Moseley, William C , Jr

English

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RESEARCH MEMORANDUM 
INVESTIGATION AT TRANSONIC SPEEDS OF THE HINGE-MOMENT

CHARACTERISTICS OF A 1/8-SCALE MODEI

OF THE X-1E AILERON 
By William C. Moseley, Jr.  
Q 0 Langley Aeronautical Laboratory 
Langley Field, Va. 
/
S. 
CLASSIFIED DOCUMENT	
0 
This material contains information affecting the National Defense of the United States withintf)me 
of the espionage laws, Title 18, U.S.C., Secs. 793 and 794, the transmission or revelation of which in 
manner to an'unauthorized person is prohibited by law.
NATIONAL ADVISORY COMMITTEE 
FOR AERONAUTICS 
WASHINGTON

August 5, 1955
https://ntrs.nasa.gov/search.jsp?R=19930088765 2020-06-17T08:45:02+00:00Z
NACA EM L55FO6a	 CONFIDENTIAL 
NATIONAL ADVISORY-COMMITTEE FOR AERONAUTICS
RESEARCH MEMORANDUM 
INVESTIGATION AT TRANSONIC SPEEDS OF THE BINGE-MOMENT 
CHARACTERISTICS OF A 1/8-SCALE MODEL 
OF THE X-LE AILERON 
By William C. Moseley, Jr. 
SUMMARY 
An investigation was made in the Langley high-speed 7- by 10-foot 
tunnel to determine the transonic hinge-moment characteristics of a low-
aspect-ratio wing with a flap-type control. The tests were made with a 
1/8-scale model of the outboard 35 percent semispan of the X-lE research 
airplane wing. -The model had an aspect ratio of 1.80,a taper ratio 
of 0.74, and a modified NACt 6 14A0O4 airfoil. The tests were made through 
an angle-of-attack range of _4 0 to 100 , an aileron-deflection range of at 
least ±70 1 and a Mach number range of 0.60 to 1.08. The Reynolds number 
based on the mean aerodynamic chord was approximately 2.0 x 106. 
The slopes of the curves of hinge-moment coefficient with angle of 
attack and control deflection were generally constant in the subsonic 
range up to a Mach number of 0.90. The negative values of the hinge-
moment parameters decreased slightly between Mach numbers of 0.90 and 0.95, 
and above a Mach number of 0.95 there were rapid negative increases until 
the values at a Mach number of 1.08 were several times the subsonic values. 
INTRODUCTION 
Extensive research by the National Advisory Committee for Aeronautics 
has indicated that airfoil thickness is of primary importance in the per-
formance of aircraft designed to operate in the transonic and supersonic 
speed ranges. As a result of these findings, a 4-percent-thick, aspect-
ratio-4 wing is being installed on the Bell X-1 research airplane to 
further evaluate these findings. Low-speed investigations using a 1/4_scale 
model of the new airplane configuration have been made to determine the 
static stability and control characteristics, and pressure distributions 
across the slotted flap and aileron. (See refs. 1 and 2.) 
CONFIDENTIAL
2	 CONFIDENTIAL	 NACA RM L55FO6a 
The purpose of the present investigation is to determine the aileron 
hinge-moment characteristics in the transonic speed range. The tests were 
made with a 1/8-scale model of the outboard.5-percent-semispan part of 
the X-1E research airplane wing. Because of differences in aspect ratio, 
taper ratio, and relative span of the aileron to wing span between the 
present wing and the full-scale wing, a question arises as to whether 
these aileron hinge-moment data will indicate what can be expected on the 
X-lE airplane. It is felt that these hinge-moment data will give a relia- 
ble indication of the trends expected on the full-scale airplane because 
the more important parameters which affect hinge moments such as overhang 
balance, seal, gap, and trailing-edge angle have been simulated on the 
model. The lift and rolling-moment data from the model tests are not 
indicative of what is expected of the complete model of the X-lE; however, 
they are included herein as a source of information. 
The tests were made through a Mach number range of 0.60 to 1.08, an 
angle-of-attack range of _4 0 to 100, and an aileron-deflection range 
between ±° and ±100. The Reynolds number based on the mean aerodynamic 
chord varied with Mach number from about 1. 70 x 10  to 2.15 x 106. 
SYMBOLS 
Ch	 aileron hinge-moment coefficient, 
Hinge moment of aileron about hinge line 
2M' q 
CL	
lift coefficient, Twice lift of semispan model 
qS 
C 1	 rolling-moment coefficient at plane of symmetry, about stability 
Rolling moment of semispan model
cjSb x-axis,
q	 effective dynamic pressure over span of model, lb/sq ft 
M'	 area moment of aileron rearward of hinge line, 0.00412 ft 
S	 twice wing area of semispan model, 0.558 sq ft 
b	 twice span of semispan model, 0.997 ft 
ba	 span of aileron, 0.1127 ft 
1016H 1-2 Is) N kip 0 CIA
NACA 1RM L55FO6a 	 CONFIDENTIAL	 3 
mean aerodynamic chord, based on relationship 
-J	 c2dy S. 
(using theoretical tip), 0.7611 ft 
local wing chord, ft 
aileron chord equal to 0.25c, ft 
overhang-balance chord equal to 0•200a) ft 
spanwise distance from reflection plane, ft
2Cb/2 
effective Mach number over span of model, 
-J	 cMa dy SO 
average chordwise local Mach number 
local Mach number 
aspect ratio, b2/S 
Reynolds number of wing based on 
angle of attack, deg 
aileron deflection, measured in a plane normal to hinge line, 
positive when trailing edge is below wing-chord plane, deg 
(cL 
CLcL -
	 5 ) 
( 
CL = 
CL
CG 
C z
	
66 a, 
(6c, 
C 
Ca 
Cb 
y 
M 
Ma 
A 
B 
a 
5
CONFIDENTIAL
CONFIDENTIAL	 NPLCA RM L55FO6a 
Ch	 \aJ 
Ch8	
-) 
The subscript outside the parentheses indicates the factor held constant 
during the measurement of the parameters. 
MODEL AND APPARATUS 
The model used for this investigation, shown in figure 1, was a 
1"i-scale model of the outboard 35 percent semispan of the X-1E wing and 
had an aspect ratio of 1.80, a taper ratio of 0.74, 00 sweepback of the 
0.40chord line, and a modified MACA 64A004 airfoil section. The part 
of the wing rearward of the 0.70-chord line had a straight-line fairing 
so that the trailing edge had a constant percentage thickness equal to 
0. 0036c which gave a trailing-edge angle of 4.1 0 . The forward part of 
the wing was constructed with a steel core and a plastic finished surface. 
The 0.25c flap-type aileron extended from the 0.086b/2 model station 
to the 0 . 943b/2 model station, and had a 0.20Ca (0.05c) overhang balance 
which extended from the 0.171b/2 model station to the 0. 943b/2 model 
station. The gap between the aileron and wing was 1/64 inch and was left 
unsealed for these tests. The aileron had a steel spar and a spruce 
trailing-edge part that was covered with silk. In order to minimize the 
possibility of coupled wing-aileron flutter, the flap was statically mass 
balanced by a tungsten insert in the steel overhang as shown in figure 1. 
The aileron was attached to the wing by simple bearing hinges at each 
end. The model was mounted on an electrical strain-gage balance system 
which was attached rigidly to the tunnel wall, and the lift and rolling 
moment were indicated by means of calibrated potentiometers. The hinge 
rod at the inboard end of the aileron extended below the reflection plane. 
To this rod a calibrated electrical strain gage was attached and was used 
to give an indication of the aileron hinge moments. 
TESTS 
The tests were made in the Langley high-speed 7- by 10-foot tunnel 
with the side-wall reflection-plane test setup. This technique involved 
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NACA RM L75FO6a	 CONFIDENTIAL	 7 
the mounting of the model in a high-velocity flow field over a reflection 
plate mounted near the tunnel side wall. (See ref. 3.) 
Typical contours of the local Mach number in the vicinity of the 
model location obtained with no model in place are shown In figure 2. 
The effective test Mach numbers were obtained from similar contour charts 
with the relationship
b/2
M=f	 dy 
The variation of Reynolds number based on a mean aerodynamic chord 
of 0.761 foot with Mach number is presented in figure 3. The width of 
the band in figure 3 represents the maximum variation of Reynolds number 
with changing atmospheric conditions. 
Static measurements of lift, rolling moment, and aileron hinge moment 
were obtained through a Mach number range of 0.60 to 1.08, an angle of 
attack range of _O to 100, and a range of aileron deflections which varied 
from about ±100 at the low Mach numbers to about ±10 at the higher Mach 
numbers. The lift data represent the aerodynamic effects that would be 
obtained on a complete wing with both surfaces deflected in the same direc-' 
tion as full-span flaps.
CORRECTIONS 
No corrections 'have been applied to the data for hinge friction, for 
the chordwise and spanwise velocity gradients, or for distortion of the 
model due to air load; but these corrections are believed to be small. 
Flap deflections have been corrected for twisting of the hinge rod of 
small diameter between the hinge-moment strain gage and the control. 
Flap-deflection corrections were determined from a, static hinge-moment 
calibration and were applied according to the measured test hinge moment. 
This correction was large and for extreme loading conditions was about 
40 percent of the original control setting. Despite the large correc-
tions applied, the final deflections presented are believed to be reliable 
since care was taken not to exceed the proportional limit of the hinge 
rod. Aileron deflections presented are for the midspan of the aileron 
and are considered average deflections. 
No reflection-plane corrections have been applied to the data for 
the rolling-moment coefficient as plotted against 8, but the param-
eter C	 given In this paper has been reduced by a factor obtained from 
unpublished experimental data obtained at low speed (M = 0.27) and 
CONFIDENTIAL
6	 CONFIDENTIAL	 NACA BM L55FO6a 
theoretical considerations. Although the reductions are based on incom-
pressible conditions and are only valid for low Mach numbers, they were 
applied throughout the Mach number range in order to give a better repre-
sentation of the true conditions than would be shown by the uncorrected 
data. For the configuration of the present investigation, the correction 
was applied as follows: 
c =
 (CQmeasured - O.l3(C1 \	 )measured 
The lift data represent the aerodynamic effects that would be obtained 
on a complete wing with both control surfaces deflected in the same direc-
tion and, therefore, no reflection-plane corrections are necessary. 
RESULTS AND DISCUSSION 
As pointed out previously in this paper, the model used in this 
investigation was a 1/8-scale model of only the outboard 155 percent semi-
span of the X-1E wing. Although this presents an immediate problem as 
to the direct applicability of the data to the X-1E airplane, it is felt 
that because the airfoil section is the same as that of the X-lE airplane 
the trends of the hinge-moment parameters and the variation with Mach 
number should be similar to those for a complete semispan model. Lift-
and rolling-moment-coefficient data have also been included as a source 
of information. Because of large differences 	
b 
in	 aspect ratio, and 
b/2 
taper ratio, the lift and rolling-moment data would be quite different 
from those obtained on a model of the complete semispan; however, these 
parameters are felt to have only a minor effect on the magnitudes and 
variations of hinge moment. 
The data are presented in the following figures:
	
	 .. 
Figure 
Variation of lift, rolling-moment, and hinge-
moment coefficients with aileron deflection 
for various, angles of attack and Mach numbers .........Ii. 
Variation of hinge-moment parameters with 
Machnumber ............................ 5
 Variation of lift and rolling-moment parameters 
withMach number ....................... 6
NACA EM L55FO6a	 CONFIDENTIAL	 7 
Hinge Moment 
The hinge-moment-coefficient data in figure'4 show that the van-
ation of hinge-moment coefficient with aileron deflection was linear only 
over a small deflection range near zero deflection, with large increases 
In hinge moment at the higher deflection angles. The hinge-moment-
parameter data (fig. 5) show very little variation in C	 with Mach 
number up to about M = 0 . 95 where an abrupt negative increase in 
occurred; at M = 1.08 the negative value-of Ch was about four times 
5 
as large as the value at M = 0. 95 . The variation of Ch. with Mach 
number was small up to M = 0. 90. Between M = 0 . 90 and 1.0 there was 
a slight negative decrease in C, whereas above M = 1.0 a sharp neg-
ative increase in Ch occurred. These trends in hinge-moment-parameter 
a 
variation with Mach number are very similar to variations obtained with 
swept-wing configurations, that is, almost constant at the lower Mach 
numbers with an abrupt negative increase in the vicinity of M = 0.95 
until sonic or low supersonic values are several times the low subsonic 
values. (See refs. 4, 5, and 6.) 
The subsonic values of C	 and Ch.8 obtained were approxi-
mately -0.0025 and -0.0067, respectively. These values compare favorably 
with the values of -0.0038 and -0.0083 obtained in the low-speed tests 
of reference 1. The aileron of reference 1 had a slightly thicker 
trailing edge than the present model; this difference could partially 
account for the slightly higher negative values of Ch. and Ch8. (See 
ref. Ii-.) Estimates for the ailerons on the wing with aspect ratio 4, 
based on the charts of-reference 7 which were determined from low-speed 
Investigations, indicate that 
Ch. 
and ChS would be -0.0035 and -0.0090, 
respectively.
Lift and Rolling Moment 
The lift-coefficient data in figure Ii- show that the aileron was 
effective in producing lift throughout the Mach number range up to the 
maximum Mach number of M = 1.08 where a loss of effectiveness for some 
angles of attack occurred at the higher aileron deflections. As can be 
noted in figure 6, the lift parameter CL5 was generally constant with 
Mach number up to M = 0. 95 . At M = 0.95 an abrupt decrease in CL 
occurred until the maximum test Mach number was obtained. The value 
Of CL at M = 1.08 was approximately 40 percent of the value 
CONFIDENTIAL
8	 CONFIDENTIAL	 NPCA EM L55F06a 
at M = 0. 95 . The lift-curve slope C	 as shown in figure 6 increased 
as Mach number was increased up to about M = 1.0 where a slight decrease 
in CL occurred. An estimation of the lift-curve slope based on the 
a, 
data of reference 8 gives a value of 0.0+0 which compares with a value 
of 0.0112 at M = 0.6. 
The rolling-moment coefficient data of figure i- show a variation 
with deflection and Mach number very similar to the lift coefficient data. 
The aileron-effectiveness parameter C 18 was generally constant with 
increase in Mach number up to M = 0. 95 . Above M = 0. 95, as the Mach 
number was increased, C 15 decreased until the value of C 16 at M = 1.08 
was about 50 percent of the value at M = 0.95. 
An investigation was made in the Langley high-speed 7- by 10-foot 
tunnel to determine the transonic hinge-moment characteristics of the 
aileron of the X-1E research airplane. The variations of the hinge-moment 
parameters C	 and C	 with Mach number were very similar to those 
experienced on swept-wing configurations; that is, large negative increases 
between Mach numbers 0.95 and 1.00 until at a Mach number of 1.00 the 
values of Ch and C 	 were several times the subsonic values. 
Langley Aeronautical Laboratory, 
National Advisory Committee for Aeronautics,
Langley Field, Va., May 25, 1955. 
CONFIDENTIAL
NACA RM L55FO6a	 CONFIDENTIAL	 9 
3l[sJ*1 
1. Moseley, William C., Jr., and Taylor, Robert T.: Low-Speed Static 
Stability and Control Characteristics of a 1/4_Scale Model of the 
Bell X-1 Airplane Equipped With a 4-Percent-Thick, Aspect-Ratio-4., 
Unswept Wing. NACA EM L53H27, 1953. 
2. Moseley, William C., Jr., and Taylor, Robert T.: Low-Speed Chordwise 
Pressure Distributions Near the Midspan Station of the Slotted Flap 
and Aileron of a 1/4_Scale Model of the Bell X-1 Airplane With a 
4-Percent-Thick, Aspect-Ratio-J4, Unswept Wing. NACA RN L73L18, 1954. 
3. Donlan, Charles J., Myers, Boyd C., II, and Mattson, Axel T.: A Com-
parison of the Aerodynamic Characteristics at Transonic Speeds of 
Four Wing-Fuselage Configurations As Determined From Different Test 
Techniques. NACA RM L50H02, 1950. 
4. Thompson, Robert F.: Investigation of a 42.7 0 Sweptback Wing Model 
To Determine the Effects of Trailing-Edge Thickness on the Aileron 
Hinge-Moment and Flutter Characteristics at Transonic Speeds. NACA 
EM L5OJO6, 1950. 
5. Thompson, Robert F., and Moseley, William C., Jr.: Hinge-Moment and 
Control-Effectiveness Characteristics of an Outboard Flap With an 
Overhang Nose Balance on a Tapered 35 0 Sweptback Wing of Aspect 
Ratio 4. Transonic-Bump Method. NACA EM L52G08, 1952. 
6. Johnson, Harold I.: Measurements of Aerodynamic Characteristics at 
Transonic Speeds of an Unsweptand Untapered NACA 65-009 Airfoil 
Model of Aspect Ratio 3 With 1/11._Chord Plain Flap by the NACA Wing-
Flow Method. NACA EM L53D21 , 1953. 
7. Langley Research Staff (Compiled by Thomas A. Toll): Summary of 
Lateral-Control Research. NACA Rep. 868, 1947. (Supersedes NPLCA 
TN 1211-5.) 
8. DeYoung, John, and Harper, Charles W.: Theoretical Symmetric Span 
Loading at Subsonic Speeds for Wings Having Arbitrary Plan Form. 
NACA Rep. 921, 1948.
CONFIDENTIAL
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CONFIDENTIAL 

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Investigation at transonic speeds of the hinge-moment characteristics of a 1/8-scale model of the X-1E aileron

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