REPORT No. 868 CONTENTS: I CRITERIONS USED IN LATERAL-CONTROL Gritical deflection. = SPECIFICATIONS carina ~ Rotiine PerrorMancs 17 ‘Design considerations. ~ Coxtnot. Forces. 328 auent Sate See Sete 2 Bee ree a Larerat MaNeuvenamiry_. 129 Miap-traillag-edge aflerocs. ss IIL, THSTING PROCEDURES AND APPLICATION OF eae : EXPERIMENTAL RESULTS ‘Characteristics of Spring-Tab at eee A lace Bena RECTUS SSE 1a Rouuma PERTORMANCE. Life characteristice. Pitebing-moment ehacacteristies.. Flight tests. ssgone—s0—10 1a | Lisiass Covrnos wine Swaer Wines M5 148 | REFERENOES. APPENDIX DEFINITIONS OF SYMBOLS. Page 146 16 150 150 150 153 156 159 162 182 363 168 168 a8 168 168 16s 168 ma a4 176 aT a7 379 xe ast ash ast 182 183 183 184 154 Ist Be 386 385 385 185 159 189 150 189 101 -191 193 195,REPORT No. 868 SUMMARY OF LATERAL-CONTROL RESEARCH By Lawoutr Reseancu Srarr Coupnzp by Taowas A. Tou SUMMARY A summary has been made of the available information on lateral control. A discussion is given of the eriterions used in lateral-eantrol specifications, of the factors inzoleed in obtaining satisfactory lateral control, and of the methods employed in making lateral-conirol incestigations in fiight and in wind tunnels. The aeailable data on concentional flap-type ailerons having various types of aerodynamic Balance are presented in a form contenient for use in design. The characteristics of spoiler decices and booster mechanisms are discussed. The tffects of Mach number, Boundary layer, and distortion of the twing or of the lateral-control system are considered insofar as the available information permits, qo1 ® eyo. weds gop forty : a ney = ++ bee {- | : [| | i, ° f \ [ | | . [4 — te" de Jer ) 4 me pea 2 a | al Wa b/ a Sele Ma. [A] 5 y Jy + uy 7 . c vb 14 al Tet eee | 4 a tA ee [4 of ee | PR “ pr 2 5 ||Ive Joe Lt L. : 1 =162 REPORT NO, 868—-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS ‘The coxrelation of the effect of linked tabs on the aileron | 20 hhinge-moment parameter O, is given in figure 41 (date from | reference 47). Some information regarding the models TT —— considered in the correlation is given in table V. The | equation of the correlation curve is 4 2 a lee 0, =0.022F, FARR, (—33" (8) ; (82 ‘This equation may be used to estimate the incremental | {] | change in C, of an aileron resulting from a given linked tab | 3) 3 or to estimate the configurations of tabs that are capable of | 3 | producing a given change in C,, of an aileron ag. ie = . + “ ois| | 7 C L a6, 4 : 2 ° Oe sneton' gen, tPeetin © “Oe Pune aa Ngee Sn Sy ut t 2 } a ow eels ! 1e 1 | baat tobobcbchokdakotat aaa eal ala lapels a Bann 3) [ivune 41 of inked tae on th Ringesnomentparsmiter Cy. Pltapan dita ‘The effect of a tab on aileron hinge moments usually deoresses slightly when a gap is opened at the nose of the aileron. ‘This effect is iMustrated in figure 42 for a model in tvo-dimensional flow. ‘The effect of a gap at the nose of a tab may be very large, although the available data on this effeet are too inconsistent to permit any reliable correlation. For some ailerons, such 4 gap has resulted in a reduction of the tab balancing effect by as much as 50 percent. In any design the tab gap should be sealed or at least made as small as possible, COMPARISONS OF VARIOUS BALANCING DEVICES Hinge-moment characteristies.—The correlations that have been presented may be used to illustrate the relative effects of the various balancing devices on the hinge-moment parameters of Cy, and Gr The variations in these param- eters that might“bo expected to accompany the addition of each of the balances to a 0.25¢ plain aileron on an assumed fighter-airplane wing (fig, 43) are shown in figure 44. By means of methods, which already have been described, the values of G), and Qs, of the true-eontour plain aileron are estimated to'be —0.0012 end —0.0065, respectively. ‘A line of zoro stick foree (see equation (7)) is indicated in | soe soe, 8 Weg ren Sst = Rapes A ra NACA mols oot aia i ‘ipsa set NAGA x00 ‘pine welt, 13000 She ns, ing so cea apie constant reset Aghwee figure 44 for an aileron extending fom. 0.558 to 0.074. Constant valuesof F/g over theranges of angles of attack and of aileron deflections for which the pacameters Cs, and C,, are applicable may be represented by lines drawn parallel to the Tine of zero stick force. » Because of the postive slope of the line of zero stick foreo, the increment AC, requited for a given reduction in stick foree is largest for balances that produce the groatest change in Cp, for a given change in Cy, Tin the onder of inereasing effects on C,, for a given effuet-on Gh, the various balances may in genertl be listed as follows:SUDEMARY OF LATERAL-CONTROL RESEARCH Lb Fis 0 foiterar) extending Yeon fassb/2 %0 .97 0/8) [ee Se irue-contour Tad |_| Pen aiteran Nbc 007 005 005 Tack =005- 20 207 balancing tab,sealed internal balanee,plain-overhang balance, and balance obtained by inereasing the trailing-edge angle. ‘The comparisons given in figure 44 were obtained from the correlations that were derived from low Mach number data. ‘The results given are not necessarily applicable, therefore, at, high Mach numbers, ‘The combinations of two or possibly three types of balance may be desirable in order to obtain specified values of the aileron hinge-moment parameters or in order to avoid the difficulties that are encountered almost invariably when a lange amount of one type of balance is used. The effects of such combinations on the aileron hinge-moment parameters may be illustrated by means of figure 44. Because moderate changes in trailing-edge angle have only e small influence ‘on the ineremental effects of exposed-overhiang or sealed internal balances, the curves representing these balances may originate from any point on the curve representing various trailing-edge angles. ‘The curve representing the balancing tab may originate from any point on the cure representing various trailing-edge angles, or on the curves representing various overheng balances (exposed or internal), bbut the inerement AC,, attributable to @ given linked tab is, altered by variations in the treiling-edge engle or in the aileron overhang. Because of the desirability of obtaining inereased rolling moments for given aileron deflections, consideration fre- a 00, Dor ou Fisene M.-Comparin f te eels of De rare serps balances onthe ron Mige-momeat parameters th pate wg of Sere ingermorest parma etimatd rm cori i reera tine B, fined) hover hens, runt frype Ag. 24) |} boionces| Seolad intarnol bolonce | I = Bajancing sat (Rex 2-020) Various troilng-ece am = eiprical (rype Fax 24 Proir~ ‘quently hes been given to a combination involving a very wide-chord sealed intemal balence and en unbalancing Geading) tab. Such an arrangement, although probably satisfactory for commercial eirplanes, hes been considered undesirable for military airplanes because of the possibility of the tab being shot away, thus leaving the ailerons over- balanced. = Eifect of angle of rig.—An analysis reported in reference 64 was made to determine the effects on the stick-force charee- teristics of changes in the angle of rig of beveled eilerons, of ailerons heving Frise balances, and of ailerons having sealed internal balances. The results of the anslysis are sum- marized in figure 45. The stick-force characteristics of the ailerons having Frise belances were found to be very sensitive to the angle of rig, whereas the stick-force characteristics of ailerons having beveled trailing edges or sealed internal balances seemed to be relatively insensitive to the angle of rig. In general, when there is no differential in the linkage system, only ailerons having decidedly nonlinear hinge- moment curves, perticulerly at aileron deflections near 0°, ay be expected to be sensitive to changes in rigging. Rolling performance.—Data have been collected on the rolling-performance characteristics of a number of fighter airplanes of American and foreign manufacture. Pertinent _ details of the wing-aileron arrangements of these sirplanes are given in table VI. All the balancing devices thet have164 1007 60 46 3 2p Cr a tat ona Bb, rosters 10 (a) Berit ratio ge tae (0) Fs at © Seat icons 45g of hacen abit ging om te atnated iefaces fa ihspet Agate seas Vie sles per boar ne ferent in skeet. Rete been discussed are represented. Compatisons are made on the basis of the helix angle 95/21” and the rolling velocities obtainable at 10,000 feet altitude with a 50-pound stick force (Ggs.46 and 47), An accurate rating of the balanced ailerons is not possible from the data presented. The only conelu- sion to be drawn perhaps is that good performance can be ‘obtained from ailerons having any of the various balances, provided sufficient care is exercised in the design and develop- ment. ‘The wide variations in the performance of airplanes having Frise ailerons may be an indication of the well- known fact thet Frise ailerons are extremely sensitive to each of a large number of design parameters. APPLICATION 0. ARRANGEMENTS INVOLVING FULL-SPAN FLAPS Several methods for incorporating conventional flap-type ailerons in arrangements that involve full-span lift flaps have been proposed. In some of the more promising arrange- ‘ments, the lateral-control system is made up of combination of conventionel ailerons with @ spoiler-type lateral-control REPORT NO. S68—NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS device. ” Only the characteristics of the conventional ailerons are corsidered at this time, The characteristics of spoiler- type devices are diseussed in the section of the present paper entitled “Spoiler Devices, Part TV.” Flap-trailing-edge ailerons.—In some full-span-flap ar- rangements, conventional ailerons are installed in the rear parts of the lift flaps (references 65 to 69). For such atrange- ments, conventional aileron belaneing devices can be used, although the aileron chord may have to be limited to about 10 pereent of the wing chord. Tn order to obtuin a reasonable amount of lateral control, the aileron span must. be long, although only a small nernne in lterl conte! is obiined by extending tho ailerons inboard of stations 0.22 from the nge-moment characteristics of a plain aileron at the (railing edge of a slotted flap (reference 67) are presented in figure 48. When the flap is retracted, the aileron characteristics present no unusual problems. When the flap is deflected, the aileron maintains most of its effectiveness for nogative deflections Dut is relatively ineffective for positive deflections. These characigrjstics are such that in order to obtain the best solling performance a differential aileron motion should be used when ihe flap is deflected but not necessarily when the flap is retracted. ‘The use of the differential with flaps deflected may enuse some ailerons to be overbnlanced, however, if the ailerons are designed for close acrodynamic balance when the flaps are retracted. ‘The yavring characteristics of an airplane having a lateral- control device consisting only of flap-trailing-edge ailerons may be expected to be very unfavorable when the lift flops are deflected, becmuse the adverse induced aileron yawing- moment coefficient. varies directly with the lift coeffi and because the varintions in profile deag caused by deflection also contribute an adverse yawing moment. Considerations of over-all characteristics indicate thu when full-span finps are fully deflected lateral control should be obtained from somie device other thm conventional ailerons at the trailing edges of the flaps. Drooped ailerons.—Ailerons outboard of partial-span flaps sometimes are drooped and operated differentially when the flaps are deflected. In other arrangements single llep or the roar flap of a double-slotted-flap combination is used to provide Interal control as well as lift. ‘The lateral-control characteristics for all of these arrangements are very sitnilar to the Interal-control characteristics for flap trailing-edgo ailerons; that is, when the ailerons are drooped, the aileron effectiveness for positive deflections is low and the adverse yawing moments for either positive or negative deflections fare high. The problem of providing aerodynamic balance for lateral control, while maintaining on efficient, high-life dovice, may be mote difteult for drooped ailerons thant for flap-trailing-edge ailerons,SUMMARY OF LATERAL-CONTROL RESEARCH 1s V a Focke-toir {60 7a Bod B20 Ba 6S SCKDS~C«GSC«CD naieBred airgpeca, Keb Frocas Ui-Vasalon wth ade apd ali angle YP obalsbe it abound ick ree. Atte, 1920 ft, 165.166 REPORT NO, 868—NATIONAT ADVISORY COMMITTEE FOR AERONAUTICS Spitfire (elionsd wing}| I 180 129 10 Roling velocity, deglee 10 | le | Sea Ted 200 Be — Bad “Po Be — “300 Hed 34 300 a8 Incheated aisoees, Vi mph [lovee (7Variton wit acete spend of olng veut otal with pound ck ore 90 et.“ TIT TTT] 7 } 5 be ATK LSS : 3 NS RINT I p = SR : } | | op ot UR vd sts S se al uP] | = as od | “he . B10 0 080 apa a 80 SUMMARY OF LATERAL-CONTROL RESEARCH siterén defection, bay deg wan, Fricae BAe: of op pestin on he harass of Cap-alingedee ates. eee. 167168 Ailerons with retractable flaps.—A number of investiga- tions have been made of conventional flap-type ailerons in ‘combination with lift flaps that may be retracted ahead of the ailerons, In an early adaptation of this arrangement the flap moved rearward as it was deflected, but no gap was left botsveen the flap nose and the lower surface of the wing. ‘The lower surface of the aileron, therefore, was completely shielded by the deflected flap. Tn spite of this shielding ‘effect, flight tests (reference 70) indicated that the ailerons were nearly as effective with flaps deflected as with flaps retracted, and the yawing characteristics at a given lift cooffcient were less tinfavorable with the flaps deflected than with the flaps retracted. ‘Wind-tunnel tests indicate that some improvement in the characteristics of ailerons with retractable flaps can be obtained if a gap is left between the nose of the deflected flap ‘and the lower surface of the wing, An arrangement of this Kind may consist either of sm approximately full-span, narrow-chord aileron in combination with a single full-spen flap (reference 71) or of a partial-span‘ailoron in combination with full-span duplex flaps (references 72 and 73). Although the aileron effectiveness tnay be somewhat less when the flap is at some intermediate position than when the flap is retracted, the aileron effectiveness can be even higher when the flap is fully deflected than when the flap is retracted, ‘This fact is demonstrated by the data (fig. 49) obtained from the tests reported in reference 71. The indicated flap positions correspond approximately to positions on the flap path selected in reference 71. When the flap is fully deflected only small positive aileron deflections are effective in increasing the rolling moment, but nogative deflections as lange as —30° are effective. A differential sileron motion should be used, therefore, to obtain maximum rolling moment. A tendency toward overbalance of the differentially operated aileron is indicated by the large negative floating angle when the flap is fully deflected. Data given in reference 71 in- dicate, however, that this tendency is reduced by increasing the chord of the sealed internal balanes. Although the yawing-moment characteristics of fap-type ailerons used with retractable flaps generally are not favor able, ato given wing lift coefficient the yawing moments usually are less unfavorable with flaps deilected than with flaps retracted. EFFECTS OF AIR-FLOW AND WING-SURFACE CONDITIONS: ‘The preceding discussion has been concerned primarily with the characteristics of ailerons under certain very restricted conditions; that is, the Mach number was low, transition was assumed to occur far forward on the airfoil, and the ailerons were of sufficiently rigid construction to prevent any appreciable distortion by the aerodynamic forces. In the present section the effects of deviations from the previously assumed conditions are discussed and some formation is provided from which rough quantitative ‘estimates of these effects may be made. ‘The applicability of the information is limited by the fact that the available data REPORT NO. 868-—NATIONAL ADVISORY COMMITTED FOR AERONAUTICS are not sufficient to permit an accurate determination of the relative importanee of the various factors concerned. Boundary-layer effects —Laxge variationsin aileron chara teristies may result from chenges in the thicknesses of the boundary layers at the surfaces of an aileron. At low Mach numbers the thickness of a boundary layer depends largely on the chordwise location of the region of transition from lam- inar to turbulent flow. For e given airfoil the most important factors that govern the transition location are the airfoil surface condition, the Reynolds number, and the air-stream turbulence. The relative importance of each of these fectors is not easily established, but experience indicates tat, for almost any airfoil, transition near the leading edge may be brought about by the wing roughness that may result from ‘conventional airplano fabrication methods or by a Reynotds number within the flight range of some airplanes. The turbulence that exists in some wind tunnels is sufficient to induce transition noar the leading edge for most airfoil In a recent unpublished theoretical study, values of the section hinge-moment parameters ¢,, and e,, in viscous flow ‘were computed for ailerons having small trailing-edge angles, The method used was based on the concept that differences in the thicknesses of boundary layers at the upper and lower airfoil surfaces effectively alter the camber of the airfoil. Computations of the parameter ey, were made for te conditions of fixed transition at the leading edge and at 0.5e, and computations of the parameter ¢,, were made for the condition of fixed transition at the leading edge. (Seo fig. 50.) Conditions of fixed transition location may not represent accurately the boundary-layer conditions tat are most likely to be encountered in fight, because for most plane wings changes in the transition locations on the upper and lower wing surfaces ean be expected to result: from changes in ongle of attack or in oileron delloction. ‘The results presented in figure 50 therefore are considered to bo of use principally for illustrating the possible magnitude of the effects of the boundary layer rather than for providing numerical values of the hinge-moment parameters for use in design. Wind-tunnel investigations of aileron characteristics fre- quently include tests of a model with smooth airfoil surfaces and with roughness strips or wires near the airfoil leading edge. The fact that the effects of roughness strips at the airfoil leading edge may be expected to be greater when the trailing-edge angle is Targe than when the trailing-edge angle is small as illustrated in figure 51. In these tesis the addition of roughness strips at the Teading edge rosulted in positive inerements of ex, of 0.0005 and 0.0025 for trailing- edge angles of 6° and 33°, respectively. ‘The roughness strip also caused a somewhat greater reduction in e,, when the trailing-edge angle was large than when the trdiling-edge angle was small. The available data are insufficient to show the effects of trailing-edge angle on the changes in ¢s, and ¢,, caused by the addition of the transition strip, but these effects are expected to be somewhat similar (o the effects on ex, and ey,SUMMARY OF LATERAL-CONTROL RESEARCH va 447774 [ a a Pd I { € | wirodies eo bested i (elie eee OSS : 5 | = il | | Poh ic i A at ~ ud a Za (Tt SI “! | _ wat Coon NS cd i od NT i N Fd OEE ICO sg aansc nO EI ZF Bj eieix @ a == “ eae 1 4 | HY ~col—| N. | i o “35 BO 0 10 ea a a Aeron ceflecton, beg Florey 12sec of etrastbe ap povitn o ths chancteres of a watew-cordeoaentogl alleen, Referee 169170 ~004| ~006| 012} Fen ow r a= Veccus fw fransitn ot eaves €39¢) a) 006 novel sore} ced, OF OS 7816 204 fale BE BS a0 ‘loons s0-—Caperon of ret! binge manent pratetes fr ie ae potent “Sow. Uap dt REPORT NO. 868—NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS ‘Phe transition location on the upper surface of @ smooth low-drag airfoil usually moves forward very rapidly as the } angle of attack, corresponding to the upper limit of the low= | drag range, is exceeded. A similar effect usually occurs on the lower surface as the angle of attack is decreased below the lower limit of the low-drag range. Curves of Cy, plotted ‘ogainst « may be characterized by an irregular shape, tere | fore, as indicated in figure 52. ‘Tho shapes of these eurves are such theta Iorge sudden change in the floating tendeney of an aileron may be expected at the limits of the low-drag range. ‘This effect is most noticeable for low-drng airfoils having large trailing-edgo angles. The irregularities in the curves of Gn, plotted against « do not oecur when conditions are such tbat extensive laminar flow is provented (fig. 62). At a given angle of attack extensive laminar flow may occur over a wide range of control-surface deflections. Curves of Ch, plotted against 6,, therefore, are not characterized by the irregularities noted in the curves of Cr, plotted against a, Roughening the airfoil surface may enuse the slope Cy, to be less negative through the greater part of the normal deflection range. The variation of transition location with angle of attack usally is less for smooth conventional airfoils (those having ‘the thickness distribution defined in reference 48) then for 2 ; 633 ——— T cea = | eS | —s) ae [ Boaban = 5 ; +t [=e ae ts arma aol 4 i | I | | 504 NN 7 = t t i ae t 3 u I Te } = | 6 t f ats: 7 | A Z | Z xen Z { : I Wf Z I | 1 Io CoE | / c Ht col AT | Ta T I T a | | t | fest it ami a 12 we 8 4-0 4 6 @ ego eee ae Alleron aetiection das deg aon 81-Conpnion ts froghes son tin carta eee vo rn itingev and, R=0kttact,Uapid dtSUMMARY OF LATERAL-CONTROL RESEARCH. smooth low-dreg airfoils. Test results indicate, as expected, ‘that for approximately equal trailing-edge angles the effect of adding roughness strips near the leading edge generally is smaller for the conventional airfoils then for the low-drag airfoils. Geometric parameters associated with overhang balances donot seem tobe of much significance with regard to boundary- layer effects. In the usual ease, the resultant-pressure parameters Pp, end Pg, are more positive over the entire airfoil chord when the transition location is far back then when the transition location is far forward. ‘The increased balencing effect caused by the more positive values of these parameters forward of the hinge line usually is smell, how- ever, when compared with the unbalancing effect of the | increased positive values of these parameters near the aileron | trailing edge. The effectiveness of a linked tab in changing aileron hinge moments usually is diminished by conditions that tent to nerease the boundary-layer thickness. ‘The addition of roughness strips at 0.25¢ of one model having a 0.0% tab resulted ine 25-percent reduction in the rate of change of controlsurface hinge-moment coefficient with tab deflection. Mach number effects.—The following discussion concerns ‘Mach number effects only in the range of subsonic speed. In most wind-tunnel tests variations in Mach number are 17 obtained simply by varying the tunnel speed. ‘The indi- cated Mach number effects therefore include changes in boundary-layer conditions caused by simultaneous changes in Reynolds number and, for some wind tunnels, by changes in the turbulence of the air stream. Because variations in either Reynolds number or in Mech number within the sub- critical speed range may result in forward movements in the ‘transition location, the true effect of Mach number is diffi cult to isolate from most wind-tunnel date. When the transition location is fixed and when the Reynolds number is held constent, variations in Mach number within the sub- critical speed range seem tohavesmall effectson the boundary- lager thickness. ‘The profiles of 3 two-dimensional models that were tested in the Langley 8-foot high-speed tunnel over a wide range of Mach numbers are shown in figure 53. The variations with Mach number of the normal-force parameters C4, 2nd Cay are shown in figure 54 and the variations of the effectiveness factor Aa/Aé, relative to the values of this factor obtained by’ extrapolating to f=0, are shown in figure 55. Increasing the Mach number from 0 to 07 decreases the value of ‘AajAs by 12 pereent for the Frise aileron, by 85 percent for the true-contour plein aileron, and by 50 percent for the beveled aileron. These reductions in Ae/As, particularly for the true-contour plain aileron and for the beveled aileron, é 2 Tq Seth avvarl Se g 1 ‘Raogincee of 250 | : ae Wena 0 Goes | S Sami : | e i I A 8 ae : | jus | | i , dais g ‘ ° 4 I i cn i ZA LL i ay 7 as a a 7 | t 1 i = Ee e? = + ; + Bb . -a < ae : 3 7 ry 8 ee 4&4 : g j & l 1 -a - | (@) { (e) as gO 15 EB Bate of orracn as deg Contrasurfoce cefecton fy, 209 oir os ‘roves s2—Eitect of roughnessrps onthe earatres os semtpan hortontaHalt model hsring 8 modited NACA G2 ba seta, say =02, Capablaed dat,172 te Go) Preteen tence 0) Posncisigr pai lloncn NACA tetas appablied date {@) ert flaca cn NACA 6-6 aol unpoblited date. Fioune S8Crose sedans of teen tele wil 90 aos tested tbe “Lany ib! cisbegsed tase 2 2, 4, = ooh rumoor, 6 (a) Faseatloo; soit; reese 1 (oy Tewcanaoar pt any 4104 andthe data (o) Beveeé eens 60 aapblised das locas f4Efes of ¢5cb number on te ston normebornparscsts fy OF ‘olson showa la true. RBPORT NO, 868—-NATIONAL ADVISORY COMMITTEE FOR AFRONAUTICS +O Febe alerom 8-1 | b-—treverence 14) Irue-contour plein alereny p=/08r loroublicned 0572) tBeveted otieran $+ fureubiisne doe) | [2-3 4 | itech nimoer, it {iovhe SS of Mach mumbo the fetsoe preety tv to elses pastes at sro Boh numba, fa th erous sata ye. wT 8 | probably are greater thon the reductions that would have been obtained if the aileron nose gap had been scaled. Several unpublished investigations have shown that an open | nose gap may cause Jarge losses in control-surface effective- ness with inereased Mach mumber. In the usual ease, for | ailerons having either open gaps or sealed gaps, the reduction in Aa/Aé is quite gradual until shock occurs on the airfoil. ‘At speeds in excess of the speed at which shoel occurs, the | reduction in Aa/as is more rapid, probably because a trailing edge flap cannot induce pressure changes forward of a shock wave, | The variations with Mach number of the binge-moment parameters (Bg. 56) of the three ailerons considered agree Be [2 Faoch nsmber, Mt (Fe lon; gmt ern, ©) tronesatue pas lees, $504 unpblsod at, {Beveled aeons 6s unpublished deta. loons saeco Bash number ou oe seaton Nrgeeowent pce eh aD yo \ ‘he tare ern showa ia gure 3.SUMMARY OF LATERAL-CONTROL RESEARCH. qualitatively with results obtained from other investigations of smooth airfoils. ‘The test data available indicate that when the trailing-edge engle is small the parameters ¢y, and em usually increase in absolute magnitude as the Mach number is inereased. When the trailing-edge angle is large, the hinge-moment parameters of smooth low-drag airfoils almost invariably become more positive when the Mach number is increased by increasing the tunnel speed, and the hinge-moment parameters sometintes change from negative to positive at some speed within the test range of Mach number. The large varietions in the hinge-moment param- eters noted between Mach numbers of 0.15 and 0.40 (Gg. 56 (¢)) Probably do not result simply from compressibility effects, which would be expected to be stall over this Mach number range. A Jarge part of the indicated effects may be caused by variations in transition location resulting from increased Reynolds number es the airspeed is increased. ‘The fact that a given change in the trailing-edge angle of a smooth low-drag airfoil may produce much greater effects on the hinge-moment parameters at high Mach numbers than at low Mach numbers is indicated in figure 57. When an exposed-overhang balance (either Frise or plain) is used, the center of pressure of tho aileron load resulting from aileron deflection ususlly moves forward as the critical ‘Mach number is approched. ‘The parameter Cy, therefore tends to become less negative. This effect may eause the aileron to become overbalanced near the critical Mach number, even though the trailing-edge angle is small. Adverse compressibility effects probably will be encountered 173 at a lower Mach number with ailerons having’small nose radii than with ailerons having Iarge"nose radii. Some unpublished data on an internally balanced aileron with a small trailing-edge angle have indicated that the effect of Mach number on aileron hinge moments is small until shock occurs in the vicinity of the balance-chamber vents. When shock on either the upper or the lower surface is in the vicinity of the vent, the variation of aileron hinge moments with either deflection or angle of attack may be- come very nonlinear. Intemelly balanced ailerons may become very heavy when shock moves to the rear of the vents because deflection of the aileron then can produce little, if any, pressure difference across the balance plate. Only a small amount of data is available on the variation with Mach number of the balancing effect of a tab, ‘The results of two unpublished investigetions indicate, however, that for eilerons heving smell trailing-edge angles the balancing effect of tab is essentially unchanged until shock is sufficiently developed to cause flow separation from the airfoil surface. ‘The aileron binge-moment parameters of an assumed _ fighter airplane (fg. 43) equipped with each of the three ailerons shown in figure 53 were estimated from the section date by methods described previously in the present paper ‘The results of the computations are presented in figurel58, on which lines of constant Fg for aileron deflections of 5° heve been drawn (see equation (6)). ‘The computations indicate that the stick force for the true-contour plain aileron would increase with Mech number at a rete 0: 0016 — 7 Z z | oe i oo ae 2004 be ees ” @ @ 7 2 = z 7 a 4 Mach rerber, M (a) lot obtinnd om axretionustins (18) nd (9) of ow Mack aumber dts es ale. “Oy Yala obtain em gate gab Oe FlceRe s1—Etuet of Mack nneter onthe ieee ebsngs lo ee sto Nage-momen: parameters pe deere chang in trained ane174 REPORT NO. 808—NATIONAL ADVISORY COMMITTED FOR AERONAUTICS unserbolonce | Overbolance ee / f Beveled offoran' (Be / | -t ~ 9 al i ae Puli dy) fed 2 4a 2 Go | 6 8 M M 3% o. | | rE = =F i % Dor OE is ‘louse Ete of Noch amber ete est Eacepan Nogomicen! shar Se ented escent (oe siic (6 acon with sof he also gre 9. Banas, aaa Boos, considerably in excess of ihe rate of inerease of the dynamic pressure, whereas at Mach numbers greater than about 0.2 the beveled aileron would be overbalenced, For the deflec- tion range considered in figure 58, the Frise aileron was less sensitive to Mach number effects than either the true- contour aileron or the beveled aileron, Additional data given in reference 74 indicate, however, that at large negative deflections the Frise aileron may be very sensitive to Mach number effects because of the critical nature of the flow over the protruding nose of the balance. Sarface-covering distortion.—Contour changes caused by: aerodynamic foreos may bo of sufficient magnitude to produce objectionable stick-foree characteristics for ailerons that otherwise would be satisfactory. ‘The type and extent of covering distortion depends on the external pressure distribue tion over the surfaces of the aileron, on the pressure inside the aileron, on the initial tension of the covering material, on the modulus of elasticity of the covering material, and on the method of attachment of the covering material. Different vent locations may cause positive, negative, or static internal pressures, An analysis of the effects of surface-covering distortion on aileron characteristicshas been made by Bryant and Holoubok in Great Britain, A somowhat similar analysis is applied to elevators in reference 75. ‘Typical distorted aileron con- tours for extreme internal-pressre conditions are illustrated in figure 59. For cither large positive or large nogative internal pressures, the changes in stick force caused by dis- tortion result chiefly from changes in the trailing-edge angle as the airspeed is increased. Because such pressures stress the covering material and thus increase the rigidity of the covering material, the change in camber caused by the external-pressure differential between the upper and the lower surfaces of the aileron is reduced. Positive internal pressures cause both surfaces of the aileron to bulge. Bulging of the forward part of the aileron seems to have little effect on the hinge-moment parameters, Dut the increase in trailing-edge angle causes these param= eters to_become less negative. ‘The stick forces, therefore, are decreased and may become overbalanced if the unis torted aileron is designed to give stick forces within the required limits. Th the ease of one airplane equipped with fabrie-covered ailerons, the internal pressure became so great during a high-speed dive that fabric failure resulted. Negative internal pressures cause both aileron surfaces to be drawn in with the result tat the trailing-edge angle is decreased. Tho parameters Cy, and Gy, therefore become more negative and the stick forees may inerease to such an extent that the pilot's ability o roll the sirplane may be seriously restricted at high speeds. ‘The data presented in figures 54 to 56 for the true-contour plain aileron and for the beveled aileron may be used to illus- trate the effect of trailing-edge angle on the stick forces of 8 fighter airplane (fg. 43). ‘The change in stick foreo per degree change in trailing-edge angle for aileron deflections of =£5° is given as a function of Mech number in figure 60.SUMMARY OF LATERAL-CONTROL RESEARCH 175 Section ner Section BB Uncietarted surface Diterted surface sconwise sections between ribs - ral presur, postie (@ Invent presse, state, Typ dange a llren contour asd by execorerog Astra at Mah akspeede. Retreat 7 ber. Under this condition the cover ing material is not highly stressed by the interual pressure; therefore, the external-pressure differential can cause both ‘The aileron surface- covering distortion that occurred for such a pressure condi- tion during flight tests of a P-10F airplane at an indicated airspeed of 350 miles per hour is shown in the photographs ‘The effect of a change in camber on the variation of hinge- ‘moment. coefficient with aileron deflection is very similar to the effect produced by an unbalancing tab with a linkage ratio that increases progressively with increasing speed. Tn- creased stick forces again result and the increases for this condition may be of greater magnitude than for the condition, of negative internal pressure; furthermore, the changes in x T changes in aileron et Tana surfaces to bow in the same direction. Seavever a t + AF | ae Y of figure 61. . , oT Mech number, M [igomy Oh—E6e af Mace number aud alto en the chang insti rc per degree ‘shane in alin age angle or 2" Buon efetoa. Astute sepa e he Senne Sao, Haosm ‘The results indicate that the incremental stick force caused by a 1° change in trailing-edge angle may be of the order of, magnitude of the maximum ellowable stick foree for the assumed airplane. For internal pressures near static pressure, changes in stick force caused by distortion may result chiefly from the hinge-moment parameters are greatest for small aileron deflections because for small aileron deflections the surface covering is stressed the least and can deflect most repidly. ‘This condition results in a nonlinear variation of stick fore with aileron deflection. In the foregoing discussion, careful consideration of dis- tortion effects is shown to be necessary in the design of ailer- ons for high-speed airplanes, As suggested by Bryant and Holoubok, the problem may be attacked in two ways. ‘The distortion may be allowed but controlled by proper venting in order to obtain desirable stick forces throughout the speedREPORY NO. 868 range, oF the greater part of the distortion may be prevented by using very close rib spacing or a. stiff covering material ‘Tho second solution is far more satisfactory from aero namic considerations, but it has the disadvantage of increas ing the aileron weight, Distortion that occurs near the tailing edge, however, soems to have much greater effects on aileron charactoristies than distortion that occurs near the hhinge Tine; thus, the greater part of the distortion effects probably can be eliminated by stiffening only the rear 26 percent of tho aileron SPOILER DEVICES Some success has been obtained with Iateral-control de- viees that project from the wing surfaces into the air stream. When located near the wing leading edge and when projected above the upper surface of the wing, these devices reduce the lift of the wing by spoiling the flow and thereby produce rolling moment that is roughly proportional. to the lift coefficient. ‘The name spoiler has been applied to these devices. ‘The effectiveness of similar devices placed near the wing trailing ¢ independent of the lift coefficient. ‘The name spoiler also is used commonly in referring to devices lovated near the trailing edge, even though the action of such devices is more like the action of split flaps than like that of the deviees to which the name spoiler originally was applied. ‘The spoiler-type lateral-control devices illustrated in figure 62 are representative of most of the arrangements of these devices for which experimental results are available. though certain aerodynamic characteristics are critically dependent on specific details of the spoiler arrangement, some statements may be made with regard to the character- isties of spoiler devices in general. NATIONAL ADVISORY COM TEE’ FOR AERONAUTICS Peeieniseenmenn_| —SUMMARY OF LATERAL-CONTROL RESEARCH Flight tests os well as wind-tunnel tests have indicated that, when a spoiler is located far forward on a wing, an appreciable time lag may occur between a movement of the spoiler and the eeradynamie response resulting from that movement, and that small spoiler projections may produce very little rolling moment or even a rolling moment in a direction opposite to that desired. As spoilers are moved rearward, the time lag is reduced, end in general the effec- tiveness for small spoiler projections is improved. In these respects spoilers located at about 0.7e have proved satis- factory in fight, elthough the final rolling moments at high positive lift coefficients are somewhat less for such spoilers than for spoilers located far forward. ‘The fact that spoiler control is obtained simply through & decrease in lift of one wing has resulted in the criticism that difficulty may be experienced in roising a wing that bad dropped. Such a diffieulty cen hardly be of a serious nature, however, because the decrease in lift eaused by spoiler con- trol usually results in a movement of the axis of rotation of no more than 20 percent ofthe wing semispan away from the plane of symmetry. The greatest advantage of spoiler devices perhaps results from their adaptability to arrangements that involve full- span lift aps. An important, advantage, especially for tailless airplanes, results from the fact that the yaving moments caused by spoiler control may be favorable over & lange part of the angle-of-attack range. The pitching- moment characteristics of spoilers (Bg. 63) are less adverse from considerations of wing twist than the pitching-moment characteristics of conventionel flap-type ailerons; the rolling effectiveness usually increases with lift coefficient; and some lateral control may be retained beyond the stall MIXGED-FLAP SPomERS An investigation of @ number of configurations of spoilers of the hinged-fap type (Gg. 62(a)) on plain wings and on wings with split laps and slotted flaps is reported in refer- ence 79. Though the effectiveness of such spoilers is about the same as the effectiveness of some other spoiler devices, ‘the hinge-moment characteristics generally are unsatis- factory unless a balancing deviee is provided. Some degree of balance may be obtained with e small plate that projects into the air stream below the wing as the spoiler is deflected (reference $0) Investigations of retractable-are spoilers (ig. 62 (b)) are reported in references 65, 70, 77, end 81. When such spoilers are located sulliciently far rearward, the lag characteristics and the effectiveness for small spoiler projections generally are satisfactory with flaps retracted. With split aps or slotted flaps defected, spoiler projections as large as 0.02¢ may be ineffective, however, in producing rolling moment. Experience with the P-81 airplane has indicated that with slotted flaps deflected the rolling effectiveness resulting from small spoiler projections may be improved either by opening a slot just behind the spoiler or by sealing the slot of the lift flap. Eliminetion of the flap slot, however, has detrimental effects on the lift and drag of the wing with Baps deflected. iT ‘The hinge-moment characteristics of retractable-are spoil- ers can be varied considerably by changing the width of the spoiler plate, the angle of the upper surface of the spoiler, or the distance betiween the spoiler pivot axis and the center of curvature of the spoiler plate. Th most cases, however, the type of variation of hinge moment with spoiler projection that results in the most desirable stick feel can be obtained only through the use of some ausilisry device, A solution of this problem was obisined on the P-61 airplene by com- ining small conventional silerons (“guide ailerons”), located near the wing tips, with retractable-are spoilers (Bg. 64). ‘The wheel-force and rolling-performance cheracteristies of the P-61 airplane have been meesured in fight with both spoilers and ailerons in operation and with only spoilers in operation, ‘The results are shown in figure 65. ‘The charac~ teristics were considered satisfctory when both spoilers and ailerons were used. For the spoilers alone the wheel forces were very small, but the foree variation with wheel deflection did not seem unsatisfactory for this airplane. ‘Wind-tunnel tests indicate, however, that, for spoilers that __ are thicker than those used on the P-81 airplane, undesirable control-force characteristics may result from a tendeney for the spoilers to be pulled small distances out of the wing and from lange forces required to hold lenge spoiler projections. ‘The minimum thickness of a spoiler may be limited by the rigidity required to prevent flexural vibrations. ‘Dhe rolling velocities obtainable with spoilers alone ou the _ P-61 airplone generally were only about one-third less than” the rolling velocities obtainable with spoilers and guide aileron: “At small wheel defections, however, the use of _ the guide ailerons resulted in greater improvements in the lateral-control characteristics, particularly at low speeds. The yawing characteristics of the P-61 airplane with spoilers and guide ailerons are favorable at high speeds and at moderate speeds and are only slightly unfavorable at landing speeds. (ee section entitled “HAects of Adverse ‘Yew, Part I”) ‘The maximum speeds of airplanes may be reduced some- what by the increased profile drag associated with the small spoiler projections required to mainfein the wings level ia flight. ‘The use of a guide aileron appears to offer an ad- vantage in this respect, especially when the movement of the guide aileron leads that of the spoiler at small control deflections. ‘The simultaneous operation of spoilers and conventional ailerons (located just-behind the spoilers) has been considered as a possible means of decreasing the aileron hinge moments_ and of providing large rolling moments. Investigations hare been made of several such arrangements, one of which is reported in reference 77. Although the yawing-moment and the rolling-moment characteristics seem promising, diffi- caulties probably would be encountered in selecting a linkage that would provide desirable stick-foree characteristics throughout the speed range. ‘The relative aileron end spoiler motions required for desirable stick-force characteristics depend to a lange estent on the spoiler hinge moments and ‘on the variation of rolling moment with spotler projection. Both the hinge-moment and rolling-moment characteristics of spoilers may be very nonlinear for some fight speeds.178 REPORT NO. 868—NATIONAL ADVISORY COMAUTTER FOR ARRONAUTICS 028 ; | : |_Aefod | fafererce || | j 2 WAC 0008, Unpublished | | ° 024} (© WACA 22012 “28 ond 16+ T F Ucn 8815-26 Onpuoioned! 2 lea 66 sence TP 8 Gorn? 7 — zo} —| 4 = ee | 7 a 4010 t 1d ore] + J — | r H | 1 | L z 7 L VY 1 ¢ | By | 4 4 ; pone ia “Spoilers | a-l | | Lt | 1 | 7 + + 1 i 1 | | | | ! 4 -018 = i 1 j | i -.oe0| | ot | 0 : z z + a, z 7a = 7 = Location of spoiler gage on olleron hinge, fraction e trom airtel leading edge ‘iovns 6.~Compation of eds of hiedvise easton af solr ae or af eran binge on the erwaetr eae of ples ad of pn seed ikrans, Reforage 8,SUADIARY OF LATERAL-CONTROL RESEARCH ARIS poste ‘Foca ot Wing a fr and winston showing pier arangemeat oa Pt seplane, Wind-tunnel tests show thet the hinge moments of ailerons located immediately behind spoilers may be strongly indu- enced by the variations in fow conditions that resalt from nonlinear spoiler effectiveness SLOTUIP AILERONS A slot-lip aileron consists essentially of a small fap hinged near the front of a slot through « wing. Tn some arrange- ments (Gg. 62 (c) and references 79 and 82) the slot is fixed in the wing structure some distance forward of the high-lift device. Experience has indicated, however, that from con- siderations of time lag, profile dreg, and wingstructure certain advantages are provided by an aileron formed from the lip just forward of a slotted ap (Bg. 62 (d) and references 65 to 67 and 69). ‘The discussion in the following paragraph concerns this type of slotlip aileron. ‘A slotlip aileron in the neutral position lies close to the life flap when retracted. Only small positive aileron deflee~ tions therefore may be used, and the operation of the aileron for this flap condition necessitates the use of a complicated linkage arrangement or of a cam. Because of this difficulty and because slot-lip ailerons are less effective with Maps retracted than with flaps deflected, a lateral-control system including a conventional fap-trailing-edge aileron for use with flaps retracted and a slot-lip aileron for use with flaps deflected is considered superior to a system that consists only of aslot-ip aileron. Flight tests (reference 69) indicate that with the combined system good lateral control can be ob- tained with an airplane having full-span lift fleps. 179 «0 “bown o 8 & « neste : © & Le7t spore Spotier cteflection or aiteror! rela Bo 8 § 8 oling vatostty, deg/s00 3 9 palate rd aileranar Wie mph "3 Sporlers erin WslIO moh 2 Sporlens ar aleronar Y= 934 my Sseallans arly Vin 396 men Rigs & Lert Bg 8 Contriewneel foroe, Fe [2 9 a rr Late gh Gantrotuhes! deflection, Bx 869 ‘Provan 05Latrsontslebarscteraaso Palme, Uapeblishot dat 25 72-760 “Right PLUG-TYPR SPOmER AILERONS Some of the disadvantages of the retractable-are spoiler are overcome with the plug-type spoiler aileron (fig. 62 (e) and references 79 and 83 to 85). ‘This device is designed in such a manner that a slot through the wing is opened as the plug is projected into the air stream. Data from wind- tunnel tests (fig. 68) have indicated that plug-type spoiler ailerons when used with slotted flaps are very promising, but these ailerons when used with split flaps may be unsatis- factory because of lov effectiveness for small projections. ‘The tests reported in references 79 and 83 indicate that hinge-moment charecteristies of the type that result in satisfactory stick feel can be obtained. For some airplanes, however, the plug may have to be quite narrow or some altemative means may have to be provided in order to avoid excessive stick forces.180 REPORT NO, 868—NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS a 1 dacs et A (wing wthour Paps) == Bing with iit fog deflected 204) 6 feng with Sorted Hop seliocied 401) T 7 7 SS =< i & 4 B | : T T fo ! t god _ 4 = ime! Ll I 7 \. { y t My 7 wel . 4 4 Lo | 4 i at 4 ott _ a | | | | | ~ ee SS | Sf a : =| ey . le Roling-moment coef fives, 6 Young momone coe! Ficer a 1 Wk | ‘ . a T Th = ~T TTC L @| J a BE ae Tae pn Projection oF plug-tipe spoiler aloron fraction ¢ war, on, Provasd—Etuceotl apsonthe sarasota plapsypespaeraien. Reece,SUREMARY OF LATERAL-CONTROL RESEARCE 181 In order to simplify the linkage arrangement, the plug- type spoiler aileron is designed to allow projections either above or below the neutral position. Projections below the neutral position can be expected to contribute little or no effectiveness. ‘The spoiler and lift-lap arrangement of the P-61 airplane (fg. 64), when tested with spoiler slot and flap slot open, included the essential features intended for the plug-type spoiler aileron with slotted flap. Flight tests indicated that the effectiveness characteristics of this arrangement are very good, but during the tests a severe chordwise vibration of the spoiler plate oceurred. Sealing the spoiler slot eliminated the vibration but reduced the effectiveness of the spoiler, particularly for small spoiler projections when the lift flap was deflected, Satisfactory effectiveness characteristies for small spoiler projections were obtained by sealing the flep slot. The performance of the P-8i airplane is considered satisfactory with this configuration, even though the effi- ciencies of both the spoiler and the flap were reduced by sealing the slots. EFFECTS OF MACH NUMBER Results of wind-tunnel tests (references 77 and 86) indicate that the rolling-moment coefficient, resulting from a given projection of a spoiler located at 0.75¢, increases rapidly as the Mach number is increased to about 0.72, which is ap- proximately the Mach number at which shock would be expected to occur on the wing. An abrupt reduction in rolling-moment coefficient is indicated as the Mech number is increased from 0.72 to 0.75—the meximum test Mach number. The effectiveness of a conventional fiep-type aileron on the same model elso decreased. though less abruptly, over the same Mach number range. From con- siderations of effectiveness, therefore, when shock occurs on a. wing, a spoiler located near the wing trailing edge does not, seem to offer an advantage over a conventional flap-type aileron, Unpublished high-speed wind-tunnel tests indicate that spoiler effectiveness at suftreritical Mach numbers probebly ean be improved by locating the spoiler forward of the 0.75¢ location. ‘The forward location may also be advantageous from considerations of wing twist as is indicated in figure 63. As discussed previously, the Interal control obtainable from a spoiler located far forward may be unsatisfactory at low speeds becwuse of lag in response and ineffectiveness for small spoiler projections. Spoiler control et high Mach numbers may be satisfactory in these respects, although a forward spoiler may possibly cause buffeting. Y. BOOSTER MECHANISMS The control-foree reduction provided by any of the conventional aerodynamic balances that elready ave been deseribed depends on the aileron defections and on the éy- namie pressure of the air stream but not on the force sup- plied by the pilot. A device that supplies a control-force reduction thet is proportional to the foree supplied by the pilot, regardless of the aileron deflection or of the dynamic ressure, commonly is referred to as a “booster mechanism.” ss0026—s0—28 ‘The use of conventional aerodynamic balences on lange or high-speed airplanes is limited by the sensitivity of the control forees to small changes in the hinge-moment param- eters. Experience has indicated that changes in the values of Gy, and Cy, of approximately 0.0010 may occur beeause of slight variations in the construction of different eilerons for the same airplane. Changes caused by Mach number effects and by surface-covering distortion may be con- siderably greater. Such changes cause large variations in the controlforee characteristics of some present-day ir planes. For future high-speed airplanes the problem of providing close aerodynamic balance will be moro difficult In many eases, therefore, the use of a booster mechanism in conjunction with ailerons that are not closely balanced probably will be desirable, ‘The optimum degreo of aerody- namie balance has not been definitely established, but the condition expressed by the relation 2)» Or Cn pg: tr —0,0020 (36) probably is satisfactory for ailerons on most combat ait planes. ‘The use of a booster mechanism on some low-speed aizplanes may be desirable because the control forces then can be predicted quite accurately and therefore the required development work is reduced. Booster mechanisms may be classified as aerodynamic o mechanical. Aerodynamic boosters utilize power from the airstream to defiect the aileron, whereas mechanical boosters utilize a bydraulie or an electro power supply contained within the aizplane AERODYNAMIC BOOSTERS In the most common type of aerodynamic booster, a tab is used to deflect the aileron. Such devices have been called servotabs, Flettner iabs, flying tabs, booster tebs, or spring ‘tabs in previous papers. In the present paper a servotab is, defined as the arrangement, shown in figure 67 (a) and an ordinary spring tab is defined as the arrangement shown in figure 67 (b). A servotab is equivalent to a spring tab with the spring omitted. A modified arrangement, thet is herein called a geared spring tab is shown in figure 67 (@). This, doviee differs from an ordinary spring tab in that, when the aileron is moved with the stick free ai, zero airspeed, the tab deflects with respect to the aileron in the same manner as a conventional balancing (or unbalancing) tab. EQUATIONS FOR CONTROL FORCE Equations for celeulating the control-force characteristics of ‘control surfaces with spring tabs have been derived by Gates, of Great Britain. ‘The characteristics of the ordinary spring tab (fig. 67 (b)) are completely defined when the constants ky, ky, and dy are specified. ‘These constants are defined by the following formulas in which 5, and F are the defleetion and the control force of an aileron, respectively, and 8,1 is the spring-tab deflect shirt hie (a7) Fake, (38)182 REPORT NO; $0S—NATIONAL ADVISORY COMMITTEL FUR AFRONAUTICS For the ordinary spring tab (Sg. 67 (b)) the relation between the control force, the aileron hinge moment, and tab hinge ‘moment when the system is in equilibrium is given by the formula Hast baat Breet thy 9) Within the range of linear hinge-moment characteristics, H, and H, can be expressed in terms of the uileron and tab hinge. moment parameters, and by means of equations (87) to (39) the following general equation ean be derived for the stick force resulting from the dellection of one aileron: In equation (40) values of (Aa), [PP for any specific wing- | aileron arrangément can be obtained from figure 3, and the , aC, re), which repre- tab-floating parameters ¢ oO y ana (2 He) wbiol vepre sent the variations of aileron binge-moment coefficient against angle of aitack and against aileron deflection with tab free, are defined by the expressions 26) 00), Ge 0r, 201 a: eds a *),.C2) BO). See Bhat Equation (40) is directly applicable to an aileron with a spring tab. For an aileron with a servotab the constant Fy is zero. Both the constants kz and ky ere zero for an aileron without a tab. Cre co (CHARACTERISTICS OF SPRING-TAB AILERONS ‘When applied to aileron control the spring tab provides the advantage of reducing the control force at high speeds to ow values without making the control force unduly light at lowspeeds. ‘The characteristic variation of control force with indicated airspeed for spring-tab ailerons is shown in figure 68, ‘The control-force variation with indicated airspeed is much less than that given by the “speed-squared” law. Various other types of control-foree variation with indicated airspeed for a given aileron deflection may be obtained by aerodynam- ically balancing or overbalancing the tab. Some of these possibilities are illustrated in figure 69. (40) | (err ) ooo tb ( Gee pri tb Picea Arnos of lon Dar ACA As a result of the smaller increase in control force with airspeed, the rolling velocity obtainable with a given control force may continue to increase with increasing airspeed for spring-tab ailerons; whereas for conventional acrodynaii cally balanced ailerons, the rolling velocity varies approxi- mately inversely as the airspeed within the range for whicl | the aileron deflection is limited by the eontrol force.SUMMARY OF LATERAL-CONTROL RESEARCH ‘The measured rolling-performance characteristics of am FOF-3 airplane equipped with the original production siler- fons and with spring-tab ailerons are compared in figure 70. ee T Tab, bal Fo roonr 6—Compaln of stirs tartare ef pla aro, a ar with & 1604 33 s | Bo 8 at Ed Vracotea araeces Hy mph “ ent Eettamdmilen tna atte ih 194 hight rei} i eprae ; LL oon aol obra i at fo a 0 eo 780 & ay 2O5 PA 280 rraicere aimee Ui moh = Coupares of ling peretaace of FOP seplase with ais aeons Foca ‘wtb esp abatrns Skee, 0 pound, Uapubsee dat 183 Ab an indicated airspeed of 400 miles per hour the value of pb/2V obtainable with a stick force of 30 pounds was shout 70 percent higher with the spring-tab silerons than with the original production ailerons. At indicated eirspeeds less than about 280 miles per hour, the spring-tab ailerons were Jess effective than the original ailerons beewuse the amount of stick travel that was effective in defleeting the ailerons was reduced by the amount of stick travel required to deflect, the spring tabs. A large part of the loss in aileron effective- ness that was encountered at low speeds with these ailerons probably could have been avoided by changing the gearing of theailerons to inerease the value of 254/00 with tab locked. ‘The principal design difficulties introduced by the spring tab involve the provision of adequate structural strength to withstand the increased rolling velocities obtainable at high speeds and the problem of avoiding flutter. Although the use of spring tabs may allow large aileron deflections at high speeds, any danger of aileron overbalance because of com- pressibility effects or surface-covering distortion can be reduced because the ailerons do not have to be closely balanced. ‘Theoretical calculations of spring-tab Gutter have shown that the aileron and the tab should be mass balanced about, their hinge lines and that the tab balance weight should be close to the tab hinge line. The required mass-balance weight therefore may be rather lange. Experimental evi- dence relating to the mass-balance weight required to prevent, | flutter is lacking; however, several production airplanes successfully use spring-tab ailerons with no mass balance onthe tab. Any tendency toward flutter may be aggravated by slack in the linkage system of either the sileron or the teb. Some spring-tab ailerons may have a tendency to float up symmetrically, especially in aecclerated maneuvers at high speeds. This tendenoy is discussed in reference 87 and, as shown by Morgan, Bethwaite, and Nivison of Great Britai it ean be reduced by increasing the negative value of kik. ‘This upfloating tendeney generally is not serious when the value of hi/ks is more negative than —3.0. SPECIAL SPRING-TAD DESIGNS Use of preload.—If the spring in a spring tab is preloaded and eny tab movement is thus prevented until a certain ‘control force is exceeded, the control-force characteristics for forces below tho preload are the same as those for en aileron without a tab; also, at forees above the preload the variation of foree with defleetion is the same as that for a spring-tab aileron without preload. At those speeds for whieb the tab may become operative, the variation of control force with aileron deflection therefore is noalinear. ‘The use of preload may be desirable in order to obtain inereased effectiveness from the ailerons in low-speed flight. If a small amount of friction is present in the tab system, an amount of preload equal to the friction may be desirable to center the tab and therefore to avoid erratic changes in the lateral trim,1s4 Geared spring tab.—By means of the geared spring-tab arrangement (fig. 67 (c) ), the control force required to deflect ‘an aileron at low speeds may be reduced if the tab deflection has a balancing action or increased if the iab deflection has an unbalancing action. At very high speeds the control- force characteristics are approximately tho seme for a geared spring tab and for an ordinary spring tab. An advaniago ofa spring tab geared to lead, o unbalance, the aileron is that at low airspeeds this arrangement may give greater aileron cffeotiveness per degree aileron defleotion then an_sileron without a tab. A diseussion of the use of geared spring tabs for elevator control is given in reference 88, and with slight modifications the theoretical resulte derived in. that report may be applied to aileron control. Detached tab—A detached tab, consisting of a tab mounted on booms that extend back from the trailing edge of the aileron, may have cortain advantages over the more common inset tab. Because of the greater moment, arm of the detached tab, a smaller tab area may bo used. ‘The adverse effect of the tab on the aileron effectiveness therefore is reduced. Preliminary calculations indicate that the de- tached tab may not have to be mass balanced in order to prevent tab-aileron flutter, although the aileron may reuire additional balaeing weights in ordor to provide mass balance bout the aileron hinge line, Detached tabs in the wing wake may, however, have a greater tendeney to buffet than inset tabs, Wind-tonnel tests of a detached tab, as well as of ‘conventional spring tabs, are reported in reference 89, ontER AERODYNAMIC BOOSTERS Very little work has beon done on aerodynamic boosters that do not use tabs to deflect the ailerons, Some experi- mental work, however, has been done on a variable-pitch windmill that is used to drive the ailerons. ‘This device was first tried on a British bomber in 1919, Wind-tumnel tests of 2 similar device, called the whitleron, were made recently in the Langley Laboratory of the NACA. The operation of this device is similar to the operation of a servotab except that the pilot’ effort is used to change the piteh of the blades ofa small windmill rather than to deflect a tab. A-whirleron has an advantage over a tab in that the operation of a. whirl- exon does not cause a decresso in aileron effectiveness. A very small windmill is required ; for example, a windmill that is 9 inches in diameter should be adequate to deffect an aileron on an airplane of the medium-bomber class. Cnpub- lished resuilts of wind-tunnel tests show that the whirleron is a promising means of control, but care is tequived in design to avoid undesirable control forces resulting from frietion and from inertia effects on the windmill blades. ‘Another type of aerodynamic booster that has been pro- posed consists of a piston linked to the aileron and operated by the dynamic prossure of the aic stream, Disadvantages of this device result from the difficulty of providing space {or the piston size required and from the difficulty of av high riotional forces, MECHANICAL ROOSTERS Several hydraulic and electrical booster systems have been tested, but only 2 few have proved at all successful for use ‘on the primary fight controls, No attempt is made to REPORT NO, 868—NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS | desoribe herein the many hydraulic and electrical mechan- isms that have been tried, but some general considerations as to the requiremenis of such systems are disoussed. Tn order for the aileron-control characteristics obtained with a booster to be similar to thoso with the conventional control, the aileron position should be proportional to the stick posi- tion and the foree exerted by the pilot should be multiplied by a constant. The maximum rate of movement of the aileron should equal or exceed the rate that ean be applied by the pilot when conventional acrodynamically balanced ailerons are used. ‘This requirement implies that a large amount of instantaneous power should bo available to move the aileron for a short period of time. This requirement has in the past restricted the use of electrical boosters because of the heavy weight of the electrical equipment required to provide sulficiont power. With a hydraulic mechanism energy may be stored in an accumulator to supply large amounts of power for rapid aileron movements, and the hydraulic pump need be only sufficiently large to supply tho average power required by the booster over a long period of time. ‘The desired control feel has been supplied in some hy- draalic booster mechanisms by small piston connected to the control stick, which transmits a part of the force applied to the aileron back to the pilot. In another system a direct mechanical linkage is used between the control stick and the control surface, ‘The main disadvantages of hydraulic systems that have been used in the past are complication, vulnerability, and lack of reliability. ‘Mechanical boosters are of particular interest for air- planes designed to fly at high Mach nembers. For those cases, xerodynainic boosters may be unsatisfactory and some more positive means of operating the controls may be desir- able, ‘The use of a mechanical booster mechanism in con- nection with an irreversible aileron linkage seems to be logical method for eliminating the possibility of aileron shake when shock oceurs on a wing. Aileron mass balance prob- ably is not necessary in an irreversible system. VI. STRUCTURAL ASPECTS A brief summary of the structural considerations related to lateral control seems desirable, even though some of these considerations already have been pointed out in various sections of the present paper. INTEGRITY OF AIRPLANE ‘The problem of providing the strength necessary to pre~ vent structural failure of any of tho airplane components that are subjected to increased stross during a rolling mancu- ‘ver becomes increasingly difficult. as airplanes are designed for higher speeds. Variations in Mach number may cause Jange changes in the magnitude and in the distribution of the aerodynamic Jond on wings and on ailerons. The in- vestigation reported in reference 74 shows that the acro- dynamic load on a Frise aileron inereases more rapidly with ‘Mach number when the aileron is deflected negatively than when the aileron is deflected positively. The large sudden changes in the aileron Joad that usually take place whenSUMEMARY OF LATERAT-CONTROL RESEARCH shock oceurs on the wing may result in severe aileron shake, which imposes high dynamic loads on the wing, the aileron, the support fittings, and the control linkage. ‘The provision of a rigid control linkage is an aid to the pilot’s ability to control eny tendency toward shake A recent unpublished analysis indicates that the londs on the primary wing structure are likely to be higher during a rolling pull-out than during a simple pull-out and that the critical loading condition probably occurs in maneuver that combines high rolling velocity end high rolling acceleration with the maximum normal acceleration. Large positive internal aileron pressures have resulted in complete failure of fabric-covered ailerons and in feilure of the rivets used to attech metal skin to aileron ribs. Loads of this type can be controlled to some extent by careful selection of the vent locations, but the possibility of high skin stresses resulting from inadvertent variations in the ‘vent locations should not be overlooked. ‘The aileron hinge-moment charecteristies must. be consid- ered in the structural design of the various components of the aileron linkage system. Ailerons having hinge-moment characteristics that are unsymmetrical with respect to zero aileron deffeetion may impose large loeds in the linkage sys- tem even though the complete aileron system is closely bal- anced. For the same control forees, therefore, the loads in. the linkage system may be much greater for Frise ailerons than for conventional arrangements of beveled ailerons or of ailerons having plain-overhang balances, internal. balances, or tab balances. A tendency toward severe chordwise flexural vibration of retractable-are spoilers has occurred in some installations. Retractable-ate spoilers must be made sufficiently rigid to prevent vibration. Vertical-tail failures have occurred as a result of sidestip cecaused by adverse aileron yawing moments in rolling pull- outs, Increased size of the vertical tail reduces the sideslip angle which, in turn, reduces the vertical-tail load. (Gee reference 8.) ROLLING PERFORMANCE For most conventional airplane designs, any Mexibility of the swing or of the lateral-control system results in a loss in rolling performance, and the loss increases almost linearly with the dynamic pressure. Loss in rolling performance for given aileron deflections results from structural deformation of the wing and aileron, Loss in rolling performance because of decreased aileron deflections results from cable stretch or deformation of push-pull rods, bell cranks, pulleys, and pulley brackets. Most present-day airplones are required to meet a given standard of rolling performance. The required rigidity of the various structural components involved should therefore be specified from considerations of the required performance. ‘The required torsional rigidity of the wing can be estimated conveniently by the use of methods diseussed previously in the present paper. CONTROL FORCES In the process of estimating airplane control forces, a definite’ aileron contour and definite aileron deflections must, 185 be assumed. Contour deformations may cause lange vari- ations in control forces and, consequently, such deformations should be maintained at a minimum even though little possibility for structural feilure exists. Variations in the relative deflections of the right and left ailerons, because of stretch in the control system, may result in undesirable control-force characteristics, particularly when a differential linkage system is used. VI. APPLICATION OF EQUATIONS AND DESIGN CHARTS ILLUSTRATIVE EXAMPLE ‘The procedure to be followed in the preliminary design of ailerons for specifc eirplanes depends to ¢ large extent on other aspects of the airplane design. In the present example an investigation is made of the various spanwise and chord- ‘wise parts of the wing thet must be allocated to the aileron plus balance in order that specified rates of roll with specified stick forees may be obtained. ‘The aileron configuration chosen in this design consists of a sealed internally balanced aileron with a combination of a spring tab and a linked tab. Equations and charts, which already have been presented in the present paper, are used in arriving at the various com- binations of aileron and tab dimensions that would be ex- pected to meet certein required conditions. ‘The method used may be applied to eilerons having either exposed-overhang balances or beveled trailing-edge balances rather than the sealed internal balances that are considered herein. ‘The assumed airplane has the geometric constants and the wing plan form indicated in figure 43. ‘The assumed per formance requirements ere that a value of pb/21" of 0.09 be obtained with a stick force of 30 pounds for an airspeed of 320 miles per hour at sea level, and that the wing torsional stiffness should be such that the loss in pb/21” resulting from. wing twist does not exceed 20 percent at an airspeed of 400 miles per hour et sea level. Although these requirements concern only the high-speed fight condition, aileron charac- teristics at low airspeeds as well as at high airspeeds should be investigated in practice. ‘The chord ratios selected for the linked tab end the spring tab of each of the possible ailerons are ‘These chord ratios were selécted beccuse they may be expected to produce approximately the maximum changes in ileron hinge moment for given changes in aileron effectiveness. For an aileron with a spring tab, an aileron deftection exists above which the loss in aileron effectiveness resulting from increased spring-tab deflection is greater than the gain in aileron effectiveness resulting from increased aileron deflec- tion. No advantage is obtained, therefore, in exceeding this deflection. For large airplanes or high-speed airplanes the value of this deflection corresponds approximately to the limits of the range of linear hinge-moment characteristics; for186 internally balanced ailerons the limits of this range ere usually about 12° or 15°, ‘The maximum tab deflec- tions should not greatly exceed the limits of the rango of linear tab effectiveness, For the present example the follow- ing maximum deflections of the aileron and of the tabs, as used for each of the ailerons investigated, are assumed: Benoa = #12" B tiger 15° Bvtqga se 1S? Computations have been made of the geometric constants required for each of a number of ailerons when various values: of 25 and of in detail only for the case of wre assumed. ‘The procedure is illustrated and ‘The balance chord ratio therefore is 0.80 ‘The procedure used is as follows: Step (1): Compute the sileron effectiveness parameter 32. ‘Values of (32) —the effectiveness parameter at low Mach numbers and at traling-edge angles of about 10°—are given in figure 18, The effect of variations in trailing-edge angle is given in figure 19, A rough estimate of the effect of Mach number can be made by means of the data of figure 55, From this data a value of the factor (),/42) corresponding to the trailing-edge angle of the proposed aileron is obtained by interpolating between the curves for the true-contour plain aileron and the beveled aileron at. the Mach number of the design condition. A conservative value of the param- eter 4% probably is yielded by this procedure because the data of figure 55 are given for small open nose gaps. ‘he redveion in 2 with inerasad Mach number sully is greater when the nose gap is open than when the nose gap is scaled. For the present design condition, =15° (from fig. 12 and equation (18)), M=0.42, and therefore Be a8 530.98 0.90 =047 Step @): Estimate the aileron hinge-moment parameters, ‘The hinge-moment, parameters of a balanced aileron may be expressed by equations (16) and (17), in which the inere- mental parametors attributable to the balance are given by equations (21) and (22) for a trailing-edge modification, by RUPORT NO, $65—NATIONAL ADVISORY COMMITTEE FoR AERONAUTICS. equations (23) and (24) for an exposed-overhang balance, by equations (27) and (28) for a sealed internal balance, and by equation (35) for a linked tab. ‘The value of C,, for the plain aileron is given by equation (15) in which (Cs.)z, may be obtained from equation (11). Equations for the hinge- moment parameters of en aileron with a completely sealed intemal balance and with a linked tab therefore may be written as follows: HAO) atOl gto (BVA 4D) A Ci (Cr) in + 9.09 55 where the increment (AC;,),, is the inerement of G,, attrib- utable to the linked tab and (Ch,),ieig must be estimated from test data, The ratio C;,/e,, ean be assumed to equal A For the assumed aizplane Cu, _ 6 @, 8F28 708 y= 0.0087 (from fig. 18) (AC4,),5=0.0014% 1.01 .0014 (trom fig. 11; the inboard aie Teron tip assumed to be located at =0.55. Relatively large varia~ tions in 5 have only small effets oR on (8Cs,)y0-) 338 (From fig. 26 ‘The value of Cs, for the plain aileron must. be estimated from test data for a finite-span wing model having epproxi- mately the same geometric characteristics as the wing of the proposed airplane, A suitable model is that having the flat-sided aileron for which data are presented in figure D35 of reference 42. ‘The value of Cy, for that model is about,SUMMARY OF LATERAL-CONTROL RESEARCH 0.0044, the trailing-edge angle is 17.5°, and the seal ‘and hinge line are located in such » manner thet the sileron has a small effective overhang (F,=0.045). The value of Gj, should be corrected to a trailing-edge angle of 15° and to Fi=0 by means of equations (22) end (8). For the proposed airplane, therefore, (0044—0.0007—0.0014 0085, Equations (41) and (42) now may be written as C4, =0.706(—0.0037)+0.0014+(0.14X0.75X0.0625X 0.338) 0,010 G 0.0085 + (0.09X0.75X0.5X0.838)+ (Cn) 0.0049+ (ACs,) Step (8): Estimate the balance requirements of the linked teb and of the spring tab, ‘The value of 2(Aa)9/43, in equation (38) may be assumed to equal—0.2; therefore (43) ‘The expressions obtained in step (2) for Cs, and for Cy, now may be substituted in equation (43) as follows: (AC, = —0.0020-+ (0.2% 0.0010) —0.0049 =—0.0067 ‘Phe linked tab therefore is unbslancing. The linkage ratio, ‘as dotermined from the maximum deflections of the aileron ‘and of the linked tab, is For the purpose of estimating the required span ratio of the spring tab, the assumption is made in this exemple that the spring tab must be capable of providing aileron hinge mo- ments that are approximately equel in magnitude to the hinge moments of the internally balanced aileron with linked tab; tbat is, (20,),,=0.0020 ‘The choice of this increment should cause the size of the spring tab to be somewhat conservative. Step (4): Estimate the required span ratios of the spring tab and of the linked tab. For either tab, values of the factors Fi, Fo, and F,—obteined from equations (81), (82), and (83), respec~ tively—are tho expression for the factor F (equation (80) ean be estimated by means of equation (34) provided the inboard ends of the tabs are at the inboard 187 end of the aileron. For the present example the assumption is made that the inboard end of the spring tab is at the in- board end of the aileron and the linked tab is just outboard of the spring tab. In order to determine the required span of the linked tab the combined span of the spring tab and the linked tab must first be determined. The required values of Fy are, from equation (85), 0.23 for the spring teb and 0.99 for a fictitious tab having the eombined span of the spring tab and the linked tab, From equation (84) end the expression for F; the required span ratios are and therefore Step (6) Compute the helix-angle reduetion factors resulting from tab deflection. For either the linked tab or the spring teb ‘Aa 25 Jay _ | AB Jeceron 395 (from fig. 18) ‘Therefore, from equation (29), 0.780.805%1.25 384 : and the total reduction factor is 0.8844 0.08 =—0.300 Step 6): Compute the helixangle reduction factor resulting from wing twist. According to the assumed requirements, the torsional stiffness of the wing should be such that the loss in pb/2V' caused by wing twist should not exceed 20 percent for fan airspeed of 400 miles per hour at sea level. For the design condition of an airspeed of 320 miles per hour at sea level, substitution in equation (9) of values of gf YI-MF from figure 6 gives 2 h=0.2xZ Step (7): Estimate the helix-angle reduction factors resulting from adverse yaw. At an airspeed of 100 miles per hour at sea level, the value of the sum k,-+% is estimated to be approx: mately 0.2. For level fight, the lift coefficient varies in- versely as the square of the speed, and therefore, for an188 airspeed of 320 miles per hour at sea level, equation (10) gives feb ky Step (8): Compute the required aileron span ratio, The various helix-angle reduetion factors that have been evaluated in the preceding steps now may be substituted in equation (8). For a value of pb/2V of 0.00 ie 0.09 DATRBX GH 0.12= O2F O50) 0.0068 For an outboard aileron tip location of 0.97%, the inboerd aileron tip location, as determined from figure 2, is 0.62%. ‘The aileron span ratio therefore is b, .97 0.62 Step (9): ‘Compute the required wing torsional stiffness. Por the present ease, the quantity 2” (&), in equation (8) must be evaluated for the aileron, the linked tab, and the spring tab, Values ofr" and (35), 20, respectively. “Therefore [-G2)]_-oecoos 0.00206 [+@),J,,.-rmo0 (62) de ‘and the required wing torsional stiffness at station y i, from equation (8), mart 4st yO may be obtained from figures 5 and 114%0.026 0.00207 (0.00206+0.00118~0.00025) 200 a foot-pounds per degree 3, ‘The torsional stiffness frequently is specified at the aileron midspan, For the present example the aileron midspan is at REPORT NO; 868—NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS Fg710-79, and the required torsionel stiffuess at thet loce- tion is 16,000 foot-pounds per degree Step (10): Calculate the spring stiffness and the mechanical Tinkago of the aileron-spring-tab system by means of equations (37) and (89). In this process a value for the ratio ki/ks must de selected. Expressions for the aileron hinge moment H, and for the tab hinge moment H,, must be obtained in terms of the spring-tab deflection &,,. For the present example 152 pounds per square foot ond it is assumed that 3.0 co) The aileron hinge moment is given by abate? [acu (1-0 26 in which EE (AOn,)at a ost $3X0.0020 0.0016 Therefore = 262 7.50% 1.44" [12(—0.0020) +6,4(—0.0016)} ~97.6~6.55 The spring-tab hinge moment is approximately Ch, Hem abeiutins 55 where the value of 5 is estimated by extrepolating the date of gure 13 tobe approximately 0.060, H=262X 1.80 0.30°X6u:X (—0.0060) ‘Therefore 0.2658,SUMMARY OF LATERAL-CONTROL RESEARCH. ‘The expressions thus obtained for Hz and Hys, when substi- tuted in equation (39), give 4. (45) and (46) Equation (87) may be written as H8=12h the an A simultaneous solution of equations (44), (45), (46), and (a7) yields that was assumed originally. Some mangin in spring-teb deflection should be provided, however, to allow for devia- tions from the conditions assumed in the preliminary design. DISCUSSION Computations similar to those made in the section entitled “(llustrative Example, Pert VII,” have been made for many assumed values of *F* and ¥ of internally balanced ailerons. The results are presented in figure 71. The computations were made for the general ease in whieh consideration is given to ailerons having spring tabs as well as either balancing or unbalancing linked tabs. For specific preliminery-design problems, the investigation may be limited to ailerons having spring fabs and balancing tabs, or to ailerons having only a spring tab, only a linked tab, or no tabs. Considerations regarding the wing structure and the required span of the lift flap usually impose limitations on the chordwise and the spanivise parts of the wing that cap be allocated to the ailerons. For the usual case, therefore, the number of aileron configurations that needs to be investigated is much less than the number that was considered in order to obtain the data of figure 71 ‘The rut presented in igre 71 Sdiete that, fra given t value of 5%, the required aileron span is reduced when the hinge axis is moved toward the rea, that is, when the aileron chord eg is decreased and the balance cord ¢s is increased. ‘The decrease in the required aileron span results from the fact thet the favorable effect of the variation in the con figuration of the linked tab more than compensetes for the unfavorable effect of the deereaso in aileron chord. For given percentage loss in pb/21" resulting from wing twist, however, the required wing stiffness increases rapidly as the hinge axis is moved toward the rear. For an aileron not equipped with a linked tab, both the required aileron spen ‘ss2000—50_1 189 and the required wing stiffness are reduced as the aileron chord ¢, is increased. VIL STATUS OF LATERAL-CONTROL RESEARCH In the preparation of the present paper, en attempt has been made to discuss rather completely the problems associ~ ated with lateral control and to present the available infor- mation that is believed to be most useful in the aerodynamic design of Interal-control devices. The inadequacy of the available information for application to some of the airplanes now contemplated is fully appreciated. This section is therefore included in the present paper in order to establish the present status of some of the most importent phases of lateral-control research and to indicate some of the lateral- control problems that remain to be investigated. Rapid advances in airplane design have increased the importance of certain variables that previously have been largely neglected. ‘These variables are associated primarily with high-speed effects and with the effects of the large changes in boundary-layer conditions that may possibly occur on wings designed for favorable pressure gradients over a lange part of the chord. CONVENTION ‘AL FLAP-TYPE ATLERONS. In general, the rolling performanee of an airplane at low ‘Mach numbers and at given aileron deflections ean be pre- dicted with sufficient accuracy from the available analytical methods provided thet s reasonably accurate estimate can ‘be made of the wing torsional rigidity. Reliable estimates of the rolling performance at high Mech numbers can be made only when experimental data on the aileron effective- ness parameter Ja/Aé at the appropriate Mach numbers are available. Reductions in Aa/Aé that, usually result from increased Mach number cannot be predieted from the present theory, and the evailable experimental data are insufficient for accurate quantitative estimates of the variation of Aa/Ad swith Mach number for arbitrary wing-tileron arrangements, ‘The available data indicate, however, that, as the Mach number is increased to that at which shock occurs on the ‘wing, the smallest reduction in aileron effectiveness is ob- tained when the aileron nose gap is sealed and when the tralling-edge angle is small. Large losses in aileron effective- ness may occur for any aileron when the Mach number at which shock occurs on the wing is exceeded. The addition of a protruding nose balance usually causes the Mach nut ber at which shock occurs to be decreased. For cirplanes not equipped with booster devices the aileron hinge moments usually are of no less importance than the aileron effectiveness, Even though booster devices ere used, 9 reasonsbly accurate knowledge of the aileron hinge- moment characteristics is necessary for the design of an efficient Interal-control system. The available methods for predicting hinge-moment characteristics are aot considered to be sufliciently reliable for direct application to the design of ailerons of a full-scale airplane,190 REPORT NO. 868—NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS roxio barbara Br Fj e9 Mord = Wing stittness at wing tos 2 + She Efe ont) ara aa ia Sering- tabs nag ee ee Lntedt fab spon rat b, OF Aieron spon rate, 4B ie 620 EC Aleren enora retiey Ga/t Tiovns7l—Ateron nsfguriions estimated tobe capableot producing p2V ots wth 9 pounds sc face tS mies pr base or Atel of ewe. dyed; tums tomas: Bans, 8SUADIARY OF LATERAL-CONTROL RESEARCH 191 Anslytical methods of predicting hinge moments involve the following two fundamentel steps: (1) Determination of the section ileron hinge- ‘moment characteristics (2) Application of corrections to account for the effects of finite aspect ratio Seetion hinge-moment, characteristics caleulated by methods based on potentisl-flow theory are very different. from the measured characteristics for most airfoil sections, even when Iaminar flow can be maintained over as much es 60 percent of the airfoil chord. Methods based on viseous-flow theory appear to give results that at low Mach numbers are close to the experimental results for ailerons having small trailing- edge angles, The viscous-flow theory takes into account the transition location and gives s reasonably accurate indication of the effects of changes in the transition location for sirfoils having small trailing-edge engles. At the present time, however, the influence of the airfoil shape—partic- ulerly the treiling-edge angle—on the aileron hinge-moment characteristics is not adequately accounted for by the viseous- flow theory. ‘The necessity for deriving aspect-ratio correc tions to the hinge-moment parameters by methods based on lifting-surface theory, rather than on lifting-line theory, is pointed out in reference 37. At the present time, lifting- surface-theory aspect-ratio corrections have been obtained for the parameter Cy, but not for the parameter Reasonably accurate estimates of the hinge-moment, characteristics of balanced ailerons, at low Mach numbers ‘and under conditions for which transition ean be expected to occur near the airfoil leading edge, ean be made by means of the test data of reference 42 and the correlations presented herein, ‘The available experimental data are insufficient to permit any reliable estimates to be made of the hinge-moment characteristics that may occur at high Mach numbers. Because the effects of Mach number appear to be critically dependent on certain geometric properties of wings and ailerons, a systematic investigation is needed to establish the relative effects of the various geometric parameters on the hinge-moment characteristies and to determine any configu- rations for which the Mach number effeets ete a minimum. Some knowledge of the boundary-layer conditions on the wing of an airplane in flight is necessary in order that any reliable prediction of aileron hinge-moient characteristics may be made either by means of viscous-flow theory or by means of wind-tunnel data, For present-dey production airplanes, the assumption usually ean be made that the existing boundary-layer conditions correspond to a transition location near the wing leading edge, whether or not the wing is designed for favorable pressure gradients over a large part of the chord. Information is needed, however, on the varia tions in the boundary-layer conditions that may possibly result from improvements in manufacturing methods and in airfoil design. In view of the large variations in hinge-moment charac- toristies that may result from manufacturing irregularities, surface-covering distortion, Mach number effeets, or possible boundary-layer effects, the use of nonadjustable aerody- namie balances to provide acceptable control forces on large airplanes or on high-speed airplanes is not considered pra tical. Satisfactory characteristics sometimes can be ob- tained by adjusting the amount of leakage in an internal balance or by changing the linkage of a balancing tab. ‘The use of some type of booster mechanism probably will be necessary, however, for most future high-performance ait- planes. Some aerodynamic balance is desirable, neverthe- less, in order to minimize the required eapacity of the booster mechanism and in order that some lateral control can be obtained in ease of failure of the booster mechanism. ‘The spring tab has proved to be a satisfactory booster mechanism, for many present-day airplanes. When a spring tab is ap- plied to very large airplanes, however, some aerodynamic balance on the tab may be necessary. Information is needed on the most efficient methods of providing aerodynamic balance on tabs. A mechanical booster mechanism, used in conjunetion with irreversible aileron motion, seems most desirable for airplanes designed to fly at speeds et which shock occurs on the wing. SPOILER DEVICES Alarge amount of work hes been done on the development of spoiler-type lnteral-control devices for smell low-speed airplanes. Very little information is available, however, on the charactevistics of spoilers at high speeds. ‘The high- speed data that are available indicate that the effectiveness of a spoiler located near the wing trailing edge, like the effectiveness of a conventional flap-type eileron, may be reduced considerably when shock oceurs on the wing. In~ vestigations should be made to determine whether improved spoiler effectiveness and satisfactory lag charueteristies can be obtained at high speeds by locating the spoiler at some chordwise location other than that established on the basis of low-speed data. Information also is needed on spoiler hinge moments at high speeds, on means of preventing vibra~ tion or buffeting, and on the effects of variations in airfoil contour on spoiler characteristics. LATERAL CONTROL WITH SWEPT WINGS ‘The possibility of raising the critical speeds of wings by using large amounts of sweep is indicated by the results of 2 theoroticel anelysis presented in reference $0, ‘The theory indicates that at lift coefficients near zero the critical Mach number of a wing with sweep is approximately equal to the critical Mach number of the same wing without sweep divided by the cosine of the angle of sweep. A few unpub- lished experiments have provided at least a qualitative verification of the theory. High angles of sweep are re- quired if the value of the critical flight Mach number is to be raised appreciably above 1. Although the use of large angles of sweep may provide definite advantages at high speeds, certain important prob- lems associated with low-speed Iateral-control cheracter- istics aro indicated by the results of tests reported in reference 91. Figure 72 shows that, for a given defection in a plane perpendicular to the aileron hinge line, the rolling- moment coofficiaat eaused by @ fap-type aileron decreases rapidly with increased angle of sweepback, The rolling- moment coefficient caused by a spoiler located at 0.7¢ and192 REPORT NO. 868—NATIONAL ADVISORY COMMNTTER FOR AERONAUTICS Spot, eters" | Averone? : os , on | |_| ce a / | Uo ve | i 1 | 18 i gt | | rt 4 1 E04 4 & oaet : a Ba: { 4 i | i voor : i = R.cz| eI N i! 2 or Verlecttet NY | | I { | . T i 001 I oe | dod of awstabcct, 1 deg oa ae Ange ot wvetebach, Seog a Trove ny tn. eh Hn fmt po Ra ‘etree ein nt ne pple lee projected a given distance above a wing surface is affected by angle of sweepback even more than the rolling-moment coefficient caused by a flap-type aileron (fg. 72) "Phe indicated effect of eweepback on the rolling-moment coofficients (fig. 72) is not a direct indication of the effect of swoepback on the helix angle pb/2¥’ because the value of phi2V depends on the value of the damping cocfficient, C,, a5 well as on the value of the rolling-moment coefficient. Results obtained from tests in the Langley fee-fight tunnel ‘and in the Langley stability tunnel show that the value of the damping coeflicient C, is reduced as the angle of sweep- ack is inereased. ‘A fundamental characteristic of sweptbacl wings is that for a given angle of sweepback the effective dihedral, in- dicated by the value of tho poramoter C,, increases rapidly as the lift coefficient is increased. ‘The test data of figure 73 indicate that for e wing having an_ angle of sweepback of 45° a rolling-moment coefficient of approximately 0.04 must be provided by a Iateral-control device in order to maintain lateral trim at an angle of sideslip of 10° when the wing lift coefficient is 0.6. For the flap-type ailerons con | vas 78 Etec tangle owepbace 9 ataton otal coment oetat witha ‘ga. Helens te sidered in figure 72 a total eiloron defleetion of about 40° must be used in order to supply the required value of the rolling-moment coefficient. ‘The design of a device capable of providing lateral trim and some lateral maneuverability at high angles of sideslip therefore may be very difficult, ‘Tho tests that have been made of wings having large amounts of sweep have been conducted primarily for the purpose of exploring the nature of the problems involved, Fow, if any, attempts have been made to develop lateral control devices specifically for swept wings. Because the problems associated with lateral control, patticularly at high lift coefficients, seem to be of a rather serious naturo, a large amount of development work is required. Satis- factory solutions of these problems may require that lateral control with swopt wings be obtained by devices that are considerably different in pcinciple from either the conven- tional flat-type ailerons or the spoiler devices that are being used on present-day airplanes. Lancrey Memonran Arronavrica, Lanonatory, Nartowan Apvisony Comsurrap or ApRoNaurtes, Lanousy Fimo, Va., February 14, 1946.APPENDIX: DEFINITIONS OF SYMBOLS Definitions are given herein of most of the symbols used in the present paper. Symbols having a very restricted usage in the present paper are defined as they are introduced. Although some experimental data on control surfaces other than ailerons are used for illustrative purposes and for the development of correlations, aileron symbols are employed in referring to experimental data regardless of the type of control surface involved. ‘The various spans and the various chords that are referred to in the following list of symbols are measured perpendicular and parallel, respectively, to the plane of symmetry of the airplane. ‘The various deflections ‘are measured in planes perpendicular to the hinge lines. e airfoil section lift coefficient &, additional lift coefficient at a section caused by an ‘angle-of-attack change over wing & airfoil section normal-force coeficient om airfoil section pitching-moment coefficient oe aileron section hinge-moment coefficient i swing lift coefficient ce rolling-moment coefficient es awing-moment coefficient ., __hinge-moment coefficient of aileron (, He) Cs, spoiler hinge- moment coeficient (5 iz) vent (2 6, to Mngeaament oan (Ey Cy, damping coefficient, that is, mate of change of rolling-moment eoeficient Cy with wing-tip helix angle pb,2V" P pressure coelliient Pe resultant pressure coefficient (Piaee—Pespa) mm, seal moment ratio for internally balanced aileron; ratio of balancing moment of flexible seal to belancing moment of thin-plate overhang p82" helix angle of roll, radians > angular velocity in roll, radians/see $ span of wing, fe Tr true airspeed, f/see (unless otherwise noted) -, indicated airspeed, mph F’ control force (stick force with subseript ¢, wheel force with subscript w), Ib H, aileron hinge moment, ftlb H, tab hinge moment, feb H, spoiler hinge moment, ft-lb @ dynamic pressure, Ib/eq fe (oT7/2) ’ mass density of ar, elugs/eu ft ° ratio of mass density of air at altitude to mass density of air at standard sea-level conditions e oy span of aileron, ft span of balance, ft span of spoiler, ft span of tab, ft area of wing, sq ft airfoil section chord, ft root-mean-square chord of wing over span of aileron, ft root-mean-square chord of wing over span of tab, ft aileron section chord, ft root-mean-square aileron chord, ft root-mean-square aileron chord over span of tab, ft balance section chord; distance from aileron hinge line to leading edge of exposed-overhang balance or to e point midway between the points of attachment of the flexible seal of a sealed internal balance, ft root-mean-square balance chord, ft root-mean-square aileron balance chord over span of tab, ft contour balance section chord for plain-overhang or Frise balance; distance from hinge line to point of tangency of balance leading-edge are and airfoil contour, ft (See fig. 24.) root-mean-square contour balance chord, ft balance-plate chord for internally balanced ailerons; distance from aileron hinge line to leading edge of balance plate, ft root-mean-square balanee-plate chord, ft root-mean-square chord of tab, ft upper-surface width of spoiler; in equation (14) chord of wing at plane of symmetry, ft roo-mean-square of upper-surface width of spoiler, ft distance from spoiler hinge axis to midpoint of upper-surface width of spoiler, ft root-mean-square of distance from spoiler hinge axis to midpoint of uppersurface width of spoiler, ft airfoil section thickness at aileron hinge line, ft root-mean-square of airfoil section thickness at aileron hinge line over span of aileron, ft root-mean-square of airfoil section thickness at jleron hinge line over span of tab, ft angle of attack, deg unless otherwise indicated effective change in angle of attack caused by roll- ing velocity, deg 1984 by by Broumis 6 a A » M R B By REPORT NO, 868—NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS deflection of aileron, deg total deflection of right and left ailerons, deg critical aileron defiection; that is, deflection at which plain-overhang or Frise balance is no longer effective in reducing slope of hi moment curve, deg ‘deflection of tab, deg deflection of lift flap, deg deflection of balance plate of intemally balanced ailerons (positive when attached aileron is de- flected positively), deg limiting deflection of balance plate when horizontal balance-chamber cover plates are used, deg angular defection of control (stick deffection with subscript ¢, wheel deflection with subscript 1»), deg angle of sideslip, deg angle of yaw, deg tuailing-tdge angle at any aileron section, deg effective aileron tzailing-edge angle, deg distance from plane of symmetry to any spanwise station, ft distance from plane of symmetry to inboard end of aileron, ft distance from plane of symmetry to outboard end of aileron, ft distance from plane of symmetry to inboard end of teb, ft distance from plane of symmetry to outboard end of tab, ft chordwise location of minimum pressure point for Jlow-drag airfoils, measured in airfoil chords from leading edge moment arm of point of application of control force; that is, controlstick length or control wheel radius, ft width of flexible seal of internally balanced aileron, expressed as a fraction of the balance-plate chord ey gap between leading edge of undefiected balance plate and forward wall of balance chamber of internally balanced aileron, expressed as a frnc- tion of the belance-plate chord ¢, aspect ratio (64/8) wing taper ratio; ratio of wing-tip chord to wing- root chord Mach number; also, with subscripts 0, 4, B, and so forth of fig. 24, area moment of exposed- ovethang-balance profile about hinge axis Reynolds number; also, with subscripts 0, 4, B, and so forth of fig. 24, nose radius of exposed- overhang balance factor used in evaluating (x), factor used in evaluating (4C},),, ‘Ah, Bi, Fi’, Fi, Pa, Fs, Fy correlation factors jh ly ratio between angular deflection of control (tick or wheol) and aileron deflection with spring tab fixed ratio between angular deflection of control (stick or wheel) and spring-tab deflcetion with aileron fixed ratio of control foree to spring-tab deflection when. aileron is held fixed and airspeed is zero, [bjdleg helix-angle reduction factor resulting from wing twist helix-angle reduction factor resulting from sideslip angle helix-angle reduction factor resulting from yawing velocity helixeangle reduction factor resulting from tab deflection ‘The subscripts outside the parentheses of the foregoing partial derivatives indicate the factors held constant during measure- ment of the derivatives.SUMMARY OF LATERAT-CONTROL RESEARCH (Ci.)on value of Cy, computed by means of lifting-line theory (Cy)ec value of Cy, computed by means of lifting. theory, (4C),)us _lifting-surface-theory correction to (Ch) * aileron effectiveness parameter; effective change in section angle of attack per unit change in. aileron deflection aileron effectiveness parameter for e trailing-edge angle of approximately 10° and for Mach numbers approaching zero (values of fig. 18) aileron effectiveness perameter for « treiling- edge angle ¢ and for Mach numbers approach- ing zero & yap tileron effectiveness paremeter for Mach num- bets approaching zero @ aileron effectiveness parameter for a Mach number If of : if a / helix-angle parameter Zr“ rolling-moment-loss parameter m ‘wing torsional stiffness at station y, ftdb/deg ky radius of gyration about longitudinal avis; frac- tion of wing span Subscripts lf and st when used in place of the general sub- seript f, for tabs, refer to linked tabs and to spring tabs, respectively. 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Harmon, Sidney M: Determination of the Elect of Wing Flexibility on Lateral Maneuverability. and a Comparizon of Calculated Rolling Blectiveness with Flight Results. NACA ARR No, 4423, 1944. 15. Pugsley, A. G.:'The Aerodynamic Characteristics of Semi- Rigid Wing Relovant to the Problem of Loss of Lateral Controt Due to Wing Twisting. R. & M. No, 1490, British ALR. C., 1992. 16. Cox, H. Roxbee, and Pugsley, A. G.: Theory of Loss of Lateral Coatrol Due to Wing Twisting. —R. & M. No. 1506, British ALR.C, 1083, AT, Pugites, A. G., and Brooke, G. R.: The Calculation by Successive “Approsimation of the Critieal Reversal Speed for en Elastie Wing. R. ee M. No. 1508, Brith A, R, C., 1088. 18, Hirst, D. ML: On the Caleulation of the Critical Reversal Speeds ‘of Wings, Red M, No, 1588, British A. R. C., 1984, 19, Shorniek, Louis H.: The Computation of the Critica! Speeds of ‘ileron Reverssl, Wing Torsional Divergence and Wiag- Aileroa Divergence. ME No. ENG-M-51/VFIS, Addendum 1, Matériel Center, Army Air Forces, Dee. 19, 1932. 20. Wortoa, W. H.: Critical Reversal Speed. Atreraft Engineering, ‘vol. XV, no. 177, Nox, 1945, pp. 310-825, 21, Rosenberg, Relahardt: Loss in Alleron Elfectiveness Because of Wing Twist and Considerations Regarding the Toternal-Pressure Balanced Aileron. Jour. Aero, Sei, vol. 11, no. 1, Jan. 1944, pp. 41-7, 22, Feblner, Leo F.: A Study of the Eifects of Vertical Tail Ares and Dinedral on the Lateral Manewverability of an Airplane NACA ARR, Oct. 1941, 28, Feblner, Leo F.: A Study of the Eiect of Adverse Yawing Moment ‘on Lateral Maneuverability at a High Lift Coefficient. NACA ARR, Sept. 1042. 24, Fehlner, Leo F.: A Study of the Beets of Radii of Gyratlon and ‘Altitude om Alleron Effectiveness st High Speed. NACA RB No. aD28, 1043. 25. Coheu, Dorls: A Theoretical Invectigation of the Rolling Osell tions of an Airplane with ailerons Free. NACA Rep. No, 7ST, 1944. 28. Theodorsen, Theodore: General Theory of Aerodynamic Tnsta- Dilty sod the Mechanism of Flutter. NACA Rep. No. 196, 1035. 27, Theodorsen, Theodore, and Garrick, I. B.: Mechanism of Flutter— ‘A Theoretical and Experimental investigation of the Flutter Problem. NACA Rep. No. 685, 1040. 28, Flax, Alexander H.: Three-Dimensional Wing Flutter Analysis, our. Aero. Set., vol. 10, n0. 2, Feb. 1918, pp. AI—f7. 29, Russner, H. G., sud Schwarz, L: The Oselisting Wing with Aero- dynamically Belaneed Elevator. NACA TM No. 991, 1941, 0, Theodorsea, Theodore, and Garrick, I. E.: Nonstationsry Flow ‘about a Wing-Aileron-Tab Combination Including Aerodynamic Balance. NACA Rep. No. 736, 1912. 31. Jones, W. Prichard: Aerodynamic Forces on an Oscillating Aerofoi AileroaTeb Combination, R. & M, No. 1948, British A. R, ren. 195 NACA ARR No196 3. 33, 34 35, 38 81. 38, 28, 40. a. 2, 2 4s 46 a. 6 49. 50. 5. . Purser, Paul B., and Riebe, John M Kraywobloski, Zoigolew: Torslonal and Aileron Flutter. Aero, Sel, vol 10, no. 5, May 1945, pp. 161-188, Becker, Jobin V., and Koryeinski, Peter F-: Aerodynamle Tests of « FullSealo TRF-1 Aileron Installation in the Langley 16-Foot High-Speed Tunnel, NACA ARR No. LeK22, 1044, Cohen, Doria: A Method for Determining the Camber and Twist of e Surface to Support a Given Distribution of Life with Apple fntions to the Load over a Sweptback Wing. NACA Rep. No, 826, 1945 Ames, Milton B., Jr, and Sears, Richard I: Determination of Control-Surface Charaoteristies from NACA Plain-Plap and Tab Date. NACA Rep. No. 721, 1941, Wood, K. D.: Aspect Ratio Corrections. Jour. Aero. Se., vol. 10, no. 8, Oct. 1945, pp. 270-272. Swanson, Robert 8, and Gili, Clarence L.: Limitations of Lifting- Line Theory for Estimation of Aileron Hinge-Moment Charae- teristics. NACA CB No. 8102, 1013. Anderson, Raymond F.: Determination of the Characteristics of ‘Tapered Wings. NACA Rep. No. 572, 1986. Wolowies, Chester H. Predietion of Motions of an Airplane Re~ ing from Abrupt Movement of Lateral or Directional Con- trols. NACA ARR No, L5B02, 1945. Jones, Robert T., and Cohen, Dovis: Determination of Optimum Plan Forms for Control Surfaces. NACA Rep. No. 781, 1942. Welck, Fred E., Soulé, Hartley A., and Gough, Melvin Ne A Flight Investigation of the Lateral Controt Characteristies of ‘Short Wido Ailerons and Various Spoilers with Different Amounts, ‘of Wing Dihedral. NACA Rep. Na, 494, 1034, ‘Rogallo, F, M.: Collection of Balanced-Aileron Test Data, NACA ACR No, 44, 1044 Jour. ‘Sears, Richard I.: Wind-Turnel Data oB the Aerodynamale Charwe- ‘estics of Aixplane Control Surfaces. NACA ACR No. 3L08, 1043. ‘Porwer, Pan! B., and Gillis, Clarence L.: Preliminary Corvelation of the Effects of Bevelod Trailing Edges on the Hinge-Moment ‘Characterietios of Control Surfaces. NACA CB No. SEL¢, 1943, Rogsllo, F. M., and Lowry, John G.: Résumé of Data for Internally Balanced Ailerons. NACA RB, March 1943 Porser, Paul E., and Toll, Thomes A.+ Analysis of Available Data ‘nt Control Surfaces Having Plain-Overhang and Frise Balances, NACA ACR No, LABI3, 1044, Crandall, Stowart ML, and Murray, Harry E.: Analysis of Available ‘Data on the Effects of Tabs on Control-Surfsee Hinge Moments. NACA TN No. 1049, 1946, ‘Jacobs, Eastman N., Ward, Kenneth E., and Pinkerton, Robert M.t ‘The Characteristies of 78 Related Alsfoll Seetfons from Tests in the Variable-Density Wind Tunnel. NACA Rep. No. 460, 1038. Lockiiood, Vernsrd F.: Wind-Tunnel Tavestigation of Control Surface Characteristics. XVII—Boveled-Trailing-Rage Flaps 9f 0.20, 0.30, and 0.40 Airfoil Chord on an NACA 0000 Airfoil NACA’ACR No, LADI2, 1964. Hoggard, H. Page, Jr, and Bulloch, Marjorie E.: Wind-Tunnel Investigation of Conirol-Surface Characteristies. XVI—Pres- aure Distribution over an NACA 0000 Abfoll with 0.30-Alnfoll- Chord Beveled-Trailing-Eage Flaps. NACA ARR No, L4D08, 94s, ‘Wensinger, Carl J., and Delano, James B.: Prossure Distribution overan N. A. C. A. 28012 Airfol with a Slotted and » Plain Flap. NACA Rep. No. 638, 1938, . Bird, J, D.: Effect of Leakage past Aileron Nose on Aerodynamic Chacacteristies of Plein and Tstemelly Balanced Alleons on NACA 65(215)~216, a=1.0 Aitfol. NACA ACK No, LSF13a, 1085. WindTunnel Investigation of Controi-Surface Characteristics. XV—Various Contour ‘Modifications of a 0.80-AinfollChord Plain Flap on an NACA 66(215)-O14 Airfol. NACA ACR No. 3120, 1948. 5A. 55, 56, 3. 58, 5 60, o 02. 83, 4 oe. or. 68, 69, 70. n. n REPORT NO. §65—NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS Swanson, Robert S., and Crandall, Stewart M.: Anelys ‘able Data. on the Effectiveness of Ailerons without Overhang Balanec. NACA ACR No. LAFOL, 1044. Purser, Paul E., and McKinney, Hlizaboth G.: Comparison of Pitching Moments Producod by Plain Flaps and by Spollers and Some Aerodynamic Characteristics of an NACA 20012 Ait foll with Vasious Types of Aeron, NACA ACR No, L5C24a, 1045, Purser, Paul B,, and Johnson, Harold 8.: Bftests of Trailing-2dgo ‘Modifations on Pitehing-Moment Characteristies of Airfoils. NACA CB No, Litao, 1014, Wouzinger, Carl J, and Harris, Thomas A,: Wind-Tunnel Ine vestigation of an N. A. C. A. 28012 Airfoil with Various Ar- rangemenis of Slotted Flaps. NACA Rep. No. 064, 1939. Murray, Hany B.,and Erwin, Mary A: Hinge Moments of Sesled= Tntorhal-Balance Arrangements for Control Surfaces. I~Thoo- rotical Investigation, NACA ARR No, L5F30, 1015. Fischel, Jack: Hinge Moments of Sealod-Intevasl-Balance Ar- rangements for Control Surfaces, TI—Experimental Investiga- ton of Fabric Seals In the Prosence of a Thin-Plate Overhang. NACA ARR No, 5990s, 1946, Harris, Thomas A.: Reduction of Hinge Moments of Airplano Control Surfaces by Tabs. NACA Rep. No. 528, 1985, Lowry, Joba G., Maloney, James A., and Garner, 1. Bltzabet Wind-Tannel Investigation of Shielded Horn Balances and Tals ‘on 8 O.7-Seule Model of XFOF Vertical Tail Surface, NACA ACR No. 4CI1, 1044, Sears, Richard I., and Hoggard, H. Page, Jr.: Characteristics of Plain and Balenced Blevators on a Typical Pursuit Fuselage at Attitudes Skmulating Normel-Flight and Spin Conditions. NACA ARR, March 1042 Garner, I. Elizabeth: Wind-Tunnel Investigation of Conttel= ‘Surface Characterlaties.-XX—Plala and Balanced Flaps on an NACA 0009 Reetangular Semispan Tall Surface. NACA ART. No. LAL, 1944 Murray, Harry Bs, and Warren, 8. Anne: Bifoets of Changes in dleron Rigging on the Stick’ Forces of Iligh-Speed Fighter Airplane. NACA RB No, LAB, 1944 of Avail ssposed . Wensinger, Car! J, and Bamber, Millard J.: Wind-Tunvel Tests ‘of Thive Lateral-Control Doviees in Combination with « Fulle Spen Slotted Flap on an N. ALC. A. 28012 Airfol. NACA TN No. 659, 1938, : Rogallo, Francis M., and Spano, Bartholomew 8.: Wind-Tunnel Tavestigation of « Plain and @ Slot-Lip AMleron on «Wing with ‘a FullSpan Slotted Flap. NACA ACR, April 1041 Rogallo, F, M., and Sebuldentrel, Marvin: Wind-Tunnel Invest ‘gation of a Plain and a Slot-Lip Aileron on a Wing with e Fult- Span Flap Consisting of an Inboard Fowler end an Outboard Slotted Flap. NACA ARR, June 1941, Davigcon, Milton, and Turner, Harold R, Jr: Tests of an NACA (68,2-210, a=0.6 Airfoll Section with ¢ Slotted and Plain Flap. NACA ACR No. 805, 1048. Wetmore, Joseph W., and Sawyer, Richard U1: Flight Tests of F2A-2 Airplane with Full-Span Slotted Flaps and Tralling-Rage ‘and Slot-Lip ailerons, NACA ARR No. S107, 1943, Soulé, H. A..and MeAvoy, W. H.: Flight Investigatlou of Lateral Conitsl Devioos for Use with Full-Span Flaps. NACA Rep. No. 517, 1988 Rogallo, F. M., Lowry, John G, and Fisch, Jack: Wind-Tunnel Tavestigation of a Full-Span Retractable Flap Iu, Combination ‘with FullSpen Plain and Internally Balanced Ailerons on # ‘Tapered Wing. NACA ARR No, 81123, 1948, Farris, Thomes A., and Purser, Paul B.: WindTunnel Tnvestiga- ‘fon of Plain Ailorone for a Wing with a Full-Span Flap Consis Ing of an Inboard Fowter and an Outboard Retractable Spltt Flap. NACA ACR, Mareh £981.SUMMARY OF LATERAL-CONTROL RESEARCH Rogallo, F. M., and Lowry, John G.: Wind-Tunnel Investigation ‘of Pisin Alleron and a Balanced ileron on a Tapered Wing ‘with Full-Span Duplex Flaps. NACA ARR, July 142, | Luoma, Arvo A.: Effect of Comprestibility on Pressure Distribue ton over aa Abfoll with a Slotted Frise aileron, NACA ACR. Xo, LIGI2, 1944, 5. Mathews, Charles W.: An Analytical Investigation of the Eitects ‘of Elevator-Fabrie Distortion on the Longitudinal Stability and Control of an Airplane. NACA ACR No. LAE3D, 1044, 3. Pureer, Paul E., and Turner, Thomas R.: Wied-Tunnel lavestiga- ton of Perforated Split Flaps for Use as Dive Brakes on a Rectangular NACA 28012 Airfoil, NACA ACR, July 1941. ‘TT. Laitone, Edmund V.: An Investigation of the High-Speed Lateral- ‘Control Characteristies of a Spoiler. NACA ACR No. 4C23, 19H. 78. Shortal, J. A.: Eteet of Retractable-Spoller Location on Rolling ‘and Yewing-Moment Coeficents, NACA TN No. 499, 1035. 79, Wenzinger, Can J, and Rogsllo, Francia ML: Wind-Taunel Investigation of Spoiler, Deflector, and Slot Latersl-Contral Devices oa Wings with FullSpan Split and Slotted Flaps NACA Rep. No. 706, 1941. 80, Baker, Paul S: The Development of 8 New Lateral-Control Arrangement. NACA ARR, Oct. 194 81. Wetmore, J. Ws Flight Tests of Retractable Aileront on a Highly ‘Tapered Wing. NACA TN No. 714, 1988. Shortal, Joseph A.: Wind-Tonzel and Flight Teste of Slot-Lip ‘Ailerons, NACA Rep. No. 602, 1987. 3. Rogallo, Francis ML, and Swaason, Robert Development of a’ Plug-Type SpoilerSlot Aileron ‘with a Full-Span Slotted Flap and Discussion of Its Appilea- lon, NACA ARR, Nov. 1941 Rogalla, F. ML., and Spano, Bertholomew S.: Wind-Tunnel Tnves- tigation of & Spoiler-Slot Aileron on an NACA 29012 Airfoil with @ FullSpan Fowler Flap. NACA ARR, Dee, 1041, 85, Lowry, Jobn G., and Liddell, Robert B.: Wind-Tunnel Investiga- tion of a Tapered Wing with a Plug-Type Spoller-Sio: Aeron and Full-Span Slotted Flaps. NACA ARR, July 1942. 80. Laitone, Edmund V., and Summers, James L: An Additional Tavestigation of the High-Speed Latersl-Control Characteristics of Spoilers. NACA ACR No. 5D28, 1945. 81. Rogallo, F. M., and Purser, Paul E.: Wind-Tunnel Investigation of Plain Aileron with Various Tralling-Edge Modifeations on 34 | 197 Tapered Wing. IJ—Ailerons with Simple and Spring-Linked Belancing Tabs. NACA ARR, Jan. 1958. 88. Phillips, Wllam H.: Appllestion of Spring Tabs to Elevator Controls. NACA Rep. No. 707, 1044 80, Imlay, Frederick H., and Bird, J D.: Wind-Tunnel Tests of Hinge-Moment Characteristies of Spring-Tab ailerous. NACA ARR No. £426, 1944. 90. Jones, Robert T.: Properties of Low-Aspect-Retio Pointed Wings ‘at Speeds below and above the Speed of Sound. NACA Rep. No. 835, 1948. 91, Letko, William, and Goodman, Alex: Preliminary Wind-Tunnel Investigation at Low Speed of Stability aad Control Characteris- ties of Swepl-Back Wings. NACA TN No. 1046, 1086. ‘TABLE L—INDEX TO DESIGN FIGURES Orie of dangling cetlest Ci, Values of ellen parameter ‘Vue cCangeotatioeeaage fall Gy Yalus flog sare theory oreo (SCs Poa alec: “raaade sgl of sachs ars. Correia fseton age omeat paar 808 Tet of taagedge sage oa ah) Cy Edt of ealag ee sae on en [Bet of aroa oot pap 00 alanteetcenns parameter : [But of taiagee aul on Sat. ‘eluent econ ptchine monet paca eal Etat of talagdge angle om Oza sone bang expired overhang baler "Sepeaton fr oos-age ft fr expend aveaog blast. ‘Glues fitore Frame ‘Etace of erpent-orrnan tains oa Oxy a Oy ‘aration ofa with Fu for epeensve enna oveag Dance [Ent oterponed-serbang bts ata edeetion By. Eto eposed-ovrbng alee tn up ct aaah ead tera aa “Yaue of erkomen {Exuetof sin ater balan cu Ch acd Gy ‘East afsent lion Pas ad Pry Edel of eovegish minianseat ea Ch aad Gy [Eet ot etage on Cay tenor bist aca ta Wal of car F808 Fn [Btit angel estos Cy ‘posses alas osetia ping amend parsaatee Bea | aee weRee eEseRE SUPPLEMENTARY INFORMATION REGARDING MODELS HAVING PLAIN CONTROL SURFACES i re Tepe of eat Base sit section Source at date é eg Hes 3 2 HESS Bess mann, & 3 ‘Betcace EE ates 3 eee 2 \Reoc : ns ons 2 | aeodtinenteon. NACA oa, 2008, 0 }resrence ts, tel DA. $ |Reca. aetna : peers & [Rigen a Rena mts pe s | sient : Seema p | deconaets Sule 2 | eer Simao eam, calpan ets. BBE