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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 37 records · Page 2
All sourcesNASA NTRSDOE OSTI
NASA NTRS1936

Investigation of Full-Scale Split Trailing-Edge Wing Flaps with Various Chords and Hinge Locations

This report gives the results of an investigation conducted in the NACA full-scale wind tunnel on a small parasol monoplane equipped with three different split trailing-edge wing flaps. The object of the investigation was to determine and correlate data on the characteristics of the airplane and flaps as affected by variation in flap chord, flap deflection, and flap location along the wing chord. The results give the lift, the drag, and the pitching moment characteristics of the airplane, and the flap forces and moments, the pressure distribution over the flaps and wing at one section, and the downwash characteristics of the flap and wing combinations.

Wallace, Rudolf↗
NASA NTRS1935

Wind-tunnel Tests of a Wing with a Trailing-edge Auxiliary Airfoil Used as a Flap

This report gives the characteristics of a wing with an auxiliary airfoil mounted near its trailing edge and used as a flap. The tests were made with a 10 by 60 inch Clark Y main airfoil and an NACA 0012 flap having a chord equal to 15 percent of the main wing chord. The axis of the flap in all cases was on the flap chord and 20 percent back from its leading edge. The optimum location of the flap axis relative to the main wing for maximum lift was found to be 1.25 percent of the main wing chord behind the trailing edge and 2.5 percent below the chord. In this position C(sub L max) was increased from 1.250 (for the plain wing) to 1.810 at 45 degrees deflection of the flap and C(sub D min) was decreased form 0.0155 to 0.0146 at minus 5 degrees deflection, the coefficient in each case being based on the sum of the flap and wing areas. No serious adverse change in lateral stability was found to result from the use of the flap in the optimum position.

WING FLAPS-WRAGG↗
NASA NTRS1941

Determination of control-surface characteristics from NACA plain-flap and tab data

The data from previous NACA pressure-distribution investigations of plain flaps and tabs have been analyzed and are presented in this paper in a form readily applicable to the problems of control-surface design. The experimentally determined variation of aerodynamic parameters with flap chord and tab chord are given in chart form and comparisons are made with the theory. With the aid of these charts and the theoretical relationships for a thin airfoil, the aerodynamic characteristics for control surfaces of any plan form with plain flaps and tabs may be determined. A discussion of the basic equations of the thin-airfoil theory and the development of a number of additional equations that will be helpful in tail design are presented in the appendixes. The procedure for applying the data is described and a sample problem of tail design is included. The data presented and the method of application set forth in this report should provide a reasonably accurate and satisfactory means of computing the aerodynamic characteristics of control surfaces.

TAIL SURFACES, HORIZONTAL - CHAR↗
NASA NTRS1951

Comparisons of the effectiveness and hinge moments of all-movable delta and flap-type controls on various wings

A comparative evaluation was made for all-movable delta and flap-type controls on several wing plan forms. Comparison of these experimental results from various test facilities shows the effectiveness on various wing plan forms and an evaluation of hinge-moment characteristics of all-movable delta controls, swept trailing-edge flap, and straight trailing-edge flap-type controls.

MACH NUMBER EFFECTS - COMPLETE WINGS↗
NASA NTRS1959

Effect of Wing Thickness and Sweep on the Oscillating Hinge-Moment and Flutter Characteristics of a Flap-Type Control at Transonic Speeds

Free-oscillation tests were made in the Langley high-speed 7- by 10-foot tunnel to determine the effects of wing thickness and wing sweep on the hinge-moment and flutter characteristics of a trailing-edge flap-type control. The untapered semispan wings had full-span aspect ratios of 5 and NACA 65A-series airfoil sections. Unswept wings having ratios of wing thickness to chord of 0.04, 0.06, 0.08, and 0.10 were investigated. The swept wings were 6 percent thick and had sweep angles of 30 deg and 45 deg. The full-span flap-type controls had a total chord of 50 percent of the wing chord and were hinged at the 0.765-wing-chord line. Tests were made at zero angle of attack over a Mach number range from 0.60 to 1.02, control oscillation amplitudes up to about 12 deg, and a range of control-reduced frequencies. Static hinge-moment data were also obtained. Results indicate that the control aerodynamic damping for the 4-percent-thick wing-control model was unstable in the Mach number range from 0.92 to 1.02 (maximum for these tests). Increasing the ratio of wing thickness to chord to 0.06, 0.08, and then to 0.10 had a stabilizing effect on the aerodynamic damping in this speed range so that the aerodynamic damping was stable for the 10-percent-thick model at all Mach numbers. The 6-percent-thick unswept-wing-control model generally had unstable aerodynamic damping in the Mach number range from 0.96 to 1.02. Increasing the wing sweep resulted in a general decrease in the stable aerodynamic damping at the lower Mach numbers and in the unstable aerodynamic damping at the higher Mach numbers. The one-degree-of-freedom control-surface flutter which occurred in the transonic Mach number range (0.92 to 1.02) for the 4-, 6-, and 8-percent-thick unswept-wing-control models could be eliminated by further increasing the ratio of thickness to chord to 0.10. Flutter could also be eliminated by increasing the wing sweep angle to either 30 deg or 45 deg. The magnitude of variation in spring moment derivative with Mach number at transonic speeds was decreased by either increasing the ratio of wing thickness to chord or increasing the wing sweep angle.

Moseley, William C., Jr.↗
NASA NTRS1974

Theoretical and experimental study on the ejector augmented jet flap

The analytical concept used in determining the characteristics of jet flap or related propulsive systems suitable for VTOL and STOL applications was examined. The configuration chosen was a two dimensional wing with a biplane flap, having a jet injected on the upper surface of the wing at the flap hinge axis and discharging into the channel between the two elements of the flap. The experimental work was conducted in a two dimensional test installation in a subsonic wind tunnel. The model description, the test conditions, and a summary of the experimental results are presented.

Stewart, H. J.↗
NASA NTRS1954

Investigation at transonic speeds of the lateral-control and hinge-moment characteristics of a flap-type spoiler aileron on a 60 degree delta wing

This paper present results of an investigation of the lateral-control and hinge-moment characteristics of a 0.67 semispan flap-type spoiler aileron on a semispan thin 60 degree delta wing at transonic speeds by the reflection-plane technique. The spoiler-aileron had a constant chord of 10.29 percent mean aerodynamic chord and was hinged at the 81.9-percent-wing-root-chord station. Tests were made with the spoiler aileron slot open, partially closed, and closed. Incremental rolling-moment coefficients were obtained through a Mach number range of 0.62 to 1.08. Results indicated reasonably linear variations of rolling-moment and hinge-moment coefficients with spoiler projection except at spoiler projections of less than -2 percent mean aerodynamic chord and angles of attack greater than 12 degrees with results generally independent of slot geometry.

Wiley, Harleth G↗
NASA NTRS1977

Aerodynamic characteristics of an F-8 aircraft configuration with a variable camber wing at Mach numbers from 1.5 to 2.0

A 0.1-scale model of an F-8 aircraft was tested over a range of Mach numbers from 1.5 to 2.0. Reynolds number of 4.12 million was based on wing mean-aerodynamic chord for angles of attack varying from -2 deg to +12 deg. The model was equipped with an advanced-technology-conformal-variable-camber wing (ATCVCW) having simple hinge flaps. Data were also obtained for the model equipped with the basic F-8 wing and conventional flaps. Model variables included aileron and wing trailing edge deflections and horizontal tail incidence. The ATCVCW configuration produced slight improvements in lift-curve slope, drag, and static longitudinal stability over that of the basic F-8 wing configuration. Flap effectiveness was essentially the same for both wings.

Boltz, F. W.↗