. z o ^§ 10 - ^ § o Qo ^ I -p ■H • o c 4) U <3i o ■p +^ -C o Cm} 01 -H r-t U Cm (D -a -a i4 o W (D U/ 'uoi4!S<3d ifOi^S^ \ NACA ACR No. L5J29 Figs. 10,11 vJo (M ^ Cr> 00 ^J- iQ ^ S-io o xj- o 10 o 5 -i M cvj Ci C (D c c;^ 2 s tDxf d a s: « g o o i.. 4J -H «j .H« ^, O CD C5 ar^ < © «" o .s §c K t: (I) -5^ C51 ■^3 C ^ *i; o -= o • (vi o V - o a •)C^^ ■H C 'H s CO y H n 3 /■ ~ \ \, X J ( ■* 4 Q \ 1 1 I CONFIDENTIAL 1 1 1 \ \ / < 5 \ / z bJ ■s. \ \ / Q ~ b. z I: \ / 8 / \ 1 / \ ^5 / \ ^ \ ; \ / / \ \ \ cb '^ ^ ^ 00 !P§ 5Ni (0 ^^ 5 ^UOJ ifO/^S' U0U9//0 U/ ■Z>6UDL/^ />^>7 < I- z UJ 9 Ii. z o u ^ \ c ' NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS 1 1 1 1 %^ \ K \ Xv. \ '^ \ \ ^\ K ^"^ X) d-H ^ oo ©BO § ^ S^ .s^ ^ ^ c ^f^\l ^ri -H C C -P O O t> •1-4 (i O +> * rH ■*-» -H © \ NACA ACR No. L5J29 Figs. 15,16 CONFIDENTIAL 1\) I I I ;S — Original aileron installation — MACA modified ailerons j aileron- defleotion range, ±11° — NACA modified ailoronaj aileron- deflection range, ±16° — NACA modified ailerons; original differential control unit; aileron-deflection range, ±15° O^ NATIONAL ADVISORY COMMITTEE FM AERONAUTICS /20 /60 ,300 ^-^ ^O 3£0 360 '^KtO /nd/cafed air^joee-d , )// ; rr?p/y -^f^W Figure 15. - Variation of helli angle pb/2V with indicated airspeed for a 50-pound atiok force. 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