j

Copy No.

RM No. L6L09

RESEARCH MEMORANDUM

OBSERVATIONS ON AN AILERON-FLUTTER INSTABILITY ENCOUNTERED

ON A 45° SWEPT-BACK WlliG IN TRANSONIC AND SUPERSONIC FLIGHT

By

Marvin Pitkin, William N. Gardner and Howard J. Curfman, Jr.

Langley Memorial Aeronautical Laboratory Langley Field, Va.

CLASSIFICATION CHAUGED TO

ed informatlon e of the United e Espionage Act,

UNCLASSIFIED

\:::�01: AUTYOH!Ti J. '.

lblled by law. ay be Imparted lllary and oaval ••. epproprtale

CH AU {12 es of the Federal n.G E 34 4 m.mate lnlereal

c!Uzena of mown nacesatty m\l.Jll be

informed thereof.

CliOWLEY

NATIONAL ADVISORY COMMITTEE

FOR AERONAUTICS WASHINGTON

April 11, 1947

l)ATE 8 !8-54

W • • L.

Restriction/Classification Cancelled

https://ntrs.nasa.gov/search.jsp?R=19930085761 2018-06-09T17:04:43+00:00Z

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NACA RM No. L6L09

NATI ONAL ADVI SORY COMMITTE~ FOR fERONAUTICS

RESEf~CH MEMORANDUM

OBSERVATIONS ON AN AILB?ON-FLUTTER INS'l'ABILITY ENCOUNTERED ON A

450 SWEPT- BACK WING IN TRANSONIC AND SUPERSONIC FLIGHT

By Marvin Pi tkin , William N . G"u-dne r and limlbrd J. Curf::nan, Jr .

SUIvlMA.RY

I!1 the course of 8. flight test of a superson c reseerch pilotless aircraft (the NACA R}1--1) , l e-rge-o.mplHude e i l eron oscillat i ons" probably aiJ.eron compress ibility flut ter, were encountered in the t ransonic aDd supersonic speed ranges . The wi ng was oscillating at the s ame fr equency as t he ei l eron. The ai rcraft was equi pped with 450 swept-back wings of symmetrical NACA 65-010 airfoi l section , Compl etely mnss--bal m:ced ['.i18ron8 with 200 bevel ed trai l i ng edges were inst~lled on the wi!1gs . The ai l erons were f r-ee floating ,,;1 t h no mechc.nic 1 restrainincs for ce other than t he frict ion of the ai l eron hinges and servomechani sm bearings t hroughout t he high-speed interval of flight .

Fliuht data ere presented showing the fee-floating and oscillatory character i st ics of t he wing and aileron throughout the fHght . It is shown t hat aileron vibration occurred at flight vel ociti 8 corres: onding to a !vlach n1l.mber r ange from 1.03 to 1.4 . The frequencies of the ajleron and wjnB oscillat ions were ident ical at a given M c~ nUffiber , wer e of the order of 100 cycl e s per second , and increased with Mach number . lhe t est data i ndicate that e ileron compre ssjb l J.1 t flutter , cOl1si(lered as 0. phenomenon Cissociated with the f low patter~ at supercr j tic 1 Mnch number s , is del ~yed in appearance but not prevented by sweepback . At h~gh subsonic speeds the dat 9 indicat.ed tha t the beveled-edge ai l eron WB.e underbalanced at l arge deflections and overbalanced at small deflections . At Mach number s above 0.90, hOl.,ever, the aileron became overbe,l anced over a l arger deflection r ange until 8 Mach number of 0 . 95 was r eached . Above a Mach number of 0 .95 the ai l eron became definitely under balanced.

2 NACA RM No. L6L09

INTRO DUCTION

A stu.ndardF.M-l stabilit.y and c ontrol r'es0ar ch p i l otl eds aircraft , completel y describe d in reference 1 , was e<luipped. with a wing rolling­moment b aJ.ance ano. a control -posi tic i ndicator for the purpose of measur ing the r olling momen ts produced. by o351eron d.ef leGtion at tr.'msonic and super sonic s peeds . During the f light of this model , the internal power supply to the automatic pilot Dnd a ileron servo ­mech;,~ni..sms faileo. . After the power f ailure , the B.utumatic pilc,t and a ile r on scrvomechBl11 sms becume inopera ti ve , and the ai l erons 1.,rer e l eft free f l oatinc with no mechanical restraining force other thi:m the f ri c t ion of t he aileron hinges 0.nd servomechanism. bea rings .

The telemeter d.ata obtaj.necl from this flight indica te that the wings and a ilerons experi enced. l1ig..1 -fre<luency oscillations in the t r ansoni c and l ow supersonic speed ranges. Although t hi s fHg..ht was not i nteud.ed to b e a flut t er or vibration investigation, the results o:i' the test are presented at t his time in vlev' of the current interest in aileron compressibility flutter experienced on high ­speed airpl anes .

SYIvIBOI sS

L r olltng moment ; positive to the right

Os. ai l eron deflec tIon ; pooitive when causing roll to the right

g a cceleration of gr avit' , 32 .2 feet per sec ond per second

M Mach number

APPAP.A'IUS AND MODEL

Model

The standard RM-l stability and. control research mod.el connists of (l cyUndl'i cal body of fineness ratio 22 .7 e<luipped vTi th four cruciform wings and fOUl' cruciform find. The w lng03 al1cl fint3 are s'\-rept back 11-50 and 'lre of const~l..nt chord NP.CA 65-010 airfoil section normal to the leadi ng edge . li'igure 1 is a photograph of the BM -1 model) e<luipped wi th a boos ter :r'ocket , mounted. on its lalh'1ching rack . The model , b ooster , and l aUl1ch lng equip::nent are completely describ ed in r eference 1 .

NACA RM No . L6L09

'1\"0 di8JJletriclilly oppoai te wings are equipped wi th ailerons . Figure 2 is a photogr"l.ph of t he will€: -a iloroll combj.nation , ,:md figure 3 is a 81cetch showing the detail dimensions of the winr

3

and ailerun. The aJlero.8 are 0 .10 ,v5.ng chol'ct, 0 .33 v;1ng emispa.n , and 100 -perce:r:t _IiSS balanced; they have a mO beveled trailing edge and. a moment of inertia of 0 .OO()0102 slug-feet s quared about the hinge line . Stops ar'e prov:lcled on the ailerons to li11.i c their travel to ·.!:loo .

Elec :~roIll£l,snetic servomer,hanisms lire uaed to actuate the a11010ns which fu.'1.ction as a flicker - t ype control; that is , they are deflected in ei ther one extrema pos.i tlon or the other at all tj.mes . The sense of deflection is dete2:-mined. by a roll-stabili zo.tion automatic pilot desex 1be1 in reference 1.

InfJtrumeiltat.!.O!1

A fou.r-channel tel emeter '1'8.8 Inswlled :5.n the model to tranDmi t intelligence 0::1 longitudina l acceleration , irc.pact pressure , angle of b cll1k , rolling moment , and aileron position . Longitudinal accelere,tion and. impact pressure "Tere a1 ternately tr-;.,nsmi tted on one channel by means of a switching motOl' . COll"Lj.nuc'.13-W.:1V3 Doppler r adar apparatus was used to obta.i.n vel ocity dati:.!. . This appara tUG transmits (j, continuous -wave radar ;3igIv.l \'Thieh is mer ged wi th or "bea.t 8gainst II its reflected echo from ~1 moving object to yieJd a record. from which tne velf)cit Oi the moving body i s det.ermined. . Reference 1 tlescribes the t elemeter equipment and continuous -~Tav8 (C.W. ) Lbppler radar equip:men and presents methods for obtaining '{el cci t fr011 l ongi tud:i.n~l acceleratIon, imp8,c t pre", sure ) and radar du ta .

Specia l H'<:!,uipment

::I. control -posi Uon ind.:Lcator we. Indt'illed on the a:11eron servomeclrmism. Figure 4 is a sketch of the aileron, servomechanism, :md po.3 i tion ~ lnd.icator a rrange:;rrent. Al ti1oug..'fJ. the indicator vas not mou.l1ted d:Lrecl,ly on the aileron b ecause of space limi t.a tions , the instrument W:iS calibrated in terms of aileron a.eflection . Only one of the two l;..,i1e1'on8 WCl.S equipped wi th a posi tion lncLi.cat.or .

The two wlngs vTi th a ilero s were rigidly mcu ... 1 ted on the free end of 1'1 steel cantil ever s.::;ring vThieh eerred 'is t~ ... e :tolling~moment bal.ance. FiG'1.l.re 5 is a aehEmatic • kete~1 ok' th.o b '.lance sy · T.em . Deflections of the spring a re meaGurec. 1),7 mean.] of a te emeter pickup and are calibr ated i n terms cf rolling moment . lITo provision was made fo r d.amping the o~cillatlorls of tll i s balance system .

,

4 NACA PM No . L6L09

r Eu !LTS AND DIRCUSOION

,en t:1e snstaining rocket wau n .re et , the pO'iver supply to t '18 aileron servomechanisms, automatic pilot; and telemeter switclling motor f a iled . Thereafter , the ai1erons were free f l oa.ting and. the automatic pilot b ecame inoperative , thus invaUd3.tin8 the angle"of­bank da.ta . !~fter the power failure ) the s \vi tching motor stopped, a110lv111g tr3nsmission of D.cceleration data onl;r . rrhese da-t:.a in adcli tion to rolling-moment and control-position data were conoeq ently the only items measured. for most of the durdtion of the flight .

:fi'igure 6 is a pl ot of 10ne1 tud.inA.l ftcceleY.'at1on aga.ins t t "me f or the i nitial and high-speed interlfal of the f l ight . These data were converted to the veloci :ty values sno.m in figure 7 by the me thod of r eferel ce 1. Al B!) pl otted. on fIgure 7 <.lre corre3pond.ing v8J.oci ty da t ao obtained fron C. W. Do:ppler r ad.ar and from total­pressure mea surements obtaine d prior to power f a ilure . The veloei ty M.t a 611m{ tn,J.t the F.H- l model reavhed. a :peJ.k vel oc: ty of 1570 feet per second which corresponded to a f1.hell munbe:r of 1 ·395 · Agreement between velocity values obta ined. by the various tecrilliques­was good.

Power -On FHght

Telemeter recoI'ris showed tha t noruul opera tion of t he ailer ons and autom6.tl c pilot ,v8.3 experienced pri eJl' to the power failure . The mod.el stabilized in rell uring th.Ls period ) and a rolling oscilla tion of i3 ·5° &mph tUG.s WeU' obt.a.t.ne 'l up to t '1e time the sus t aining rocket ignited (5.8 seconds ). After thi time, the control wa.s free f l oa-wing . Figure 13(1:1. ) shOlvs the aileron behavior a.."ld Mach number variation for the t.iuJ.e the sustaining r ocke t i{aS firing . These d.ata. are cross -plotted. in fi&,ure 8 (b) to show the variat ion or control deflec tion 'vi th ach mIDlber .

The data presented in f1gure 8(b ) show that 'vhen power failed (M :.= 0 .6 approx . ) the control was at full def l e c t:l.on and W·9.S

s l ig..htly underbalanced :in thi s deflection r unge a shown by its drJft baJk toward neutr::tl position . At higher subsonic velocities (M = 0 .8 to 0 .9) the control trimmed at D. c()n r::1 t~mt ieflection of appr oximately -2 .30 indj.cating therebY that tlle control ,.TaS ove:~ ­b '11anced a t smaller deflections. The P ,,1[-l j i.l)j.li t:r that the .'2 .30 deflection is t e reaul t of out-oi' ··trim moments h.~LS been considere ' ; however information to be presented 10.te1' herein discounts this p08sibili ty . The tend.ency of the control to over ­bal ance at small defl ectiolls :is char3.cteristic of beveled -edged ont-rol s

NACA EM No . L6L09

and i s associated ",i th bounda.ry -19.yer eff ects upon the pressures over the trailing-ed.ge bevel . Beference 2 pr esen-cs a comprehensive dJscuss Jon oi' th1s phenomenon .

5

A t Mach numbers D6tween 0 .90 and. 0 .95 the f l oating angle of the a 11eron il1.crec:.sed abY1~,ptly 1ndica tins overbalance over a l arger deflect10n range . A fur ther increase in velocity reversed this effect and the control q licl'.:ly returned to tts neutral position remaining there until the peak Ma ch munber of 1.395 '\'las reached .

The teats reported in refex'8nce 1 SllOW that the PM-l aircr'3.ft experiences ma!'ked drag ri ses associ'3.ted with shock formation at a Mach nU1l1Der of approximate2.y 0 .95 . The overbalancing of the control at Mach numbers sligh t,ly l ess t han thJs val ue is thought to b e .;:.ssocia ted wi th the t dclcenirg -boundary-layer effects and. flOl"­separation effects as shock forms on the wing. Beference 3 (p . 62) shOlvs that increaSing bOUI!dary -layer thi:;kness increases t ile bal allce of trailins-edge cont.rols - largest increases in balance being evicLenced by controls wi,th large tra~_ling-edGe angles . Tests of a p-63A-6 aij'Pl ane (reference 4) shOYT a h ,rge increase in balance 0_ an aileron control at s l ightly subcri tj.cal speeds , similar t o that observed in the subject test . reference 4 ascribes the phenomena to f l ow separation accompanying asayrmnetrlcal shock form~tion upon the upper and l ower wing surfaces.

The stiffening of the RM-l aileron control at supercritical and superdonlc speed, is probabl y due to the usna.l red.istribution of chord~vise 108.c1s in a rearward d.irection ':'nduced by the establishment of supe!'s '::>nic £' l ov; condi tions over the wing .

COD-sting Fl ight

PSter the sustaining rocket ceased firing and precisely at the time the forw3.rcL acceleration pa.s tied through ze r o, a violent high-frequency oscill9.tion occurred. on the a ileron and lfing. The fai lure of the ailerons to vibrate during the accel erated portion 0 .... the f light probably can be a ttr:ibuted. to the restraining forc e s in the servomechrulislns which were mO'_Ulted in such a manner thE.\. t the la.rge fo rward accelerations of 6g to 8g could, increase thei r friction considerably . Once the oscillation occurred, hm·rever , the frIction forces caused by the small decelero. tions in coasting fli~lt ~pparently had li ttle influence upon the . a iler on beh;).vior .

Figure 9(a ) shmv8 a time history of the aileron behavior in coasting f light , and in figure 9(b ) these data are reerranged to shmv the variation of a ileron deflec tion 'vi t h Mach number.

6 N.',CA P.M No . L61.09

The dat a presented in f igure 9(b) show that the aileron oscilla ted wi th an a.ml)litude of full "±"lOO deflecti.on over the entlre supersonlc r a.nge of velocitles. As the velocity f ell b el ow a vfl.l ue corr espo ding to a M~ch number of 1.03 , errati c a.ileron behavior was o"b served in tha t ransonic region y and at subsonic speeds the aileron again f :_Qated at a sma.ll d.eflection of 2 .40 .

This d.ef l ection is approxiID'3.tely equal tv the trim deflection noted a t subsoni c speeds in 8ccelerat.9d f light ; hovrever · the def lection is nm. posltive rather t i18.n negatl.ve ancl therefore subGtantiates the idea that the d.efl ecti on indicates overbalance of the control and not merel y an out -of -trim p08itlon .

A hiGh -frequency wing oscillation accompanied the aileron oscill ation at all times . 'l'J:;.e cha~acter:i.stics of this \.ring oscill ation as evidenced by rol J.i.ng -nmnent d.atcl at the start :IDd at t he end. of the vibro.tion rer:i.od. t.l..t presented in figures 10 (a ) and l Oeb ), respectj.vel y . It is believed. thd.t. the amplitude of the wing vi bration as shown by these data represents approximately 50 perce t of the actual Tfl..a{:;t1itud.e . The 'exact percentage i s not defini t.ely lmovm howev'ex' because a frequency response test uf the l'ecord.lng ins tru."'TI.en t l-vas no t, mad.e Q. t the time of the f l ight but at some ti1ne af cervmrds , and the lnstrwnent ch!3.racter-istics may b e subject to change over a peY"iod of time . rEhe modulat:i.on of the rolling-moment record , preval ent except for the l ast half second of t he v:lbratlon period , i s bel ieved to be dl.l8 to cieficiencles in the recora..lng equipment Ivhen op er ating at frequencies au Gside of its desip- ran;e .

The frequency chal'3.cteris t i c s of the wlng and a11e1'on vibratlon are shown pl otted against Mach nlllnoer in figure 11 . These data show the vling and ailerons vibra.teO_ at the same frequene;y for any gi ven lv1a ch nv.mtJer 8.nd t u. t t.he frequency of the wing an d. ai leron oscill ations 1ncreased. ivi th increase of Mach number.

T'ne f l utter spee(l of swept-back w' j ngs of the type used on the RM-l cannot b e cal cul a.ted. at present . Vibration t ests were therefore made on (;L wing r ollins-molU.ent bal ance setup identical to tha.t u sed on the mod_el repor t ed here In . These t eG ts shm.,red that the first symmetrical bending freCl.uency was 21 cycles per second 'wi th the node a t the roo t chord. 1:Ul.d that the s.yrillnetrical torsion frequency was 75 cycle .. per secone. with the node line approxilllatel y par allel to the leading e rlf,e and a t a cUstance of 48 percent of t he wing chord behind it . In the Simplest ty-pe of cl assical wing f lutter, the flutter frequency iwuld. be expected to l ie between those of first bendlng ml i'lrst torsion frequencies . However , the frequencies of the vibra t.ions recorded in the f light tests (90 to 1 20 cycl es per secon.1. ) were considerably higher than

NACA RH No . L6L09

t he wing structure frequencies measur ed . I t is prcbabl e ther efore that the f light oscill ati ons did not represent a. cl assi ca l f l utter condi t ion but rJ.ther were assoc iated with the phenomenon known as "ail eron buzz" or al l eron compressib i l ity flutter hitherto encountered only on straight 'ving -aileron combinations of nons~etrical airfoil section , 8,t supercri t.tcal speed.s . Fligh t tests of a Bell p -63A -6 airpl ane r eport.::d in reference 4 and T..rint - t unnel tes ts of a mod.em high - speed -airpl ane iving made in

7

t he Ames 16 -foot high -slJe ed tunnel shoT .. a ileron and wing oscillations at high speed similar to thos e observed in the subject test . It is bel ieved that aileron cornpres8ibi l i ty flut,ter is a sociLl.ted 'lith a coupl t:c.g of the variati ons of the rela tl ve in tensi ties of t he upper-surface ancl lower - s urface shock waves with aileron motion . The condition might be c ::msidered to be a flutter condition requiring onl.y one degree o' freedom, that is , aileron rotation about Hs hinGe line . The i-Ting oscilla t':'on is 'believed to the the resul t of f l ow and. load char gea induced. by the aileron and in the case of the FM-l model i'laS probrbly amplHied in intensity by the f l exibility of the wing and rolling-I!1oment balance system .

It is deduced from the RM-l test data that aileron compressi ­bili ty f l utter is not a.ependent upon camber for its ·.q)pearance and that its appearaTlce is delayed, but not prevented by use of sweepback .

The data in figure l O(b ) show t~at both the wing and a1leron oscillations stop at approximatel y the same ach nwnoer (1 .03) a t which the ailero. s re air..ed control on the RM- l fli&-lt re:Qorted in reference 1 . As tlle ~Teloci ty "ras reduced past the vel ocity corresponding to this value , t.he aileron di(l not sho\1 the large degree of overbalance noted at ne3.r-~r::.t,iciil speeds in accelerated flight but instead appear ed to rege.:;'n its s'lbsonic cha racteristics ",i thou t appreciabl e transition . It is possible that the violent a ilero_ oscillation in the supersonic region may have de.roaged the contr ol·position indicator causing faulty readings. Another more l ikel y explanation may be that shock ccnditions on the wing do not disappear in the same mannGr in which they are for'lT.ec~. It may be t hat the wj.ng shock waves vanish abruptly as the velocity is decreased through the critical speed rather than by a gradual process of weakening in tensi t y . Such procedure WOl l ] d ex:plain the ail eron behavior o£' the RM - l model at trrl~lsonlc and suosonic vel ocities in coasting fli&~t .

8 NACA RM No . L6L09 ·

CONClUSIONS

Based. on free -f loa ting aile:ron d3.ta ob taiLled in a flight test of a s~pe:rsoni c research pilotless aircraft , the foll owing con lU!Jiol"ls are d.rawn :

1 . A l arge '-ampli tucie h1gh -frequency osci l l ation of t he 8 ileron and 'vins wa.s encountered in the supersonic region on a Slvept -back wing ",i t h a lree-fl oating aileron ~lavir:.g a high degree of o.ero ­rlynamic b':llance and cOlJlplete mass bala.:::ce .

2 . TIle f:requency of the osci l latio118 increased wh .. h increase of vel oci t;;r , Tisi 19 from 1i v!:l.lue of 90 cycl es per sec· ,nd near a Me.ch number of 1 .0 to 120 cycle ~l per second at a Mac 1 number of 1.4 .

3 · The flutter observed i 1 the subjec t tezt is similar in nature to the phenomenon ca.l le'l ail eron compres s ibi l ity f l utter hi ther to observed on high - Gpeed. stl'aj.ght·-wlng a.i rcraft of

onsynnnetr:L cal. section fl~ring at or a.bove their critical vel ocity. It Is thus indic3.ted that aileron compres sibili +"y .L·J.utter is not depende t upon crunber for ittl occurrence and :La prim:".rl l y a Mach number effect which may be delayed , but not prevented , by use of sweepback .

4 . At hi gh subsonic vel ocities the bevel -edged. a.i l eron , a l though underba.l.anc ed at l arge ('.eflections , 1vas over1)alanced at small doflections .

5 . Tne data :indicate v! ... .l . ... tlle ·:·,.; ,"-01·on b.;)came strongly over ­bal anced as the criti cal velocity was approa ched . This effect was r eversed. when super cri tica l velocities weye a ttF.l.inec1. , t he ail eron becoming vel' · st.iff (underbalanced) in the supersonic region .

Langl ey Memori a l Aeronautica l Laboratory Nationhl f dv1s01'Y COLl'.:'..i ttee for Aeronautic s

Langl ey Fiel d , V,~ .

,

NACA RM No. 16109 9

REFERENCES

1. Pitkin , Marvin , Ga rdner , ''''i11iam. N .) and Curfman, Howard J.) J r .: Pesul te of Preliminary Flight Investigation of Aerod;y-namic Ch~racteristics of the JlIACA Tvro-S tage Suporsonic Pesearch l'!ode1 RM- l S'ti";b::'1ized in Roll at T:.~a.nsonic and Superdonic Veloc i ties. NACP. BN No . L6J23) 19h6.

2 . Mendelsoh..T1, Robert A .: Wind - 'l'u.."'IDGl Investiga tion of the BOlmdary JJayer and WaJ.e anri 'Their Rel ation to Airfoil Cha::cacteristlcs - NP,r.' 651 -0:0..2 Airfoi l wi th a 'l'ru.e -Contour Fl !'l.p and cl BeYel ed-Trat l lr'.g-J£dge Flap . NACA MF No . L6Gl) , 1946.

3· Langl ey I(es8'.l.rch Depari:J:nent : Sllnrnary of Lateral Control Redearch . ( CoLl~iled 'liY TholliI:l.s p . Tell .) NACA 'TN No . 1245 , 19~ 7 .

4. Sprei ter , .. To:m R " and Galster ) George M.: ObfJerva tions of Ail0ron Flutter on the Bell p··63A-6 Airp1cU1.e in Flight a tHiGh ..lch Num' erG . NACA ACE l'T o . 6BO 8 J 191,.6.

Figure 1. - RM -1 with booster mounted on launching rack.

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NACA RM No, L6L09 Fig .. 2

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NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

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NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

Figure 5. - Skelch 01' rol/ing-momenf balance sysfem.

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NATIONAL ADVISORY

I I COMMITTEE FOR AERONAUTICS

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2fA 7t)

C§J9

V o o

Ai

1& tr !P'

1

~ --.:

crt J -~ ~ ~ ~ LSfarl cl'radar dolo

~ ~

~

L I I I

z 3 4 s 6

Time, t, seconds

Figure 7. - Ye/oclt!} lIariafion wifh tlme.

NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

I I I I

From acceleration dola - - - Fi-om Doppler radar

o 0 oolmpocf pressvrefpoinfs onl.!J} I I I I I I I I I I

7 8 9 It} II 12 13

~ o ~

~ ~ o . t"-4 m

b t.O

~ 1-" aq

-.::J

r-

~ ~ l-V

Mach number, V I--"

V

~ 2 ~

... ~ 0

V V .....

-----V

/ [::7' - --

V / I--

L ~

. () -..::: -2 \)

~ , ~ -4

S ~ -6 ~

./ V ('

/ v - 7 1/ 1\

/ \ ~ / "I'-Alleron def"lecfion

II "-

~

-8 I I

-10 j, ,-Time or power h;/ure

I NATIONAL ADVISORY COMMITTEE FOA AERONAUTICS

5.8 6.2 6,6 7.0 7.4 7.8 8.2 8.6 9.0 9.4

Time, 11 sec

(0) A/leron de/'Iecfion and Mach number ago/nsf lime . Fij?ure 8 . - Aileron chorocferislics in accelerofed /light.

1.4

~ . /,2 ('

Q) -.Q

/.0 ~ ~

.8 \.)

~ .6

f:rj ~.

qq co Il'

~ ;:t> o >-

~ ~ o

~ 0:l

b I:D

2

~o ~ ~ -2

ft

c::: .a ~ -4 Iv ~ '(:

~ -6

c:: ~ t;b -&.... :--;:;: ......

"" -/0

L V ~V

-V-

V

lL: -- [1 I / \ 1

V i

/

f-- Power lOt/ure

I 111 J J 'i

.58 .66 .74 .82 .90 .98 1.06 /,/4

Mach number, M (6) Aileron der/ecfion -Mach number.

Figure 8. - Concluded .

- f--r--

NATIONAL ADVISORY COMMITTEE FOIl AERONAUTICS

1.22 1.30 /'38 1.46

~ o ~

~ ~ 2; o . ~ rn

b <:D

f-zj 1-"

qq (X)

0'

... ~

K Mach numher

12

~ ~ r--.. ---~ -

~ ~ 8 .. r- I

c& I Rerer to figure II for rreejuency cf

r --Aileron deflecfion " 4

.~ ~ \J ~ 0 ,

, J o;/eron l/I;6ro!ion .

~ V ~

{5 c::: ~ -4

~ ......

I

I--- 0.oro/;on el7ye!ope I

"Z -8

. ~

NATIONAL ADVISOQ't -L COMMITTEE FOR AERONAUTICS

-- --12

9.2 100 lOB 1/6 124 13. 2 140 148 156

77me , f, sec

(0) Aileron der/ecf/on and Mach numb er agoinsf Hp ure .9 . - Aileron characler/sf;'c5 II? coostlng flight .

I

16.4 17.2

lime.

1.4

~ 1.2 '" Q)

--Q ~

1.0 ~ ..(:: \j

.8 ~

.6

/80

f-:rj ....... ()'q . w p:J

~ ()

::t> ~ ~ Z o . t-t a:>

b w

L __

I I I

12 j 0nrollo17 envelope

/ ~ 8 ~

-I I ~

~ . 4 c: .\)

1 I I

~ IJ

~ 0

~ ~

c: -4 ~ ~ ......

"l:: -8

V ~L \ 1 I

i I 1

f--- f----f---~ -/2

r-

148 1.40 1.32 124 116 l OB 100 .92

Mach l7umber, M (6) Aileron der/ecl/on -Macn number.

hgure 9,- COl7cluded ,

.84

I

NATIONAL ADVISORY COMMITTEE fOR AERONAUTICS

I I

.76 .68 .60

~ o ~

~ ~ o

~ CJ:l

b CD

~ ....... crq . CD 0'

~ 0 §

\)

~ -40 G . ~ ~

\U - 80 \.l

~ ~ ~ - /20 ';.....

~ ~ - /60

~ I

. ~ -200 ~ ~

<..:::

A A ~ ~ 1"1 IV V\ VI v

/\ J

\.. -240 \5 , ~ ~-280

~ NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

-320 9.30 9.34 9.3B 3.12 9.46 9.5 0 9.54 9.58 9.62 9.66 9.70

Time , t, seconds (o)5 forf OT vihrafion period.

Figure /0. - Time history or ro//;ng-momenf Da/ance vlbn:ltlon.

fTj ~.

qq f-1 o ?'

~ ()

~

~ ~ z: o . t'-l m

b <:0

~ § 'J ~80 ~ .~

- 40 ~ ~ ~ ~ 0 'io....

~ ~-40 ~ I

~ ~ -80 ~ ,

<::) -/20

"" ~ * ~-160

L

.

M V ~

NATIONAL ADVISORY L COHI/ITTH FOR AERONAUTICS

12.10 /2.14 /2./8 12.22 12.26 /2XJ /2.34 12.38 /2.42 12.46

Time, f, seconds (6) End oT vibrafion period. Figure /0. - Concluded .

z ~ o ~

~ Z o . t"'1 m

b ~

f'Ij ~.

qq ....... o cr'

140 I L

120

/00 ~

~

0 0

0 ~ )ft ~ ~ 0 0 0

-0-00 0 0 ciID ~. ( . "'U

J -0 ~ ~ DO o 0 0

~ !1-=l" 0

- 80

~ ~ 60 ~ ~

0 Wing frequency

~ ~ 40

[] AIleron /reejuenc!I

I

20

NATIONAL ADVISORY L COMMITTEE fOR AERONAUTICS

I .. _L ___ o ,

100 104 /.08 /,/2 /./6 1.20 1.24 /.28 132 136 140

!V1och number, M

h9ure II. - Vor/of/on oT wing and olleron J/ibrofiol7 Irer;uencies w/fh Mach number.

f-xj ...... OQ . 1---1 1---1

~ o ::t> ~ ~ 2: o . li CJ:l

b <:0