1、Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-TABLE OF COXTEITTS Page Sumam 0 . . . . . . . . 0 . . . . . . . . . 1 Introd-uction . . . . . . . . . . . . . , 1 I - CriterSons Dsed in Lateral-Control Snecificatfons . . . . . . . . . . . . . 3 Rollin
2、g Performance . . . . ., . . . . . . Control Forces . . . . . . a . . . . . . . 2 Stick Iy Wheel Travel . . . . . . . . 5 .Adverse Yaw . . . . . . . . . . . . . . 5 LiginIiesponse . . . . . . a. . Control-Free StabElfty a , . . . . . . . . 5 11 - Factors Invol,vcc? in the Lateral-Control PTOSZ . . .
3、 . . . . . . . . . . . . 6 Lateral Maneu:lerabl.l%ty . . . . * . . , , 6 .Consepk of Lateral i!rfaneuverabiiity . . 6 Helix Angle . . . . . . . . . . . 7 Control Force . . , . . . . . 9 Effects of .Vt%n fivist . . . . . . . . 11 .Effects ,of Contyol-System Stre.tch . . . 14. .Effects of Adverse Ynw
4、. . . . . 14 Weathercock Stability . . . . . . . 15 Dihedral . . . . . . . . . . . . 16 Effects of Asaect Xatio . , . . ,. . . 16 Effects of A1tl.tud.a . . . . . . . . . . 16 Effects of Kad-li of Gyra-ticn and TtLngLoacling . * . . . . . Control-Free Stebility . . . . . . . . . . 1 Flutter . . . . .
5、 . . . . . . . . . . . . 18 I11 - Testing Procedures and Application of Erperimente., lornent Characteristics 33 Lift CharacterisJics . 38 Pitching-lilornent Characterf sti cs . 3 Flight Tests 39 PA. le rns Having Exgosed-0 verliting Balances 40 Bnge-13Ioment Characteristics 40 Critical Deflection .
6、 Effectiveness Design Considerations ?it . . Flight Tests of Frise Ailerons kt leyons I-Iaving Sealed InterSnal ti! aalances L18 Ailerons Having Linked Tabs 53 Co:mparisons of Various Balancin . Dev:ces 57 Enge-Moe11.t Characteristics 58 . EZfect of Angle of Ei.2 5 Rolling Performance 58 A3p lE cati
7、 on to Arrailgexellt s Involving . Full-Syan Flaps 59 Flap-Trailins-Edge Aflerons 59 Drooped Ailerons 60 Ailerons with Retractable 31x3s . . 60 Effects of Air-Flow and yiing-Suif ace ConditLons + 61 . Bomdarg-Layer Pffects 62 Mach Nwnber Effects 64- Surface-Covering Dfstortion 67 . Spoiler Devices 6
8、9 . Hfnged-Flap Spoilers 71 . F,e.trac“cile.Arc Spoilers 71 Slot-Up Ailerons Plug-Type Spoiler Ailerons . x . Effects of Mach BTumber 75 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA TN No, 2.245 TABLE OF COMTEIJTS Pace V - Booster IlKechanism
9、 . . . . . . . . . 73 Aodylr*Snic Boosters , . a . . . , 7b Equations for Control Force . . . . . 77 Chaacteristics of Sirin,?-lao Ailerons nodynlle avai la7ale i!lf ormati on on lateral control. A d+tcusfoil fs :;j.vaz :?f the criterions used in lateral-control syse5fi catf ons, of the factors f ii
10、volved fn obtaining s9.tisf actory latcral coctrol, and of the nethods ci;llo$t, in m; 3.aceTal-control I.nwesti- gatioizs in flight and -!.n 12rLnc3 bmaels. The czvaflable dzta on conventional f lap-%;ye conveiilenl; for use in design. 2728 cPlsrac“E,rl.atfcs of spoiler det5cex boaster rechai?islm;
11、a $re dZsc;wsed. The offects of ?,Tach number, 1,:oujidary lyer, a29 85stol.tion of %he wing or of the lateral-control sgstelr are considered Fnoof ar as the zvai%able inforlnatiorl pcrlxits. An sxan?le is included to Sllustrats the use of %he desijn data. The limitations of the avaj.lablc Pnforrlll
12、.tfon nizd so+m of the lateral-control problema that remain to be solved am indicated. The 1atera.l-contyol researzh that hzd Seen conducted by the BACA prior to 1957, and tha. vfas sumarf zed In reference 1, was concened primaily jvitk the Ges.gn of latepal-control devices having sufficient effecti
13、veness to enable the pflot of a airllane to keep the wines level at all normal fllht speeds. In order to meet that conditfon large roiling-noineat coefficients are reqared only at speeds approaching the stall; consequently, the provision of adequate rolling performance is principally a problem ef th
14、e size of the device, the aerodynamic balance being of only seaandary importance even for moderately large airplanes. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-2 NACA TN No, 1245 Between 1937 and 3.941 a study was made of the lateral-control ch
15、aracteristics of a large nuzber of combat and ncnco-fica“c;a9rplanes, The results of that study, reported in reference 2, Lndfcated that the pro- vision of lateral control that is sufifcisnt calp to keep the xings level is inadequate, and thaS a certain rninil:wn s tauid.ard of rolling perf oriance
16、Is desirable for any ty2e of airnlae, even at kigh speeds. Su.bssquent experierce has Endicated that combat airplanes nay be requii7cd to perform rapld rolling maneuvers near rnatmm spee2, problem of yrovifj.ng aerodynamic balance for light contsol. forces at high speeC.s there:fore has 1;ecome at l
17、east as iixportat as the problsm of proaiding adequate afrectfvencss of +;he latsral-control device. In order to meet the requirements Tor lig!zt control forc3s the designer has the choice of relying entSrely either on azrodyiamic bolanco 02- on som fom of booster mechanisnL, or of cotx9infn.g a boo
18、ster mcianlsm 02 low capzcita with a srnall awun-5 :;f aaerod;aariis balance. In any case, the control Zorces of 3shtsr air-qlanss of average size may have to be rc“;.cei 12 J amolnnts corre- spolidin$ to as mch as 95 ;?srcen% of the tlnbalancec?: ai?,eron hinge rnornsrlts ( reference ) ) . Soae of
19、the con- siSeratlons relating to the provf sion of Ifht cont.rol forces, as well as to other lrteral-control proSlsms, aI7e discussed in refercncg 1: The purpcse of the present papcr ks to stmmarl.ee ratler cornl9te lg the avai1a:;le inf oraation on lateral control, to point out the 1Fr:lltations of
20、 the available inforjation and t indicate so:ne of the problems th.at remain i. be solved , :o ne-v .inr.2s-tfgat ion8 were attempted in preparing the present paper, although some of the eats and analyses have not JEIvIo,s:,T Seen publf sied. The symbols used in present in t!?e r5esults are de;i ned
21、 in tire anpend.ix. Fizures khal; gTvs data for use in design are listed in taiilo I. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA TI? No. 1245 1.3 order to a,p171y the rssults of theoretical and , e:rpeFf!zmtal s-tudies to 3he design of sa“c
22、.af actor3 lateral- con-i;z2:7cl devices, the req.f re:nents for satisfactory late-ral co:trol must 3e specified exsctlg. Lateral-control sp.:?cif f sati on3 f:avo bee:? liizfted to th.e :ms talled flSht range Sscause charactsristics a: and above the stall usually are veFy ar-atic. The 3.a.t3ral beh
23、avior in stalled flight usually f s included in cc.ns9deratf oas of stalllfng character;stics, Ths first coapreb-ensive set of Isteral-control sp3cS-r“f s a“c.-cns , which re;)i7s sen% .W?e yr;e sen.t NLCA recorn- mpT-j , i,cio:s, :, was pUblishe6. in :?i-:Fer2nce 5. The present lateral-control spes
24、if l.cat lo113 of .the Ail-) Te c?iical Service Co:a;and, Army 611 Forcc_?s, (efereice a) and of ths h;-heau of Aeronautfcs, Kav? l?s:,car.tment, (yefererice 7) . are 5 dentteal wi th each o%her, In kle f ollowii2ics is rl:iscussed. Cr-iterions “chat have been j-ro?osec% for spcffglng the rr.ll5.n p
25、erfcma2ce of an al.rplanr: have been hazed 02 ;he tlcie req:l-fred to attain a given ang1.e of bak, k!ie msx:i.mixm ri311,Fng eloc:l;y, lie lateral. iovsment of the center of ppessilre C;/C, nd 32.5 7i;rLng-ti p helix angle f3/2. Xacli of -t:r!sse criterfons is subject to certain 12.1nitai; ions. Th
26、3 ?esl-Ls of -tk rinve s bfgatior, described in raference 2 and s9i:ie anal-yticiil stwC.ies have I.ndicated, however:, tl-1st tile criterion Sascd on p70/2V is the most coliveliiznt call Se used to spe cl.l“g sacisf ac tori ly t?e r*oll.ng pc r?f orinancs , The value of thfs citeron is i.ndeen5ent
27、of altitude for- siven iillcron ddlectivns n:iii is independent of af rplane size for geoi?etrf caily similar airplanes. Ijecailioo the rnane:xver.“ln;lv rsqiLir.2d at nz.gn syedls cannot Se as large as the values of $/2 required at ino2era.Le speeds. ?or a :,fven value of ,p3/2, tha i-,o?lIg veloci
28、cy p aaroacklzs -. zero as tAie errspeed ayproaches zero and may - a -TJ ?I* r;b. air, c-.Q becoiile very larye c3 at J, urGeG. For autogiros or for otllsr low-spesd aircra:Ct ari 8:3.rlFtiondl requfrernent nag spe cif ;T that ti. min?.n?;.m valus of t3e proL1:lc t pb be obtained, Fop airpl3_: s cag
29、abl.3 of very h%g1 speeds, the ax.irvn req:lired ro! lin i,;erf orma;lce rnag be deter- 73ined by -the rnaxirnui value of ti.le rolling velocftg p that is Cesrired 3y tha piloc. . . . A secification of the zSl3ron efectiv61less pequired for maintainfng lateral trim 9n 311 fliht ccnditf ons may be 6.
30、ss4.ra-zle Tor a!-rglbt be su-lnje cted to . extreme as;rcanetricl ?over ccndl tlons oy for afr2lanes havigz hig!i 130s 2-Live eff ectf ve 3fl?edral, which nay exist a-L -h.igh Xi;:% coe:f ici.snts when a large arcl.ounc; of sweepback 1s eriip1o:ied. Tests of nwnercus a!.rplass iiave ii16icatd .that
31、 for al-1 f 1i:;ht c0ne.i tf ons 3he aerodgnamic ?orcz s should be lnx),-e encugh, coi:pared iniitln. th.e static frfc-ti011 force, to 1.eturn the contTol stick rJr tha conkrol ivl-zeel a2r;roxi- maJcely to neutral vihen it is fresd and that the forces at high speeds should not be so lage that L:he
32、pilot fs unaSle to atcafn th9 speciffer:! vaixe of p3/2. rq he type of forco variation aftbill these 1fi:lits 2s relatively unimportant, !?ut tne force shou.ld never decrease Lo the value of the static friction exce:2t neap th2 neutral control se-tting. It is desirable, Iiovreve, tkiat the force sho
33、uld continue to increase smoo.thly wlth facreasing de_;lection, From consi.ratlons of ?he structcral Fnteg- rl.t;-y ofktbe d?-rplanc it fs ?a:;ira?le chat the control ds?iection at high speec?, be linit5d 5y control forces to vala.3 11vi thin the structural design 1hi tat ions, Provided by IHSNot fo
34、r ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA TN No, 1245 In order to provfde sz“,a21 control forces, .bh.e stick or iv!1ecl travel should be as laqe as -possible so that a hi-;h mezhanical aclvanta;l s“c-ck 5s linised by incerilerence wtth tb piloti s lee?; freed
35、or1 or b: tkie cock?ilt ,fiid.t.h, ad the n:tion of a afheel-type contra1 is lizited to khs arc tkZoz;$, which .the wheel can be turned conif orta31y w :!.“L. olae hand., Layge f ccreases made En tlie ang?lnr trevel cf s con-krol. wheel to rovi6e li2;tl-t coltrol forces k.ve boa f ounrll. ?:g unC.3
36、s Lrable . :c.vese ya sho-le airpSanes, crf tical ver.t:i,cal-tall ioac7;s xag .esu;l.“Liom rolls olt of accol- erate turns or pul-1-outs unless hi33 sideslic angles ars ;?ye vented. As I._rldicateC by the analysis preseiteg. in refer- ence (3 ljsctior,ahle to Provided by IHSNot for ResaleNo reprodu
37、ction or networking permitted without license from IHS-,-,-WACA TN Mo, 1245 t;.; pilot. Lag r,lag bs dangerous, beca13,se it may caase the gilot to overc.ontro1 the airplane, S?sci.fications Gesigned -to elislatr: lateral-con“Lrol ievlces. with ob jec ti.or,able lag claracteristics limf t the interv
38、al betweon the time when the lhteral-control device reaches full cleflect.io2 arid the the when rnaximm rolliiig accel- eration is actaftned, The permiasi3le lag scnSS;Smes Is gf ven as a fu.nction of tke speed and. the size f the frplane . Although the problen or ccntrol-free sta5PlSty has greseted
39、 li ttle c-i-ifiiculty in kie dzs5g1-1 of ailerons in the ;past, soxe -tenci=nn,g toward ins l;a?)ilf ty lnas been exh.ibit,ed b.7 a few recen-t al.leron desfns. The problem is of greatest Lgiafffcance for :Large afrplanes or for high-speed airplanes for wkLch the ailerons vay be esselntiallg fres e
40、ven tl?c;uyh ;he pilot has not released the control. fiequirements for sontrol-free stability secffy khat tz7h.e:i the control is released after a s2dd.en dteflctioil, the ailsrons nust re.!;urn .to th2l.r tr:m pos f - ti cns =d any oscl.llatfcns mu.st be heavllg damped. Concept of Lateral. I.;aleue
41、rabili.ty In the present ganer the tern lfla.tera!_ rnaneuverabilitft is consi9=rad to involve those charzcterf stics of an air- plane in. fllight that affect the prilo-ts ability to produce a rolling vel6city. This concept of lateral rnanetlverabflity therefore includes the rolling rfiome:iit as a:
42、ffected Sy the rigicl,ity of the ing-a9leron str:lcture ad by s.5.verse yaw, the darnpiny axi! inertia effects of the wing a:id of other parts of $35 atrpiane, and khe control forces that aust be exsrtel. b a gilot in crder to pro2.uce a rolling maneuvey. Provided by IHSNot for ResaleNo reproduction
43、 or networking permitted without license from IHS-,-,-* NACA TN No. 1245 Helix anout Lkre 1ongi.tuclinal vilnd axf s, the wing-.t ip helix mgle is given sat: sf actorilg for conventional airplanes Sy ths equ-ation in ighfck St 1s the total rol1%11g-mo?.rent oeffiient and Czg is ths d.ampins coeifici
44、ent of the aipplafie - wine Equation (1) nsglects the 3.mpfng of ot:rer parts of :tfal.ned in the fnvestigatLioll r.epoyi;od in refer- ence 11, Values of Gtp from x-efera!?,ce LI are presented - -in f j.:yse 1. Tkqse va11.1 are lojrlier thkn she original values given in refersnce 9 by anox?nts rangi
45、ng ?rcm 13 xrcent for wings of aspect rakio 6 to z rercent for win-s of aspect ratio 1.6. values of 1 :or square- ti,;3pC kvin.5 of aspect ra.tfo 6 are ajout 6 percent h?_i.=ndeit of Xach nuizber, From ecju;ln.tf on (5) the relatlon is For a given wing-aileron arrangenlelz.: , theref n:rc, lines rf;
46、-.?Tesei;tinz constant values of /y aiqf be draw2 an P chirf; in vhich is i310tt;ed against C. - o The Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NACA TN No. 4245 llne represeilc5.n the condition of zero sticl;: force is q.9 -?ei? by the sinqle
47、relation 0 - Equati ons (L!.) Z; o (7 ) are st rick l y 8-0-3 li c b1.e oiily to the stezdy-roll condf tion. An analysis of aTleson control-force characteristics Curing fnitiatinn aizd reversal of a;i c-ileron roll, made bg f:or.sis.n 213.d Bet!iv;aite in Great Bxi%aln, shows .:hat :?or aS-lei7on3 h
48、aving -7osf tive values of tha ratio ch,/chR e;:csedi_ng 2.0, obJec;i;ionably - h5h - stic7.r foxes ma.y reyuirec for a ,ayfd control movori.en.t even tlriough the control forces ai?e satfsfactory during a steady roll. For r;iost ailerons, hojevcr, the ratio c,/c is considex-ably 1-o:uer than 2.0, and the rorces required f.or rayid conkrol moveiilsnts are not 39?.celY to present a serious
