This report contains the flight-test results of the stalling characteristics measured during the flying-qualities investigation of the Lockheed P-8OA airplane (Army No. 44-85099). The tests were conducted in straight and turning flight with and without wing-tip tanks. These tests showed satisfactory stalling characteristics and adequate stall warning for all configurations and conditions tested

Anderson, Seth B.

Cooper, George E.

NASA Technical Reports Server

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RESEARCFI MEMORA~DUM 
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for the 
Air 14a teriel Command, Army Air Forces 
FLIGHT HEA'3URSHENTS OF THE FLYING Q,UALI'IIES OF A 
LOCKHEED P-~OA AIRPLANE (ARHY NO. 44-~5099) -
STALLING CHARACTERISTICS 
By Seth B. Anderson and George E. Cooper 
Ames Aeronautical Laboratory 
Moffett Field, Calif. 
WASHINGTON 
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https://ntrs.nasa.gov/search.jsp?R=20090026348 2019-08-30T07:28:02+00:00Z
l 
NACA RM No . SA7L04 
NATIONAL ADVISORY COHHITTEE ONAUTICS 
RESEARCH HEHORANDUH 
for the 
Air Materiel Command, Army Air Forces 
FLIGHT 14EASUSEHENTS OF THE FLYING QUALITIES OF A 
LOCKHEED P-SOA AIRPLANE (JL~1Y NO . 44-S5099).-
STALLING CHARAOTERISTIOS 
By Seth B. AnderRon and George E. Cooper 
SUMHARY 
This rep ort conta ins the fli ght-te s t r esults of the 
sta lling charact eristi cs mea sured during the flying-qualities 
investigation of t he Lockheed P-SQA airplane (Army No. 
44-g5099) . The tests 1,rere conducted in straight and turning 
fli ght 1r>Ti th and 't-ri thout wing-tip tanks . 
These tests sh o1r>Ted satisfactory sta lling charact eristics 
and. adequate stall 1~'arning for all configura tions and condi-
tions tested . 
INTRODUCTION 
Flight tests were conducted on a Lockheed P-SOA air-
plane (Army No. 44·-g5099 ) at the reque st of the Air l>1a teriel 
Command, Army Air Forces, to obtain quantitative measure-
ments of the flying qua lities . This report pres ents t he 
da ta obtained duri ng the stall tests . Th e longitudinal and 
the lat eral and directional tests have been reo orted in 
r eferences 1 and 2, re spectively . -
DESCRIPTION OF THE AIRPLANE 
A three-view drairTing of the airplane is presented in 
figure 1 and photographs of the airplane as instrumented f or 
2 NACA ru1 No . SA7L04 
flight teRts are given in figures 2 · and 3. The basic dimen-
sions of the airplane are given in tables I and II. The normal 
gross ~,re i gh t of the airDla.ne is 12,000 pounds and the center-
of-gravity range possible in flight under various loading 
con d i t ion sis O. 136 toO. 31 7 14. A • C • 
INSTRU~1ENT INSTALLATION 
The flight-test data "rere obtained by the use of standard 
NACA photographically recording instruments synchronized by an 
NACA timer. The elevator recorder "ras of the vrire-'t,'ound 
resistor type mounted on the inboard edge of the fi 7ed sur-
face. 
Indicated airspeed Vi was measured by me ~ns of a stand-
ard NACA free-sNiveling airspeed head mounted apprOXimately 
two chord lengths ahead of the 1,ring leading edge on the right 
wing tip (fig. 2) . The a irspeed Talu8s were corrected for 
position error due to the pre senc e of the ¥ing. Values of 
indicated airspeed were com~ut ed from the airspeed formula 
(corrected for compressibility) commonly used in the calibra-
tion of standard airspeed indicators. 
TESTS, RESULTS, AND DISCUSSION 
The tests "rere conducted at an average gross weight W 
of 11,400 pounds (take-off) and a center-of-gravity location 
at 0 . 24 M.A.C . Records ~ere taken at a pressure altitude (hp) 
range of 6,000 feet to 10,000 feet both with and without 
empty ~~ring-tip tanks installed. Tests 't'.Tere made in straight 
and turning flight in the pOi.rer-on, clean (flaps and gear up, 
30-percent rpm), glide (flap and gear up , engine throttled), 
approach (flap and gear dOi,rn, 50-percent rpm), and landing 
condi tion (flap and gear dOi-m, engine throttled) . 
Stalling Characteristics ~ ith Wing-Tip Tanks Off 
Time histories of stalls for the various conditions in 
straight and turning flight are presented in figure 4. In 
most cases the stall "t-ras approached gradually and the recovery 
"Tas started. as soon as the first ino.ication of the complete 
stall had been reached . 
CONFID", TIAL 
1 
I 
1 
j 
I 
L 
-----
NACA RH No . SA7L04 CONFIDENTIAL 3 
For all tests the ap~)roach to the stall v.ras accompanied 
by a definite stall 1tr2..rning in the form of buffeting and 
shaking of the airplane and controls . This stall 'tIrarning 
occurred at speeds be t ~een 1 . 05 and 1. 10 times the stalling 
speed for the various test configurations in straight fli ght . 
In turning flight the stall v'arning ras considered adequate 
in that a definite buffeting occurred in advance of the 
complete stall . 
The stalls ¥ere considered mild in nature consisting of 
a 8101'rly developing p itching motion ~Ti th very Ii ttle tendency 
to roll . It 1,ras po s sible to promptly recover from the 
complete stall by norma l use of the controls after the stall 
warning had occurred. 
Stalling Characteristics with Wing- Tip Tanks O~ 
WI1 S'c,fts 14c:.ID7 
Since the airpla ne was r eported to have had.ttsta lling 
charHct eristics 'tIr1 th t h e 'tiring-tip tank s on, stalls 1.rere made 
in straight and t ur ning fli ght for the glide and approach 
condi tions . Al t h ough r ecords "rere taken of t he s e stalls, no 
time histori e s are o r e s ented in this r eport sinc e the data 
were similar in na ture to that presented in figure 4. 
In all ca ses adequate sta ll warning 1'laS present in the 
form of buffetin"g of the airplane and controls . This stall 
warning "occurred a t 10 05 to 1.10 times the stalling speed in 
stra1ght fli ght fo r t he various configurations t est ed. In 
turning fli ght a s maller amount of buffeting preceded the 
complete stall; ho iIlever, the stall "rarning "ras considered 
adequate . 
In general , for the tests conducted the motions of the 
airplane during the s tall were more violent with the tip 
tanks on . This Tlms (tue in part to the f act that r ecov ery 
from the sta ll Pas not s t a rt ed i mmedi a t ely aft er t he first 
"ra rning of the complet E; stal l had occurred . \'11 th continued 
r ear1:·rard mov ement of t h e cont r ol stick tho airpla ne had a 
t endency to rol l e ither to t he ri gh t or l eft befor e the 
fina l pitch-doHn. In turning fli ght t he roll-of f was more 
abrupt and violent () In all ca s e s, h Ol-rever 1 t he rolling 
motion wa s controllabl e by us e of the a ilerons . It should 
be not ed tha t these t es ts wer e conduct ed with the wing-tip 
CONFI DENTIAL 
4 CONFIDENTIAL NACA RE No . SA7L04 
tanks empty to determine aerodynamic effects. If the tanks 
had been filled , it probably liould have been more difficult to 
stop any rolling motion due to the increa sed moment of inertia. 
CONCLUDING REl~RKS 
In all cases tested adequate stall '\IITarning existed in the 
form of buffeting of the airplane and controls.. This v-Tarning 
occurred at 1.05 to 1.10 times the stalling speed in the 
various configurations in straight fli ght. 
The motions of the airplane in the complet e sta ll consisted 
of a slowly developing pitching motion ~Tith very little rolling 
tendency for the 1'Ting-tip t a nks-off cona i tion~ With tne tanks 
on but empty the rolling tendency v-Ta s more pronounced .. 
Ames Aeronautical Laboratory, 
National Advisory Committee for Aeronautics, 
Moffett Field, Calif. 
REFERENCES 
1. Anderson, Seth B., Christofferson, Frank E., and Clousing, 
La~Tence A.: Fl1ght Measurements of the Fly1ng Qualities 
of a Lockheed P-SOA Airplane (Army No. 44-S5099).-
Longitudinal-Stability and -Control Characteristics. 
NACA CRM No . A7GOl, 1947. 
2. Anderson, Seth B., and Cooper, Ge orge E.: Fligh t 11easure-
ments of t he Flying Qualities of a Lockheed P-SOA 
Airplane (Army No. 44-S5099).- Lateral- and Directional-
Stability and Control Characteristics. NA CA CRM No . 
A 7 J 2 4, 1947. 
CONFIDENTIAL 
l 
NACA RM No. SA7L04 CONFIDENTIAL 
TABLE 1 . - BASIC DIMENSIONAL DATA OF THE TEST 
AIR?LANE, LOCKHEED P-80A AIRPLANE 
, 
Item Wing 
Hor i zonta i Vertical 
I Area, sq ft 
, Span , ft 
! 
i Asp ect ratio 
I 
i Taper r a tio 
I 
: Hean aerodynamic 
r chord , in. 
Dihedral of 
trailing edge of 
l,ring, deg 
Incidence of root 
ch ord ( \-l i th 
res)ect to thrust 
lin-e), d.eg 
Geometric t wist, 
deg 
237 
33.9 
6 . 39 
! . 364 
i 
80. 6 
3. 8 3 
1 . 0 
i 1 . 5 ~'Tashout I from root 
I to tip 
, Root section I NACA 65l-2l3 !NACA 
I (a=0 . 5) I I Tip section ; NACA 651-213 NACA I : (a=0 . 5) : 
~----- -------------~ 
C ONF I DENTIAL 
tal l t a il 
22 . 4 
. 366 ! . 40 
o 
1 . 30 
I 
o 
.I 
o 
65-010 lNACA 65-010 
65-010 iNACA 65-010 
I 
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Z 
f-3 
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L' 
--u---------- . ~~-
TABLE 11 . - DIHENSIONAL CHARACTERISTICS OF THE SURFACES OF THE 
TEST AIRPLANE , LOCKHEED P-80A AIRPLANE 
.. - _ . . _ .. - ----
Item Elevators RUdd.er Flap s Ailerons 
Area aft of hinge 
line (both sides), 8. 5 5. 6 30 , 7 17 . 5 
.S<l ft 
Hinge-line loca tion , 
Ipercent chord of 75 sk 75 75 75 ~i xed Sllrf ,. 
Boost tab -plus No- balance ; None; piano---I spring tab ; rad.ius nose on hinge on upper I 
IType of flap and 
radius nose on rudd.er , RUd.der I ,·ri ng surface . 
eleva tor . has centering Split , no Ai l eron control I , - -lbalance. Sta tic and sp ring. Stat ic balance. system has power 
I c1yn 8.mic mass and d.ynamic b oost . Static balance. mass balance . and dynamic mass l 
balance . ._ 
Travel 37
0 up, 15 . 50 left and Do't-ln 450 41 . 50 tota l 
J 16 0 do't<TD 15 . 50 right 
I 
Trim and boost- I '1 
1 t ab area , 0 ' 15 I I I sq ft (tota l . ! 
I Boo st-tab r a tio, Ber.t t ab on i I 1 
fT abS 
0. 33. Sp ring trailing edge I· ... :.' l ill t ab on 
t ab ( on inboard !of rudder , - - - - , l ef t aileron 
f and of e l evator~ 
I 
i 
1.- area, 0 . 51 sq fbI (tota l ). ------ ~ ._ .... - - -
Note: All movable surfa ces are me t a l covered. 
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CONFIDENTL~ lACA ~ No. SA7L04· 
FIGURE LEGENDS 
Figure 1 . - Three-view drewing of test airplane . 
Figure 2 . - Three-ruarter front view of the test 8irplane as 
instrumented. for fli q-ht tests . 
Figure 3 .- Three-c,u8rter rea.r view of the test airple.ne . 
Figure 4.- Time history of stall . (a) Fower- lei , clean . 
Str8.ight flight . 
Figure 4. - Continued . (b ) FaVorer-on, clean . Turning flight . 
Figure 4-.- Continued . (0) Glide . Stre.ight flilZht. 
Figure 4. - Continued . (d) Glide . Turning flight . 
Figure 4.- Continued , (e ) Ap~)r oC' ch . Strs.ight flight . 
Figure l.~ . _ Continued . (f) Apnropch. Turning flight . 
Figure 4. - Continued . (g) L~ncUng . Str8.ight flight . 
Figure 1.L ._ Concluded . (h ) Landing . Turning flight . 
CONFIDENTIAL 
-I 
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O n o u 
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CONFIDENTiAl 
NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS 
-'If----
--- - ----....r--~.- .~.-
-- -----.- -.. -- I - ---i --
'> 
\t.~l 
485099 
Figure 2 .- Three- qua rter front view of t he test a irplane as i ns trument ed 
f or fl i gh t t e et s . 
CON FIDENTIAL 
NATIONAL ADVISORY CO~tlIflITEE FOR AERONAUTICS 
AMES AERONAr;nCAL LABORATORY - MOFFETT FIELD, CALIP. 
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CONFIDENT IAL 
NATIONA L ADVISORY COMM ITTEE Fon AERONAUTICS 
AMES AERONAUTICAL LABORATO RY - MOFFETT FJELD, CALIF. 
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Flight Measurements of the Flying Qualities of a Lockheed P-80A Airplane (Army No. 44-85099) - Stalling Characteristics

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