to - dtici/jg25 tests were made of the configurations indicated in table ii. the deflection rates...
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AIR DOCUMENTS DIVISION
""'-'Iillilli IIIII
«. 1 ° *
HEADQUARTERS AIR MATERIEL COMMAND
WRIGHT FIELD. DAYTON, OHIO
j$T$""
ÜSGOVERNMENT IS ABSOLVED
FROM ANY LITIGATION WHICH MAY
ENSUE FROM THE CONTRACTORS IN-
FRINGING ON THE FOREIGN PATENT
«GHTS WHICH MAY BE INVOLVED.
Mi
-a?*2-*2tA?i> ARE Nc/ L5G25
\
«ESTRICTEO
NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
WARTIME REPORT ORIGINALLY ISSUED September 19U5 as
Advance Restricted Report L5GP5
WIND-TUMNEL INVESTIGATIOH OF COHTHOL-SUHFACE CHARACTERISTICS
XXIII - A 0.25-AIKF0IL-CH0RD FLAP WITH TAB HAVH» A
CHORD TWICE THE FLAP CHORD ON AN NACA 0009 AIRFOIL
By M. Leroy Spearman
Langley Memorial Aeronautical Laboratory Langley Field, Va.
g*** FILE COPY ^\V • t\t : <u.
S> rial Uocuin .n: ::.-.. - ISRWr-'--6 V/M hi i-ic'id ,e;- icu lib iry Se;lion
Air l>ocuii.ir,s v vi i!'!,-lriteii<g«Kt: {l-tl Wiigl
KiCH
NACA WASHINGTON
NACA WARTIME REPORTS are reprints of papers originally issued to provide rapid distribution of advance research results to an authorized group requiring them for the war effort. They were pre- viously held under a security status but are p?y ""-'f alfiart Some of these reports were not tech- nically edited. All have been reproduced without change in order to expedite general distribution.
L- *7
\
NACA ART To. LS525
NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
ADVANCE RESTRICTS" R3PORT
WIND-TUNNEL INVESTIGATION OP CONTROL-SURFACE CHARACTERISTICS
XXIII - A 0.25-AIRFOIL-CHOSD FLAP »VITH TAB HAVING A
CHORD TWIC3 THE FLAP CFORD OK AN NACA 0009 AIRF'OIL
By M. Leroy Spearman
SUMMARY
Wind-tunnel tests have been made to determine the aerodynamic section characteristics of an NACA 0009 airfoil with a plain flap having a chord 25 percent of the airfoil chord end a balancing tab hr.ving a chord 50 percent of the plrfoi'l chord or 200 cercent of the flap chord 30 linked that the tab would deflect at a given rate with respect to the flap. Three linkage ratios wer-3 tested on the model.
The tests indicated that the flap and tnb could be linked to give hin^e-moment balance with flap deflection and with angle of attack and yet hwe jrester lift effectiveness than a plain flap of similar size with a conventional balancing tab having a chord 20 percent of the flap chord linked to p.lve hinae-moment balance with flap deflection only.
INTRODUCTION
The problem of closely balancing control surfaces to reduce the hinpe moments, and consequently the stick forces, with a minimum loss In lift due to the ection of the balancing device is becoming icici'^simfly import «it« An extensive investigation of control-surface character- istics is belnr conducted at the Lan^lay Laboratory of the National Advisory Committee for Ä-ronantics In an attempt to solve this problem. A bri.'jf summfry of the characteristics of 3orne of the balancing-tab arrangements investigated to d9te is presented in the following paragraphs.
*
KACA ARR No. L5G25
\
It is suggested in reference 1 that overbalanced by a lrrga overhang with a t the seme direction as the flap might prod small deflections. This err?.np einen t *'?s L^nRley 7- by 10-foot tunnel on a Unite enoe 2) and the results indicated that ss cor.trol-surf PCO chhracturistics could be only a smell flap-deflection ran?ea Tne was limited by tho sir-flow separation wh protruded into the air stream.
a control surface eb deflecting in uce hi.di lift at testc-d In the spin tail (raf'sr- tisi'actory obtlined over flap deflection en the overhang
Previous testa (reference 3) hfive shown that small- chord ploin flrps at high flap deflections enn produce as much lift es larr/3-chcrd balanced flrps at nornal deflections. The hifh deflections of the sm.-jll-ehord flans ,?;&V'3 rjxeossive hiiiEe moments for Irr.ra Flrplsnes, however, end t sin« 11-chord flap combined with a balancing device thst would not ni-ctrude-, into the air stream or limit I'lpp deflections theraj'cro appeared to be a possible solution of this problem.
An fnalye-ts nressnted in rafoi-enco 2. indicated that hin^e-Morcent balance with flsp deflection FS well PS vd.th anpie of stfcroV- cnuM bo obtained by linking two flaps to opfrFte in opposite directions with the chord of the lernen flfis twice the chr.rd of the smaller flap. With this ari'msreiaent the smaller flap would produce the lift and the larger flop, linked to moves only slightly, would serve as a balancing tab and trimming surface und would not protrude into the air strewn as would on overhang balance. The calculations indicated thrt this fl-p arrangei.-ent, linked to ^ive corr.plete balance, would have groeter* lift off oietlvenosa then a ul'-.in fieri of similar size with a conventional balancing tab hpvlnp a chord 20 percent of the flr.p chord. (See tn'ulo I.) Another advtntfefo of tri3 tyos of flap arrtngsmont is that the weight of the forward flop mi^ht be utilized i.s a mess balance for i.he system, tnd thus the need for additional concentrated weights nl^ht bo eliminated.
The parpose of the rrasont invest!ration is to determine th'; characteristics of a plain flap with a tab having h. chord twice the flr:p chord through c wido range of flop deflection fjnd rn^le of attack and thus to provide a check on the analysis of reference d.
I-
.^-;:;;-' J-:(^-VK%J% 1
NACA ÄRA Ko. L5G25
C03FFICIEKTS AND SYMBOLS
T-ie coefficients and symbols used are defined &3 follows;
&••••
i-k) Cj airfoil section lift coefficient / hf \
Ch«. flap section hinee-nomont coefficient I 5) r VlCf^/
, *t \ °ht t^ section hlnp.e-inoti.ent coefficient i 51
c^ section hinge-woment coefficient of flap end tab
corcbinstion [ 0 i VqofV
where
I airfoil section lift
hf
h
c
Cf
ot
q
end
ao
6f
8t
flsp section hinge inotuent about point et distance from tfb hin^e a»ia (fig. 1)
tab section hinge morc.ent about tab hinge ßxls
section hir.fze mcn.ent of I'lar imd tab coinbinstion about point s^t .liEtcuce d from tab hinge axis (fig. 1)
chord of bsslc Airfoil
fie? chord (0.25c)
teb chord (0.50c)
dynamic pressure
angle of ottoclc for «irfoil of infinite aspect ratio
flap deflection with respect to tab
tab deflection with respect to line from tsb hinge line to pivot point of flap
m/m
I
6t0
d
d«
NAG A ARtt No. L5325
tab deflection with respect to airfoil when 5f = 0
dist&nce from hinge line of tab to hinge line of flap
distance from hinge line of tab to pivot point of flap
end
6*o 6f
01 °6 I
/rtoh\ c^ = 'v^fjao
Tho subscripts outside the parentheses represent the factors held constant during the measurement of the parameters.
APPARATUS AND PROCEDURE
Nodol
The 2-foot-chord by U-fpot-span model (flp,. 1) was tested in the LBriglf.y !+- by 6-foot vortical tunnel described in reference h r.nd vies mode of laminoted roahoß&ny to the flACA C009 profile. The model was 9quipood with a 0.25c ?lrp and a 0.riOc or 2.0ücf tab. For the gap-open test3 the s»apo between the airfoil and the tab and between the tab f^r.d the fl*;? wove O.OO^c. Th1? flap and teb wore deflected in opposite directions in a manner similar to thnt for convent ion ml balancing tabs by Means of the linkage system shown schematically in figure 1. The model v;as so arranged that the position of the flap pivot point could be moved upward, which in effect deflected tho tab upward rj°, 10°, or 15° (measured in each ease whon Sf = 0°) for trimrr.in<> Tho range of flap
[-
; * *>'•:•• •
NACA ÄRA Wo. L5G25
•t
\
M.
deflection aval]able was net affected by changing the position of the flap pivot point.
The flap deflection for any givon tab deflection can be obtained snalytically for each linkage. If d and d' are as indicetod in fipuro 1,
tan 6f = sin £>)•
— + cos 6t d •
(1)
and the ratio of tab deflection to flop deflection is
dot d5f
JOB 5t - sr) Y ! 1 - -Tj cos 6^ ! cos 6f
(2)
Regii'dlass of IVe linkage sysfcew: used, the hinge moment of the flas and t»b combination will be unchanged
dot- provided the v/sluö of -jn»-^ vimains unchanged. In order
to tust different fntes of ttb deflection, the distance d1
was vfJPied. Tab deflection aid the rrLio of tab deflection to flap deflection, as calculated by equations (1) end (2), are plotted against flap deflection for three link^os in figure 2,
Test Conditions and Equipment
The test3 were made at a dynamic pressure of 13 pounds per square foot, which corresponds tc a velocity of 71 miles per hour under standard conditions. The effective Reynolds number for maximum lift cooffieients for those testa WGS pp^ro/lraatoly 2.57 * 10". (3ffeetJvo Reynolds number = test Reynolds nuwb&r x turbulence factor. The turbulence factor for the Lsn-jlray I|.- by 6-foot vertical tunnel is 1.93«)
The airfoil jnodol when mounted in the tunnel com- pletely spainod the test section, "v'j bh tiiis type of installation, two-dimensioricl flow is approximated and section characteristics of the modol c.?n be determined.
I
NACA ARH No. I/JG25
Tests were made of the configurations indicated in table II. The deflection rates are f/iven for aero flep deflection. Measupements were made of the lift, dray, pitching Moment, and flip hin^e moment but, since tLe prefect investigation is von corned nrinly vith lift rnd hingo-moment characteristics, only values cf lift and hinge moment aro presented.
Corrections
An experimentally determined tunnel correction was applied to the lift. The rnerle of attack and hinge moments wore corrected foi" thi eff'jet of atreaniine curvature jnducoci by th3 tunnel wallu in accordance with a theoretical analysis siniler to that pre:-'en tod in rfiforenci 5 f°r flnite-3*5sn models«
The tunnel-wall corrections were applied in the following jptnnar:
aQ = QoT + (o.£loi.r - 0.156ci„J
cj = (0.965 - |0.007clrp|) c7.T
Oh = Chp + °-1052li'ciT
where
a0_ measured an^le of attack
5l>r measured lift coefficient
cjni- measured lift coefficient caused by flep deflection (measured arbitrarily at a^rr, ~. -3°)
chrp KSi'-aured hinfs-monsnt coeff i cltmr,
and V is a constant thab ia a function of each linkage arrangement and i s river, in tho frllowine table;
döt/c6f V
-0.10 -.15 -.20
-C.0323 -.009k
.005o
NACA A« No. L5G25
\
DISCUSSION AND fESÜLTS
Theory
The following nnalysls was originally presented in reference 2 but la repeated here, In slightly different form, for clrrity.
In selecting the optimum size of balancing surfaco to uss in connection with a flfp, the lift os well es the hinge moments of the bslrnciun surf ecu and the flap jr.ust bo considered. It is shown in reference 2 tht.t the greatest lift offoctiv^ness ir obtained from E 0.^5C flap with a 0.50c tsb. Reference 2 indicttes elso thet, with this arrangement, the nini-a-morrent pfrsnetars could be v\Filo alncst zoro.
The follov.in? ^enerci relations can be f.-houn to hold for wiy two flaps hinged in sories where the subscripts t and f fire used for the forward «id rearward flaps, respectively:
d°o _ öOQ öa^ d£t
döf 6öf £&t ö&£
dch _ *cnf + ^cht /£t\ ££t
da0 c a0 Aao \of/ ^ef
dch _ 6chf + /^t\2 ä£t .Ocht *£t + ocht\ + £
döf <J6f \cf/ d6f \ö6t d6f ööf/ d
in
The solution for dch
Q5t
d5f
(3)
(Ij.)
(5)
fros: squction (5) that results
döf = 0 yields two mots. This result indicates that
there are two VP.IUSS of rntio of thh deflection to flea deb
deflection which will give ^rgr: = 0. One roob *;ives e
negative value of x5' which corresponds to the errnn^e- ment tested; the other root gives a positive u§, which indicates that the lift co;nes frc:.i the forvvrrd flsp end the balance from the recr flap ss i.s the caee with a conventional balancing tab. (i?or the arrangement tested, the normal tab c<nd flap positions are reversed.)
I
8 NACA AHR ffo. L5G25
The results obtsinod with equations (?) and (Jj.) are presented In figure 3 £or various values of the te'o-to- flap linkage ratio. The hinge-moment dote es presented in reference 2 were not corrected for the effect of streamline curveture rasulting froi.i the .iet boundaries. This sfcrcsn-.line-cui-VEture correction «rss applied to tha data of reference 2, ho.vevsr, for the computed curves in figure 5» Thy rBtio -jjp; was varied from 0 to -0.25 in order to compute the aerodynamic characteristics presented
06t in figure 3. On tho model tested, the ratio TT-14 = -0.10,
-O.I5, and -0.20 ware used to ensure that the retlo «it which Ch„ and =h0 become z„ro could be found.
Test Results
Lift.- The lift characteristics are presented in figures J4. to 7 for 0.005c gaps and figures 8 to 11 for sealed gsos. The lift p^rnn.etsrs are given i.i. table III raid are plotted rj-einst Hr.kpTcs ratio in figure 12. The parameters werj luegaured it C7 = 0 since deflecting the tab for trimm ins shifted the curves so tii^t the linear range of coefficients occ.u-red tit a higher pn.cle of attack.
Por all tab trim positions the rate of change of lift coefficient vith fle-i deflection cjg increased es the linkere rr.tio decreased. As would be expected, the slope of the lift curve cja r^nfined almost unchanged and consequently the lift effectiveness of the firp a§ incra-jsed OH tho linkage ritio doers>;<sed. The fipp was fairly effective up to deflections of ccout 20° and tlie effectiveness at lr-rssr derivations was improved as the linkage ratio decreased. 3^i.J.ing tho gaps increased oja,
Deflecting the tab for trl.iur.ing nsd no effect en cj0, cjg, or a.6, but the lift curved beoa/r.e increasingly nonlinear in the negative lift ram-e ca the tab was deflected more nayrtlvulv. This effect i3 the result of air-flow seuarotior. that is proo-ifcly c°.used by tho break in the airfoil contcur at ths C.^Sc st-;tio:i, which results from def lee tine tho tab. The samo effect 0:1 the lift curves cen bo seen rs the csii.ber increases for airfoils having maximum camber nt the f-.'jCc point (reference 6).
Moving tho tab trim position negatively shifted the lift curves so that profiler ncps-.tive lift, which is desired for a horizontal tall near the grcund, could be
HACA A^H No. L5G25
I
obtained in the landing attitude. This method of trimming is about 75 percent 83 effective as ?n adjustable stobi- lizsr. With the tab deflected approximately -10° or more the elevator control through the deflection range tested la insufficient for ebtlining zero lift for the horizontal tail, unless the aurfeca is at a positive a.v?lo of attack (as when nser the ground). This ofCect would he important IT? the case of a wave-off condition, since the tab trim portion would probably be changed by a fairly alow mochanic.il method End the pilot mi,;ht not ha\/e pdequato elevator control.
Tb-3 characteristics for a 0.20cf conventional bsl^nci:.!,'::: tab wer a computed from equations (5), Ul)» and (5) arid srv coinprrsd with tha characteristics predicted for the 2.00cf balpncinp tab In table I. As predicted by the analysis, a5 for the 2,006,, balancing tab is about 25 percent greet ei1 than for trie G.^Ocf conventional balancing teb 2 ln-ted to .'-ive hinie-:i;o:i:ent balance with flao deflection oalj.
Hin 50 :r.n!T.ir.ts.- Rln.;e-momorit characteristics are prsjjentso'TnT'ifruroa 1+ to 7 for O.OO^c gaps and figures 3 to 11 for ;;eslnd gaps. A list of hinge-isoment parameters is r-iven in table III and the variation of hin5e-rr.om5.nt parameters with linkaro ratio is shown in figure 1Ü for each tab trim deflection with the ..^aps open and sealed. The variation of hinfje-.nor.ont coefficient with lift coef- ficient for various angles of attach at two tab trim settings end two ratios of tab deflection to flr.p deflection with the O.OO'jc gaps and the 3c.al.3d ;;epa JS sho-ai in fi gu.ro 1J.
The hingo-moment curves differ irons the uuiu.1 hinpe- mcir.ont curve in that v\.\„ becomes .sore ntcrly i'.ero (and in 3'iTte c"!acs liven positive) with the 1'lsp deflected than with the flap neutral. The values of cha tended to become more negative as thu linkage r-Ptio 66t/o6f approached zoro. Nearly complete balcnce was generally obtained at a ratio of teb deflection to flap deflection of -O.I5, which is in agreement with the nnr.lysis presented in reference 2 and with the r=s.«ult3 rhovm herein in fipura 5.
I-
ThG doer-cue in c •ne is the linkage ratio approaches
zero i& to be expected because the amount of balancing moment contributed to the flap by tho tab is reduced as
tmmm
10 UACA AHR No. L5G25
the pivot point (fir.ed relative to main airfoil) of the flop moves forward. For each linkage ratio tine hinge moui'jnt caused by flap deflection becomes more negative rapidly at deflections of about 10° tor the 0.005c gaps and about 13° for the sealed rsps. This efftsct is probably caused by »»lr-flow 3epertition over the fiep, as has been rensr^lly observed or. other airfoils having highly balanced flaps. Tor a linkage rr.tio of -0.15 with the tab triTj.iod at »tsro, the liin/e woments ax-e vory closely belrnced for deflections up to about 10° or 15° throughout the anirle-of-attsck ranre.
The. value of cha becomes more negative as the linkega retio decreases. This effect is the result of the decrease in balrncinp in.oaiant produced on the flap by the tab and also of the decrease in the aiaount of flep area ahead o~ the fixed pivot point. The balancing monentn decrease as tha pivot point of the flop moves forward and the effect is similar to that of decreasing the size of an overhang balance.
Qofleotinj- the tab for trircriln;-. had little effect on cha Bn^ °^6 iteBaured at the angle of zero lift. A.3 the tab is deflectsd negatively, however, the hinge icoments boconu n.oro closely balanced at higher positive angles of attack. With this arrangement,higher lift3 at larre angles of attack could be ootained with le33 hinge moment than could be obtained v;ith the tab trimmed r.t zero. Such a variation is dssirable for lend Inc. when the present syst^rr. is used is an elav-.tor, or for trimming the ya'vin.v morent due to slipstream rotation when it is usod 83 P rudder an ein.rlu-sn-inu r,irplnii03 if tho rudder deflection and an;rlo of .-ttac'-: ere of opposite sign.
r.
3ealin? the fj positive voiuj of
r.pr (fi<;. 12) penerelly rlvos a more ch« ^or '-Ilitiai tab trim deflections ^6
Säellnv the of both 0° and -15°. Tho effect on cha gaps was not consistent, however, nines tho Increment was negative for 6*. = 0° £nd oositive for 6t_ = -15°.
CONCLUSION
Testa wore made of an KACA 0009 airfoil with a flap having a chord 25 percent of the ?.irfoil chord (0.25c)
MCA AI* No. L5C-25 11
%>
i 1
and e tab having a chord 200 percent of the flap chord (<2.0Gcf). The following conclusions were Indicated:
1. A flfip with a 2.00cf balancing tab could produces hlnge-niojuant baltnce viith both pnn-le of attack and 11H;I deflection r.nd yet ha o n;ref-:.tsr lift effectiveness th.^r. a fls-o of simile? size equipped with a O.ÜOcf con- ventional bfil«ncln[? teb linked to rive hin^e-moment balance with flep deflection only.
2. Deflsctlnfj the ttb for trunrniriK KM r-bout 73 Percent aa effective C3 an ?uju::ts.ble st-ibillzer.
3. The most nearly comolete h.vlancu was obtained at e rstio of teb deflation to fl,-»o deflection equal to -C.l1!, to h?.d boon Indicated by * previously published analysis.
1+. Sesllnp- both g«äps $enerslly lucre f.aed the slope of the lift curve cja &nd the lift effectiveness of
(in snd ?;«i^e inorfc positive vr.lues for tha rate of change Ci hlng-ä-momjtit COüfTiclent with fl.-.p the flan of Chang deflection =h6.
5« With the tab dot'lee tod n.j./'-tivj] y for triir, the hinge uioiuunts were cloajly bfilrncici st h*.;;h positive fciffles of attack, whl ch ia deaix-able for the lending condition.
Lsngley Memorial Aeronautical Laboratory National Advisory Committee for Aeronautics
Lentsloy i'Jeld, Vi.
12 NACA ARR No. I/JG25
REFERENCES
\
1. Sears, Richard I., end Hoggard, H. Fe?e, Jr.: Wlnd- Tunnsl Investigation of'- Control-Surface Charecter- iatics. II - Ä Lerge Asroaynamic Balanco of Various Nose Shnpes with a JO-Percen t-Chor-d Flap on an NACA OC09 Airfoil. IIACA AHR, Aug. l?'i-l.
2. Sears, Richard I.: Wind-Tunnel Data on tre Aero- dynamic Chornctsria tier! of Airolnr.a Control Surfaces. HACA ACR No. JLOu, 19Ü3.
3. Sears, Richard I., and Purser, Paul 2.: Wirid-Tunnol Investigation of Conorol-3urface Characteristics. XIV - NACA 00C9 Airfoil with a 20-Percor.t-Chord Double ploin Flap. NACA AV.R V.o. f.P29, l%l-
Ll. W3nzinger, Carl J., and Hrrris, Thor.oa A.: The Vertical 7/1 nd Tunnel of the National Advisory Conanittee 1 er Aeronautics. NACA Rep. No. 3Ö7, 1931»
5. Swonson, Robert S., und Toll, Thoin-:s A.: Jet-Boundary Corrections for i'cfloction-Plano l,;odalc in Itec- t angular Wind Tunnel;:. NACA All^ Kc. 1&22, I9I+5.
6. Jacobs, SF3tmar N., Yvsrd, Ksnnfjth 3,, and Pinker-ton, Robert M.: Th3 Characteristics of 73 Related Airfoil Sections from Te3te in the Variable- Density 'iVInu Tunnel. NACA Pop. No. i+bO, 19^5.
NAG A A!W No. L5G25
TABLE I
COMPUTE© CHAHACTSSISTICS OP A 0.25c FLAP WITH
A 2.00cf ANJ A 0.20cf TAB
13
I «i
TABLfi II
TAB TRIK P03ITICM3 AMD DäFLiSGTIOK KAI33 TESTED
6t0 (des)
o6t/ö6f Gaps Fi,-:'.; re
0 i -0,10 0LJ"n t(«0 0 -.15 i(b) 0 -.20 ! v/(c)
-5 -.10 5(f) -5 -.15 .L(b) -5 -.20 Y(c)
-10 -.10 6(a) -10 -.lr, ! (b) -10 -.20 \/(c) -15 -.10 7(*) -l'> -.IS 1(b) -15 -.20 \/ v(c)
0 -.10 Soai-d 0(a) 0 -.15 1(b) 0 -.20 \!/(c)
-5 -.10 1 9 -10 -.10 10 -15 -.10 i 11(a) -15 -.15 I 1 (b) -15 -.20 Mr \Kc)
HATIOiTAI. ADVISORY 'C0MHITT33 FO.'t A3R04AUTICS
Ik ' TABLtä III .-;.CA A3ü To. L5>"r25
LIFT AND HINaS-VOMSNT PAHAMSTSriS FOR A 0.25e PL«IN
FLAP WITH A 2.00cf TA3 ON Ali WAS A GOOy AIRFOIL
IN THE LANGLSY )+- EY 6-FOOT VS'TICAL TITNM3L
•I
\
ConflijiirBticn i
** ^Öt/Ö6f oö °-h
Gsps open
0 -0.10 0 -.15 0 -.20
-5 -.10 -5 -.15 -5 -.20 10 -.10 10 -.15 10 -.20 15 -.10 15 -.15 15 -.20
0.0570 ! -O.lj.0 •0J20 '
.03i>5 • ov;o .0275 .0370 .051+0 .0270 .0360 .0520 .0275
'I ••N'I
..1+1
..50
..51 -.1+0 -.37 ..•;q -06 • • ;•'!-
..29
-0.0015 i .0007 I .0014
-.0006 -.oocs
. ool+f+ -.0016
. 0007 ,00i+2
-.0022 . 0VJ05 . OOlrl
•O.OOJo .0001+ .OOi+9
-.001+2 -.0001+
-.ool+o .0010 .oo!+3
-.0051+ 0
.coi+5
0 0 0
-5 -10 -15 -15 •15
Gcps scaled
-0.10 -.15 -.20 -.10 -.10 -.10 -.15 -.20
0.0)+10 i -0.1+2 -0.OOI8 -G.OO26 .0305 ! -.1+0 .000$ .C011+ .0350 i -.56
-.kO . 00L.0 .0051+
.05^5 J -.0016 -.005,2 " • l-h ^ 0 -.0011+
.d+£0 _ ! > -.0018 -.003b • 0';30 j -o9 .0012 .0007 .051+5 1 -.55 .COi+5
NA^.TOKAL ADVI30KY C0WU7TA3 "OP. A":"KA'AUTIC3
T-
HACA ARR No. L5G25 Fig. la-c
\'J
\
-Hinge axis-
(a) Chord dimensions of airfoil.
-0.20\ (deg)
•10 x\\
(b) Posit/on of tab when used for trimming. # = 0
Pivot point . fixed relative
to main port of airfoil
(c) Definition of deflection symbols
UTIMtt. conmiia HM
'MB
I
*» '-^r^FLfJ^Jk t&vMrSr various deflect.-., positions. NACA 0009 airfoil.
i
Fig. 2 NACA ARR No. L5G25
\
b§L 1
(when Sf •Ol ) C-U««-
-i-j r^
-0.10^ s x_
-2 £ C: 2 /5 wN
\
-2 tj -ia _ 20 ° 0
£ ^ T22 £ ° cy "+J
\
•26 "*•*
. 36t
O.it * -2 . ?, ~^\\
S -4 •^£\ -8 <£°\ "*> "6 »5 6
-fl Ml
WUT ML • mm
UOMU es
5 10 15 20
PVap de fleet ton, Sf, deg 25 30
Figure 2.- Characteristics of linkage tested on the NACA 0009 airfoil with a 0.25c flap and a 2.00cf tab.
i
NACA ARR No. L5G25 Fig. 3
I
do«. dSf
.UUÖ Gaps O sealed
.. I S A 0.005 c Sealed (calculated fron,
data of reference 2)
dot0
L£ 1 ^"-^
:2 -ooa • i
-4 A
-.6 .008
.004 1 \
O
^ s -.004 \ 1 -.008
-.0/2 M
|NMffl mm i Mson
utm n
r£4 :ZO r/6 -.12 -.06 -.04
Figure 3. - Comparison of the aerodynamic char-
acteristics of the 2.00 Cf tab on MAC A 0009 airfoil
obtained from experiment and from calculations.
Flg. 4a NACA ARR No. L5G25
3 o
i
-ao -i6 it -12 -6 -4 O 4 8 Angle of attack, &.01 deg
(a) Gaps,0.005Ci St0-CP, dit/d&r -0.10 . Figure 4.- Aerodynamic section characteristics of
an HACK 0009 airfoil having a 025c flap and a Z.00cf
tab with various linkages.
NACA APR No. L5G25 Fig. 4a Cone.
i
I
.20
.16
, .12 c a»
I
.08
.04
0
.04
.OS
.12
.It,
6f
o 20 a \0
s 0
N - 5 « -10 -> -20 <. -3C
iS*
( deo 30
2,r- * J \ X ' \
\ r I,, 1 ^ \
V ^ V
\ N
TO, i s ̂ 1 w i=J
.. ~~ ^
i s •°1 -. i. __ K— \ \>
< —« \ ^
--. -5J k i. >—
;.•• , \
[ -—.t W J >--- r- s - i- . ks
,\ \
1 i
\ K-^s 1
•1
\ N 20, . V L—i i .—
BOUT ROMU
>
COM iMlM •nEE
ii to FWAl IKS
-20 -16 12 16 20 -12 -8 4 O 4 0 Angle of attack , <x„, deq
fa) Gap$,0.0Q5c ; it,- 0°:&t/iSr--O.IO. Concluded. Figure 4 . - Continued.
Fig. 4b NACA ARR No. L5Q25
\
.58
0
-m
-.08
T/2
IA-
12
1.0
A
6
.4
.2
0
J& is tiLIP <0 *v< 3^3^^^"^ ^
—30\\- -"^w \j£h V ^ —3E-- \\ >-- -3^ 1 i-fe-^z: 1 \ /. if *"s _—,''- <a< ?9>
„H if " Hfc '25
•751
-\(deg) (/ • 30 . V/ hr
" » 25 j >/ 0 ̂
o 10 fp r/ / >—
' " M 6 /
-_D '? ._- . ^ffi /, ( a * iWO1/ ° ° i?//^
-H^^Zfl MWZ Jfrtt-i Mf / 1 ' jM/7/ ~1
j/'f) / Jlttt- tw-7- J> / / * y
A*&&Tt Z%Lf±- «u awn X '-J LL DDMH riiE
A^7 - H^/± -/6 -/2 -fl -4 0 * 6 /2
Angie of ottoch,CK0,deg (b) Gapi.QQOSc, 6t0« O'i iSt/iif • -0.15.
Figure 4.- Continued.
16
NACA ARR No. L5025 Fig. 4c
1
-C o 1 •<• Qj Js
**?
C ? .o ^
I
Si
«a
I a»
:i
IZ
.08
.04
0
-.0+
-.06
1.1
1.0
.8
.6
.+
.2
0
-.2
-.f
-1.0 -7T- -/Ü -8 ' -f ' 0 f 8 ' ß 16 20 Angle, of attack ,o<0l deq
fc)C<7/jrltaO05n ,• if0~ 0*; Uf/dlf -O.ZO. . Figure 4 - Concluded
t
Flg. Sa NACA ARR No. L5G25
\ .1 C
o ^1
c .9
£
-20 -\b 20 -fl -8 -4 0 4 8 Angle of attack ,cx0, deq
(a) Gaps,0.005c ,&t0 - -5° ; bk/»Sf>-Q.I0. Figure 5.~ Aerodynamic section characteristics of an
NACA 000b airfoil having a 025c flap anda 2.00cf tab with various linkages.
1.
•fr'-* NACA ARR No. L9G25 Pig. 5a Cone.
i u
.20
.16
.12 c •3! C .00
0 .04
I 0
04
•m
.12
•J6
-20 -16 -12 -8 -4 O 4 8 IZ 16 20
Angle of attack , cx0/ deg (a) Gaps, 0.005 c; Sto - - 5°; ütfis? - -alO. Concluded
Figure 5. - Continued.
.1
.-, .: * •
..._ ...v_
r* y Fig. 5b NACA ARR No. L5G25
\
I I
-8-4 0 4-8 /& /Ingle of attack, cx0, dog
(/>) Gaps, 0.005c; 6te- S'; Mt/dS? = -O.IS. Figure 5- Continued.
i.
rT
NACA ARR No. L5G25
\
Fig. 5b Cone.
S^NI 5 ^ ° •? ? T «3 »,^_ o Q 3 o 4 v r
^O 'jl/a/yjJdOD J.U8W0LÜ - dÖUfLj UO!].0&J?
i
Fig. 5c NACA ARR No. L5G25
1
-16 ^ /i/y/e of attack, oc0,c/ey
(cj Gaps, 0.005c; 6^-5'} a*/8*« -0.20. r/gare 5.- Co/if/wect.
1 7
NACA ARR No. L5G25 Pig. Sc Cone.
I •I •A
i> i
' \Ud\o\j.j.3oo jUd(juou/-86u!q uoßoap
\
Fig. 6a.
12
1.0
8
.6
u
A» £: o
$-*
<|,6
-.8
40
-12
-14
-/A
-20
NACA ARR No. L5G25
=Q ^8 ^ O 4 3~ /r^/e of attack, oc, ,de9
fa) Gaps,ÜÖ05c; St0-IO° •, dit/a$f =-0/0.
Figure 6- Aerodynamic section characteristics of an NACA 0009 airfoil having a 0.25c flap and a 2.00Cf tab with various linkages.
i.
NACA ARR No. L5G25
91 Fig. 6a Cone.
\
-c ?n u -»-
.16 A» s.
«V .12 o <J
c: .00 >3> e o 04 t Q>
0 -c: c .9 -.04 -+- «.>
-.08
:\2
:\6 -20 -16 -12 -8 -4 O 4 S
Angle of attack,. oc„ ,deg (a) Gam,O.0O5c -, &t0~-IO'i &t/**°-0J0. Concluded.
Figure 6. - Continued
Fig. 6b NACA ARR No. L5G25
\
-II -8 -4- 0 4- 6 IZ 16 10 hngle ofottock.cKoJeg
(b) Gaps,0005ci&i0—IO''i tet/hbf-0.15. Figure 6- Continued.
NACA ARR No. L5625 Fig. 6b Cone.
\
(des) o 2D
-12 -8 -4 0 4 8 »2 /6 20 24
//y/e ofattQck,cx0,deg (b) Gaps,0005c; fife—AO*; <W08f= -0.15. Concluded.
Hgure 6.- Continued.
^^F-T-3;'s^'^**7CTr " *!$£.:'^'i4*:
Fig. 6c NACA ARR No. L5025
\ s
I
-/a -6-4-0 4-8 IZ 16 20 Angle of aÜacH.Ofo^etog
(c) Gaps. 0.005c, 6t0--IO*; bSt/hSf = -0.20.
Figure 6.- Continued.
J.--S.V-
NACA ARR No. L5025 Flff. 6c Cone.
\
•c 0
1? •08 .*> •V
.04
VJ 0 1? 1. § -04
i -OS
r vs f? .%
'S -iff <0
* tie •(
.A V £ b
>
9> r p— ^ •
A —c A w A <s r (r- ri ^ >— ^—
c V
II
-i •10'
tf r ^ E •A n i—i
A A V <; [^\ -i —1
-s" "H -it -j
[ü<I r i
•t it)< Iff
-j *~ y s ~A ^*
o 20 o 10
* 5 o 0 ». -5
«• -/0 <. -20
< V s$ 3d
"4
or wjun ES
i cow
iTinu ITEE F
. IB mm
4 -,w ) -/2 -3-4048/2 16 ZO 24
Ang/e of aH-ack.atv.deq (0 Gaps,0.005c-, t>to=-IO";Mt/äsf>-0.20. Concluded.
Figure 6.-Concluded.
o*v Kig. 7a NACA ARR No. L5025
1.0
\
.8
.6
.4 *w 0 .2
4- C 0 QJ
O
£ T2 *K « 0 Ü -.4 +. *v.
-.6 c o
-Ö S —-^, .0 -1.0 V V.
t -1.2
•14
-ie
20 24 -Ö -4 0 4 Ö /2 <6 /Ingle of attack ,oc0) deg
(a)Gaps,0.005c; 6t0'-/5'; d&i/tef --0./Ö. Figure 7.- Aerodynamic section characteristics of
an NAC4 0009 airfoil having a 025c flap and a Z.QOcf tab w/th various linkages.
•j •
NACA ARR No. L5025 Fig. 7a Cone.
\
§
.28
24-
I .20 .VI
"to c
,/2
.08
.04
0
-04
-03
-12
-/Z -3-4-0 4 Ö 12 16 20 -24 dncj/Je of attack ,K0,deg
(a) Caps, 0.005c i ho - -15°; tot/Xf-0.10. Concluded. Figure 1.-Continued.
Fig. 7b NACA ARR No. L5G25
\
C o
«0
I
I u 8
-IZ -8 -f 0 f 8 IZ 16 ZO Mole of QttQCfip<0,c/e<)
(b) Gaps,0.005ci 6f0--/5"; iSt/dSf-0.15. Figure 7.- Continued.
NACA ARR No. L5G25 Fif. 7c
I 1 "5;
«
•12 16 20 -3 -4 0 4 8 12 Angle ofattacK ,o.r,,deg,
(c) Gaps, 0.005c -. St0' - 'Si ZZyfy ' -0.20 Figure 7-Continued .
Fig. 7c Cone. NACA ARR No. L5G26
fr (deg)
o 20 * 15 a 10
I
\
9?
,®
* -5 ^ -/0
(c) Gaps,QjO05c; 6^-15°; i&t/lif020. Concluded.
Figure 7.- Concluded.
NACA ARR No. LS02S Fig. 8a
\
I §
o o u A 5 *" A__ 14 » /o : *2^25_ " IS 19 . a 70
j)-4^j^^i ' 25 j>5^A'ZtC,±> v_
10 * ^ .zLföA W/ y^ '
a -Mttt W°+4
/i 4 tw tt 77-^^ 4 jti f*t TI-* 7 _rr 2 Jtf- /"&
-s-77-, lJ~ o MJJLL -L Jtli-l-, -2 Tftttl JtilJl. .4 Ztt/LT.
J,^7.71M _ -h '_.• / r i
_^_._zJ2 -L -8 ü^iZ/ - « ~^ oMnpiii« m»)a
16 12 16 •12 -8-4 0 4 8 Angle of attack,oc0, deg
(a) Gaps sealed; &t0 = 0° j üt/^Sf •-0.I0 Figure 8.- Aerodynamic section characteristics of an NACA 0009 airfoil having a Q25cftap and a 2.00cf
•fab with various linkages.
Fi&. 8a Cone. NACA ARR No. L5025
\
-c
i §
if (dag)
o 0 * 5 ° 10 ' 15 o 20
25. a .»
c^^"~<~~,'~-<^=. *f ^N<N^ ~^-^~~ H^1----. (ded
*A \ ^ —•< ^^T^ 1 ' ' '~~ *— »-^ I^ ^ ^ Vi^ i^ "^w ^_ ^$3^ 09 ^V ^ ^Xj
l X ^ , ^ \ » ^ ^ >- Z^t- ,, N- . -.'^ '* ±: st
•lb •12 •8 4 a Angle of attack, exedeg
(a) Capi sealed •, &«,•
Figure &.- Continued.
12 lb
HATKMU. mean COMMITTEE FM «EKMMffltS
<)tyG<$f--G/0. Concluded.
NACA ARR No. L5025 Fig. 8b
\
i I c
5
1
c 5
I
-20 -16 -/2 ^ -6 -4 0 4 8 12 A Angle of attack, cx0, <teg
(b) Gaps sealed; St0--0" •, *to/d8f --0.15 . Figure 8.- Continued .
Pi?. 8c NACA ARR No. L5G25
\
.12
3 .06
1 S-fe 04
^-.04 1.4
12
10
%
-.2
5 -.4
-.6
-.8
•/O
• Vr —Man
So J ^
r—* Jj^ 25
M / j ^ •s 1 i
iEf —•* y ^ ^ ^J A ̂ ** 5 ̂ 5
>• y /' ^ f5 >0 / k
1 ^ v & '
j -" A A ̂ i*.
^r A ̂ if ratg)
4f
• 0 * 5 • »0 • 15 o 20 » 25 • 30
Ml 5-
/5
^ 10
(•y > U 5 / n
-< J /
, *
* > 1
// / F / /
7 /
J ̂ <) '
V / / 1 /
'y f
7 /
) 'J 1 v / A ^
^ a f/J
fl A > s_^ A
MITE rat uns / a > ^
/ ! -Pö -/t -12 -6 -4 8 JZ \b 20
Anqle of attack ,ot0, deg (c) Gaps sealed i 6t0' 0",- Mt/dir --0.20.
Figure 8- Concluded.
NACA ARR No. L5G25 Tig. 9
\ .0
8
c
1
/.*
—,^<
Z^ 10 "**
i / A / 1 L . .. - 10 • 20 Z-2S^- - u 10
a » 5 2 u^^> •a J
• 0 JTXLJ>*- 6 ' "2 7 tttf
•6 - -|0 2 illITT~ , -20" " " , ^ tfttt t 11211 Jh^
1 - TJI / ^ffU f /I 1- 1 TX -J 'I'll f
£ z ttTl 7 -2 5 M trtt t t 11 ill /
-4 3 -4^4 11 \
* til j_~7 / t y-f—f—
- A -< • / _/. .J ../ . 1 ^ Z*« 7-f .fl _! jZ'-iZt a. 8 ^ZLII .to 'b-v.j55 t ->i^£ ,2 Z^Z-'°2L
/4 i^d •-s^
36 ümure^SSmi
•/A
•20 -»* -12 -8 -4- O 4 Ä Angle of attack, OL„, deq
IZ 16 ZO
Figur* 9.~ Aerodynamic sect/on characteristics of an NACA 0O0Q airfoil having a 0.25c flap and a Z.OOCf tab. Oops sealed; 6t0---5°i dSj/dSf-OIO-
•> •.•-.
*y Fig. 9 Cone« NACA ARR No. L502S
\
•16 •12-3-4 O A 6 Angle of attack , txe, deg
12 16 20
Figure 9•-Concluded.
NACA ARR No. L5025 Fig. 10
I
/.» —
10 _ _ . ... — „ /* 12 ^
iß •/- lu f 6f> _y' ,_
a (deal Z S • 20 V /•/ '
* " ,0 T.-J-JLr-*~> : 2 4 Tll-r^r 4 * -5 LjLtfttL*-^ - -io J 222j.ll
2 " -w ^L^LlL'LLl^' •z « -3o / 77V /7 7 0 «.JiZLtfttj
h ////// / .a :**#: tttttJ~ 1 JU-ltl t
-4 -V LIJL-LJ-J. . .1 JttTl-/ 6 -t ^Jtt^ttt 2 7ZL221 0 ^zt/ n^jttt -C
* -\l^iLLiZa 10 \-^20^Ö2Z
19. ' s* —. £y U» / S^?7 -14 '^7 2LJ-
"*" J ' / !••••
" -30 j_g _ , . 1^ ,
•20 -/6 -/2 -8-4 0 4 a ^ngte of attack , oeOJ eteg
/2 /6 20
Figure 10.- Aerodynamic section characteristics of an AlACA 0009 airfoil having a 0.25c flap and a 2.00cf fab. Gaps sealed-, St(> -- -10°•, d6t/d6f <= -0-10.
Pig. 10 Cone. NACA ARR No. L5G25
\
.24
<f ? .20
e •a»
3 g .16
.12
.08
.04
O
.04
•08
Q 6 I
I •+- o 3
-20 -16 -12 3 -4 0 4 <S 12 Angle of attack, oc0, deq
Figure /0- Conc/uded.
16 20
NACA ARR No. L5025 rig. 11a
\
ID
.8
.6
.4-
.2
0
-.2
-4
-.6
-.a
-10
-\z
-1.4
-16
-20 -20 -/4 -(2 -8-4 0 4 3 12 16 20
Angle of attack, cx0, aeg (a) Gaps sealed -, Sf0- -15°; d&t/t&f-O.IO.
Figure II.- Aerodynamic section characteristics of an HACA 0009 airfoil having a 025c flap and a 2.00cf iab with various linkages.
I 1 .§
!
1
if , ^k^
(deg) y*""" r ""'
o 20 a 10 A 5 o o / >r"1
*> -5 - - ^f / / / / • i •• * -10
-> on (A?;/ / // /T"' < -30 -l^jtUliLidU .JLjiltTlt
7 7 ) ' r 77 / ~LSLJ-J1S2- -JL.
' . in / / i i / -JttTtl-4 rl.fttfi ftLU-jT
/ t \4.±J~Lt -tcftf 1 2:
-s^/ -*-/ 7-*iii -XZ/ -A£M < 22^ >-Mt *z4£C 42 £Z<$- / jo -
i^> L ?-y
—"-*=•* ^ «in»« «1 «on
wnsr«< ROW no
*£;• ,-i-f.
Fig. 11a Cone. NACA ARR No. L5G25
\
§
c
u •ix e e o e
.5 3
•20 -16 •12 -6 -4 O 4 Ö IZ \b ZO Angle of attack, c*0,deg
(a) GapssealQd;Sto--l50; Mt/i6r*-0.10. Concluded.
Figure II- Continued.
I i-
...... ... . ;•••*.
NACA ARR No. L5025 Fig. lib
\
.&
.6
.4
<r.2
1°
-10
-a
-1.4
•16
Ä* •-,
(dM9) * 20 o io * 5 o 0 " -5 * -10 i -20 <• -30
/ 1 i
J '
/ u — !— •
/ / , i r A Y r~
/ / / *^
• A ? \t 7 / A / / ,
i
\ r h r . y
I f / / /
(d «A fj ) A r ;
7 / / 2.0 f
J t<
/ / i A j
10 A / A } 'J k ; /
,fi /
/ ' n /, A S / / /
/
t \. / / / %
/
£ H / / / 10
C '*-« /> A /
t
Ni A s • •A
iß
•^ ^ -X
\ ' / 0 MI
mm mui i Fa KM
IT
WJ1C
•^ r
I-
•20 -16 -\Z -8-4-0 4 8 12 16 20 Angle of attack , oc0,deg
(b) Gaps sealed; 8t0 • -15'; dit/Mr • -0.IS. Figure II.- Continued.
_
Flg. Üb Cone. NACA ARB No. L5G25
\
O D <1 O
T3
i
is
io
*-ci
21 3
-o C
c
• i-
~*. .^r
NACA ARR NO. L5025 Fig. lie
I
I
to t-r i i i *t i i i i i i i i i i M i i i i (dxq) ^
3 • » 2^' a 10 /7*~~7"~~L~
.0 - -• " 5 // f / "0 ( A 1 ( "-•5 ~1i/7> 4. ^ _jQ . - J K i -j'-J -• yn*"
* -20 7///(*/U' 1 ...... ^r / / I ' ' J ' 1 / *T 1
o -30 '-J.J.J-J./-L4 L if /// / 'l'//J C ° (d*9l '/)/// / (/
i-2 it ^tttnijr % it Jutiitt 8 4 Zi^C_J_J_/iK V } f m /- J. / ! M
^-6 tluttnt 1 J&llttr^X- 1-8 ytuJjjf 1 J^llT^hT * in —-« ' / / / /t M ^ '" — */ / ///rkf/\
^C J> ///M ls
'* M^Z^llT ^z*tA%:* >^1?// " ^°
,M *--J^-,^< raw iiHi •« Mwn B
-20 -/6 -/2 -0 -4- O 4 8 /2 16 A?«?/« of attack, ot0, deg
(c) Ga/w .seated; &„• -/£"; «*$/<>¥ - -0.20. Figure II.- Continued.
20
I-
Flg. lie Cone. HACA ARR No. L5G25
\
<? C 8
6
* c
1
.24
.20
.16
.12
.06
.04
0
-.00
-.12
-.16
i «
ye« ?n
• /5 • 10 * 5 c o
" -/5 " -20 >-Z5 « -30
t r)
^ -20r >-" N •—,
/ ,-- Ab ^ i
/ s s" "/ -B- I
^ —« —0 --< -r^ / __j: ^ rtih s ^
rH X ^ l y s*1 . ^
•y1 A Jf
<; I '
"• t> s^ A •U" *H >A .V / '
EM ^ ^ -5J
S f M 1 /•
-* JUT- -^^ ,-/ö ff /
' jlsT -^ i *—i
raw ITEE 1
. to* »Ml
m WWI 3 com
•20 -16 12 16 20 -IZ -8 -4 0 4 £ 4ng/e of attack ,CK0I deq
(c) Caps sealed, ife - - A5'; &t/ty> • -Ö20. Concluded Figure II. ~ Concluded.
i.
«....'••• •
{
NACA ARR No. L5G26 Pig. 12a
\
.040
cl$ .030
420
:Z0
«** '.SO
-.40
.0060
.0040
do .0020 and
** 0
-.0020
-.0040
i k »»•*
Gaps 0.005 c
—— s eale (t 1 s.
^ sJ ^ % N s . N
\ k. v N
fc AM iflb ITIEE turn
BOUT «UK n
\ ^ >J V s 5?
^ ~cs
\ L >c '" N 7
-.20 -.10 -IS
(a) ifg'O'igaps open and staled.
Flgura 12. - Variation of parameters with ratio of tab deflection to flap deflection. e/«0.
••r»-':>*- .
Pig. ist NACA ARR No. L5G25
\
.040
C)g .030
.020
°*l -.30
-.40
.0060
.0040
Cho, .0020 and ohs 0
-.0020
.0040
~~i
w \^ \ \ X \ \ 1, > \ s s
k-~ K> I—» —4 Q
C/>5 1EEI 1« «wnfi
*.Z0 -.15 -.10 d&t/d&f
fb) 6t0--5*i saps, 0.005c. Figure 12. - Continued .
>/.-; v-
I
I
NACA ARR No. L5G25
*
. rig. i2c
•O40 |—i—1—1—1—i—r
,~-~Hi=" Clg .030 ^^"^
. .020 1
-.30 . *= 1 <*s ^-^_
. .40 —1
.0060
.0040 «^
^v -. .0020 -^ N;
and "^^ ohS ° H-- FT •^--5 '
. ^^Cha, 1 -.0020
-.0040 ••"-rrT—-B^^^^^_
' -.20 -./5
(c) 6t.~-IO°> ga 1 . Figure 12. - Cont
pa ,0.005c. inu«d •
Fig. 12d NACA ARR No. L5G25
\
.040 U— —
Q$ .030 r~
.ozo •
•20
°*S -.30 ^
-.40 —
Gaps
.0060 • 0.005c - Sealad
.0040 fe ^ s_
chot •«» s
V s =Ü L
and <» ̂ s * ̂ •^
-.0020 s ̂ v
N Y?** \
*i 1
-.0040 "N *
chf i
mu WN am a tat
•zo :I0 -.15
(d) bi^-15'; go.pt opmn and sealtd. Figure 12. - Concluded .
••'.'••• .'•i-V':":-i-i •'.'',' ' . • . ,i.r. .
NACA ARR No. L5G25 Fi?. 13a
\
I .
'I 4?
1
i - - ^r i! Z 0
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I TITLE: Wind-Tunnel Investigation of Control Surface Characteristics XXin A 0.25 Airfoil
Chord Flap with Tab Having a Chord Twice the Flap Chord on an NACA 0009 Airfoil AUTHOR|S): Spearman, M. L. ORIGINATING AGENCY: National Advisory Committee for Aeronautics, Washington, D. C. PUBLISHED BY: (Same) tfV t I
ATI-6406
(None) 0*10 AOfNCV NO
AKR-L5G25 rUlllHINO »GE'ICT NO
Sept '45 Eng. w tUUSTMTIOM tables, diagrs, graphs
ABSTRACT:
t'/i -fof(s , *'/{£^OclL>itf.O'
An airfoil was tested which had a 25% chord flap and a 50% chord balancing tab si linked that the tab deflected at given rate with respect to the flap. Tests indicati that flap and tab could be linked to give hinge-moment balance with flap deflection and with angle of attack and yet have greater lift effectiveness than a | 'ain flap of similar size with conventional balancing tab having chord 20% of the flap chord linked to give hinge-moment balance with flap deflection only.
*Cfs
DISTRIBUTION: Request copies of this report only from Originating Agency DIVISION: Aerodynamics (2) SECTION: Control Surfaces (3)
ATI SHEET NO.: R-2-3-"
SUBJECT HEADINGS: Control surfaces • (25600)
Aerodynamics
Air Document! Division, Intelligence Department Air Materiel Command
AIR TECHNICAL INDEX Wright-Patterson Air Force I Dayton, Ohio
ÜNCU3SIFISD PER AUTIJORIYT: INDEX •.GA TECHNICAL FUBLICATIOBS
DATED 31 DECEISKR 1947«
IfflE: Wind-Tunnei Investigation of Control Surface Characteristics XXHI A 0.25 Airfoil- Chord Flap with Tab Having a Chord Twice the Flap Chord on an NACA 0009 Airfoil
VUTHORfS): Spearman, M. L. ORIGINATING AGENCY: National Advisory Committee for Aeronautics, Washington, D. C UBLISHED BY: (Same)
ßTB-6406
(None) OCUO. AO*NCY NO.
ARR-L5G25 PUIUSHINO AGENCY NO
Sept '45 Ene- fAQO UlUSTHATIOJO 58 tables, dlagrs, graphs
ABSTRACT:
An airfoil was tested which had a 25% chord flap and a 50% chord balancing tab so linked that the tab deflected at given rate with respect to the flap. Tests indicated that flap and tab could be linked to give hinge-moment balance with flap deflection and with angle of attack and yet have greater lift effectiveness than a vUin flap of similar size with conventional balancing tab having chord 20% of the flap chord linked to give hinge-moment balance with flap deflection only.
DISTRIBUTION: Request copies of this report only from Originating Agency DIVISION: Aerodynamics (2) iECTION: Control Surfaces (3)
VTI SHEET NO.: R-2-3.il
SUBJECT HEADINGS: Control surfaces - (25600)
Aerodynamics
Air Documents Division, intolllQonco Doportcri nl Air Materiel Commond
AIR TECHNICAL INDEX Wriht-Pettorson Air Force Base Dayton, Ohio