Watson, James M

English

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RESEARCH MEMORANDUM 
LOW -SPEED LATERAL-CONTROL INVESTIGATION OF A FLAP-TYPE 
SPOILER AILERON WITH A.ND WITHOUT A DEFLECTOR AND SLOT 
ON A 6-PERCENT-THICK, TAPERED, 45' SWEPTBACK WING 
OF ASPECT RATIO 4 
By James M. Watson 
Langley Aeronautical Laboratory 
NATIONAL ADVISORY COMMITTEE 
FOR AERONAUTICS 
WASHINGTON 
Semrnuer  10, 1952, UNCLASS~F~ED 
R 
https://ntrs.nasa.gov/search.jsp?R=19930087346 2020-06-17T11:22:14+00:00Z
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NATIOWI, A13VISORY COMMITTEE FOR AWONAUTICS 
4 
LOW-SPEED U T H i t A L - C O B O L  I W V E S T I G B T I O N  O F  A FLAP-TYPE 
SPOILER AILWON W I T H  AND WITEOUT A DEFLECTOR AWD SLOT 
By James M. Watson 
An investigation has been made in the Langley 300 MPH 7- by lO-foot 
t unne l   t o  determine the Lateral  control characterist ics of a. deflector 
and s l o t  arrangement in conjunction with a flap-ty-pe spoi ler   a i leron.  
The wing had a sweepback of 45O at  the quarter-chord line, an aspect 
r a t i o  of 4, a taper r a t i o  of 0.6, and an KACA 65~006 a i r f o i l   s e c t i o n  
parallel to   t he  free a i r  stream. 
The flap-type spoi ler ,  def lector , .s lot  combination was more effec- 
tive than the unslotted flap-type spoiler aileron alone in producing 
ro l l i ng  moment and maintained rolling-moment effectiveness through a 
range o f  angle of a t tack  from about -12O t o  60°. 
INTRODU(=TION 
Previous research made on spoiler-type lateral-control devices has 
proved them t o  be des i rab le   in  regard t o  lateral control, hfnge moment,. 
and wing f l ex ib i l i t y .  The type and location of spoilers on both stmigh- 
and swept w i n g s  have been considered i n  references 1 t o  13. 
The present use of thin, highly sweptback wings makes the flap- 
ty-pe spoi ler  a i leron desirable  from a physical standpoint. The flap- 
type spoiler aileron may be designed, i n   s p i t e  of the thinness o f  the 
w i n g s ,  for any reasonable spoiler projection and would leave the 
t r a i l i n g  edge of the w i n g  available for high-lift devices. 
2 - NACA m ~ 5 2 ~ 1 0  
A s i g n i f i c a n t  l o s s  in rolling-moment effectiveness occurred at the 
higher angles o f  a t t a c k  (refs. 1 and 7) when no s l o t  was present behind 
the  var ious  spoi le r - type  la te ra l -cont ro l  devices when used on t h i n  wings. 
The add i t ion  af 8 s lo t  (ref%. 7 .and.- 13) increiise-d- t h e - ~ t i ~ l i n g i i o r n e n t  
e f f ec t iveness  o f  the spoiler-type lateral-control device.  Although the 
use of a s l o t  behind a spoi ler- type la teral-control  device was known t o  
be bene f i c i a l ,  most of - the  results have- &een?b-liined without a slot 
inasmuch as the purpose of these inves t iga t ions  (refs. I, 2, and 8 t o  13) 
was t o   f i n d  the most effective spanwise and chordwise locations and t o  
determine the p ro jec t ion  l imi t a t ions .  
. ". 
In o r d e r   t o  determine t h e   e f f e c t  of a s l o t  on t he  e f f ec t iveness  of 
a s p o i l e r  a i l e r o n  a t  large angles  o f  a t t a c k ,  a combination incorporating 
a l a r g e   s l o t  and a def l ec to r  (similar t o  that used on t h e  unswept wing of  
ref. 6) was inves t iga ted  on a 6-percent-thick wing swept back 45' with an 
aspect r a t i o  of 4 and a taper r a t i o  of 0.6. The inves t iga t ion ,  made i n  
the Langley 300 MPH 7- by 10-foot tunnel,  does not necessarily represent 
t h e  optimum combination for this wing but does show t h e   e f f e c t s  of 
incorporating a l a r g e   s l o t  and deflector behind the s p o i l e r .  
COEFFICIElYTS AFJD SYMBOLS 
The fo rces  and moments on t h e  w i n g  are presented about the wind 
axes which, f o r  the candi t ions  of these tests (zero yaw), correspond t o  
t h e  s t a b i l i t y  a x e s .  The axes intersect at the i n t e r s e c t i o n  of  the chord 
plane and the 25-percent-mean-aeflodynamic-chord s t a t i o n  a t  the root  of 
t h e  model. 
.. . 
. .. . . . .  " 
CL l i f t  coe f f i c i en t ,  
Twice l i f t  of semiepan model 
qs 
CD drag coe f f i c i en t  , Twice drag o f  semispan model qs 
Cm pitching-moment coe f f i c i en t ,  
Twice p i tch ing  moment o f  aemispsn model 
q= 
C l  rolling-moment coe f f i c i en t ,  L/q% 
Cn yawing-moment coe f f i c i en t  , N/qSb 
C local wing chord, f t  
. .   . "
-3 
EACA RM ~5x10 3 
P 
a 
M 
a 
wing mean aerodynamic  hord, Jb'2 c2dy, 1.444 ft 
la te ra l  d i s tance  from plane of symmetry, ft 
twice span of semispan model, 5.657 ft 
- twice area. of semispan model, 8.0 sq f t  
ro l l ing  moment resulting from spoiler  ai leron  projection, 
f t -1b 
pwing moment resul t fng from spoiler  ai leron  projection, 
ft -1b 
free-stream dynamic pressure, 1/2 pV2, lb/sq ft 
free-stream velocity, fps 
mass density of air, slugs/cu ft 
angle of a t tack of chord plane a t  root of model, deg 
Mach number, V/a 
speed of sound, fps 
COKRECFIONS 
The t es t   da ta  have been corrected for , jet-boundary  effects 
according to  the  methods outlined in reference 14. Blockage correc- 
t ions were appl ied  to  the test data. by the  methods of reference 15. 
Reflection-plane corrections obtained from unpublished theore t ica l  and 
experimental results were applied t o  the data in such a manner that the 
rolling-moment coefficients of the complete model were equal t o  0.70 
tfmes the rolling-moment coefficients obtained for the semispan model. 
MODEL IWD APPARATUS 
The semispan w i n g  (fig. I) had 45O sweepback of the quarter-chord 
l ine ,  an aspect r a t i o  of 4.0, a taper r a t i o  of  0.6, and an ISACA 63A006 
a l r f o f l  s e c t i o n  p r a l l e l  t o  t h e  f r e e  a i r  stream. The wing was mounted 
P 
.L 
" 
4 I HAW RM L52G10 
with the root chord adjacent to a turntable in the  cei l ing of the tunnel, 
the ceiling thereby serving as a reflection plane. 
The wing was made of a steel spar covered with a bismuth and tin 
compound.  The t r a i l i n g  edge behind the 50-percent-chord l i n e  was made 
from a laminated wood-plastic material. 
The flap-type spoiler aileron used in  this investigation was made 
of - inch s teel  sheet t o  the dimensions shown i n  figure 1. The flap- 
type s p i l e r  ai leron was projected above the upper surface of the w i n g  
5 percent of the  local  chord by bending the spoiler along the 0.52-chord 
l ine .  The deflector was made in  a similar manner but was deflected 
5 percent of the local chord below the lower surface of the wing. It 
was deflected about the 0.66-chord l i n e  in  such a manner that it would 
ac t  a s  an air scoop.  (See fig. 1.) 
a 
TESTS 
Most of the tests were made at a dynamic pressure of 153 pounds p r  
square foot, which corresponded t o  a Mach number of 0.33 and a Reynolds 
number of 3,250,000'based on the Uing mean aerodynamic chord of 1.444 feet .  
Data at angles of a t tack  greater than 30' were obtained at a dynamic pres- r 
sure of 113 pounds per square foot, which corresponded t o  a Mach number 
of 0.28 and a Reynolds number of 2,7oO, 000 also based on the wing mean 
aerodynamic chord. 
DISCUSSION 
The aerodynamic character is t ics  in  pi tch and the lateral-control  
data obtained by 0 .03~  pro jec t ion  of a flap-type.spoiler aileron and of  
a flap-type spoiler aileron in combination with a s l o t  and a deflector 
are presented in figure 2. The data  a t  the higher  Mach number (0.33) 
were limited to the angle-of-attack range shown because of s t ruc tura l  
limitations of the wing. The discussion, in general, w i l l  be confined 
t o  the positive angle-of-attack range. The negative angle-of-attack 
data are presented t o  show the character is t ics  of  the spoilers in 
inverted  f l ight .  
A comparison of these results with the plain-wing data showed a 
s l igh t  decreasg i n  the  l i f t  coefficient through a range of angle of 
a t tack  from -8 t o  60° with the spoiler projected. A further decresse 
of  about 0 . l . C ~  occurred when the deflector was projected and the slot 
was opened. L .  
t 
" - 
NACA RM L52G10 5 
1 
. 
The drag coefficient a t  low angles  of  at tack was increased when 
the spoi ler  G a s  projected and f u r t h e r  increased w h e n  the deflector was 
also projected and the slot opened. A t  angles of attack above about 
160, however, spoiler proJection, particularly with the deflector and 
slot open, decreased the  drag coeff ic ient  somewhat. 
The model w a s  longitudinally unstable i n  the angle-of-attack range 
between 80 and m a x i m u m  lift coefficient.  The plain-wing i n s t a b i l i t y  i s  
in  agreement with the high-speed data of references 16 and 17. Above 
maxfmurn lift coefficient,  however, the model became very stable. The 
spoiler arrangements invest&a,ted d id  no t   g rea t ly   a f f ec t   t he   s t a t i c  
longi tudina l   s tab i l i ty  'of the wing. 
The rolling-moment effectiveness (fig. 2) of the spoiler alone 
increased slightly up t o  an angle of  attack o f  about and then 
decreased t o  zero a t  about 20' angle of attack. Projection of the 
deflector and opening of the slot increased the rol l ing   e f fec t iveness   to  
about 3.5 times the roll ing effectiveness obtained with the spoiler 
alone in the Oo t o  12' angle-of-attack range. Above Eo angle of  attack, 
t he   ro l l i ng  moment of the sp i l e r -de f l ec to r - s lo t  combination decreased 
rapidly  to  about 28O angle of attack but retained appreciable effective- 
ness of the spoiler-deflector-slot  combinatfon had been noted previ- 
ously on the unswept w i n g  of  reference 6 .  
- ness up t o  an angle  of  at tack of 60'. The increased  roll ing  effective- 
- 
Chordwise pressure distributions obtained on a 35O sweptback w i n g  
(ref, 7) indicated that at  the higher angles of attack the a i r  flow w a s  
separated over the upper surface near the wing leading edge and was, 
therefore, not affected by spoiler projection. These re su l t s  a l so  indi- 
cated that a plug-type spoi ler  (spoi ler  w i t h  s l o t  behind it) was more 
effective than a spoi ler  a i leron,  par t icular ly  at the higher angles of 
attack, because the air f l o w  through the s l o t  behind the plug-type 
spoiler caused a reduction in lift on the lower surface of the w i n g .  
The s l o t  and the "scoop ef fec t"  o f  the  deflector, in conjunction with 
the spoiler aileron of the present investigation, probably caused the  
increased roll ing effectiveness In the same manner. 
A t  0' angle of attack, the y a w i n g  moments were more posi t ive  for  
the sp i le r -def lec tor -s lo t  combination than for the spoiler ai leron 
alone. The y a w i n g  moments  became unfavorable ,gt about 20' angle of 
a t tack  f o r  the spoi ler  a i leron and a t  about 11 angle of a t tack  for  the  
spoiler-slot-deflector configuration. 
6 I- NACA RM L52GIO 
CONCLUSIONS 
An invest igat ion was made i n   t h e  Langley 300 MPH 7- by 10-foot 
tunnel  to  determine the lateral con t ro l  cha rac t e r i s t i c s  of a de f l ec to r  
and slot arrangement in  conJunction with a f l ap - typ  spo i l e r  a i l e ron .  
The wing had a sweepback of 45' a t  the quarter-chord l ine,  an aspect 
r a t i o  of  4, a t ape r  ratio of  0.6, and an NACA 65~006 airfoil sec t ion  
parallel t o  the f r ee  air etream. The r e s u l t s  of the inves t iga t ion  led 
t o  the following conclusions: 
1. The spoiler-deflector-slot combination was more e f f e c t i v e  than 
the  apoiler a i leron alone in  producing roll&& moment. 
2. The spoiler-deflector-slot  combination maintained appreciable 
rolling-moment effectiveness through a range of  angle  of  a t tack  from 
about -uo t o  60°. 
Langley  Aeronautical Laboratory 
National Advisory Committee for  Aeronautics 
Langley Field, Va. 
NACA RM ~ 5 x 1 0  
REFERWCES 
7 
1. Vogler, Raymond D. : Wind-Tunnel Investigation a t  H i g h  Subsonic 
Speeds of Spoilers o f  Larger Projection on an m C A  65A006 W i n g  
With Quarter-Chord Line Swept Back 32.60. HACA RM L5lL10, 1952. 
2. Schneiter, Leslie E., and Watson,  James M.: " S p e e d  Wind-Tunnel 
Investigation of Various Plain-Spoiler Configurations for Lateral 
Control on a 42' Sweptback W i n g .  NACA 'IT 1646, 1948. 
3. Ffkes, Joseph E.: Hinge-Moment and Other Aerodynamic Characterist ics 
a t  Transonic Speeds of a QwrterSpan Spoiler on a Tapered 45O 
Sweptback Wing of Aspect Ratio 3. NACA RM L52A03, 1952. 
4. Fischel, Jack, and Ivey, Margaret F.: Collection of  Test Data for 
Iateral Control With Full-Span Flaps. NACA TE3 1404, 1948. 
5. Schneiter, Leslie E., and Watson, James M. : Wind-Tunnel Investiga- 
t i o n  a t  Low Speeds of Varioua Plug-Aileron and Lift-Flap Configma-; 
t ions on a 42O Sweptback Semispan Wing. NACA RM L8K19, 1948. 
* 6.  Wenzinger., Carl J. , and Rogallo, Francis M. : Wind-Tunnel Inves ti-- 
t i o n  of  Spoiler, Deflector, and Slot Lateral-Control Devices on Wings 
With Ful-Span S p l i t  and Slot ted Flaps. HACA Rep. 706, 1941. 
7. Eammond, Alexander D., and McMullan, Barbara M. : Chordwise Pressure 
Distribution a t  High Subsonic Speeds Near Midsemispan of a Tapered 
3 5 O  Sweptback W i n g  of Aspect Ratio 4 Eaving NACA W O O 6  A i r fo i l  
Sections and Equipped With Various Spoiler Ailerons. NACA 
RM L52C28, l%2. 
- 
8. Bollech, Thomas V., and Pra t t ,  George L.: Effects of Plain and Step 
Spoiler Location and Projection on the  Lateral  Control  Character- 
i s t i c s  of  a Plain and Flapped 42' Sweptback Wing a t  a Reynolds 
Number of  6.8 X 106. NACA RM L W O a ,  130. 
9. Schneiter, Leslie E., and Ziff ,  Howard L.: Preliminary Inveetigation 
of Spoiler  Lateral  Contra1 on a 42O Sweptback Wing a t  Transonic 
Speeds. NACA RM L7F19, 1%". 
10. Eamnond, Alexander D. : Lateral-Control Investigation of Flap-Type and 
Spoiler-Type Controls on a W i n g  With Quarter-Chord-Lfne Sweepback 
of 60°, Aspect Ratio 2, Taper Ratio 0.6, and MACA 6N006 Air fo i l  
Section. Transonic-Bump  Method. NACA RM L50E09, 1950. 
a - NACA RM ~5x10 
11. Schneiter, Leslie E., and Hagerman, John R.: Wind-Tunnel Investiga- 
t ion a t  High Subsonic Speeds of the Lateral-Control Characteristics 
of an Aileron and a Stepped Spoiler on a WFng With Leading Edge 
Swept  Back 51.3O. NACA RM ~ 9 ~ 0 6 ,  1949. 
12. Fischel, Jack, and Hammond, Alexander D.: Investigation of  Effect of  
Span and Spaqwiae Location o f  Plain and Stepped Spoiler Ailerons on 
Lateral Control  Characteristics of a Wing With Leailing Edge Swept 
Back 51 ;3O.  NACA RM LgKO2, 1950. 
13. Rogallo, Francie M., Lowry, John G.,  ana Fischel, Jack: Lateral- 
Control Devices Suitable for Use With Full-Span Flaps. Jour. Aero. 
s a ,  VOL 17, NO. 10, oct. 190. 
14. Polhamw, Edward C. :  Jet-Boundary-Induced-Upwash Velocities for 
Swept Reflection-Plane Models Mounted Vertically in  7- by 10-Foot, 
Closed,  Rectangular Wind Tunnels. NACA TN 1752, 1948. 
1-5. Herriot, John G. :  Blockage Corrections for Three-Dimensional-Flow 
Closed-Throat Wind Tunnels, With Consideration of the  Effect of  
Compressibility. NACA Rep. 995, 1950. 
16. Sleemm, Wiliam C.,  Jr., KLevatt, Paul L. I and LinsleY, Edward L-: 
Comparison of Transonic Characteriatics o f  Lif t ing Win@ From 
Experiments i n  a Small Slotted Tunnel and the  Langley High-Speed 
7- by 10-Foot Tunnel. NACA RM L51F14, 1951. 
17. Hammo~id, Alexander. D., and Watson,  Jamee M.: The Aerodynamic C h a r -  
acteristics at  Transonic Speeds of  an All-Movable, Tapered, 45O 
Sweptback, Aspect-Ratio-& Tail Surface Deflected About a Skewed 
Hinge Axis. NACA RM ~ 5 2 ~ 2 8 ,  1952. 
I 
.. . . 
1 b 
.. . . 
I -* 
+a" - - -  
.I 
F l ~ p  - type spoikr , .N v u r f l . 5 ~  \ 
33.944 
. .. . .. 
Section A-A 
Figure 1.- Dimenelons of the flap-type sp l l er  aileron, deflector, and 
s l o t  on the wing ewept back 43' with an aspect ratio o f  4 and a 
taper r a t i o  o f  0.6.  
10 
" It. NACA RM L m 1 0  
Figure 2.- The aerodynamic characteristice of the flap-type spoiler 
aileron with and without 8 deflector and slot  on a wing swept 
back 45O with an aspect ratio of 4 and a t aper  ratio of 0.6. 
.. . 
c 
L I 
L I 
I I 
-32 -24 -/B -8 0 6 16 24 32 a0 .98 38 & 
d ,  degrees 
Figure 2.- Conclude&. 
. . . . . . . . . . 
. .  . . 
8 


Low-speed lateral-control investigation of a flap-type spoiler aileron with and without a deflector and slot on a 6-percent-thick, tapered, 45 degree sweptback wing of aspect ratio 4

Low-speed lateral-control investigation of a flap-type spoiler aileron with and without a deflector and slot on a 6-percent-thick, tapered, 45 degree sweptback wing of aspect ratio 4

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