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Results for “WING FLAPS, SPLIT - BALANCED”

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 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS1938

Wind-tunnel tests of a Clark Y wing having split flaps with gaps

Tests were made of the Clark Y wing having split flaps with a gap between the flap and the lower surface of the wing. Lift, drag, and pitching moments were measured for the wing with three different sizes of flap. It was found that any gap between the flap and the wing reduced the lift, the drag, and the pitching moments, but that the center-of-pressure movement and the ratio of lift to drag were little affected.

Wenzinger, Carl J↗
NASA NTRS1947

Effects of Mach Number and Reynolds Number on the Maximum Lift Coefficient of a Wing of NACA 230-series Airfoil Sections

Wing was tested with full-span, partial-span, or split flaps deflected 60 Degrees and without flaps. Chordwise pressure-distribution measurements were made for all flap configurations.. Peak values of maximum lift coefficient were obtained at relatively low free-stream Mach numbers and, before critical Mach number was reached, were almost entirely dependent on Reynolds Number. Lift coefficient increased by increasing Mach number or deflecting flaps while critical pressure coefficient was reached at lower free-stream Mach numbers.

LIFT COEFFICIENTS - AIRFOILS - NACA 230↗
NASA NTRS1941

Wind-Tunnel Investigation of an NACA 66,2-216 Low-Drag Wing with Split Flaps of Various Sizes, Special Report

An investigation was conducted in the NACA 19-foot pressure wind tunnel of a rectangular wing having NACA 66, 2-216 low-drag airfoil sections and various sizes of simple split flaps. The purpose of the investigation was, primarily, to determine the influence of these flap installations on the aerodynamic characteristics of the wing. Complete lift, drag, and pitching-moment characteristics were determined for a range of test Reynolds numbers from about 2,600,000 to 4,600,000 for each of the installations and for the plain wing. The results of this investigation indicate that values of maximum lift coefficient similar to those of wings with conventional airfoil sections and split flaps can be expected of wings having the NACA 66,2-216 low-drag sections. The increment of maximum lift due to the split flap was found to be practically independent of the Reynolds number over the range investigated. The optimum split flap on the basis of maximum lift appears to have a chord about 20% of the wing chord and a deflection of 60 degrees. The C(sub L) max of the wing with the 0.20c partial-span flap deflected 60 degrees is 2.07 at a Reynolds number of 4,600,000 while with the full-span flap it is approximately 2.53; the increment of the maximum lift coefficient due to the flap is approximately proportional to the flap span. Although the addition of a split flap tends to hasten the stall and to cause it to occur more abruptly, little change in pattern is evidenced by observations of the behavior of wool tufts on the wing.

Muse, Thomas C.↗
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 NTRS1941

Wind-Tunnel Investigation of Perforated Split Flaps for Use as Dive Brakes on a Tapered NACA 23012 Airfoil

Aerodynamic characteristics of a tapered NACA 23012 airfoil with single and double perforated split flaps have been determined in the NACA 7- by 10-foot wind tunnel. Dynamic pressure surveys were made behind the airfoil at the approximate location of the tail in order to determine the extent and location of the wake for several of the flap arrangements. In addition, computations have been made of an application of perforated double split flaps for use as fighter brakes. The results indicated that single or double perforated split flaps may be used to obtain satisfactory dive control without undue buffeting effects and that single or double perforated split flaps may also be used as fighter brakes. The perforated split flaps had approximately the same effects on the aerodynamic and wake characteristics of the tapered airfoil as on a comparable rectangular airfoil.

WING FLAPS, SPLIT - PERFORATED↗
NASA NTRS1937

Full Scale Span Load Distribution on a Tapered Wing with Split Flaps of Various Spans

Pressure-distribution tests were conducted in the full-scale wind tunnel on a 2:1 tapered U.S.A. 45 airfoil equipped with 20 percent chord split trailing-edge flaps of various spans. A special installation was employed in the tests utilizing a half-span airfoil mounted vertically above a reflection plane. The airfoil has a constant chord center section and rounded tips and is tapered in thickness from 18 percent c at the root to 9 percent c at the tip. The aerodynamic characteristics, given by the usual dimension less coefficients, are presented graphically as functions of flap span and angle of attack as well as by semispan load diagrams. The results indicate, in general, that only a relatively small increase in the normal-force coefficient is to be expected by extending the flap span of an airfoil-flap combination, similar to the one tested, beyond 70 percent of the wing span.

Parsons, John F↗
NASA NTRS1932

The aerodynamic characteristics of a model wing having a split flap deflected downward and moved to the rear

Tests were made on a model wing with three different sized split trailing-edged flaps, in the NACA 7 by 10 foot wind tunnel. The flaps were formed of the lower rear portion of the wing and were rotated downward about axes at their front edges. The lift, drag, and center of pressure were measured with the axis in its original position and also with it moved back in even steps to the trailing edge of the main wing, giving in effect an increase in area. The split flaps when deflected about their original axis locations gave slightly higher maximum lift coefficients than conventional trailing-edge flaps, and the lift coefficients were increased still further by moving the axes toward the rear. The highest value of C(sub L max), which was obtained with the largest flap hinged at 90 per cent of the chord from the leading edge, was 2.52 as compared with 1.27 for the basic wing.

Weick, Fred E↗