INVESTIGATION OF A FOWLER FLAP AND SPOILER FOR · OF A FOWLER FLAP AND SPOILER FOR ... WIND-TUNNEL...

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WIND-TUNNEL INVESTIGATION OF A FOWLER FLAP AND SPOILER FOR A N ADVANCED GENERAL AVIATION WING I

I

John We Puulson, Jr.

Luqley Reseurch Center Humpton, Vu. 23665

1 - 1

\..

N A T I O N A L AERONAUTICS A N D SPACE A D M I N I S T R A T I O N W A S H I N G T O N , D. C. JUNE 1976

https://ntrs.nasa.gov/search.jsp?R=19760019130 2018-08-21T01:33:03+00:00Z

TECH LIBRARY KAFB, NM

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1. Report No. 2. Government Accession No. 3. Recipient's Catalog No.

NASA TN D-8236 4. Title and Subtitle I June 1976

WIND-TUNNEL INVESTIGATION O F A FOWLER FLAP AND 6. Performing Organization Code

SPOILER FOR AN ADVANCED GENERAL AVIATION WING I ~

7. Author(s) 8. Performing Organization Report No.

John W. Paulson, Jr. L-10736 10. Work Unit No.

9. Performing Organization Name and Address 505-10-11 -03 NASA Langley Research Center 11. Contract or Grant No.

Hampton, Va. 23665 13. Type of Report and Period Covered

12. Sponsoring Agency Name and Address Technical Note National Aeronautics and Space Administration 14. Sponsoring Agency Code

Washington, D.C. 20546

16. Abstract

An investigation has been conducted in the Langley Research Center V/STOL tunnel to determine the effects of adding a Fowler flap and spoiler t o an advanced general aviation wing. The wing was tested without fuselage o r empennage and was fitted with approximately threequarter-span Fowler flaps and half -span spoilers. The spoi lers were hinged at the 70-percent chord point and vented when the .flaps were deflected. Static longitudinal and la teral aerodynamic data were obtained over an angle-of-attack range of -80 to 220 fo r various flap deflections and positions, spoiler geometries, and vent-lip geometries.

Lateral characterist ics indicate that the spoilers are generally adequate for la teral control . However, the spoilers do have a region of low effectiveness when deflected less than 100 o r 15O, especially when the flaps are deflected 30° or 40°. In general, the spoiler effectiveness increases with increasing angle of attack, increases with increasing flap deflections, and i s influenced by vent-lip geometry. In addition, the data show that some two-dimensional effects on spoiler effectiveness are reduced in the three-dimensional case. Results a lso indicate the expected significant increase in lift coefficient as the Fowler f laps are deflected; when the flap was fully deflected, the maximum wing lift coefficient was increased about 96 percent.

17. Key-Words (Suggested by Authoris)) 1 18. Distribution Statement

Lateral control Unclassified - Unlimited Spoilers Fowler flaps General aviation Subject Category 08

-. ~

For Sale by the National Technical Information Service, Springfield, Virginia 22161

WIND-TUNNEL INVESTIGATION OF A FOWLER FLAP AND SPOILER

FOR AN ADVANCED GENERAL AVIATION WING

John W. Paulson, Jr. Langley Research Center

SUMMARY

An investigation has been conducted in the Langley Research Center V/STOL tunnel to determine the effects of adding a Fowler flap and spoiler to an advanced general aviation wing. The wing was tested without fuselage o r empennage and was fitted with approximately three -quarter -span Fowler flaps and half -span spoilers. The spoilers were hinged a t the 70-percent chord point and vented when the flaps were deflected. Static longitudinal and lateral aerodynamic data were obtained over an angle-of-attack range of - 8 O to 2 2 O for various flap deflections and positions, spoiler geometries, and vent-lip geometries.

Lateral character is t ics indicate that the spoilers a r e generally adequate for late r a l control. However, the spoilers do have a region of low effectiveness when deflected less than loo o r 1 5 O , especially when the flaps a r e deflected 30' o r 400. In general, the spoiler effectiveness increases with increasing angle of attack, increases with increasing flap deflections, and is influenced by vent-lip geometry. In addition, the data show that some two-dimensional effects on spoiler effectiveness a r e reduced in the three-dimensional case. Results also indicate the expected significant increase in lift coefficient as the Fowler flaps a r e deflected; when the flap was fully deflected, the maximum wing lift coefficient was increased about 96 percent.

INTRODUCTION

The development of new, thick, high-lift airfoil sections has had a profound effect on the general aviation community because these sections offer the possibility of improved performance on several new light a i rcraf t designs. These airfoils provide higher maximum lift coefficients than the conventional 64-Series airfoils used on many general aviation aircraft . This increase in maximum lift coefficient allows the use of a smaller, more highly loaded wing with less wetted area. These developments can increase cruise performance and improve ride quality. The increased thickness of these airfoils also provides the opportunity for wing s t ructural weight savings.

With an appropriate high-lift device such as a full-span Fowler flap, further reductions in wing area may be achieved, and the desirable low landing speeds of typical light a i rcraf t can be maintained. Full-span flaps, however, generally preclude the use of conventional ailerons, and an alternate method of lateral control i s needed. One such method would use partial span spoilers (also known as slot-lip ailerons). Several airplanes which use Fowler flaps with the advanced airfoils are already in either the design stage o r ea r ly flight-test stage of development. (See ref. 1.) Some of these airplanes use the 17

' percent-thick General-Aviation (Whitcomb)-1 airfoil usually r e fe r r ed to as the GA(W)-1. (See refs. 2 and 3. ) One particular a i rcraf t which uses this airfoil is the Advanced Technology light twin (ATLIT). (See ref. 1.) This a i rcraf t u ses nearly full-span Fowler flaps for low-speed performance and half -span spoilers f o r lateral control. These spoi lers are vented when the flaps are extended and unvented when the flaps are retracted.

Before the original flight of the ATLIT, there was concern about the effectiveness of the spoilers at small deflections when the flaps were deflected 40° because of two-dimensional data (refs. 4 and 5). The data of reference 4 indicated that the spoilers had a region of very low effectiveness when deflected less than loo o r 15O. In addition, there was control reversal under certain conditions. If a small left spoiler deflection was given

-c in an effort to produce a negative (left wing down) rolling moment, the result was actually a positive (right wing down) rolling moment. This investigation was undertaken to deter -mine to what extent, if any, these two-dimensional effects were ppesent on a three-

%. .dimensional wing. .t

The investigation was conducted in the Langley V/STOL tunnel by using a rectangular wing with Fowler flap and spoilers. Static fo rces and moments were obtained for the wing with various flap deflections and positions, spoiler deflections, spoiler c ros s -section geometries, and vent-lip geometries.

SYMBOLS

The data are presented in the stability-axis system shown in figure 1. The model moment center was 25 percent of the wing chord. Al l measurements and calculations . were made in U.S. Customary Units; however, all values contained in this study a r e given in both SI and U.S. Customary Units. (See ref. 6.)

b wing span (without subscript), span of flap, o r vented spoiler (with subscript),

m (ft)

Drag CD drag coefficient,

q,s

2

CL lift coefficient, -Lift qcos

Cl rolling -moment coefficient,

Cm pitching -moment coefficient,

Cn yawing-moment coefficient,

Rolling moment q,Sb

Pitching moment q,se

Yawing moment q,Sb

CY side-force coefficient, Side force %as

C wing chord, m (ft)

-C mean aerodynamic chord, m (ft)

P roll rate, rad/sec

pb/2V, wing-tip helix angle, r a d (see appendix)

g, f r ee - s t r eam dynamic p res su re , Pa (lbf/ft2)

R radius, percent of wing chord

S wing area, m 2 (ft2)

v, f r ee - s t r eam velocity, m/sec (ft/sec)

X longitudinal dimension (see fig. 1)

X/C longitudinal distance from wing leading edge with respect to mean aerodynamic chord

Y lateral dimension (see fig. 1)

3

z

CY

6

Subsc ript s :

f

max

S

vertical dimension (see fig. 1)

angle of attack of model reference line, positive nose up (fig. l), deg

deflection of flap or spoiler (fig. 3), deg

flap

maximum

spoiler

APPARATUS AND PROCEDURES

This investigation was conducted in the Langley V/STOL tunnel in support of the ATLIT aircraf t p rogram to determine the general characterist ics of an ATLIT-type Fowler flap and spoiler lateral-control system. An existing aspect-ratio-8.98 rectangular wing with the GA(W) -1 airfoil section was modified to accept the Fowler flap and spoiler as shown in figures 2 and 3(a). The wind-tunnel model was not intended t o represent the ATLIT tapered wing exactly but ra ther to be a general representation of the ATLIT Fowler flap and spoiler system. Tables I and 11 give the coordinates of the GA(W)-1 wing section and flap section, respectively. The wing had a span of 4.01 m (13.16 ft), a chord of 0.45 m (1.46 ft) , and an area of 1.79 m2 (19.31 f t2) . When the flaps were fully deflected, the wing area was increased by 17 percent to 2.10 m 2 (22.59 ft2). The wing root was at an incidence of 20 and the wing was linearly twisted to a tip incidence of Oo. For this investigation, the model reference line was defined to be the wing-tip chord line.

The Fowler flaps were made in four sections on each wing panel (fig. 2) but were always deflected as a unit. Each flap section was mounted on brackets to allow deflections of 00, 100, 200, 300, and 400. Table Ill shows a complete listing of flap deflection and position as well as the spoiler and vent-lip geometries for this investigation. Figure 3(b) shows the flap overlap and gap dimensions corresponding to the various flap deflections and positions. The flap chord w a s 30 percent of the wing chord and the flap span rat io bf/b/2 was 0.764.

The spoilers were made in four sections f o r the left wing panel only. (See fig. 2.) In orde r to simulate the ATLIT spoiler-span wing-span ratio, only the three outboard sections were deflected during the investigation; the inboard section (spoiler section a)

4

remained sealed at all times. The three operative spoiler sections (b, cy and d) had a span ratio bs/b/2 of 0.572 and were hinged at x/e = 0.70. (See figs. 2 and 3(a).) The hinge line was offset 0.015e forward of the leading edge of the spoiler so that the trailing edge of the spoilers w a s located at x/e = 0.80 when 6s = 00. This offset hinge line allowed a gap to open between the wing upper surface and the spoiler leading edge as the spoiler was deflected. (See fig. 4.) Each spoiler section w a s removable and could be replaced with one of three spoiler cross-section geometries (also shown in fig. 4). The vent lip (the downstream lip of the spoiler vent) as wel l as the spoiler geometry was varied during the tes t as shown in figure 5. The model installation in the V/STOL tunnel is shown in figures 6 and 7.

Most of the investigation t ime was concentrated en the cases with 400 flap deflection. At 400 flap deflection, the control effectiveness problem areas which were indicated in the two-dimensional data of reference 4 were examined over a spoiler-deflection range of 00 to 450 for different combinations of spoiler c ros s -section geometry and vent -lip geometry. Lower flap deflections were tested to obtain longitudinal and la teral data, but these tes t s were run by using only the triangular backed spoiler (spoiler B) and the large radius vent lip. Angle of attack ranged from -8O to wing stall.

Most of the data were obtained at a dynamic p res su re of 1.44 kPa (30 lbf/ft2); however, because of hardware constraints, some data were obtained at a dynamic p res su re of 0.48 kPa (10 lbf/ft2). Whenever the dynamic p res su re was lowered to 0.48 kPa (10 lbf/ft2), a single pair of runs was made with the identical configuration at both the high and low dynamic p res su res to establish Reynolds number effects. The Reynolds numbers corresponding to these dynamic p r e s s u r e s are 1.49 Y lo6 and 0.85 X 106, respectively. It should be noted that at the lowest dynamic pressure, the Reynolds number i s subcritical over a large portion of the wing chord.

Transition was fixed a t 2.24 cm (0.88 in.) downstream f r o m the leading edge for the upper surface and 4.32 cm (1.70 in.) on the lower surface (ref. 7). Data were corrected for tunnel wall effects of reference 8; no other corrections were applied.

PRESENTATION OF RESULTS

The data of this investigation have been reduced to coefficient form and are p r e sented in the following figures:

Figure

Effects of flap position and deflection on spoiler B characterist ics . . . . . . . . 8

Effects of vent-lip geometry on spoiler B character is t ics . . . . . . . . . . . . . 9 and 10

5

Figure

Effects of vent -lip geometry on spoiler C character is t ics . . . . . . . . . . . . . 11

Spoiler A characterist ics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Effects of sequential deflection of spoiler B elements b, c, and d . . . . . . . . . 13

Effects of dynamic p res su re . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

.Effects of flap positions and deflections on wing longitudinal characterist ics . . . 15

Rolling moments generated by deflection of spoilers B, C, and A . . . . . . . . . 16 t o 19

DISCUSSION

The effects of spoiler deflection, with various flap positions, cross-section geometr ies , and vent -lip geometries, on the longitudinal and lateral characterist ics of the wing are presented in figures 8 to 12. It may be seen from these data (particularly CL and C2 plotted against a ) that the vented spoiler effectiveness i s very low when deflected l e s s than 100 to 150. In figure 13, the sequential spoiler deflections (sequences 1 and 2) confirm the trends of the previous data; the spoiler effectiveness remains low until the spoiler elements are deflected 150. The data of figures 8 to 13 were used to construct the lift, drag, and pitching-moment curves of figure 15 with 6 , = 0' and the rolling-moment curves of figures 16 to 18.

The effects of Reynolds number a r e presented in figure 14. The effects on the longitudinal data were small with the typical increase in C L , ~ ~at the higher Reynolds number. The effects on the lateral data were somewhat inconsistent but generally not large.

Longitudinal Characterist ics

The data of figure 15(a) show the longitudinal characterist ics of the wing at flap deflections of 00, 100, 30°, and 400. The basic wing has a design lift coefficient of 0.4 at a = 0.5' and a maximum lift coefficient of 1.32 at CY = 16.7O. At the maximum flap deflection (6f = 40°), the maximum l i f t coefficient is increased 96 percent to 2.59 at a = 12O. Figure 15(b) shows the effect of moving the flap at 6f = 40° from x/E = 1.00 to 0.96. Both lift and drag are reduced as the flap loses some effectiveness when moved beneath the trailing edge of the wing. The drag curves show the typical high drag levels associated with the large flap deflections. In addition to the high lift and drag, the flaps produce large nose-down pitching moments which must be tr immed for a i rcraf t applications.

6

Lateral Characterist ics

The rolling moments generated when spoiler B was deflected at various flap settings are given in figure 16. For the clean wing configuration (6f = 00, fig. 16(a)), the rolling-moment variation with spoiler deflection is reasonably linear, but somewhat less effective than that of conventional ailerons (ref. 9). At the maximum spoiler deflection of 45O, the wing-tip helix angle pb/2V, i s 0.044; this helix angle i s low according to reference 10 which s ta tes that 0.07 is an acceptable level. (The method used to calculate pb/2V, is discussed in the appendix.) However, a more realist ic maximum deflection might be 60° or 700; such a deflection would probably increase pb/2V, to a more acceptable level. This low effectiveness is apparent only with 6f = 00; with the flaps deflected, pb/2V, is significantly higher.

When the flaps are deflected 100 at x / E = 0.917 (fig. 16(b)), the rolling-moment variation with spoiler deflection becomes more nonlinear and develops three rather distinct regions of effectiveness. A region of low spoiler effectiveness below 6s = 150 becomes apparent. A region of increasing effectiveness between 6s = 150 and 200 follows. Finally, the region above 6, = 200 shows fairly high levels of spoiler effectiveness. Although these regions are not pronounced at ' the loo flap deflection, they do indicate the trends which become rather large a t the 300 and 400 flap deflections.

Figure 16(b) shows that the rolling moments become more sensitive to angle of attack as the flap i s deflected. The clean wing had a variation in maximum Cz from 0.045 to 0.050 at angles of attack of -40 to 80, and the wing with 6f = 100 had a variation

in maximum Cz from 0.056 to 0.073 at angles of attack from -40 to 80. The wing with 6f = 100 and 6s = 450 had a pb/2V, ranging from 0.046 to 0.059 corresponding to the higher rolling moments. The higher pb/2V, i s indicative of the increased control power available with the flaps deflected.

When the flaps a r e deflected 300 at x / E = 0.960 (fig. 16(c)), the rolling-moment variation with spoiler deflection becomes very nonlinear and i s segmented into three very distinct regions. These regions correspond to the regions of the data at 6f = 100 discussed ear l ier , but a r e much more pronounced. The region of low spoiler effectiveness below 6f = 100 which was of concern in the two-dimensional data i s very apparent. As in the loo flap-deflection case, the rolling moments are sensitive to angle of attack with maximum Cz varying from 0.099 to 0.122 at angles of attack of -4O and 8O. The pb/2V, corresponding to each of these rolling moments was 0.083 to 0.099. Here again the increased control power available with the flaps deflected w a s shown. Although these data are quite nonlinear, they are smooth, without reversals in slope, and appear to be adequate for lateral control.

When the flaps are deflected 40° at x / E = 1.00 (fig. 16(d)), the rolling-moment variation with spoiler deflection s t i l l indicates three regions of spoiler effectiveness;

7

however, the data in the low effectiveness region (tjS = 150) show large r eve r sa l s in slope. This change in spoiler effectiveness i s probably caused by intermittent flow separation downstream of the vent. Above 6s = 150, however, the spoiler effectiveness no longer shows slope reversals . The rolling moments are s t i l l sensitive to angle of attack, and the pb/2V, ranging from 0.089 to 0.123 shows a further increase in control power available at 6f = 400. It should be noted that this configuration did have the large radius vent lip and that some of the slope r eve r sa l s present at 6 s 5 15O were corrected when different vent-lip geometries were used.

Effect of Vent-Lip Geometry and Flap Effectiveness

The two-dimensional models of reference 4 used vent-lip geometries which were s imilar to both the blunt-lip and the sharp-lip geometries used in the three-dimensional models. It was originally thought that the regions of low spoiler effectiveness and control r eve r sa l s (regions of concern in ref. 4) were the result of flow separation downstream of the sharp-edged vent lips. Control r eve r sa l s were defined as a change in sign of the rolling moment. (A left spoiler up control input to give a negative (left wing down) rolling moment would actually produce a positive (right wing down) rolling moment.) The two additional radius vent lips were intended to reduce these problems. A s figure 17 shows, the rolling-moment data for the large and sma l l radius vent l ips and flaps deflected 400 do not show control reversals, and the data for sharp and blunt vent lips and flaps deflected 400 show only very slight control reversals . The two-dimensional control r eve r sa l s evi -dent in reference 4 are either eliminated or greatly reduced in the three-dimensional model. However, there was in all cases a region of low spoiler effectiveness below 6 s = 100 to 150. A s shown previously in figure 16(d), the rolling-moment data for the large radius vent lip had large r eve r sa l s in slope below 6 s = 150. However, none of the other vent-lip geometries exhibited such r eve r sa l s a t either flap location x / E = 0.96 or 1.00. In general, the spoiler effectiveness increased with increasing angle of attack both in the lower effectiveness region and at the higher spoiler deflections for all vent-lip geometries. Also, the spoiler effectiveness i s higher with the blunt vent lip and with the flap located at x/C = 1.00. Moving the flap from x/E = 0.96 to 1.00 shows the same trend as that shown in figure 16; the spoiler effectiveness increases with increasing flap effectiveness.

Some data were obtained using other spoiler geometries on this wing. Spoiler C was s imilar to the spoilers used on a currently operational high performance general aviation aircraft. The third spoiler studied, spoiler A, was the T-type. The data for these spoilers with flaps deflected 400 are presented in figures 18 and 19 and show the same general characterist ics of the data for spoiler B.

8

SUMMARY OF RESULTS

An investigation has been conducted to determine the effects of adding a full-span Fowler flap and half -span spoiler to an advanced general aviation wing. The resul ts have shown:

1. In general, the three -dimensional data concurred with two-dimensional data of the references. The regions of decreased spoiler effectiveness are limited t o spoiler deflections less than 100 to 150 and are most prominent at the highest flap deflections. However, the general effect of the three-dimensional model was to reduce many of the character is t ics measured with the two-dimensional model.

2. The spoilers generally show acceptable lateral-control characterist ics except for some regions of low effectiveness at small spoiler deflections.

3. The spoiler effectiveness was increased when the flap deflection was increased.

4. The spoiler effectiveness w a s increased when the angle of attack w a s increased and the flaps were deflected.

5. The spoiler effectiveness w a s affected by vent-lip geometry, and the blunt vent lip gave the highest rolling moment.

6. The Fowler flaps, as expected, significantly increased maximum lift coefficient; the maximum lift coefficient was increased 96 percent for the maximum flap deflection.

Langley Research Center National Aeronautics and Space Administration Hampton, Va. 23665 May4, 1976

9

--

APPENDIX

COMPUTATION OF WING-TIP HELIX ANGLE

The computation of the wing-tip helix angle f rom steady-state lateral data depends

on the ability t o determine the roll-damping derivative Clp. Reference 10 gives an equation for the wing-tip helix angle

where

‘16 change in rolling moment p e r degree of spoiler deflection

6a spoiler deflection in degrees

ratio of spoiler chord to wing chord

K correction to spoiler effectiveness because of large. deflections

All these t e r m s actually reduce to the rolling moment measured on the model with a lateral control deflected. The roll-damping derivative C

ZP may be estimated from re fe r

ence 11which uses a vortex-lattice type of theoretical prediction method, o r Clp may be estimated from the charts in reference 10. F o r this report, the method of reference 11 was used. Therefore, pb/2V, may be written as

Pb - (C1)measured 2vm (CZP)calculated

10

I

7

REFERENCES

1. Crane, Harold L.; McGhee, Robert J.; and Kohlman, David L.: Applications of Advanced Aerodynamic Technology t o Light Aircraft. [Preprint] 730318, SOC. Automot. Eng., Apr. 1973.

2. McGhee, Robert J.; and Beasley, William D.: Low-Speed Aerodynamic Character istics of a 17.-Percent-Thick Airfoil Section Designed for General Aviation Applications. NASA TN D-7428, 1973.

3. Wentz, W. H., Jr.; and Seetharam, H. C.: Development of a Fowler Flap System f o r a High Performance General Aviation Airfoil. NASA CR-2443, 1974.

4. Wentz, W. H., Jr.: Effectiveness of Spoilers on the GA(W)-1 Airfoil With a High Performance Fowler Flap. NASA CR-2538, 1975.

5. Wenzinger, Ca r l J . ; and Rogallo, Franc is M.: Wind-Tunnel Investigation of Spoiler, Deflector, and Slot Lateral-Control Devices on Wings With Full-Span Split and Slotted Flaps. NACA Rep. 706, 1941.

6. Mechtly, E. A.: The International System of Units - Physical Constants and Conversion Fac tors (Second Revision). NASA SP-7012, '1973.

7. Braslow, Albert L.; and Knox, Eugene C.: Simplified Method fo r Determination of Crit ical Height of Distributed Roughness Particles fo r Boundary-Layer Transition at Mach Numbers F r o m 0 to 5. NACA TN 4363, 1958.

8. Gillis, Clarence L.; Polhamus, Edward C.; and Gray, Joseph L., Jr.: Charts for Determining Jet-Boundary Correct ions for Complete Models in 7- by 10-Foot Closed Rectangular Wind Tunnels. NACA WRL-123, 1945. (Formerly NACA ARR L5G31.)

9. Paulson, John W., Jr.: Wind-Tunnel Test of a Conventional Flap and Aileron and a Fowler Flap and Slot-Lip Aileron for an Advanced General Aviation Wing. Paper 750501, SOC.Automot. Eng., Apr. 1975.

10. Perkins, Courtland D.; and Hage, Robert E.: Airplane Performance Stability and Control. John Wiley & Sons, Inc., c.1949.

11. Tulinius, J.; Clever, W.; Niemann, A.; Dunn, K.; and Gaither, B.: Theoretical Prediction of Airplane Stability Derivatives at Subcritical Speeds. NASA CR-132681,

[19731.

11

'1-11111111.1 II 11111111 11111.1111111 111.11111 . 1 1 1 . 1 1 1 ~ . 1 1 1 1 1 1 1 II I 111 I 111111I 1 1 1 1 1 1 1 1 1 1 1 1 ~ ~ I ~ 1 1 1 1II II

TABLE I. - GENERAL -AVIATION (WHITCOMB) -1

AIRFOIL COORDINATES

Upper surface Lower surface

0.00000 .00200 .00500 .01250 .02500 .03750 .05000 .07500

.10000

.12500

.15000

.17500

.20000

.25000

.30000

.35000

.40000

.45000

.50000

.55000

.57500

.60000

.62500

.65000

.67500

.70000

.72 500

.75000

.77 500

.80000

.82500

.85000

.87500

.90000

.92 500

.95000

.97500 1.00000

0.00000 .01300 .02040 .03070 .04170 .04965 .05589 .06551

.07300

.07900

.08400

.08840

.09200

.09770

.lo160

.lo400

. lo491

. lo445

.lo258

.09910

.09668

.09371

.09006

.08599

.08136

.07634

.07092

.06513

.05907

.05286

.04646

.03988

.033 15

.02639

.01961

.01287

.00609 -.00070

0.00000 .00200 .00500 .01250 .02500 .03750 .05000 .07500

.10000

.12500

.15000

.17500 .20000 .25000 .30000 .35000

.40000

.45000

.50000

.55000

.57500

.60000

.62500

.65000

.67500

.70000

.72500

.75000

.77 500

.80000

.82500

.85000

.87 500

.90000

.92500

.95000

.97 500 1.00000

0.00000 -.00930 -.01380 -.02050 -.02690 -.03190 -.03580 -.04210

-.04700 -.05100 -.05430 -.05700 -.05930 -.06270 -.06450 -.06 520

-.06490 -.06350 -.06100 -.05700 -.05400 -.05080 -.04690 -.04280

-.03840 -.03400 -.02940 -.024 90 -.02040 -.01600 -.01200 -.00860

-.00580 -.00360 -.00250 -.00260 -.00400 -.00800

12

TABLE 11.- THIRTY PERCENT c FOWLER

F L A P COORDINATES

[Leading-edge radius = O.O122c]

-~

Upper surface

Xf /" 0.000 -0.01920

.025 .00250

.050 .01100

.075 .01630

. loo .01900

.125 .01950

.150 .01820

.175 .01670

.200 .01330

.225 .00950

.2 50 .00530

.275 .00100

.300 -.00435

Lower surface

*f /" -

0.000 .025 .050 .07 5 . loo .125 .150 .175 .200 .225

.250

.275

.300

-0.01920 -.02940 -.02490 -.02040 -.01600

-.01200 -.00860 -.00580 -.00360 -.00250

-.00260 -.00400 -.00800

13

TABLE III. - CONFIGURATIONS INVESTIGATED _.

-Spoileretry Vent -lip geometry Flap deflection and position, 6f/x/E

Triangular back, spoiler B

Triangular back, spoiler B sequential deflection)

Contoured back, spoiler C

(Ttypebaclt,spoiler A

14

- ..

Blunt 00/0.713, 200/0.96, 400/0.96, 400/1.00 Small radius 400/0.96 Large radius 100/0.917, 300/0.96,

Sharp 400/1.00

Large radius .400/1.00

Small radius 40°/0.96 Large radius 400/0.96

Sharp 400/1.00

Large radius 400/0.96

... .... ---... - - . . .

Figure 1. - Stability-axis system used in data presentation.

2

Figure 1.- Stability-axis system used in data presentation.

15

d C a I I 1

I I I I I

I I I I I

I

0.447

(1.467 I

Flap brackets 0.403 m

(nested) 1.534

4.01 m

Spoiler (left panel only)

u.441 m b / a --r-- r--1 (1.467 ft)1

d I

C I

b I 1 r--I- r--;:I

I II I

I I

I I

I I

r--rI I I II I I I I II

I -r I II I

i m (Y:: ;;-l -

I

0.403 m . -.

Flap bracketsL 1.534 m (1.257 ft)

(5.03 ft) (1.321 ft) Fowler flap3 (nested) I

Figure 2.- Plan view of wing.

X/C = 0.7 x/c = 0.8 x/c = 1.0 x/c = 0

I Spoiler -\j 1,

(a) GA(W)-1 airfoil with Fowler flap and spoiler.

Figure 3. - Flap deflections and positions.

-- Overlap

Gap

. Overlap, Gap, percent C percent C

0" 30.0 0 10* 9.6 3.1 20 5.3 2.6 30 5.3 3.6 40 5.3 3.6 40 ::c 1.3 2.5

"ATLIT conf igura t ions (b) Fowler-flap overlap and gap dimensions.

Figure 3. - Concluded.

18

x/c= 0.70 -

I- o-looc 1 0.015c 0.003C

+t-tI \ \ \ \ \ \ \ \ \ I \ \ \ \ I Spoiler A

0.023~ T-type back

Hinge line 0.

t Spoiler B Leading-edge gap

+ .23c.

4I

- 0.017~

Triangular backiI

Hinge -,I r

/ Spoiler C Wing 3 Contoured back

0.007~

Figure 4.-Cross-section geometry of the three spoilers.

19

--

x/c = 0.80-- L E Blunt

R = 0 . 0 1 1 ~ -1- Small radius- I

-Large radius

I I

x/c = 0.839 Figure 5.- Cross-section geometry of the four vent lips.

20

,

' . I ~,

; ( . ! I .

I .

-~ I Spoiler on le f t Donet onlv ,

. . 1 ..~i

i 1 f

,

!

(a) Rear view.

,

(b) Front view. L-76-191

Figure 6.- General aviation wing in Langley V/STOL tunnel test section.

21

L -76 -1 9 2 Figure 7.- Left wing tip of general aviation wing.

--

I

- -

i I!

7" -p.J cm 1. - b , , deg

. . . 0 0 I

! 0 2 . . . . . . . . . . . . . .

I -04 A 6

. . . jI ,b 8

10 . . . . . . .

- 'O 15-1 - 0 20 . .

c D I 0 306eQ 0 45 I

- ---t* I--

+ I

. . . .I ....

. . . II -: " 1 - -~

I . I

!

.iI

I

j j ! I!

iI

i . . .I ___ I ._

1

! ~, I J

4 8 - 12- - 16 20 24 a, deg

(a) Longitudinal characterist ics; 6f = 00; x/E = 0.713; blunt vent lip.

Figure 8.- Effects of flap position and deflection on spoiler B characterist ics.

23

I

i

0.04 I 0

ct -0.04

-0.08 . .I.. ... ..--I.. .. .... t -.---.,. .. ... 0 0

I

-0.12 I I .-,. .. 4 . I- - I - - I - - - I i I 1 t

0.02 II - - - 1

0.01 0

c" 0 5

-0.01

- 0.02

0.02

....0.01

0

-0.01

-0.02 . . .. ........ 1 ...... t .. - .

-1i l l. ., -a -4 0

a, deg

(b) Lateral characterist ics; 6f = OO; x / E = 0.713; blunt vent lip.

Figure 8. - Continued.

24

... . . .

4 a 12 16 20 24

(c) Longitudinal characterist ics; 6f= 100; x/E = 0.917; large radius vent lip.


25

-- -

- -

0.04 . . . ..I.i . .

I 0 *

ct -0.04 T-0.08 - ....- . . . .

-0.12 ... . _ I .I

--I-I0.02 . . . . . . . .

0.01

cn O -0.01

- 0.02 I

0.02 ..-.I.. ~

I

0.01

0

-0.01 !

i I; - ,/ .. .;. ... .ii - ..

+ -0.02 . . t

~ i ! II

. . . . . 1 ............ i

-.-1. . . . . . . . . . . -8 -4 0 8

a. deg

(d) Lateral character is t ics ; 6f = 100; x/E = 0.917; la rge radius vent lip.


26

I Ij

I I I I

. . iI... cm 8 , , deg

0 0 I 0 2

. J-. .. 0 4Ij n 6

. i 0 8 i

I3 10 n 15 ii

i 0 20 c D 30+ 45

. I . .-

I - ...I....

cL

- . I,1 i

. .. . . @ !

. ..-I

-1.-

I I

I - I '

' r ' I

I ! i i

----I-I ' I-0.4.. . ... .

-8 4 8 a, deg

(e) Longitudinal characterist ics; 6f = 200; x/E = 0.96; blunt vent lip.


27

0.01

0

c2 -0.04

-0.a

-0.1i

0.02

0.01

C" O

-0.01

-0.02

0.02

0.01

O

-0.01

-0.02

-8 -4 4 a 12 16 20 a , deg

(f) Lateral characterist ics; 6f = 20°; x / E = 0.96; blunt vent lip.


6,, deg 0 0 0 2 0 4 A 6 0 8 n i o n 15 0 20 0 30

_ _

_ _

24

28

1

0 I I I I ~ .

-. . t

.

I I

-1I -

I i

iI

iI

-8 -4 4 a. deg

(g) Longitudinal characterist ics; 6f= 300; x/E = 0.96; large radius vent lip.


29

6,, deg

- 0 0 0 2 0 4 A 6 0 8 Ls io 0 15 0 20 0 30

9- 0 45

a, deg

(h) Lateral characterist ics; 6f = 300; x/C = 0.96; large radius vent lip.


30

a, deg

(i) Longitudinal characterist ics; 6f= 400; x / E = 0.96; blunt vent lip.


3 1

-- ........... .. r

.. - . . . .

ki#. . . . -

CI -0.04 6,, deg

-..- .... 0 0 0 2

...... -. 0 4 A 6

-0.12 ! .... 1 jI ...... ..... ...... L . . . . . .

- ' ~b 8 I ~

: 010

. . . ..- --1... ....... 1 t1 i

. . . - . . . . . . . . - . ............i ................ . . . . . . . . . . .!. . . . . . . . . . . . .!

1

............I )

, I .:

4 8 12 i6 ' i a, deg

(j)Lateral characterist ics; 6f = 400; x/E = 0.96; blunt vent lip.


32

1.2

.~ .

0 .

*-0.4 1 t;lB I

0 0 0 2

-0.6

0.8

. . . . . I - .

iI '

-0 4 n 6 0 8 n io

0.6 - .... . .... . . ... -n 15

I I -0.2 1 . cm

i 0 20 c D 0.4 0 30

0.2 m %-b= 0 45I . ..

I

2.81 . . . .. !

~

I

j . .

cL -lS6i -. . .$ I

! I

...

I

i - - - IiI

-0.41. 1 -8 -4 4

a. deg

(a) Longitudinal characterist ics; small radius vent lip.

Figure 9.- Effects of vent-lip geometry on spoiler B character is t ics with 6f= 400 at x/E = 0.96.

33

I

0.01

0

cr -0.01

-0.08

-0.1i

0.02

0.01

cn 0

-0.01

-0.02

0.02

0.01

0

-0.01

-0.02

,deg

0 ,2 4

.I. . 1. . -1. .... .. ..I

I I

. . I .

-8 -4

(b) Lateral characterist ics; sma l l radius vent lip.


34

--

...

.....

. - . .. -.

cm iS '

deg

d+-c 3 3 0 3 2 .... .... > 4 1 6

..... . .. 1 8 110

-. 3 15

4 4 ) 20 % i 30

45 . . .. ~.0.21

-0

....2.8

' I I i i 2.4 4 3.+-

2.0 j. .. /

5 .&e ....

1.6 cL I

. . . . .1.2

~0.8 . . I

. . . . . . .... ....... 1 - - 1 . . j . - I I

I0.4

0 i - - 1 %. . . . . . . . -I

... .~ .... ...... T ... I... I i-0.4 8 16 20 24

a. deg

(c) Longitudinal characterist ics; large radius vent lip.


35

a, deg

(d) Lateral characterist ics; large radius vent lip.


36

cm

cD

cL

........... __-.2.8 ... . ~ ..

2.4 ... . ....-,I,,

a, deg

(a) Longitudinal characterist ics; blunt vent lip.

Figure 10.- Effects of vent-lip geometry on spoiler B characterist ics with 6f = 400

at x/E = 1.00.

37

I

0.0

0

c -0.01z -0.01

-0.1;

0. oi 0.01

cn O -0.01

- 0.02

0.02

0.01

0

-0.01

-0.02

1

I

.... .... _..I. ...

1. . . . . . . . . . . . .I -.I . 1 --I I .......

I . , . !

.I - . .I.. -4 20 1 I

a, deg

(b) Lateral characterist ics; blunt vent lip.


38

-0 i

cm -0.2 5 , , deg

-0.4 3 0 3 2

-0.6 > 4 5 6

0.8 0 8

0.6 3 10 3 15

c D 0.4 3 20 3 30

._

0.2 . . . . 1.. . I .... ! - 1 - . - j . 3 45

I ' / I 0

2.8 ............ 1 . . . . . . .2.4 I

2.0 ........... .. ..I I

1.6 . . . .

cL 1.2 .... ..F i

I 1 i

I

I

j '

. - 1 ! I

! !

0.8 . . I : I I i

0.4 I I

! 1

! . . ! .. . -!

!

I

0 I I

I _f

I

-0.4 I -I

-8- io- 24 01. deg

(c) Longitudinal characterist ics; large radius vent lip.


39

0.04 j

-0.04. . /o1 : I

-0.08: - &-

I :

i1 6,, deg

0 0 0 2 0 4 n 6 n 8 I3 10 3 15 3 20 3 30 3 45

-8 1

a, deg

(d) Lateral characterist ics; large radius vent lip.


40

c

. . . .

I!0 '

3.2/... . 1 l i

-0.4 .. .!

-0.6 , .

0.8 . .. . I",.. ..0.6. - - I

1 I

c D 0.4

0.2

0

2.8

2.4 & 2.0

1.6 - . . I cL I

i . .

!

0

-0.4 I - 4 a. deg

,+ StZ

! . . .

I,

I

, . .

I

! ~4-I

!16 20

0 0 0 2 3 4 A 6 0 8 3 10 3 15 1 20 > 30 3 45

-

... .

-

(e) Longitudinal characterist ics; sharp vent lip.


41

4

I I I I I I

r0.04.

0 !L

I -0 08

-0.12

0.02

0.01 I

I O r

-0.01 I ._-1 ..]__.... 1..

I I i 1.... ...-1... . . .

tl... -i i

I..... .I.

-8 -4 4 8 12 16 a, deg

(f) Lateral characterist ics; sharp vent lip.


42

20

----

. . ~. ... -. . .

I iI

; ! -1

III

! II

... I-0.2 . ... . - _-l

5 ' degcm

-0.4~-I 1 0

. . I 1 2 -0.6 ' * - j - . &-

> 4 I 1 6'- . 4 ..0.8 - - - 1 \ 1 8

0.6 i I

. !I j ..

110 ~ - 3 15

! ,

) 20 c D 0.4' . .!

1 i I + ) 30!

5 45 0.2 ..-. .. I??!-+@ . . . ,.

iI

0 ' T i - I

iI !

I . - . . . ... ,

I

jI

.. . .. .... I

! !

. . . I

I !

2.8 .. .--I 2.4 -. . .i

! I 1

I + I

I

~

! I 2. OI ..

,

L ..

i 1 i

.... .

c L lm61 1 - @

. J I I

. . I

jI I

1.2 ~

!

0.8 1 I ~1

- .. 1I . ... . j i

I

Oe4 I I I

i I

!

I 4

!

O 1 I i i I

I

! I-0.41... - ~..

-4 I

4 12 - 16 20 24

(a) Longitudinal characterist ics; 6f = 40°; x/E = 0.96; small radius vent lip.

Figure 11.- Effects of vent-lip geometry on spoiler C characterist ics.

43

0.04

0

ct -0.04

-0.08

-0.1 i

0.02

0.01

c" 0

-0.01

-0.02

0.02

0.01

0

-0.01

-0.02

. . .... .- . . .

-_

a, deg

(b) Lateral characterist ics; 6f = 400; x/E = 0.96; small radius vent lip.

Figure 11.- Continued.

44

--

. .. .. -I i I

! !; I : ! 0 I I

, I ; . I

-0.2 cm -0.4

-0.6

0.8

0.6 0 20

c D 0.4 ~ 0 30 I n45

0.2

0

2.8

2.4

2.c 1.6

cL 1.2

0. a

0.4

0 I I

jI - ! /-0.4 4

! -4 20 24

a. deg

(c) Longitudinal characterist ics; 6f= 400; x/C = 0.96; large radius vent lip.


45

0.01 .... .

0 ?E ct -0.01 --c

-0. OE -9 -4

-0.1i

.

0.02

0.01

c" 0

-0.01

-0.02

0.02

0.01 I d

I

0

-0.01 .

fP P

-0.02 .. ..

.-i...! --8 0 4 8 12 1

a, deg

(d) Lateral characterist ics; 6f = 400; x / E = 0.96; large radius vent lip.


46

r j0 1

i -0.2 cm -. - -1 '. . .

-0.4 I I

-0.6

1 . ... . .+. . -1.. . . .

0.2./ '

0 I I

I 2.8 .. .... .,! . .. ..

2.4 & 2.0

1.6 I c L

1.2 ~..... & q

0.8 II

' I

*

I iI

-0.4 - I -4

a. deg

(e) Longitudinal characterist ics; 6f= 40°; x/E = 1.00; sharp vent lip.


47

I

- .. I

-41

g S , deg

0 0 0 2 0 4 A 6 0 8 n 10 0 15 0 20

a, deg

(f) Lateral characterist ics; 6f = 400; x/E = 1.00; sharp vent lip.

Figure 11.- Concluded.

48

0

-0.2 cm -0.4

-0.6

. . . . .0.8

0.6

c D 0.4

0.2

0

2. a

2.4

2. c 1.6

1.2

0.8

0.4

0

-0.4

Figure 12.- Spoiler A characterist ics with bf = 40°; x/C = 0.96; large radius vent lip.

49

- -

' . I I . , . I

I .

. . . . , I . .

, . . . . , I, .

0 1* .

CI -0.04 g S , deg

-0.08 0 0.

-o.1zj I - - I . /-I . - I ..

1'.... ..

0 2 0 4 A 6

_.I . . . . . . . . . . . .. . - ... .. ..... 0 8 n io

0.02,- . ! . . . . . I . - ' - . . . . . . . . 3 15I

I 2 20 . . . . . . . .0* 011 I t - - - - - . 3 30I

. . . . . .

. . - . .

. . .

~_ _

. . . .

. . .

~

-8 -4 0 4 8 1 I a. deg

(b) Lateral characterist ics.


50

, 1

0 8 .

. I , ' I

-0.2 , _ . . cm . .

I-0.4 . . . . .* -0.6

.0.8

0.6 . . . . .

0.4 . . .

0.2 ........ 4 . . .

0 . I '

8 .

. I 1 1

1. Ii , i IiI....!.Ai

.. !

.- . I I I Vented spoiler

... _ j . deflection, deg c d

... j[ 4

' I1 : 6 0 2

8 4 10 8

2.8 ....... . . . . , .

........ . . . . . . -. .2.4 . ,

. . . . . . .2.0 . . .

1.6 . , . ,

cL 41.2 . . I.. . . . .

0.8 ...

0.4 . . . . . .

0

-0.4 - . . . . . . !

..I

16 .. __I

24

. . . . . . . . . .

01. deg

(a) Longitudinal characterist ics, deflection sequence 1.

Figure 13.- Effects of sequential deflection of spoiler B elements b, c, and d with 6f = 400; x / E = 1.00; large radius vent lip.

5 1

C

....... . .. -. .--.- 1---

-0. OE 1 -4 Vented spoiler

-0.1: . . . . . . . . . deflection, deg b c d

.- .... -. . . 0 6 4 0

0.02 -. . . . . . . . . - - O l O 8 4 IS 10 8

0.01 . . . .I...

0.01 .......

0

cI -0.01 .....

cn 0

-0.01 -.- -_- . . . . . . . . . . . .

I :::. .

-0.02 .......... .- ........ - .... ....... _....... ._...

0.02 ... -1I

... . . . . -. .-_ ..... .- ..... . * . I _ . .

.

..-*

. .. . .

0.01 ....... . . ...... ... . _ ..............

0 -a- 1 . I

. .

_.-0.01 ... - ........ T .... . .._.I . _ I . ..... _.

1.....-0.02

-7-.. -

I ..

1

i--.-- .-.- .

12

.-._..-

20

... . .

,

I

,

1 . I. ~- -.

I1. . . . . . .

a, deg

(b) Lateral characterist ics, deflection sequence 1.


52

4

. . . . . . . . . . . .-i' -1- ~ i I

Vented spoiler deflection, deg

-

. .

. .

.....

. . .

...0.4 -.

.- I ..I I ..... 'I 8I1112 -4 0

a. deg

(c) Longitudinal characterist ics, deflection sequence 2.


53

-0.121 II i

0.02 Ii

I0.011 +

-0.021 I ~!

i : 0.021 - ;

Ii I

; 0.01;- :

I !I ! cy 0 j i 6

-0.011I j/* 4

-0.021 I 1 : L 2 .

-8 -4

. . . I .

-I

8 .

i .

Ii

- T deflection, deg

_ _ . - Ii - .-b c d

0! 6

- - - ! - 6 10

! . - -

&i

I--I -

Ii . . .,

I

1 7- -

I

4

(d) Lateral characteristics, deflection sequence 2.


54

---

cm

c D

c L

0

-0.2

-0.4

-0.6

0.8

0.6

0.4

0.2

0 . . . . . . . , .

. .,.. . . .;,-;;,. . . . . . . 2.8

2.4

2. (

1.6

1.i . .

0. E , ..

0.4 . . . . . .

....... . . . . .0 .- II. 1 . . . 1

-0.1 . . . . .......... ' I ... 1:' -a 0 12

a. deg

1Dynamic pressure

0 1.44 kPa (30Ib/ft') 0 0.48kPa ( 10 Ib/ft')

. . . . . .

.....

..........

. . . . . . .

,L. . *....

20 1

(a) Longitudinal characterist ics; 6f = 30°; x/E = 0.96; large radius vent lip.

Figure 14. - Effects of dynamic p res su re on vented spoiler B characterist ics.

55

- -

I

,--,, ,., , ,,. .--...--. ..-,,, . ,.,,........... .-_---. ...... ...... .....

-

0.0

I,i

1 . -0 # icr -0.01 + .....

-0. OE . . . 1 . . . . . . - l l.i- -.

Dynamic pressure

-0.1; iI

....... 0 1.44 kPa (30 Ib/ f f )

Ii

0 0.48 kPa ( 10 Iblft').- . . . . ,.....

. . . . . .0.02

__ . . .0.01

-c" O ft- 03-a

. .....-0.01

. . . . . .- 0.02

. . .- . ...... ....0.02

. .0.01

0 #@

F=== ....-0.01

.-0.02

4 1 20 1 I

a, deg

(b) Lateral characterist ics; 6f = 300; x/E = 0.96; large radius vent lip.


56

..... -.... ....

0

-0.2 cm -0.4

-0.6

0.8

0.6

c D 0.4

0.2

0

2.8

2.4

2.0

1.6 cL

1.2

0.8

0.4

0

-0.4

' - ! - -

Dynamic pressure 0 1.44 kPo (30 Ib/R') 00.48kPa ( 10 Ib/ft')

(c) Longitudinal characterist ics; 6f = 400; x / E = 0.96; blunt vent lip.


57

I

- -

1 - Ii

I a. . . . . . . _ . . . . . . . .

-0.08 . .-c .... - .. . I .-

Dynamic pressure . . : . .

i . . - - ..-0.12 i

0 1.44 kPa (30 I b W )

i IJ0.48 kPa ( 10 Ibift') _- .~ . .~- ,..

0.02 . . . . . . . . . . . . . . .

0.011 - ...........

c" + '. .

- 0.02 . . .i.. ! I

0.01 i . , .[--1

cy O k& -0.01 ;(-&.

I

-0.02 .... ; . I I

. I -8 20 4

(d) Lateral characterist ics; 6f = 400; x / E = 0.96; blunt vent lip.


58

-. . . . .

0 - - Ti... -,

-0.2 .... 3 . .*. ...... ...

cm -0.4 ... .... . . . ....

IC -0

-0.6 .-.. - .. ._ .... ...

. .0.8 . . ...

0.6 - ._ . . - -. . . . .

A . .0.4 . . Dynamic pressure

0.2 . . ... . . . - 0 1.44 kPa (30 Ib/ft’) 0 0.48kPa ( 10 Ib/ft’)-- I L __0 I

2.8 .. - . ... . - - ..... ...i 2.4 ... . . . 5 ’0

. . . . . . . . . 1 . . .... . . . .2. c - - -I

I 1.6 1

. . . . .

cl I 0’ 1.2 1 . . . --..

I

0. E kI

f /

... . . .0. I . . .

0 .- .

-0.1 .....

a, deg

(e) Longitudinal characterist ics; 6f = 40°; x/E = 0.96; large radius vent lip.


59

I

- . ._. . _ . . - _..

-- . .

QFQP Q7 _. . . . . . . ...... ........... .,..

1 ' . . . . -_.- ... . . . - . ...... .

...... ... - .. 0 1.44 kPa (30Ib/ f f ) 0 0.48 kPa ( 10 Ib/f f)

- -.-

.... . ... ....

._ - .. . - .

%= w s' . . ....... _ _

.... .... - . .

....... . _. . ....

..... . . . . . .

- ...

-0- 3..... ...

c-. . -. ?

0 24

(f) Lateral characterist ics; 6f = 400; x/E = 0.96; large radius vent lip.


60

--

I'

0 I1

.--iI ' I -0.21

cnl -0.4 I

-0.6

0.8

0.6

% 0.4

0.2

0

. .2.8

2.4 9.

2.0

1.6 cL

1.2

0.8

0.4

0

-0.4

a, deg

(g) Longitudinal characterist ics; 6f = 400; x/E =


. ... Dynamic pressure

0 1.44 kPa (30 Ib/ft*)

--.-1 0 0.48 kPa ( 10 Ib/ft')

I

. .

12

1.00; large radius vent lip,

6 1

. , *

. . . . . . , .

-0 . . . . . .

- ....

I; -=

. - ,

I. ...J Dynamic pressure

. . . . 0 1.44 kPo (30 Ib/ff)

1--.I... .... ..- ..... -0 0.48 kPa ( 10 Iblft')

QF ... . . . . . . . . . . .c" 0: : ~ ---I 4 . .

~ - 7 ,-0.01 - . . _ . . ..... . . . . . . ~

- __ .. . . . . . . . .. . . . . .....0.02

. . . . . . . . . ......... . .

..... . . . . . . . ... . . . . . . . . .

2 --=a I..

T-c . . . . . . . . ... ....1. ._ ...

..,

1 I

. . - -.1. . . . -1

. - ......_ 1

a, deg

(h) Lateral characterist ics; 6f = 400; x/C = 1.00; large radius vent lip.


62

1111

0 i-_ I I

-0.2cm -0.4

-0.6

0.8

0.6

0.4

2.8

2.4 1 : 2.01.-,

1.6 I cL 1. ' ' .

-0.4 I l 4l 0

a. deg

(i) Longitudinal characterist ics; 6f = 40°; x/E = 1.00; blunt vent lip.


63

0.04

0

cz -0.04

-0.08

-0.12

0.02

0.01

cn O

-0.01

-0.02

0.02

0.01

0

- 0.01

-0.02

( j ) Lateral characterist ics; 6f

Figure 14.

. . . i,. . . . . . . . . . . . - .

I Dynamic pressure .... ' -~ 0 1.44 kPa (30 Ib/ff)

- j _ -. , . 0 0.48 kPa ( 10 I b / W

8 12 16 20 24 a, deg

= 40°; x / E = 1.00; blunt vent lip.

- Concluded.

64

I --

0

c m

-0.5-

I

Oa6I

0.4

cD 0.2

0 - I

2.5 I

2.0

1.5

cL i1 .o

0.5 I

O II

I-0.5 -8 -4 0 4 8 a ,deg

.70

.92

.96 1.oo .

. ..

. ..

. . ~~ ~

......

.

__

__-1. ..

, -, -

24

Figure 15. - Effects of several flap positions and deflections on longitudinal characterist ics of wing.

65

--

0 ; . .

cnl

-0.5 & .. .

, . . .

0.6 . .

! '

0.4 ji

cg Ii .

0.2 i i! *

0 : _ _ ~ _ ~

2.5

2.0

1.5

c L 1.o --f#

. .

0.5 -

. . .

0

-8 -4

X-d,,degA 40 1.oo h40 .96

i'a ' I

j l ! ;I !

- 4 8 12 16 20 24 a , deg


66

0 2 4 6 8 1 0

II .

I

dS,deg

(a) 6f = 00; x / E = 0.713.

I !

I

Angle of Back, deg

1 4 Y O > 4 3 8

45

Figure 16.- Effects of flap position and deflections and angle of attack on rolling moments generated by deflecting spoiler B with large radius vent lip.

67

An, 3 a attack, de(

0-4

0 2 4 6 8 1 0 20

(b) 6f = loo; x/E = 0.917.


68

-0.14, I

1 i

~-0.12 i!i

I I

jj ,

i

I I

-0.10 I I i

1

Angle of

-0.0% ittack, deg

0 C2 4

0

-0.06 I j

I 1 -0.04

9 i -0.0:

i F!

// b

.' / 6 4

0 I III I

1. 30 45

(e ) 6f = 30'; x/: = 0.960.


69

. . .

I! I

c'

/

i !

II b 1 attack, deg

l o -4

'!1 l o O

0 4j ja a 1 !

. I . . / ' 1 . .I i ...I..1. . . . . . . ..........i . . .. . . .I: . . . .i ' ;.;I :.I ',

i!

I .: i : j : .... ..... ,.! ....... ! ..:.I..:{:;I

I!

.

1....I,

i , .. ! I I

: i ! j ij i

!

! j I

t ...

I l l .I. I -

I 15 4

(d) 6f = 400; x / E = 1.00.


70

- 0 . ~ ~ 1 ii ! !

-0.121,

i1 . II I '

-U.lO\ I

I I i

, i

-0.081 I

C !2 1 -0.06l

I J

-0.04 i/ Jent lip

0.% 4

0 Blunt a Small radius .96 0 Large radius .%-0.02 I Ih Large mdius 1.m

Blunt 1.w

Fi 0 I I I 1

15 2( 30 4 5

(a) CY = -40.

Figure 17.- Effects of vent-lip geometry and angle of attack on rolling moments generated by deflecting spoiler B with 6f = 400 and x/E = 0.96 and 1.00.

7 1

I l j

4 j

4 i I

i

A i

f+ ii

/ r j

4 i I

i j ii i i

I /

Vent lip. . , . '0 Blunt 0.N

El Small radius .%

3 large radius .% 5 large radius 1.00 n Blunt 1.00

D

IT

1 20


72

I

. .

I

-0.14 iI

ii

-0.12

jI

I -0.10

I I I

I i1-0.08 j J I

~C2 -0.oc

iiiI I

Ii

I. i i

-0.04 iI

j

I

-0.0:

0 FT

i tIc

~~~ , .. . .

. . .

.. .

Vent lip -X c

0 Blunt 0.W EI Small radius .% @ Large radius .% A large mdius 1.00 h Blunt 1.oo O M 1.oo

4s 0 4 6 8 1 0 20 30


7 3

I

I

I

I

6 8 10 15

Vent I

' 0 Blunt

Small radius

@ Large radius A Large radius h Blunt

oshorp

30

-X c

0.% .% -96

1.oo 1.oo 1.w

(d) CY = 80.


74

iI iI

#'

i I

I/'! '

I I I

Ii i

-0.04 ~

I Ven

0 Small radius 0.w

-0.02 I3 large radius -96

1M)

4

i

iI!

0 j 1- -i

j

4 6 8 1

Figure 18.- Effects of vent-lip geometry and angle of attack on rolling moments generated by deflecting spoiler C with 6f = 400 and x/E = 0.96 and 1.00.

75

#

/

d J

5

I , I

j ' I

-X E

j Small radius 0.% Large radius .%

ii i

I 1.00,

/

1 i

10 20 45

6, ,deg

(b) a = Oo.


76

-0.14

-0.12

-0.10

-0.0 I A

x

CI ;

iI A

-0.06' /1 4

/ I

-0.04'

-, @ Small radius O.%l

I t large radius .%

-O*O2I

i I0

I l l 15 D

6, ,deg

( c ) CY = 40.


77

-0.14

-0.1 2

-0.1 0

-0.08

5 -0.06

-0.04

-0.02

Angle of attack, deg

0-4 0 0

0 4 A 8

p,deg

Figure 19.- Effect of angle of attack on rolling moments generated by deflecting spoiler A; 6f = 400 and x/E = 0.96.

78 NASA-Langley, 1976 L -10736

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