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At least 127 records · Page 7
All sourcesNASA NTRSDOE OSTI
NASA NTRS1993

Turbulence model evaluation for the prediction of flows over a supercritical airfoil with deflected aileron at high Reynolds number

Navier-Stokes solutions about a supercritical airfoil with aileron deflection have been computed using the CFL3D code coupled with the Baldwin-Lomax, Johnson-King, Baldwin-Barth, and Spalart-Allmaras turbulence models. Computations were made at a Mach number of 0.716 and chord Reynolds numbers of 5, 15, and 25 million. The airfoil was analyzed with both 0 deg and 2 deg (TED) aileron deflections. Comparisons over a range of angles-of-attack showed that solutions obtained using the Baldwin-Barth turbulence model presented the best agreement with experimental pressures and sectional lift coefficients. However, Reynolds number trends in sectional lift coefficient and in aileron effectiveness were not predicted consistently.

Londenberg, W. K.↗
NASA NTRS1993

Nonclassical aileron buzz in transonic flow

A computational study of inviscid, transonic aileron and trailing-edge buzz instabilities is presented. A mixed Eulerian-Lagrangian formulation is used to model the fluid-structure system and to obtain a system of space-discretized equations that is time-marched to simulate the aeroelastic behavior of the wing-aileron system. Results obtained suggest that shock-induced separation may not be an essential driving force behind all buzz phenomena. Several examples are shown where the shock motion interacts with the aileron motion to extract energy from the flow. If the trailing-edge region is sufficiently flexible and the shocks are at the trailing edge, a trailing-edge buzz instability appears possible.

Bendiksen, Oddvar O.↗
NASA NTRS1923

Notes on the design of ailerons

Recent data have shown that certain forms or types of ailerons that are in extensive use are in reality quite inefficient and entirely unsuited for the high speeds now realized. The same data indicate that two forms (both shown here) are efficient and satisfactory in every way. The most important characteristics of ailerons are effectiveness under all flight conditions, small moments about the hinge, high efficiency (small yawing moment opposing turn), and simplicity in construction. Information required for the design of ailerons is given for chord, span, area, and plan form.

Diehl, W S↗
NASA NTRS1935

Development of the NACA slot-lip aileron

An investigation of the undesirable delayed action, or lag, of the spoiler-type lateral control device led to the development of the NACA slot-lip aileron. The tests were made in the 7- by 10-foot wind tunnel with a 4- by 8-foot wing hinged at the tunnel jet boundary and taken of the motion of the control device under test and of the resulting wing motion. First, the lag, as affected by the fore-and-aft location of retractable ailerons or spoilers was determined. The lag was found to increase regularly as the spoiler was moved from the rear of the wing toward the front. Then a combination of spoilers and fixed slot was developed that, with the spoiler retracting into the forward part of the slot, reduced the time lag to a negligible value. In addition, an arrangement was developed using a hinged aileron-type flap as the upper portion, or lip, of a slot through the wing. This arrangement appears to be usable as a form of lateral control device that shows promise of giving improved control and stability at the high angles of attack through stall, with negligible lag, low control forces, and relatively simple construction.

Weick, Fred E↗
NASA NTRS1938

A flight investigation of the reduction of aileron operating force by means of fixed tabs and differential linkage, with notes on linkage design

Flight tests were made to demonstrate the particularity of employing fixed tabs in conjunction with a suitably designed differential linkage to reduce the force required to operate ailerons. The tests showed the system to be practicable with tabs of the inset type. The relative ineffectiveness of attached tabs for changing the aileron floating angle rendered them unsuitable. Experience gained in the investigation has indicated that the use of the system is limited to maximum deflections of one aileron relative to the other of less than 30 degrees and that the differential linkage should always be designed on the basis of the highest probable floating angle.

Soule, H A↗
NASA NTRS1947

High-Speed Wind-Tunnel Investigation of the Lateral Control Characteristics of Plain Ailerons on a Wing with Various Amounts of Sweep

A three-dimensional investigation of straight-sided-profile plain ailerons on a wing with 30 degrees and 45 degrees of sweepback and sweepforward was made in a high-speed wind tunnel for aileron deflections from -10 degrees to 10 degrees and at Mach numbers from 0.60 to 0.96. Wing configurations of 30 degrees generally reduced the severity of the large changes in rolling-moment and aileron hinge-moment coefficients experienced by the upswept wing configurations as the result of compression shock and extended to higher Mach numbers the speeds at which such changes occurred.

Luoma, Arvo A.↗
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 NTRS1932

Effect of variation of chord and span of ailerons on hinge moments at several angles of pitch

This report presents the results of an investigation of the hinge moments of ailerons of various chords and spans on two airfoils having the Clark Y and USA-27 wing sections, supplementing the investigations described in NACA-TR-298 and NACA-TR-343, of the rolling and yawing moments due to similar ailerons on these two airfoil sections. The measurements were made at various angles of pitch, but at zero angle of roll and yaw, the wing chord being set at an angle of +4 degrees to the fuselage axis. In the case of the Clark Y airfoil the measurements have been extended to a pitch angle of 40 degrees, using ailerons of span equal to 67 per cent of the wing semispan and chord equal to 20 and 30 per cent of the wing chord. The investigation was conducted on models of 60-inch span and 10-inch chord, having square tips, no taper in plan form or thickness, zero dihedral, and zero sweepback.

Monish, B H↗
NASA NTRS1933

Wind-tunnel research comparing lateral control devices, particularly at high angles of attack I : ordinary ailerons on rectangular wings

This report is the first in a series in which it is intended to compare the relative merits of all ordinary and some special forms of ailerons and other lateral control devices in regard to their effect on lateral controllability, lateral stability, and airplane performance. The comparisons are based on wind-tunnel test data, all the control devices being fitted to model wings having the same span, area, and airfoil section, and being subjected to the same series of force and rotation tests. The results are given for five different aileron movements: one with equal up-and-down deflection, one with average and one with extreme differential motion, one with upward deflection only, and one with the ailerons arranged to float with respect to the wing.

Weick, Fred E↗
NASA NTRS1935

Wind-tunnel research comparing lateral control devices, particularly at high angles of attack XII : upper-surface ailerons on wings with split flaps

This report covers the twelfth of a series of tests conducted to compare different lateral control devices with particular reference to their effectiveness at high angles of attack. The present wind tunnel tests were made with two sizes of upper-surface ailerons on rectangular Clark Y wing models equipped with full span split flaps. The tests showed the effect of the upper-surface ailerons and of the split flaps on the general performance characteristics of the wings, and on the lateral controllability and stability characteristics. The results are compared with those for plain wings with ordinary ailerons of similar sizes.

Weick, Fred E↗
NASA NTRS1937

Wind-Tunnel and Flight Tests of Slot-lip Ailerons

The slot-lip ailerons developed by the NACA consist of a flap-type spoiler with an adjoining continuously open slot. The ailerons were developed in an investigation of the delayed response, or lag, of spoiler-type lateral controls. This report presents the results of tests of these slot-lip ailerons made on wing models in the 7 by 10-foot wind tunnel, on a Fairchild 22 airplane in the full-scale wind tunnel and in flight, and on the Weick W1-A airplane in flight.

Shortal, Joseph A↗
NASA NTRS1937

Wind-tunnel investigation of tapered wings with ordinary ailerons and partial-span split flaps

Report presents the results of an investigation made in the NACA 7 by 10-foot wind tunnel to determine the aerodynamic properties of tapered wings having partial-span flaps for high lift and ordinary ailerons for lateral control. Each of two Clark-y wings, tapered 5:1 and 5:3, was equipped with partial-span split flaps of two lengths and with ordinary ailerons extending from the outboard ends of the flap to the wing tips. Measurements of wing forces and moments and of aileron hinge moments were made for the two conditions of flaps neutral and deflected.

Wenzinger, Carl J↗
NASA NTRS1944

Charts for the Determination of Wing Torsional Stiffness Required for Specified Rolling Characteristics or Aileron Reversal Speed

A series of charts are presented by which the wing torsional stiffness required to meet a given standard of rolling effectiveness may be quickly determined. The charts may also be used to obtain quickly the aileron reversal speed and the variation of the loss in rolling effectiveness with airspeed. The charts apply to linearly tapered wings and elliptical wings of tubular-shell construction having various aspect ratios with aileron span and location of ailerons as variables. In the derivation of the charts, induced lift effects have been taken into account and the form of the wing-torsional-stiffness curve has been assumed.

Pearson, Henry A↗
NASA NTRS1944

Wind-Tunnel Investigation of the Effects of Profile Modification and Tabs on the Characteristics of Ailerons on a Low-Drag Airfoil

An investigation has been made to determine the effect of control-surface profile modifications on the aerodynamic characteristics of an NACA low-drag airfoil equipped with a 0.20-chord and a 0.15-chord aileron. Tab characteristics have been obtained for 0.20-aileron chord tabs on two of the 0.20-chord ailerons. Basic data are presented from which the effect of tabs can be calculated for specific cases. The data are sufficient for the solution of problems of fixed tabs with a differential linkage, as well as simple and spring-linked balancing tabs.

Crane, Robert M↗
NASA NTRS1946

Analysis of Effect of Rolling Pull-Outs on Wing and Aileron Loads of a Fighter Airplane

An analysis was made to determine the effect of rolling pull-out maneuvers on the wing and aileron loads of a typical fighter airplane, the P-47B. The results obtained indicate that higher loads are imposed upon wings and ailerons because of the rolling pull-out maneuver, than would be obtained by application of the loading requirements to which the airplane was designed. An increase of 102 lb or 15 percent of wing weight would be required if the wing were designed for rolling pull-out maneuver. It was also determined that the requirements by which the aileron was originally designed were inadequate.

AIRFOILS - NACA 65-410 - ORDINATES LOW-DRAG (BLOWE↗
NASA NTRS2001

Reynolds Number Effects on the Performance of Ailerons and Spoilers (Invited)

The influence of Reynolds number on the performance of outboard spoilers and ailerons was investigated on a generic subsonic transport configuration in the National Transonic Facility over a chord Reynolds number range from 3 to 30 million and a Mach number range from 0.70 to 0.94. Spoiler deflection angles of 0, 10, and 20 degrees and aileron deflection angles of -10, 0, and 10 degrees were tested. Aeroelastic effects were minimized by testing at constant normalized dynamic pressure conditions over intermediate Reynolds number ranges. Results indicated that the increment in rolling moment due to spoiler deflection generally becomes more negative as the Reynolds number increases from 3 x 10(exp 6) to 22 x 10 (exp 6) with only small changes between Reynolds numbers of 22 x 10(exp 6) and 30 x 10(exp 6). The change in the increment in rolling moment coefficient with Reynolds number for the aileron deflected configuration is generally small with a general trend of increasing magnitude with increasing Reynolds number.

Mineck, R. E.↗
NASA NTRS1950

Preliminary Results of a Flight Investigation of 1/6-Scale Rocket-Powered Models of the Bell MX-776 to Determine Aileron Rolling Effectiveness and Total Drag

An experimental investigation of the variation of aileron rolling effectiveness and total drag with Mach number has been made using 1/6-scale rocket-propelled models of the Bell MX-776. Three models having constant-chordwise-thickness full-span aileron at approximate deflections of 2 deg, 5 deg, and 15 deg have been flown. Positive control effectiveness over the Mach number range between approximately 0.5 and 1.2 was obtained from the models and no indication of reversal of effectiveness was encountered. The ratio of tip helix angle to aileron deflection indicated a decrease in proportional rolling effectiveness with increasing deflections in the Mach number range from approximately 0.7 to 1.0. A drag rise of about 125 percent in the transonic region between Mach numbers of 0.85 and 1.02 followed by a gradual decrease at higher speeds was revealed.

Stevens, Joseph E.↗