NATIONAL ADVISORY C ITTEE FOR AER

Memorandum Report

AILERONS WITH VARIOUS MODIFICATliONS

ON A NORTH AMERICAN XP-51 AIRPLMYE

(AAF NO. 1~1-38)
By Maurice D. Vhite and Herbert H. Hoover

Langley Memorial Aeronautical Laboratovy

Langley Field, Va.

NACA WfiRTIME REPORTS are reprints of papers originally issued to provide rapid distribution of
edvmce research results to an authorized group requiring them for the war effort. They were pre-
viously held under a security status but are now unclassified. Some of these reports were not tech-
aiczl\y edited. All have been reproduced without change in order to expedite general distribution.
 NATIONAL ADVISORY COJ'lZMITTEE FOR AERONAUTICS

c MEMOEIANDUM REPORT
-.I-
I_

f o r the *

Army Air F o r c e s , M a t e r i e l Command

F L I GHT TESTS OF' BEVELED-TRAILING-EDGE

AILEXONS WITH VARIOUS MODIFICATIONS

ON A NORTH AMXRICAN X P -51 AIRPLANE

By nIaurice D. V!hite and Herbert H. Koover

SUMMARY

F l i g h t t e s t s have been conducted on a North American

XP-51 a i r p l a n e w i t h s e v e r a l arrangements of beveled-
t r a . i l i n g - e d g e a i l e r o n s t o determine t h e m o s t s a t i s f a c -
t o r y arrangement for use on t h i s a i r p l a n e , The a i l e r o n
c o n t r o l f o r c e and e f f e c t i v e n e s s c h a r a c t e r i s t i c s were
lo
i n v e s t f g a t e d f o r average bevel angles o f 25', 272 , and
32", and f o r s e v e r a l arrangements o f balancing t a b s ,
The t e s t program i n c l u d e d , i n a d d i t i o n , t h e determina-
t i o n o f a s u i t a b l e means f o r trimming t h e beveled-
trailing- edge ailerons.
The r e s u l t s i n d i c a t e t h a t , as t h e bevel angles were
i n c r e a s e d above 25', t h e hlnge-moment s l o p e s were reduced
a t s m a l l c o n t r o l d e f l e c t i o n s , but were i n c r e a s e d a t
l a r g e c o n t r o l d e f l e c t i o n s ; as a r e s u l t t h e v a r i a t i o n of
stick f o r c e w i t h a i l e r o n d e f l e c t i o n d e v i a t e d p r o g r e s s i v e l y
f r o m t h e approximately l i n e a r r e l a t i o n s h i p o f t h e 25'-
bevel- angle a i l e r o n s , p a r t i c u l a r l y a t h i g h speeds. With
a bevel angle o f 32' t h e a i l e r o n s were overbalanced a-t
i n d i c a t e d a i r s p e e d s above 200 miles . p e r hour for a i l e r o n
d e f l e c t i o n s below sbout k 7 O .
The a d d i t i o n of s e a l e d i n s e t b a l a n c i n g tabs o f chord
equal t o o r g r e a t e r t h a n t h e b e v e l chord i n s t a l l e d on
t h e 25*-bevel-angle a i l e r o n s reduced t h e hinge moments
without s e r f o u s e f f e c t on t h e v a r i a t i o n s o f s t i c k f o r c e
w i t h aileron deflection. W.th an arrangement o f
b a l a n c i n g t a b s o f chord equal t o t h e b e v e l chord on t h e
25°-bevel-angle a i l e r o n s , a v a l a e o f pb/2V of 0,095
was o b t a i n e d a t an i n d i c a t e d a i r s p e e d of 200 miles p e r
I
 2 ,4

hour with full coni;rol deflectfon; with a 50-pound stick -4

force, values cf pb/ZV of 0.086 and 0.041, respectively,

were obtained Et indicated airspeeds of 280 and 400
m i l e s per hour.
Adequate trimming effectiveness was obtained with
a sealed inset tab. Pixed external tabs were less
effective and increased the aileron operating forces
with the tabs either deflected or undeflected,
During the investigation, it was found that such
factors as rnisalinement of the ailerons, location of an
experimental airspeed boom on the wing ahead of an
aileron, and other itens tending to disturb the symmetry .
of boundary-layer flow over the two ailerons caused
excessive trfm forces anG differences in aileron
% operating forces required for right and left ~011s.

INTRODUCTION

The results of previous NACA flight tests of the

XP- 51 airplane with beveled-trailing-edge ailerons having
a trailing-edge angle of 25' showed that, with this modi-
fication, a marked improvement in lateral colntral char-
acteristics was obtained as a result of a large reduction
in aileron hinge moments. At the same time, however,
it was found that an unsealed inset tab of a size which
gave satisfactory trimming effects with the original cusp
ailerons was inadequate for trimming the beveled-trailing-
edge ailerons .
The present report gives the results of a more com-
plete flight investigation to develop an arrangenent of
b ev e l e d- tr ailing- e dge ai1erons that would provide further
improvement in the c o n t r o l characteristics of the P-51
airplane
Three bevel angles and several arrangements of
balancing tabs were tested, The investigation also
included tests to determine a suitable means for trimming
the beveled-trailing-edge controls
 3

The wing o f t h e XP-51 a i r p l a n e has a span of 37.03

f e e t , an a r e a o f 235.75 square f e e t , and a t a p e r r a t i o
of 0.1:5. The wtng i s o f t h e low-drag t y p e w i t h t h e
point of minimum p r e s s u r e a t O.j.+c and w i t h a cusped
trafling edge. The wing plan form i s shown i n f i g -
u r e 1.
I n t h e course o f t h e i n v e s t i g a t i o n , a l a r g e number
o f m o d i f i c a t i o n s were t e s t e d . The f l i g h t c o n d i t i o n s
compris'ing v a r i o u s combinations of t h e s e modi f i c a t i o n s
a r e d e f i n e d i n t a b l e I; each f l i g h t coridition has been
assigned a l e t t e r a s a convenient means of' i d e n t i f i c a -
tion i n presenting the t e s t 'results.

The span of' all ?he a i l e r o n s t e s t e d was 8 3 - 2 fnches

and t h e chord t a p e r e d f r o m about 13 i n c h e s t o l61
9;-
i n c h e s ; t h e average rat1.o o f a i l e r o n chord t o wing chord
4-
f was about 0.19.
A.

Four a i l e r o n c o n f i g u r a t i o n s , which have been de-

r\

1"
s:?>mt~c':25~-, -,
Z7-=; 32 0 - bevel- angle a i l e r o n s and. cusp
L
a i l e r o n s were t e s t e d , The bevel angle i s d e f i n e d as
t h e 'included a n g l e a t t h e t r a i l f n g edge o f t n e a t l e r o n s .
A s i n d i c a t e d fn f i g u r e 2 ( a ) , where t h e s e c t i o n s a t t h e
i n b o a r d and outboard ends of the a i l e r o n s a r e shownt t h e
desfgna.tion f o r two o f t h e b e v e l e d - t r a i l i n g - e d g e a i l e r o n s
r e f e r s t o t h e average bevel angle along t h e a i l e r o n s-pan.
lo
F o r t h e 27- - bevel- angle a i l e r o n s , t h e bevel angle was
2
uniform along t h e span. The cilsp a i l e r o n s , w i t h whfch
t h e a i r p l a n e was o r f g i n a l l y equipped, h a 6 concave s u r -
f a c e s conforming t o t h e normal a L r f o i l s e c t i o n s of the
wlng; unsealed b a l a n c i n g t a b s were used on t h e s e a i l e r o n s
for. a l l t e s t s . S e c t i o n s o f t h o cusp Eiilerons a r e shown
In f i g u r e 2 ( b ) .
1"
The 27, - and j2O-bevel-angle a i l e r o n s were con-
I
s t r u c t e d by a t t a c h i n g wood f a l s e r l b s t o t h o o r i g i n a l
GUS? a i l e r o n s ; an a1w-inu.m coverlng was t h e n f a s t e n e d t o
t h e ribs rrith wood screws and. r i v e t e d t o t h e o r i g i n a l
covering along t h e l e n d i n g edge ( r e f e r e n c e I). The
P
4
0
25 - bevel- angle a l l e r o n s were _ f a b r i c a t e d s l r x l l a r l g t o
t h e o r f g i n a l cusp a i l e r o n s , t h a t I s , x i t h al-minun: a l l o y
ribs anG c o v e r i n g ( r e f e r e n c e 2 )
Some t e s t s were made of t h e ~ 2 ° - b e v e l - m g l e a i l e r o n s
t o determine t h e e f f e c t s of seal5rig t h e nose gags of the
ailerons. The s e a l i n g was accomplished w i t h d3ped
f a b r i c betjveen the t r a i l i n g edge of t h e f i x e d p o r t f o n o f
the and the h i n g e a x l s o f the a i l e r o n .

3wfng the t e s t pro’~=am t h e avaElable d e f l e c t i o n

range o f t h e aiZerons wss changed s e v e r a l tlmes with
r e s u l t a x t changes i n t h e mechanical advantage of t h e con-
t r o l system. The v a r i o u s r e l a t i o n s h f p s S s t n e e n a i l e r o n
d e f l e c t i m and s t f c k - g r i p p o s i t i o n %sed a r e shown f n
f l & u r e 3, and i n t s b l e I t h e p a r t l c u l a r c o n t r o l system
l i n k a g e used f o r each f l i g h t i s l i s t e d .
Two s e t s of i n s e t b a l a n c i n g t a b s , which have been
d-esfgnated normal-chord and large- chord b a l a n c i n g t a b s ,
were t e s t e d on the 25*-bevel-&ngle all.erons. The nose
gsps o f b o t h s e t s o f t a b s were s e s l e d with doped f a b r i c .
The noxnab-chord tabs had 3pDroxlxiately th9 s m e
plan- form dimenstons as t h e b a l a n c f n g t a b s on t h e o r i g i - n a l
cusp ail-erons. They were 2,!4.-5- i n c h a s I n span (C),2(! of
16 1
t h e a i l e r o n span) and were t a p e r e d i n chord f r o m Lkf- Inches
t o 3 35 I n c h e s (O.3k o f t h e a i l e r o n chord) ( f j - g s . I- And 4).
These t a b s were t e s t e d a t lEnkage r a t l o s of 0.61, 0.77,
and 0.78, 1l.nkage r a t i o being d e f l n e d as t h e ratio of
tab deflection t o ailcron deflection.

The l a r g e - c h o r d t a b s had the same span a s t h e normal-

chord t a b s , b u t viiere 1 f n c h g r e a t e r i n c h o r d (0.39 of
t h e t o t a l a i l e r o n chord.), t h e a d d l t i o n a l chord p r o j e c t r n g
behind t h e t r a f l i n g edges of t h e a i l e r o n s (figs. 1, 4,
and 5 ) . These t a b s were t 2 s t e d a t a l i n k a g e r a t i o of
0.78.
Durfng t h e t e s t s of‘ t h e i n s e t b a l a n c i n g t a b s , t h e
t a b on t h e l e f t a i l e r o n was emplQged 50th as a trfmrning
t a b and a s a b a l a n c i n g t a b . Some t e s t s were a l s o made
w i t h a normal-chord n s e t t a b i n s t d l e d o n l y on t h e 1 e 2 t
a f l e r o n 8 s a trfimning t a b .
 5
. T e s t s were conduc d w i t h a s e t of f i x e d e
tabs on the 32°-bevel- ns. These t
c o n s i s t e d of f l a t s h e e t s i n s t a l l e d on
inboard end of each a i l e r o n , were 12 i n c h e s i n span
and l& inches i n chorr? ( f i g . l}, When t h e s e t a b s were
d e f l e c t e d t o balance an e x i s t i n g t r i m f o r c e , t h e t a b
t h e l e f t a i l e r o n was d e f l e c t e d up and t h e t a b o n the
a i l e r o n was d e f l e c t e d down.
During the e a r l y t e s t s o f t h e i n v e s t i g a t i o n , i t was
found t h a t r a t h e r l a r g e s t i c k ’ f o r c e s were r e q u i r e d f o r
l a t e r a l t r l m arid t h a t t h e r e were c o n s i d e r a b l e d i f f e r e n c e s
i n s t i c k f o r c e s r e q u i r e d f o r l e f t and r i g h t rolls.
S e v e r a l p o s s i b l e cause3 o f these c o n d i t i o n s were i n v e s t i -
g a t e d i n c l u d i n g a i l e r o n alinement and f a c t o r s t h a t might
produce d i f f e r e n c e s i n t h e boundary l a y e r over t h e two
ailerons. A d e s c r i p t i o n of the f a c t o r s i n v e s t i g a t e d
f OllO%I!S :
F o r some o f t h e t e s t s , an a i r s p e e d head was mounted
on a boom f a s t e n e d t o t h e lower s u r f a c e of t h e l e f t wing
ahead o f the a i l e r o n ( f i g s . 1 and 6 ) e T o determine t h e
e f f e c t o f t h i s i n s t a l l a t t o n , t e s t s were mqde w i t h t h e
boom rsm.oved.
The f i r s t t e s t s o f t h e p r e s e n t s e r i e s were made
w i t h r e g u l a t i o n s t a r i n s i g n i a p a i n t e d on t h e upl3er s u r f a c e
of t h e l e f t wing and on the lower s u r f a c e o f t h e r i g h t
wing ( f i g . I); the edges of t h e s e i n s i g n i a were q u i t e
sharp and about 0.008 i n c h high. L a t e r t e s t s were
made w i t h t h e edges o f t h e two I n s i g n i a sanded smooth,
no changes being made t o the remaining s u r f a c e s which
were covered w i t h camouflage p a i n t .
Some t e s t s were made with spanwise strii3s f a s t e n e d
t o th.e wing s u r f a c e s ahead of the a i l e r o n s i n an e f f o r t
t o cause t r a n s i t i o n of the boundary l a y e r a t the same
p o i n t on b o t h l e f t and r i g h t Ki9gs. These s t r i p s con-
s i s t e d of l e n g t h s of double- thickness f a b r i c doped t o t h e
wing s u r f a c e ( f i g . 1 ) . On t h e lower s u r f a c e s , t h e s t r i p s
were l o c a t e d about 7- 1 p e r c e n t of t h e chord, nzeasured
2
along t h e s u r f a c e , a . f t o f the l e a d i n g edge and were 0.018
inch t h i c k and 1 i n c h wide. On t h e upper s u r f a c e s
t h e s t r i p s were l o c a t e d about LO percent of the chord,
measured along t h e s u r f a c e , z f t o f the l e a d i n g edge and
6
1
were 0.018 inch t h l c k and - i n c h wide. The s t r i p s
2
were always l o c a t e d s y m n s t r i c a l l y , e i t h e r on t h e lower
s u r f a c e s of b o t h l e f t and r i g h t w-ings, o r 011 b o t h t h e
upper and lower s u r f a c e s of b o t h l e f t and r i g h t wings
F o r most o f t h e t e s t s o f the v a r i o u s a i l e r o n arrange-
ments, t h e l e f t a i l e r o n was o u t o f allnement v e r t i c a l l y
w i t h r e s p e c t t o the wing due t o t h e l o c a t i o n o f t h e hTnge
f i t t i - n g s i n t h e wing ( f i g , 7 ) . To i n v e s t i g a t e t h e
e f f e c t o f t h i s mfsalinernent, t e s t s were made w i t h wooden
wedges approximately half the a i l e r o n span i n l e n g t h ,
1
It 'inches wide, arid t a p e r e d i n h e i g h t from 8 inch t o a
f e a t h e r edge, l o c a t e d spanwise on t h e wing d i r e c t l y ahead
o f t h e outboard h a l v e s of the a i l e r o n s t o simulate o r t o
f a i r fn t h e misalfnement (f5.g. l I b One wedge was
i n s t a l l e d on the lower s u r f a c e o f t h e r i g h t wing t o
simulate t h e misalinement o f t h e l e f t a i l e r o n ; t h e o t h e r
wedge was i n s t a l l e d on t h e upper s u r f a c e of the l e f t t o
f a i r i n the misalinernent. For s e v q p a l of the t e s t s with
the 2.5'- and 27&'-bevel-angle a i l e r o n s t h e alinernent was
c o r r e c t e d by 3.oweri.ng t h e outboard end of t h e a i l e r o n
-
9 inch,
6b
w i t h t h e inboard end unchanged ( f i g . 7) The
hinge axf s remained unchanged.

TESTS

The procedurz used f o r t h e t e s t s w q s s i d l a r t o t h a t

used i n t h e t e s t s o f r e f e r e n c e s 1 and 2 ; t h a t i s , records
were oStained of a f r s g e c d , a i l e r o n d e f l e c t i o n s , s t i c k
f o r c e , and r a t e o f roll. as t h e a i l e r o n c o n t r o l w a s ab-
r u p t l y d e f l e c t e d various a m u n t s and h e l d , the o t h e r
c o n t r o l s belng h e l d Fixed.
Standard NACA recording instruments were used.
These included a s t i c k - f o r c e r e c o r d e r , c o n t r o l - p o s f t i o n
r e c o r d e r s coiii~ectod t o b o t h a f l e r o n s , and an a i r s p e e d
recorder. The a i r s p e e d r e c o r d e r was connected t o t h e
NACA a i r s p e e d head when t h i s was a v a i l a b l e ; otherwise,
i t was connected t o the a i r p l a n e a i r s p e e d head. F l i g h t
c a l i b r a t i o n s were obtained f o r both t h e s e heads. For
s e v e r a l f l i g h t s , noted i n t a b l e 11, an a i r s p e e d i n d i c a t o r
was used i n s t e a d o f t h e r e c o r d e r .
 7

The m a j o r i t y o f t h e t e s t s werd made over a range of

i n d i c a t e d a.irspeeds from about 110 mfles p e r hour t o
about 300 lniles p e r hour. With t h e cusp a i l e r o n s and
f o r sone t e s t s o f the 25O-bevel-angle a i l e r o n s , t h e
speed range was extended t o about ,!!1.0miles per hour.
lo
Because t h e 27,-: - and t h e 32O-bevel-angle a i l e r o n s were
consid-erably hea-vier i n weight than t h e o r i g i n a l cusp
a i l e r o n s and i t was u n c e r t a i n what e f f e c t t h i s i n c r e a s e d
weight would have on t h e f l u t t e r c h a r a c t e r i s t i c s o f the
wing, t h e t e s t s of t h e s e a i l e r o n s were r e s t r i c t e d t o
indicated a i r s p e e d s below approximately 300 miles p e r
hour. The i n d i c a t e d a i r s p e e d s o f t h e t e s t s of each of
t h e arrangements l i s t e d i n t a b l e I a r e g i v e n I n t a b l e 11.

FESTJLTS ANT3 DISCUSSION

The r e s u l t s o f the t e s t s a r e shown i n f i g u r e s 8 t o

29, t h e d a t a being p r e s e n t e d l a r g e l y i n the form of
curves o f a i l e r o n s t i c k f q r c e and t h e e f f e c t i v e n e s s
parameter pb/2V a g a i n s t change i n t o t a l a i l e r o n
deflection f r o m t r i m f o r several indicated airspeeds.
The parameter pb/2V i s defined by
P angular v e l o c i t y i n roll, r a d i a n s p e r second
b wing span, f e e t
v t r u e a i r s p e e d , f e e t p e r second
The average i n d i c a t e d a i r s p e e d f o r each group of
curves 4 s ind-icated on the f i g u r e s .
I n d i c a t e d a i r s p e e d , a s used throughout t h i s r e p o r t ,
-
i s defined a s Vi = 0.681JZ

where
Ind-icated a i r s p e e d , miles p e r hour
vi
Y dynamic gressure, pounds p e r square f o o t
s e a - l e v e l d e n s i t y , slugs p e r cubic f o o t
 The values o b t a i n e d from t h i s d e f i n i t i o n d l f f e r
somewhat from t h e v a l u e s given En r e f e r e n c e s 1 and 2 .

Vi
1
E-,
where i n d i c a t e d a i r s p e e d was d e f i n e d a s
= 0,681 q, being t h e impact p r e s s u r e .

To serve as a basis f o r Comparison, t h e r e s u l t s f o r

c o n d i t i o n P a r e r e p e a t e d i n a l l t h e curves. Condition
P r e p r e s e n t s t h e 25’-bevel-angle a i l e r o n s slrith t h e a i r -
speed boom removed-, t h e i n s i g n i a smoothed, and no t r a n s i -
t i o n s t r i p s on the wing.
Afleron Configuration
The r e s u l t s of t e s t s o f various a i l e r o n arrangements
intended t o give improved s t i c k - f o r c e and e f f e c t i v e n e s s
c h a r a c t e r f s t l c s a r e shown i n f i g u r e s 8 t o 18.
--- a n g l e . - Jn f i g u r e s 8 and 9 the c h a r a c t e r i s t i c s
Bevel
...-
o f t h e 32T-TGa---angle a i l e r o n s a r e shown, The d a t a i n
f i g u r e 8 snow t h a t these a f l e r o n s a r e u n s a t i s f a c t o r y
because they become overbalanced f o r s m a l l c o n t r o l de-
f l e c t l o n s a t normal f i f g h t speeds.
Th.e d a t a shown i n f i g u r e 10 a f f o r d a comparison of
t h e s t i c k - f o r e 3 c h a r a c t e r i s t i c s of the 2”J- and t h e
lo
2’72 - bevel- angle ailerons. The r e s u l t s i n d i c a t e t h a t ,
i n g e n e r a l , t h e a i l e r o n s having t h e 25’ bevel angle a r e
%he 1 0
s u p e r i o r t o those having/272 bevel a n g l e , The s t i c k
f o r c e s f o r t h e 25°-bqvel-angle a i l e r o n s a r e higher a t
small c o n t x l d e f l e c t i o n s , b u t are, on the average, equal
t o o r loweroat the l a r g e r c o n t r o l d e f l e c t i o n than those
7

f o r t h e 2’75. -bevel-angle a i l e r o n s + Also, t h e v a r i a t i o n

o f stick f:jrce ?vj$jh a i l e r o n d e f l e c t i o n i s more n e a r l y
linea,- f o r t h e 25 - bevel- angle a i l e r o n s than f o r t h e
lo
272 - bevel- angle a i l e r o n s w i t h t h e c o n t r o l l i n k a g e used.
Greator s e n s i t i v i t y of s t i c k - f o r c e c h a r a c t e r i s t i c s t o
lo
changes f n a i l e r o n alinement f o r t h e 27- - bevel- angle
2
a i l e r o n s as coxrmared with t h e ‘25°-bevel-angle afleroiis
i s i n d i c a t e d i n f i g u r o 10.
A coinparison of t h e d a t a i n f i g u r e s 8 and 10 w i t h
9 and 11 f n d i c a t e s t h a t bevel- angle m o d i f i c a t i o n s t h a t
reduce t h e s t i c k f o r c e s a l s o tend t o reduce the e f f e c t i v e -
ness. A s a consequence the e f f e c t i v e n e s s of t h e
a
1
 9

32'-bevel-angle a i l e r o n s i s l e s s than t h a t of t h e 25"

10
and t h e 2'72 -bevelmangle a i l e r o n s .
Sealed a i l e r o n nose gaps.- During the t e s t s of t h e
32'-b=el-angle a i l e r o n s ,' the e f f e c t s o f s e a l i n g the
nose gaps of t h e a i l e r o n s were i n v e s t i g a t e d . The re-
s u l t s presented i n figure 12 indicate t h a t this modifi-
c a t i o n e f f e c t i v e l y reduced, b u t d i d n o t e n t i r e l y
e l i m i n a t e the overbalance noted a t small c o n t r o l d e f l e c -
tions, Q u a l i t a t i v e l y , th3.s r e s u l t i s i n agreement w i t h
wind-tunnel r e s u l t s ( r e f e r e n c e 3)
The d a t a i n f i g u r e 13 i n d i c a t e t h a t t h e a i l e r o n e f -
f e c t i v e n e s s , a s d e f i n e d by the s l o p e of t h e curve of
pb/2V a g a i n s t a i l e r o n d e f l e c t i o n , i s i n c r e a s e d s l i g h t l y
by s e a l i n g the nose gags o f t h e a i l e r o n s .
A n i n t e r e s t i n g f r e e - c o n t r o l o s c i l l a t i o n of t h e
a i l e r o n s was recorded at m i n d i c a t e d a i r s p e e d of approxi-
mately 320 m i l e s p e r hour f o r t h e sealed- gap c o n d i t i o n
when t h e c o n t r o l s t i c k was r81eased. A time h i s t o r y of
t h i s o s c i l l a t i o n showPng a i l e r o n p o s i t i o n , a i r s p e e d , and
r o l l i n g v e l o c i t y i s given i n f i g u r e 14.
The p i l o t was unable t o induce s i m i l a r o s c i l l a t i o n s
a t lower speeds.
Balancing t a b s . - Previous t e s t s having i n d i c a t e d t h e
25O-bevel-angle contour t o be t h e most s a t i s f a c t o r y of
t h e t h r e e contours t e s t e d , t e s t s o f s e a l e d balancing t a b s ,
designed t o improve s t i l l f u r t h e r t h e s t i c k - f o r c e char-
a c t e r i s t i c s of t h e s e a i l e r o n s , were made only w i t h t h e
25°-bevel-angle a i l e r o n s ,
The s t i ck-f orc e charac t e r i s t i c s of 2 5'
- bevel- angle
ai.llerons w i t h normal-chord t a b s and large- chord t a b s ,
each s e t o p e r a t i n g a t a l i n k a g e r a t i o of about 9.78, a r e
compared i n f i g u r e 15; d a t a a r e a l s o given f o r t h e
normal-chord t a b s o p e r a t i n g a t a l i n k a g e r a t i o of 0.61.
I n these t e s t s , t h e t a b was n o t used f o r trlmming. With
b o t h tab- linkage r a t i o s t h e normal-chord. balancing t a b s
e f f e c t e d a marked reduction i n s t i c k f o r c e s a s coalpared
w i t h the a i l e r o n s w i t h n o t a b s . The magnitude o f t h e
hinge-moment reductior, i s even g r e a t e r than would be
i n d i c a t e d by a simple comparison o f t h e s t i c k f o r c e s
because, simultaneously w i t h the i n s t a l l a t i o n o f t h e
balancing t a b s , t h e d e f l e c t i o n range of t h e a i l e r o n s
was i n c r e a s e d f o r t h e same s t i c k t r a v e l , thereby r e -
ducing t h e mechanical advantage o f the c o n t r o l system.

3
10

A f u r t h e r decrease i n s t i c k f o r c e s was accomplished c

by i n c r e a s i n g t h e chord of t n e balancing t a b s , t h e ad-

d f t i o n a l chord p r o j e c t i n g behind t h e a i l e r o n t r a i l i n g
edge
A s shown i n f i g u r e 1 6 , t h e e f f e c t i v e n e s s p e r u n i t
c o n t r o l d e f l e c t i o n was reduced by t h e a d d i t i o n of bal-
ancing t a b s , the average r e d u c t i o n being about t h e same
z
f o r a l l t a b a r r a n ements. A n item of a d d i t i o n a l i n t e r e s t
shown i n f i g u r e 1. i s t h e tendency o f t h e l a r g e - c h o r d '
balaizcing t a b s t o e l i m i n a t e an a s g m e t r y In e f f e c t i v e n e s s
s l o p e s between r i g h t and l e f t rolls experienced. with t h e
normal-chord t a b s ,
E f f e c t i v e n e s s of p r i n c i p a l modifications e
-__1

t o provide a comparison o f t h e fmprovgment irr c h a r a c t e r -

- I n order
i s t i c s e f f e c t e d by t h e p r i n c i p a l m o d i f i c a t i o n s , d a t a f o r
the cusp a i l e r o n s acd the 25"-bevcl-angle a i l e r o n s w i t h
balancing t a b s and t h e 25C-bevel-angle a i l e r o n s without
balancing tabs a r e FTesented in f i g u r e s 17, 12, a i d 1 9 .
The balancing t a b s on b o t h s e t s o f a i l e r o n s were t h e
s i z e d e s i g n a t e d as normal-chord tabs. I n f i g u r e s 17
and 18, the s t i c k - f o r c e and e f f e c t i v e n e s s c h a r a c t e r i s t i c s
a r e p l o t t e d a g a i n s t c o c t r o l d e f l e c t f o n , and i n figure 19
t h e values of ?b/2V o b t a i n a b l e w i t h a 30-pownd s t i c k
f o r c e m d 8 50-pound s t i c k f o r c e a r e shown p l o t t e d a g a i n s t
i n d i c a t e d a i r s g e e d f o r each i n s t a l l a t i o n , In some c a s e s
i t was necessary t o e x t r a p o l a t e the d a t a of f i g u r e s 1 7
and 16 t o f u l l d e f l e c t i o n o r t o 'a s t i c k f o r s e of 50 pounds,
as i n d i c a t e d by t h e d o t t e d extensions t o t h e curves, i n
o r d e r t o permit c o n s t r u c t i o n of t h e curves of f i g u r e 19.
It should be noted t h a t t h e mechanical advantage o f the
a i l e r o n c o n t r o l system used i n o b t a i n i n g t h e d a t a shoun
In these f i g u r e s f o r t h e 25°-bevel-angle a i l e r o n s was
g r e a t e r than t h a t used i n o d t a i n i n g t h e d a t a o f f i g -
u r e s 15 and 1 6 w i t h t h e r e s u l t t h a t lower s t i c k f o r c e s
were o b t a i n e d f o r a given condition. Inasmuch as
known s o u r c e s of d i s - p n e t r y d i s c u s s e d i n a l a t e r S e c t i o n
of t h i s r e g o r t were e l i m i n a t e d , the causes of d i f f e r e n c e s
i n s t f c k - f o r c e c h a r a c t e r i s t i c s between r i g h t and l e f t
rolls, eviclent i n f i g u r e 17, a r e n o t known.
The d a t a of f i g u r e 19 i n d i c a t e t h a t , w i t h beveled
t r a i l i n g - e d g e a i l e r o n s and normal-chord balancing t a b s ,
a value of pb/2V o f about 0.095 was obtained a t an .
I n d i c a t e d a i r s p e e d of 200 miles p e r hour with f u l l con-
t r o l deflection. ? 5 t h a s t i c k f o r c e of 50 pounds,
values of pb/2V o f 0.086 and 0.041 were o b t a i n e d a t

I
 11

i n d i c a t e d a i r s p e e d s o f 280 and 400 mfles p e r hour, respec-

tively. These values r e p r e s e n t i n c r e a s e s i n r a t e o f
r Q l l o f 100 p e r c e n t a t 280 miles p e r h o u r and 37 p e r c e n t
a t 400 m i l e s p e r hour over t h a t o b t a i n e d with the cusp
a i l e r o n - b a l a n c i n g tab arrangement
Some minor d i f f e r e n c e s a r e e v i d e n t between the d a t a
f o r the cusp a i l e r o n s and the 25°-bevel-angle a i l e r o n s
p r e s e n t e d i n t h i s r e p o r t and the d a t a p r e s e n t e d ir, r e f -
erences 1 and 2 . This i s probably due t o t h e f a c t t h a t ,
because of manufacturing i r r e g u l a r i t i e s , n e i t h e r of t h e
s e t s o f a i l e r o n s t e s t e d h e r e was i d e n t i c a l with those
previously t e s t e d ,

Trimming Tabs
S e v e r a l arrangements o f t a b s were i n v e s t i g a t e d t o
determine a s u i t a b l e means f o r trimming t h e beveled
trailing-edge ailerons. The r e s u l t s o f t h e s e t e s t s a r e
i n d i c a t e d i n f i g u r e s 20 through 23,
I n s e t t a b s . - I n f i e u r e 20 t h e t r i m - f o r c e v a r i a t i o n
w i t h a i r s p e e d f o r s e v e r a l d e f l e c t i o n s o f a normal-chord
t a b i s shown. With a s e a l e d i n s e t t a b i n s t a l l e d on t h e
l e f t a i l e r o n only ( f i g . 2 O ( c ) ) , s u b s t a n t i a l changes i n
t r i m f o r c e were obtained by d e f l e c t i n g t h e tab. The
a v a i l a b l e t a b d e f l e c t i o n range o f 57'' was i n s u f f i c i e n t ,
however, t o t r i m out the f o r c e s caused by the i n s t a l l a t i o n
o f an NACA a i r s p e e d boom on one w i n g .
With s e a l e d i n s e t balancing tabs on b o t h a i l e r o n s ,
and w i t h wing c o n d i t i o n s symmetrical except f o r t h e
mlsalinement o f t h e l e f t a i l e r o n , t h e tab on the l e f t
a i l e r o n provided complete t r i m as I n d i c a t e d i n f i g u r e ZO(b).
An o b s e r v a t i o n p e r t i n e n t t o t h e p r e s e n t d i s c u s s i o n
I

w a s made when a very pebbly c o a t i n g o f p a i n t was inad-

v e r t e n t l y a p p l i e d on t h e upper s u r f a c e o f t h e r i g h t wing,
It was found t h a t , a l l o t h e r c o n d i t i o n s corresponding t o
those o f f i g u r e 20(b), a tab d e f l e c t i o n o f approximately
8 O w a s then required f o r t r i m . This r e s u l t i s o f
i n t e r e s t as an i n d i c a t i o n of t h e trimming tab d e f l e c t i o n
range t h a t should be provided with t h e beveled t r a i l i n g -
edge a i l e r o n s .
A s a m a t t e r o f i n t e r e s t , d z t a f r o m r e f e r e n c e 2,
showing t h e r e l a t i v e c h a r a c t e r i s t f c s o f completely
s e a l e d and i m p e r f e c t l y s e a l e d t a b s , a r e shown i n f i
ure 2 0 ( a ) , These d a t a i n d i c a t e t h a t the imperfect y
s e a l e d t a b i t s e l f i n t r o d u c e s asymmetry such t h a t
9-
f
12

approximately 7 O o f d e f l e c t i o n i s required! o f t h e t a b t o
t r i m out I t s own e f f e c t ,
The a c t u a l trimrning e f f e c t i v e n e s s was n o t i n v e s t i -
g a t e d f o r t h e s e a l e d large- chord t a b s , b u t t h e 2 a t a f o r
t h e s e tabs i n f i g u r e 15 ind.icate t h c i r e f f e c t i v e n e s s a s
a t r i m t a b would be about t h e same as t h a t of the normal-
chord t a b s .
I n connectton w i t h t h e use o f d e f l e c t e d i n s e t t a b s
f o r t r i m , t h e s t i c k - f o r c e c h a r a c t e r i s t i c s i n rolls a r e
of I n t e r e s t . A s shom7n by t h e d-ata f o r 201 m i l e s per
hour i n f i g u r e 22 and i n r e f e r e n c e 2 , d e f l e c t f n g an i n s e t
t a b i n c r e a s e s the s t i c k f o i a c e s i n rolls t o one s i d e and
reduces t h e s t i c k f o r c e s I n r o l l s t o t h e o t h e r s i d e .
The d i r e c t i o n o f t 3 e e f f e c t corresponds t o a p e r s f s t e n c e
o f the trfm-force change, b u t t h e magnitude o f t h e f o r c e
change appears t o i n c r e a s e w i t h i n c r e a s i n g a i l e r o n de-
f l e e -t i o n . This behavior I s i n agreen?ent w i t h wind-
tunnel d a t a ( r e f e r e n c e 3 ) *
Fixed e x t e r n a l t a b s . - The r e s u l t s shown i n figure 21
f o r t e s t s of f i x e d e x t e r n a l t a b s on t h e 32c'-bevel--ancle
a i l e r o n s I n d i c a t e t h a t some trimming e f f e c t can be obtained
w i t h the fixed external tabs. Their p r a c t i c a l value I s ,
however, diminished by t h e f a c t t h a t , eitfner d e f l e c t e d
o r wid.eflected, t h e s e t a b s cause a c o n s i d e r a b l e I n c r e a s e
2n s t i c k f o r c s f n rolls ( f i g . 2 2 ) . These r e s u l t s are
i n agreement with wind-tunnel d a t a ( r e f e r e n c e 3 ) .
The a i l e r o n e f f a c t i v e n e s s d a t a i n f i z u r e 23 i n d i c a t e
no d i f f e r e n c e i n effect;iveness c h a r a c t e r i s t l c s -to be
caused by the f i x e d exterflal tabs.
F a c t o r s A f f e c t i n g Symmetry o f
A i 1e r o c Char ac b r i s t i c s

Reference t o the t e s t r e s u l t s p r e v i o u s l y discussed-

i n d i c a t e s % h a t excessrve t r i m f o r c e s a.nd a d i f f e r e n c e
between the s t i c k f o r c e s ?eyuSred i n r i g h t and l e f t roll
existed. I n o r d e r to determine and s l i m i n a t e t h e cause
of t h e s e v a r i a t i o n s , the e f f e c t s o f geveral f a c t o r s whfch
included t h e NACA a i r s p e e d boom, t h e wing i n s l g n f a ,
t r a n s i t i o n s t r i p s f a s t e n e d ' t o t h e l e a d h i ? eCge of the
wing s u r f a c e , and v e r t i c a l n l i n e n e n t 03 t h e c.ileron were
inve s t f g a t e d . R e s u l t s of t e s t s o f t h e s e items a r e shown
ir, f i g u r e s 10 and 11 and 24- through 29.

f
 T r i m f o r c e s . - A l l t h e f a c t o r s i n v e s t i g a t e d hapb
111

some e f f e c t on t h e asymmetric f o r c e s experienced, The

p r i n c i p a l source of t h e excessive t r i a l f o r c e s , however,
was t h e NACA a i r s p e e d boom as shown i n f i g u r e 24. The
t r a n s i t i o n s t r i p s whj-ch were always i n s t a l l e d sxJmmetri-
c a l l y reduced s l i g h t l y the t r f m f o r c e s caused by t h e
airspeed. boom, Figure 26 shows t h e e f f e c t o f the rough-
n e s s caused by the wing i n s i g n i a on t h e t r i m f o r c e . The
rough edges of the wing i n s i g n i a tended. t o c o u n t e r a c t
t h e e f f e c t s o f the boom as shown by t h e f a c t t h a t
smoothing the edges o f t h e I.nsignia i n c r e a s e d t h e f o r c e s
requfred f o r t r i m with t h e a i r s p e e d boom i n p l a c e . These
i n s i g n i a , i t w i l l be noted, were l o c a t e d unsysflznetrically,
one o f t h e f n s l g n i a being on the wing s u r f a c e o p p o s i t e
t h a t t o which t h e a i r s p e e d boom was attached.
F i g u r e 10 shows t h a t t h e e f f e c t of a i l e r o n
realinement on t r i m f o r c e s mras r a t h e r l a r g e , p a r t i c u l a r l y
lo
w i t h the 27- - bevel- angle a i l e r o n s . This t rim-force
2
change i s i n q u a l i t a t i v e agreement w f t h t h e e f f e c t s o f
c o v e r - p l a t e realinement i n d i c a t e d i i ? r e f e r e n c e 3 . The
p i l o t ' s o b s e r v a t i o n s o f t h e e f f e c t s of alinement changes
simulated b y wedges i n d i c a t e d t h a t t h e s e rnadificatfons
were r e l a t i v e l y i n e f f e c t i v e a s coi??x,aredwith a c t u a l r e -
alinement of t h e a i l e r o n .
Symmetry of f o r c e s I n r o l l s . - A s regards t h e
asymmetry T f o r c e v a r i a t i o n s E r o T s , the d a t a i n f i g -
u r e s 2k and 22 i n d i c a t e t h a t the e f f e c t s prod.uced- 'by t h e
a i r s p e e d boom and wing insignia a r e , w i t h t h e exceptions
noted, c o n s i s t e n t and e x p l a i n a b l e on the b a s i s o f p r e -
mature s e p a r a t i o n over t h e a i l e r o n bulge, caused by the
boom o r the I n s i g n i a . In rolls in t h e d i r e c t i o n of t h e
trim-force change ( t h a t i s , i n ri, h t r o l l s where t h e
modification r e q u i r e d mom r i g h t t r i m f o r c e ) the f o r s e s
obtained w i t h and without t h e a m d i f f c a t i o n approached
each o t h e r a t l a r g e c o n t r o l d e f l e c t i o n s , I n rolls t o
t h e o p p o s i t e d i r e c t i o n , t h e d i f f e r e n c e i n trim f o r c e was
mafntafned a t a l l c o n t r o l d e f l e c t i d n s . Exceptions t o
t h i s behavior were noted i n l e f t r o l l s a t moderate
speeds Setween the c o n d i t i o n s of rough and s m o o t h wing
f n s i gni a m
Transftj.oii s t r i p s f n s t a l l e d symmetrically, I n
g e n e r a l , reduced t h e f o r c e s i n rolls f o r both the 2 5'
-
1"
and the 27- - bevel- angle a i l e r o n s (figs. 2k and 26:.
2
T r a n s i t i o n s t r i p s on only the lower s u r f a c e s gave about
the same e f f e c t as s t r i p s on b o t h ui2per and lower sur-
f a c e s ( f i g , 24).
The e f f e c t s of a i l e r o n rnisalinement on f o r c e s
i n rolls were d i f f e r e n t for t h e two a i l e r o n arrangements
tested, With t h e 25°-bevel-angle a i l e r o n s t h e d f f f e r -
ence In trim f o r c e w a s ma'intained a t a11 c o n t r o l de-
lo
f l e c t i o n s , while w i t h the 27- - bevel- angle ailerons, the
2
f o r c e s i n rolls t o b o t h d i r e c t i o n s were l e s s for t h e r e -
a l i n e d a i l e r o n s than they had been foxa the o r i g l n a l a l f n e -
rtient a t l a r g e d e f l e c t i o n s ,
E f f e c t i v e n e s s . - As shown i n f i g u r e s 11, 25, 27,
and 29 t h e - X F E 5 5 f f c a t i o n s dfscussed i n t h i s
s e c t i o n o f the r e p o r t r e s u l t e d i n d i f f e r e n c e s i n e f f e c -
t i v e n e s s c h a r a c t e r i s t i c s t h a t were c o n s i s t e n t w i t h the
s t i c k - f o r c e changes; t h a t i s , lower e f f e c t i v e n e s s was
g e n e r a l l y a s s o c i a t e d with lower s t i c k f o r c e s .

c !3NCLUSIONS

The r e s u l t s o f f l i g h t t e s t s o f beveled t r a i l i n g -
edge a i l e r o n s w i t h v a r i o u s m o d i f i c a t i o n s on a Morth
American Xp-51 a i r p l m e may be summarized a s f o l l o w s :
I. The 25°-bevsl-angle a i l e r o n s gave a l a r g e re-
d u c t i o n i n hinge moments a s conpared t o the o r i g i n a l
cusp a l l e r o n - b a l a n c i n g t a b arrangement, and gave an
approximately l i n e a r v a r i a t i o n o f s t i c k f o r c e with
a i l e r o n d e f l e c t i o n f o r t h e c o n t r o l l i n k a g e used, In-
c r e a s i n g t h e bevel angle above 25' caused g r e a t e r r e -
ductions In hinge-moment s l o p e s a t small d e f l e c t i o n s ,
b u t i n c r e a s e d the hinge-moment s l o p e s a t I u r g e d e f l e c -
tionss s o that the variation of s t i c k force w i t h aileron
deflection departed increasingly f r o m a l i n e a r relation-
s h i p , p a r t i c u . l a r l y a t h i g h speeda. Wfth a bevel angle
of 3 z 0 , t h e a i l e r o n s were overbalanced a t indricated a i r -
speeds above 200 miles p e r hour for a i l e r o n d e f l e c t i o n s
below about $7'
2. F u r t h e r reduct-lons i n hinge moments were
obtained w i t h sealed i n s s t bala-clcing tabs o f chord
equal t o o r l a r g e r than t h e bevel chord i n s t a l l e d on
the 25°-bevel-angle a i l e r o n s .
 3. The 25°-bevel-angle a i l e r o n s w i t h s e a l e d i n s e t
3 b a l a n c i n g t a b s of span equhl t o 0.29 o f the a i l e r o n span
and chord equal t o t h e bevel chord, geared t o a liiikage
r a t f a o f 0.78 t o 1, gave E 'value o f pb/2V o f O.C(35 for
f u l l c o n t r o l d e f l e c t i o n a t an i n d i c a t e d a i r s p e e d of 200
0-pound stfcli: f o r c e , v a l u e s o f
miles p e r hour;
pb/2V 7
of 0,066 and 0.041 were o b t a i n e d a t i n d i c a t e d
a i r s p e e d s of 280 and 400 rdlles per b 7 w , r e s p e c t i v e l y .
These v a l u e s r e 7 r e s e n t i n c r e a s e s i n r a t e of roll o f 100
p e r c e n t and 37 p e r c m t a t 289 and I.@O m i l e s p e r hour,
r e s p e c t i v e l y , a s compared w i t h t h e o r i g i n a l cusp a i l e r o n s
w i t h balancing tabs.
14.. A s e a l e d i n s e t t a b gave adequate trimming e f f e c t
and appears tobe 8 s a t i s f a . c t o r y d e v i c e f o r trlmw-ing beveled-
trailfng- edge controls. Fixed e x t e r n a l trimming tabs
were l e s s e f f e c t i v e and i n c r e a s e d the s t i c k f o r c e s I n
rolls whether t h e t a b s were d e f l e c t e d or u a d e f l e c t e d ,
5. An asymmetry i n stic?.c-force c h a r a c t e r i s t i c s f o r
t h e b e v e l e d - t r a i l i n g - e d g e a i l e r o n s , evidenced as e x c e s s i v e
t r i m f o r c e s and a s d i f f e r e n c e s betweeli t h e s t i c ' : f o r c e s
r e q u i r e d i n r i g h t and l e f t rolls, was found t o be due t o
several factors. These factor's i?icluded misalfnernent
of t h e a i l e r o n s , l o c a t i o n o f an experimentel airspeed
boom on t h e wing ahend of an a i l e r o n , znd o t h e r itenis
tending t o d i s t u r b t h e synzrrie t r y o f bound-ary-layer flow
over the two a i l e r o n s .
Langley lllcrnori a1 Aeronautic a1 Laboratory,
l f a t i o n a l Advisory Conmlttee f o r Aeronautics
Langley F i e l d , Va., December 7 , lq!~3.
 .
16

'WSErnRrnGES
1. White, &IG D., and Hoover, Herbest Ne: F l l g h t T e s t s
of Modiffcations to Improve the Aileron Control
Characteristics of a N o r t h American XP- 1 Alrplans
( A . C . No, 41-38), NACA MR, Aane 20, 19
2 , €loover, Herbert H., and White, Maurice 13,: Lateral-
Control Characterfstics o f North Amem?%canXP-5X A i r -
plane ( A , C , No, 41-58) w i t h BevelBd TrailSng-Edge
Ailerons in Hfgh-Speed F l i g h t , NACA MR, Now. 2TP
1942 Q

3 . RogabLo, F. M a p and Crandall, Stewart M,:

Wnd-
Tunnel Investfgation of Trimming Tabs on a Thickened
and Beveled Aileron on a Tapered Low-Drag Vd€ng,
NACA A,C.R,, March 1943.

J
 I

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-
*\ Hiqe Line

Figure 20.-End smtions o f beveled trailing-edge

ailerons . XP-51 airp lane.

d
o,
.

Figure 5.- Views of large-chord balancing tabs on 25' bevel-angle

ailerons. North American XP-51 airplane.
\-
-Figure 6.- View of NACA airspeed boom mounted on left wing of
North American XP-51 airplane.
 NATIONAL ADVISORY
>n COMMlTTEE FOR AERONAUTICS

Distances m e
frDm outboard
end of f/dp.

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Fiqure7dections o f l e f t showing ori inol
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o f l e f t QL e r o n 19
2
N o r t h merican X P - 5 1 airplane
 Condition Aileron Airspeed
table I) angle,

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