Fikes, Joseph E

Lowry, John G

English

NASA Technical Reports Server

RM L52Al l 
NACA 
RESEARCH MEMORANDUM 
PRELIMINARY INVESTIGA TION OF CONTROL CHARACTERISTICS 
AT TRANSONIC SPEEDS OF A TAPERED 450 SWEPTBACK 
WING OF ASPECT RATIO 3 HAVING A HORN-
BALANCED FULL-SPAN CONTROL 
By John G. Lowry and Joseph E. Fikes 
Langley Aeronautical Laboratory 
Langley Field, Va. 
NATIONAL ADVISORY COMMITTEE 
FOR AERONAUTICS 
WASHINGTON 
April 10, 1952 
https://ntrs.nasa.gov/search.jsp?R=19930087030 2020-06-17T13:44:57+00:00Z

lY 
• 
NACA RM L52All 
NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS 
RESEARCH MEMORANDUM 
PRELIMINARY INVESTIGATION OF CONTROL CHARACTERISTICS 
AT TRANSONIC SPEEDS OF A TAPERED 450 SwEPTBACK 
WING OF ASPECT RATIO 3 HAVING A HORN-
BALANCED FULL-SPAN CONTROL 
By John G. Lowry and Joseph E. Fikes 
SUMMARY 
An investigation was made at transonic speeds in the Langley high-
speed 7- by lO-foot tunnel to determine hinge-moment and effectiveness 
characteristics of a horn-balanced control on an aspect-ratio-3, 450 
sweptback wing. The investigation was extended through the transonic 
speed range by testing in the high velocity field over a reflection 
plane on the sidewall of the tunnel. 
The results of the investigation indicated that the horn balance 
was effective at subsonic speeds in reducing the hinge moments of the 
control but was relatively ineffective at transonic speeds. 
INTRODUCTION 
The problem of balancing control surfaces has always been one of 
the more difficult problems associated with providing adequate control 
for an aircraft. There are several summary reports (references 1 to 4) 
that cover the problem in the subsonic speed range but only a few data 
are available at transonic and supersonic speeds. The National Advisory 
Committee for Aeronautics is at the present time investigating the 
various types of aerodynamic balances in the transonic speed range. In 
this investigation no attempt is being made to obtain design data, that 
is, to determine the amount of balance required to completely balance 
the surface. The emphasis is being placed, however, on finding which 
of the conventional balances appears promising at transonic speeds . 
2 NACA RM L52All 
The present paper presents one such investigation - a limited 
study of an unshielded. horn balance on an aspect - ratio -3, 450 swept wing. 
One horn shape was investigated through a limited angle of attack and 
control deflection range at speeds from Mach number 0.7 to 1.1. 
Cz 
S 
b 
c 
M' 
q 
c 
y 
p 
v 
COEFFICIENTS AND SYMBOLS 
lift coefficient (Twice se:~span lift) 
gross rOlling -moment coefficient at plane of symmetry 
(ROlling moment :~semispan mOdel) 
flap hinge -moment coeffic.ient 
(
Flap hinge moment about hinge line of semispan flap) 
q2M' 
twice wing area of basic semispan model, 0 . 202 square foot 
twice semispan of basic model, 0. 778 foot 
aerodJllamic chord of basic wing, 0 . 269 
bj2 \ 10 0 2 d1 
foot mean 
(~ 
area moment of semis pan flap (without horn) rearward of hinge 
line about hinge line, 0.000692 foot cubed 
effective dynamic pr essure over span of model, pounds per 
square foot (~pv2) 
local wing chord, feet 
spanwise distance from plane of symmetry 
mass density of air, slugs per cubic foot 
free-stream velocity, feet per second 
NACA RM L52All 
M 
MI 
R 
effective Mach number over span of model 
~ 1b~c~~ 
average chordwise local Mach number 
local Mach number 
Reynolds number of wing based on c 
angle of attack, degrees 
3 
flap deflection relative to wing- chord plane, measured in a 
plane perpendicular to flap hinge axis (positive when trailing 
edge is down), degrees 
Parameters: 
C% = (~5 
Cho = (~~ 
do ~ 
C~ = ~~a 
CIo -~a 
The subscripts outside the parentheses indicate the factors held 
constant during the measurement of the parameters in the vicinity 
of 0 = 00 and ~ = 00 , respectively . All the force and moment coeffi-
cients are based on the area and span of the basic wing without the horn 
balance. This allows for easier evaluation with other types of balances 
(references 5 to 7) that were investigated on the same Wing. 
4 NACA RM L52All 
MODEL AND APPARATUS 
The semispan model used during this investigation was tested on the 
sidewall reflection plane setup of the Langley high-speed 7- by 10-foot 
tunnel and had a quarter-chord sweep angle of 45.580 , aspect ratio 3, 
taper ratio 0.5, and an NACA 64A010 airfoil section measured in a plane 
at 450 to the plane of symmetry. Pertinent dimensions of the model and 
the reflection-plane plate are given in figure 1 and a photograph of a 
typical wing mounted on the reflection plane is shown in figure 2. The 
wing was equipped with a full-span, plain flap-type control of 25.4 per-
cent of the chord measured parallel to the plane of symmetry. The flap 
was equipped with a triangular-shaped horn balance having an area equal 
to 13 percent of the flap area (fig. 3). 
The steel model was mounted on an electrical strain-gage balance 
which was attached to the tunnel wall and shielded from the air stream. 
A strain- gage beam was attached to the flap hinge pin that indicated 
the flap hinge moments . The model butt extended through a turntable in 
the reflection-plane plate with the clearance gap, about 1/16 inch, 
sealed by a sponge- rubber wiper seal glued to the lower surface of the 
turntable (references 7 and 8). 
TESTS 
The tests were made on the sidewall reflection-plane test setup of 
the Langley high- speed 7- by 10 - foot tunnel. The reflection-plane test 
setup was devised as a method of testing small semispan models through 
the transonic speed range and utilized the high-velocity flow field over 
a plate mounted about 3 inches from the tunnel wall. The technique is 
further described in r eference 8 . 
Typical contours of local Mach number distribution in the vicinity 
of the model location are shown in figure 4. The contours indicate a 
Mach number variation over the model of as much as 0.05 at high Mach 
numbers. No attempt has been made to evaluate the effects of this Mach 
number variation on the force measurements of this model configuration. 
The effective test Mach number was obtained from similar contour charts 
using the relationship 
M 2 lb~ S 0 cMa dy 
NACA RM L52All 5 
Lift, rolling -moment, and control hinge-moment data were obtained 
through a Mach number range of 0 . 70 to 1 . 10 and an angle-of- attack range 
of 00 to 120. Flap deflections of 00 , ±5, and _100 were covered in the 
test. A typical variation of Reynolds number with Mach number is pre-
sented in figure 5. 
CORRECTIONS 
The aileron-effectiveness parameters CZ e presented herein repre-
sent the aerodynamic effects on a complete wing produced by the deflec-
tion of the control surface on only one semispan of the complete wing. 
A reflection-plane correction, which accounts for the carry-over of load 
to the other wing, has been applied to the parameter CZ 5 throughout 
the Mach number range tested. The corrected. value of CZ 5 was obtained 
by multiplying the measured value of CZ 5 by the correction factor 
of 0.672 which was obtained from an unpublished experimental investigation 
at low Epeed (M = 0.25) and theoretical considerations. Although the 
corrections are based on incompressible conditions, it is believed that 
the results obtained by applying the correction factor give a better 
representation of the true conditions than the uncorrected results . 
The design of the wing necessitated the use of a long hinge pin 
extension to accommodate the hinge -moment strain-gage beam. Measurable 
deflections in torsion were evident when control hinge moments were 
applied. These deflections were found to be a direct function of the 
hinge moment applied and control d.eflections have been corrected 
accordingly. 
RESULTS AND DISCUSSION 
Variation of the aerodynamic characteristics with control deflec-
tion are shown in figure 6. The effectiveness and hinge-moment parame-
ters obtained, from figure 6 are shown in figures 7 and 8. The data for 
the plain control were obtained from reference 6. 
The hinge-moment parameters Cta and Ch5 (fig . 7) indicate 
that the horn balance provides a positive increment in Clla, throughout 
the speed range investigated, but balances Ch5 only for M< l.0. 
The ratio of the increments in the Cha, and Ch in the subsonic 5 
range are very similar to those found on unswept wings with unshielded 
6 
horn balances at 
in reducing Cha 
investigation of 
NACA RM L52All 
low speed (reference 3). The ineffectiveness of the horn 
above M = 1.0 is in agreement with the results of an 
a shielded horn on a 350 sweptback wing (reference 9). 
The effectiveness parameters CLa and CIa (fig. 8) show the same 
v~riation with Mach number as the plain control, that is, a decrease in 
effectiveness near a Mach number of 1.00, but the addition of the horn 
increases the effectivenesB throughout the speed range, probably because 
of the increase of· control area. 
CONCLUDING REMARKS 
An investigation at transonic speeds of a horn-balanced control on 
an aspect-ratio-3, 450 sweptback wing indicated that the horn balance 
reduced the hinge moments of the control due to deflection at subsonic 
speeds, but not in the transonic speed range. The horn balance provided 
a positive increment in the variation of the hinge-moment coefficient 
with angle of attack throughout the speed range, and actually resulted 
in positive values of this parameter at subsonic speeds. 
Langley Aeronautical Laboratory 
National Advisory Committee for Aeronautics 
Langley Field, Va. 
NACA RM L52All 
REFERENCES 
1. Rogallo, F. M.: Collection of Balanced-Aileron Test Data. NACA 
ACR 4All, 1944. 
7 
2. Sears, Richard 1.: Wind.-Tunnel Data on the Aerodynamic Characteristics 
of Airplane Control Surfaces. NACA ACR 3L08, 1943. 
3. Lowry, John G.: R{sum~ of Hinge-Moment Data for Unshielded Horn-
Balanced Control Surfaces. NACA RB 3F19, 1943. 
4. Thomas, H. H. B. M., and Lofts, M.: Analysis of Wind Tunnel Data on 
Horn Balance . Rep. No. Aero. 1994, British R.A.E., Nov. 1944. 
5. Lockwood, Vernard E., and Hagerman, John R.: Aerodynamic Characteris-
tics at Transonic Speeds of a Tapered 450 Sweptback Wing of Aspect 
Ratio 3 Having a Full-Span Flap Type of Control with Overhang 
Balance. Transonic-Bump Method. NACA RM L51Lll, 1951 . 
6. Moseley, William C., Jr.: PreliITlinary Investigation of the Effects of 
a Paddle Balance on the Control Characteristics at Transonic Speeds 
of a Tapered 45.580 Sweptback Wing of Aspect Ratio 3 Having a Full-
Span Flap-Type Control . NACA RM L51L19, 1952. 
7. Lockwood, Vernard E., and Fikes, Jose~h E.: Preliminary Investigation 
at Transonic Speeds of the Effect of Balancing Tabs on the Hinge-
Moment and Other Aerodynamic Characteristics of a Full-Span Flap on 
a Tapered 450 Sweptback Wing of Aspect Ratio 3. NACA RM L52A23, 1952. 
8. Donlan, Charles J., Myers, Boyd C., II, and Mattson, Axel T.: A Compari-
son of the Aerodynamic Characteristics at Transonic Speeds of Four 
Wing-Fuselage Configurations as Determined from Different Test 
Techniques. NACA RM L50H02, 1950. 
9. Johnson, Harold I., and Brown, B. Porter: Measurements of Aerodynamic 
Characteristics of a 350 Sweptback NACA 65 -009 Airfoil Model with 
t -Chord Horn-Balanced. Flap by the NACA Wing-FlOW Method. NACA 
RM L9B23a, 1949. 
8 NACA RM L52All 
Tunnel wall 
Reflection p/one plate support 
025 
025 chord line 
TABULATED WING DATA 
Area(twice semispon) 0202sqft 
Mean aerodynamic chord 0269 f t 
Aspect ratio 30 
Toper ratio 05 
Airfoil section NACA 64AOI0 
(Section A-A) 
Center line of bolance 
Reflection plane plate 
Turntable 
--
----------
~-----------140--------------~-------9.0 --------~ 
012 
1 .. 1 .. 1 I 
Scale, inches 
Figure 1.- Bas i c wing model mounted on the reflection plane in the 
7- by lO-foot high-speed tunnel. 
Figure 2.- View of typical model mounted on the reflection plane in 
the 7- by lO-foot high-speed tunnel. 
, 
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Flop hinge line 
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Figure 3.- Details of control tested . 
Area of horn = 0 . 13 
Area of flap 
Area of horn ahead of hinge line 
Area of flap and horn behind hinge line 
0 . 10 
A 
t 
Moment area of horn ahead of hinge line ------------------~------~~---------- = 0 . 17 Moment area of flap and horn behind hinge line 
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12 NAC A RM L52All 
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22 NACA RM L52All 
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Figure 8 .- Variation of lift parameter and aileron- effectiveness 
parameter with Mach number . 
NACA-Langley - 4-22-55 - 75 


Preliminary Investigation of Control Characteristics at Transonic Speeds of a Tapered 45 Degree Sweptback Wing of Aspect Ratio 3 Having a Horn-balanced Full-span Control

Preliminary Investigation of Control Characteristics at Transonic Speeds of a Tapered 45 Degree Sweptback Wing of Aspect Ratio 3 Having a Horn-balanced Full-span Control

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