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inn1lu Orvices OC nicai InT r atloo g ncReproduced by

KNOTT BUILDING, DAYTON, 2, OHIO

This document is the property of the United States Government. It is furnished for the dui-ration of the contract and shall be returned xhenoi longer required, or upon re'alb SIto the following address: Armed Servic04 Technical Information Agency,,

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IPRINCETON fuNli V FRS IT Y

E ~DEPARTMENT OF ART, ON1C I -GNEEIN

w i

TWO Dnr`UMMO?{AL rW"T'S OW A 23015 Ai'IVOTL V'ITHA *WT SPO`TLr,.' All- ýTAr{TOTTS FLAPS

by

2,S. ChildressA. V, lould

Contract 9"Jonr 18513(oi)

Re-port l~o. 365 Octohpr 20, 1956

This lv In 'vrr rr Ctj in naccordenco withNP4v Y - >vro -''~tE Security

L'kla of itvnl flpsearch (Codot•ýZ)

f: 1' Yý 'rjTj

NOTICE: THIS DOCUMENT CONTAINS •INFORMATION-AFFEC1'ING THE

NATIONAL DEFENSE OF T111 UNITED STATES WITM"'THE MEA3MG

OF THE ESPIONAGE LAWS, TITLE 18, U.S.C., SECTIONS 793••. ''.

THE TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN x

ANY MANNER TO AN UNAUTHORIZED PERSON IS PROInTeD BYLAW.

l

List of >Thbols

Surnary IV

Introduction 1

Previous Jet Spoiler Investigations 5

Apparatus and Tests 6

S¶odels

Test Procedures aad Data R.eduction 9

Results 12

Discussion 13

Thtension of Data to Three-Dimensional Flow 19

Conclusions and Recorneridations 20

.A n-p-ndmx 21

7Wef r'.nces 2h

' I .

The authors wbph to) expnnn their rnnern anpractation to the staff'

Of the Subsonics Aervdyinaiie~i Laborator~y of' Princeton 11niversity,

Par-ticulasr thanks "o to T. Y Sweeney whoon prolmi nary qtudies laird the

groundwork for this istudy and to t layarnat tlr who prov-ided constAnt

assistance In its nreparation,

"-W'I 1.'TM--.TTTA T.

Li3t of ý;ymlbol!s (.'3ee 6 )

'jTwo di'-if-icisi l I:Vt coefficient, pie f'

~Two dirwnsiona1 coef'icient of mo~mrnt about tho apro-dynmiic centerp

.Uf confficinnt iriotrient due to apro'Jymafflc sCrects of' the spoiler,

M1oment coo-'ficierit incrronent due to the aorodkyartmic effects ofAW V~ic spoiler.

'C ft coefficient incrernett due to the- m~ompnbmtf contrih~ution of' the

Moment coefficient Increment due to the mnomentum contrih.ution ofSthe spoiler

SDistance alon- the Tprofilc chord lineý f'romr the ieadin7- edge to theScenter of the spoiler slot -xpressed as a fraction of the total

chord.

V. VIow velocity in the spoiler slot,, .ft./sec.

Anl of the spoiler slot wuith respxect to the profile chord line,'

r-ap angle in de.,rees.

Angle of' attack- in le'-rees,

$5 Section arna in square feet.

C- Static pressure/qt.

C, 'Profile chord in feet.

C rlap chord, -it-agured alonf! its chord line-, in feett

\Cy Fv ree str-am- velocity in f't./see,

M~ 'P-"'t section dk~namnic pressure in i1h./t.2it

43. Slot dynamic pms~sure in lbns./ft, 2

P'low densi ty in slur-s/ft. 3

IA IS~5~Ly coe fflcietzit in ib, -sec./fL0~.'1.Toý;t noctiou temprri~Uraure- in *0e

`y Aod;ký' chanbhrr temrporatur-t ini -P

Rn Ile~no]Asl nw-4be(r, (!3- - ~~---

W~ '.eif-ht VTiOW throlicrh the 9ioi;, in h,/e,

kcele!ratiwx of ýraritv in ýt.A/sec?

c0Two dirmensional slopn! of lift --1rvo-# p-r Ie~rps.

C9 Ouantity ý'low com fffte.fnt throucih slot. (C9 . < 4 ~vos

11omantumri low coffcipnt, fhroucdi slot, (C" '~~

FJ Spoileru eff iciancy( )

Subscripts

,j Jet conditions

rrisv Model conditionsi

t^ Test sectionl condidtions

CkAW n'H': 1IF TT,% 1

iv

STMA Tf

Two dimensional idodel test.s of an INAC 23015 airfo:l equipped with a

jet spoiler and various flaps weriy coniducted in the 2" x 36" smoke tunnel

(smoke line studies), and in the It x )i' throat of the instructional tunnel

(pressure distribution studies). These txsts precede three dimensional

force tests. fliqht tests of an L-21 airplane, and design studies. Tn

anticipation of this work, the data herein was compiled to establish the

most effective jet spoiler confiauration for the light liason plane, but it

is felt that this control has possible application to heavyl high speed

aircraft.

Specifically, the influence of various parameters on the lifrt reduction

only were studied. The major variables in the problem were isolated in turn,

and it was found that the major ones are Ce , R andcp, Forand itdFor

the NACA 23015 equipped with a .25c sin-l'e slotted flapp a configuration

which approximates that found on most liason airplanes, optimum effectiveness

for an angle of attack ranre of 0 to 350 was achieved for @ 9 601, X - *65

The spoiler was tested over a variety of flaps, and it was found that

performance over single slotted, double slotted, and plain types is promising,

lift coefficient reductions of .8 bin: reached at a Ce of .1,

Effectiveness of the control over a plain wing was found to be slightly

greater than this, a ACE of -. 9 roached at the san.e blowint quantity.

Using this ,data, preliminary calculations for the L-21 airplane show that a

S6/2%-kon .O7 can be developed usiri, a hlowin•, system capable of reaching

a (if 6,C Since this fi7ure is small conpared to the blowinr quantities

foy-- i bi/.,(h 1i ft blowing7 :ystos, it is possible that the jet spoiier can

be -•piv x•cc( kati•olLy into circul.tion or boundary layer control ai•planoe,

-c 1. I|Yn 4 1x

A br.ief check proved the pitchinI r _omt to. cbr,,'I itte w-i.th blowing.

It was found- tlat jet reaction accounted Cýor rourihly IN0 of th•e lift

reductioun Su 4fIct.nt lqtA is we.pented to predict accurately

lift reductlons due to the jet spoile.r over a wide rnnge of practical

installations with pmrticular emphasis on a .25c slotted flap.

Curnmrt inteirest In 5W,. nol VPOL, maiod-nes -9tems fromn the vfnrs~atil3.ity

of' liason,, transport,. and recorunnissauce aircraft capaible of operatingý from

small, rough fields, yet able to reach hig~h cruisbing speeds. Unfortunately,

the simple aileron as a solutiLon to ith late.ral control Yu-roblem finds

practical application in only a smcall YArt of this e~nlargTed speled raii-e, At

lower speedsa, ail,-rons occupy valujable snrAce At the trailing edge of the wingy

yet havec veryi little control power, At hi-gh ?li-ht volocities, aerodlyn;Amic

flutter and control reversal diue to wying, twist become severe- problems,, while

the high1 cont~rol forc-s deiwsmnd heavy power systems. The desirability of

powerfiil,, responsive lateral control neaRr the minimum speed of aircraft

havinT "ull span high-lift devices,, to"'nther with the high speed considerations,,

necessitates investigation of entirely new forms of control.

PPT ORX3ThII "F7!0119 0' AC!!rKTrlo LATk-_aAL Yr:ITT3OL

ON 1110'! LItT ATITIA'PNS

JI 2

COr�J�F �TiDTAL ""

Flgý.,e A di1piay, spv..!.•r cJontrol iystermq now trn1r _

A-- ~ f;~~lanktw3, Althotifh tiio irin-iwslriý intprn-.it in! the ducted fAYA

ouI.gestos wethods utilizi:7 , wann- U n the ,lipstrpar. and vazriable propeller

rplwý the designs pictured represent the most obvious solutions for

conventional one or two eirina lir.-ht liason aircraft,

Coiventional aillrons can be rEptained, yet full span flaps reai.zed, in

a system employing some B"; to reattach the flow to the wing. This

arrangemnt (1) uses ailerons acting differernilally from a drooped position at

low speeds, with blowins, over the full leng.th of the flaps and ailerons,

Since 'the control derives most of its power from the! 'low over the flap, loss

,of the high blowing quantity raquired produces almost total loss of control,

and constitutes a definite hazard at low altitudes.

The mechanical spoiler has found considerable application to hi!7h speed

aircraft due to favorable aero-e.lastic effects on the wing,, low hinre

moments., favorable yawin'7 action, and adequAte control Do,.A-r. However,

resvonse is often sluc.ish, control effectiveness generally falls off near the

stall, and satisfactory ov.rall performance is usually achieved at the expense

of rmechanical complexity and weiht sacrifices, Finally, for a low flying

plana, latcral control at the expertqe of a net loss in lift constitutes a

possible flying hazard.

If high lift at low speeds is achieved by means of deflection of the

Y~rnne31lr nlinp9f.t. an diffnrentitn aw-urvepnnt of flapS inri-rs-d inthe flow iS

an attractive means of lateral control (3). The responso of such a system

VOKm,•.ints to b'e tentedf however, and there. trould most certainly be large

ao~rvorse yawilng 1mo1.iekitsr Thol piloblerM can be overcome by differentially

v,'.y u-; tihe' th"u,,t -- ()t' } pn91 ixs in a two rwn',,i.ne i vkch1 ne• buit once empin

COTThF' I DENTI, A L 3.

A £al sxystem (i) i-sorts en]"ltir"-ly to jet •naction for control moment,

a Iystciti w1-tc0d1 ivi.U*1rt jite "otI1:~rl for &Alt~rrnt hiaving ai icv JOx-At Wat>2

of tnertit Thout the. ,negtudirfi ?ncis eapsdnl l.y •If hovor:Tnri Miht Is

achieved. Obvlously the flow quantities required would he large, and for a

small craft designed to STOL rnquiroeints, it appears that such a system

would not only be t)o heavy but also overlookr the contrAo poower made

available ny fluid flow over the wing.

In addition to these deviees, numerous combinations have been advanced,

most of them attempting to solve each of the several imnoirtant problems

involved in slow flight control with a modification of one of these basic

types. These fundamental considerations can be summarized as follows?

(I) Control should be retained up to the minimum speed achieved with any

high lift devices employed.

(2) Control should be available in the event of power failure of any blowing

systems used,

(3) Control should be adequate over full span flaps, as well as over a

plain winrý in cruising, flight.

(Is) The weight and mechanical complexity of the system must be held to a

minim=m.

(5) For low level aircraft, a not loss in lift for purposes of control is

highly undesirable,

(6) The systA.m must be capable of high rolling moments at low fliMht vel.ocity,

PIVa4V is not the true measure of lateral control rosponse at low V

The jet spoiler has been suggested as a means over.comiing a groat nmny

control probi[. -,r at Lim h 1•.j•mo•, t•:li.o ift 9r•j.ectio.ru of current operation-nal

aircuraftt Athr~ sunoraonlc spa-dri LAdvocatf's £n'i that L lýIih vwavt dragý duo.

J 7! M80 -A ff 1;iL~g\ )teac~~~ti o wL s"t:tu (~ f ot&

h.

to "nntr• can be rnim-znd• -'-n,!i he ,;in- •.esed 'tot be we;ltenet H thb h

x..isteice) of anilnn)n:. onl thlo t-niv.tJir dr.e At v.ry loo, spoeds, moreover-

the induced seprixttion noariflties Ibe momentum effect M' th eJt. 'iecause

of the low power roquired for the system, emerg,,ency operation on ram air alone

can be foreseen. (Ref. (18) describes such an erwrer'ency system). Use of the

spoiler with PLC blowing on the wing or jet circulation control could, if

designed carefully, result in a highly powerful system capable of controlling

without a net loss of lift. This combined system would most certainly be

lighter and less complicated that the 7LC unit plus a control device

operating on a fundamentally different principal. It is with these

possibilities in mind that this study of the two-dimensional characteristics

of the jet spoiler was undertaken.

WITO, i:ll}•;•' AT,

-C-( PI{RE.VITS .m47 Swr 1 CtmST;rGArPTONS

On the b Jlsz of efemrences 21 and 22, it can be stated that the jet

spoil.e e is riot a completely new deviceý however, it is onil with the

advent of circulation control 8ystems using high vnelocity blowing that

serious consideration has been given to the device for a completely

ýiWt-egmted conltrol system, orl invcst... tors ha.ve recognized the

advantages of an air jet as a means of both decreasing lift and increasing

drag, but on the basis of the information available to the authors, the

experimentation on the subject to date has been of an exploratory nature only.

Recent studies conducted at the David Taylor T•odel Basin (Ref. 19)

were quite promising, a high velocity jet beint applied to an NACA 6kAOlO

section. Three dimensional tests by Lowry and Thrner (Ref. 18) confirm the

possibility of utilizing ram air for emerv.ency operation of the spoiler.

Work in the field first bhgan at Forrestal Research Center in 195h,

when studies of a jet spoiler on an USAF 358 airfoil were initiated. Aft.r

the major parameters were investigated, work was bei to equin an L-21

airplane with a blowing slot in the vicinity of the aileron on the right

wing panel. Preliminary rolling tests (Ref, 16).and pressure distribution

studies (Ref. 17) established the unique and promising aspects of the device,

though the power of the system was not sufficient to equal the performance of

fully deflected, aflerons0

On the basis of 'these ±monvestiton. 2 a ,mre geneval study was felt

aic.oefnalw befovu th-h full capabilities of the jA4. e•p-oxr co.09d hoe x'alized

on 'Aror-.ft, boginirag U) U C0!ipJ.,-{? .udy c:• theb -t...o dwni frjow

C ii J," ] U],:- S.WS• i

.ili[. A 'U' A. jA "- Tf' 'P ;

1ni ial tests were iiyarfonwx in the 2" x 36" smoke tunnel at %orreultal

R]e•search Center ( 'i's, 1. and 8). A varlety no flap conf.Purationx on tbin

TNW( 23015 airfoil were tested, an effort was .acle to determine the optimum

slot position and blowing angnle, and the influence of an-le of attack, flap

angle, and jap chord on the lift fall off, -LC, , Lift coefficients

were measured by the slipstream deflection method (Ref. 13) and comparison

of this data with that of succeeding tests indicates that the method gives

reasonably accurate results, The momentum coefficients were deter-mined from

an orifice plate 'low me.ter assuming, incompressible flow. It is estimated

that a maximum error of h% is introduced into the C calculations by

this assumption. Thnse tests were run at a Reynolds' number of

apnroximately 2.5 x 10".

In the second phase of' testing, pressure distributions over an !AGk 23015

airfoil with a .25c slotted flap -.ere viasured For several slot an'les and

positions, the test facility beting the t"Yo dimensional throat of' the

instructional tunnel at T.horrestal j esearch Center (Frig. 9). The pressure

distribution was indicated by a multiple manometer and photographed. CP

was measured by an orifice plate flow meter together with total head and static

pressure taps at the slot. Since these pressures were also recorded on

film, all readinl;s were taken at the same instant. The ~ressures were plotted

and intenrated mraphien.,ly, the flap pbeing .. lott. on the horizont.al

reference lineo This Viuensitated thal. a corrootioi 1' :Ltor for fElp

deflecl~ion HOf a.plied to t;lio co1)I.Hhi.rtiiitu to J1 [L,ý "or the .u-ressurx-c

,d .'i ihbulicon i:t - nor"njl on c' n u:ez do i I ilu Hf.rt

'. . -Ii -' ; . 1

1AI 11~~~cll '.'5 n [ 'A) 1--I;)-;to-,* II, 'Yic I:p 'i : sW e Is I I

CCV TT)EJTTAT, 7

in Fi, T I, These tents were perfontned at a Reynolds Number of 1.08 x 15

A £inr! phase of tvests were, run at a RN of .5hL x 106 in order to increase

the value, of .•t n ricasutred, This phase was performed with the sae, rig

as was imed for the preceding wind tunnel tests. For all tests blowing air

was supplied by compressors; in phase IM, two blowers wore staged in order

to boost the C• '

•" f~ l' ! J)] i i i,- ,

LNFI*:NTIAL8.

Modes ror the two dimensional smoke tunnel were contnicted of wood

and plastic, the rear center portion .eing hollowed to act as a settling

chamber for the jet. Base secaions were made for each of the jet angles

tested (30, h4, 60, and 900), and in ench one slots were milled at locations

from .20 to .7Oc. The slots not in use were taped with electrical tape.

The various flaps wtere attached to these base sections, each flap adjustable

from 0 to 50 de-raees. Air was introduced throuivh the 1-P-" brass tube which

also acted as a sipport and axis or rotation (wig, 1).

The pressure distribution model was fitted with IB pressure taps on

the upper and lower surfaces, and space ,'as n;rovided for spoilor locations

at .50c and .65c (Tm, 7). The slot ane ýas varied by screwing removable

brass plates into the model into which the proper angle slot was milled.

The blowing air was introduced throu-h a flexible hose to the center of the

model as is shown in (1ig. 1)

-si;] :1-' 'iI ,

f T -:- !T rA 1

V ,, IV .... TlO1Cy,.

The parameters. considered , S sE) Cv

flap type, and R wee invrstipgntcd in turn until the effect of each on overall

spoiler eoffectiveness could be ascertained.

A base plot of -t\CL vs. was chosen, primarilv because both

the win-, tip helix hanle and tolling moment coefficinnt of an airplane are

linoart th Act . and C in believed to be a reasomable indication of

blowing quantity "or any .ievice which contribuites momentum effects. It

follows that spoiler efficiency (or effectiveness) can be defined by

EC

In general, angle of attack was varied in increments of ho, other

parameters held constant. At each 0( , lift reductions were measured for

various amounts of blowing. In the wind tunnel testin-, pictures of the

manometer board were taken for no blowing and approximately five settings of

blowing quantity, and the Ct was determined 'lurin. data reduction. In

the smoke tunnel, increments in lift were detiermined usin2 the slipstream

deflection -ethod described in (Ref. 13). The IC1 vs. curve was

established by settin-, the andle of zero, lift as the point where the

stagnation streamline rmAined horizontal tip to the stagnation point, a

transit used to establish the horizontal reference.

The eno•ruis Involvd in -ieasuring 'C~l are of course completely 3i'feprent

foriu]a tunml.-J .Ir,] •Ircl tunanli mcthod2. 'Iomaeibcrinn thc snil an-,le

Snptu:oxrnn tiemit;u ýmjY. ns the accuracy o'. these tPchniques in previous testing,

5. t is !.,ý j" QIT ihtm f Crly' wvg WI!x!ee ou:Iet In thle mcaysuriementL Uf

".~ y, l, i, ; :.I I. -. • u.: .: , - ,,3

IC' tltii it" 3 i;." i';' i Ul

lieasure foV iybuiAC'e Lee, U~i lti ayr'r e'ffects in theý slot maike 'the

jet velocity rnin slot1 Para 'difficult to 111nsuecr-, tUhrob-y rmnk1inv- jaS.S Plow

dir'ficullt 130 evaluatte at tho modr,l~ 1w! procedulre usedc mar:t often in this

laboratory and was 'oliowed in thes~e tests jsi bared upon -4n orir'ice plite

flow me-ter which (-an be cnAlirated tn yield nass Pliow vs. pre-ssure Inrop

(Wvs. 4 RO ). Several setsq of Cp Is were calculated lirectly, and a

calibr-ation curve- of ¶t vrs. Ct established. The followin- equiations are

relevant to this procedure.

F - -a

nJow if A3 is assumed constant, and since 5 and 9,t can be evaluated

independently from blowing conditions,

9t

Comparisons of this line with the more exact computations indicated a

maximum error of 2"3' Even greater accuracry was obtained by correcting

for chan-me in the el'fe^tive slot area with *i The largest e-xnnrimental

error expecte-d occurs in the measurem.-ent of C1T*In the- wind tunnel model

a static oressure tan in the,, slot and a sta-tnation nress'xre tube In the model

chamber were anssumed suifficie-ntj, althouah a static r)reqsure suirvey along

the slot is advised "or more precision, Finally., a mkaximuim error of hiis

introduced by the, assumnptilon of incompressible d1ow, The error expected

-in the mf~:u~ur meritt of l-A 1 ith Uiese so-rces of' err-ovc in mIind, is +6c

ThR elnnu paMrameterzs were% r'easured wi1th sufficientb accuracy to be

I~g~c dbore-! Somel querriti.on as to the1-1 noanirlc( of' spoillr arjcle o fr' beon

~ ~ oher xflirkV§3 See ~et'~ ) ,Jueii)LdlU-'f'rWn .13LYC)It

t1,.

"81 floe ik effitwt:; act N~MIl., (ont the 1 vkr W, 'I tiof'nýes) rn-d bev!lusýnth

slot durje in not cr1 tical for snarill chan -no,; this oririnttion is defined on

the basin of' mnydn 0 r An slot trails 'qtth rennnat to tim chord Aine of t~he

airfoil.

T .I

;J .!4 [,'l! IW ,' [A tL

VC.4

\fiL )t,'VHJI,TJ

The data displayrd in Vi,u7res 10 to 37 cov•rs. the three phases of

testing, which can he broken down as follows:

Phase Para'me.ters Varied Tunnel [IT 2a

C4, i f)e )C{. smoke 2._ ,x10* ?5c slotted

.20c STAlit,25c plain.1,9c slotte-d.hhlc plain

Ii 9f • winds i7XIO6 .25 ac slottednressuredistribution

III 0< wind 5hxlO6 *25c slotted

The smoke tunnel pictures (!'igs. 3 to 5) are offered as representative

of the flow picture with spoiler in operation. In particular the path of the

jet and the well defined senaration point are shown. No drag information is

presented, though (Ref. 20) indicates that the jet spoiler effects consider

able drag increases ( A4i on the order of .1). From a jet control View-

point, this behavior produces favorable yawing moments and is hi-hly desirable,

It is possible that syT.mtrical spoiling will prove a practical means of

controllingý Irag. Application of" such a systei to dive braking and landing

roll brakinj should be considered.

L1inited pitching moment data is cont^ined, though it appears that for

blowlng in the vicinity of the mid chord point pitching mome-nt effects ax-o

qutlt low-0 Intuitively, pitching moment due to the action or the Jet

butjomcj rnpidly nose down as the spoiler Is moved fartber to th e r:• • of thi-

point.. 929 :! inddica-V- 911f g'kt nose dUown! ptching moi ,.ment ice nts with. th

, yJ>.t i I. - ' ¾'j:. l ¶VZ d:;/ u bt, i.. v III v;l1 as x; : 1T r : ¼% LtY0. 30,, ,t !

bo ii. , 0 4

tI~ ~tu flr ; Ne4 £5 ( I1~ !~r}AP r1

;) x bt iut~t .A

M.~~~~ !JS G!,,;;T

A spoiler is .,,enr1_aly thoull"ht or" as naon devino which. whtn projectod

fromrn the upper or lower qurface of a Ain-, chani.ems the aeroly•i•piic forces

applied to it. Tle resulting hr(akldown of norntinuouis flow is referred to

as 6Lp•-r,,uii 11 ual, be am•sociated with chan•,es in circu-lhtion and

pressure listrihution about the surfaco. The existence of' the separated

re_.ion precludes the use of the normal tools of theoretical analysis (see

appendix), and it is hopd that tni. data herein presented will be of value in

the dev.lopment of serni-tepirical approaches to the oroblem. During the

,compilation of this data several characteristics of spoiler flow_ i.e. forced

separation, were found to act, simUJtaneously toward reduction in wing lift,

these are:

1) Modification of the pressure distribution within the separated region,

In Phase II of test~ini pressure-drops were observed aft of the spoiler

slot. This phenomena tends to reduce the "response" of the spoiler

control.

2) Direct effect on the ciroulation of the win-. Since the jet supports

a well defined boundary (in effect a statnation strearkline). the effective

thickness and camhber of the profile are severely modified. (Admittedly,

use at the tebm "'irculation" should be limited to steady, attached flaw;

but the effect of forced separation, is sim•ilar to that of other

Circulation con i;xl devi,;es)

3), Effect on induced flow- throQUh flap SlOt.s within the :;:)a!rated rerjion

'iT'rfis becoies criticaJ.l on:i.,/ for low valu,ý.• of'

L!.) DIOwct ricti~ori 0. thr! jnt 9aL I~he mp-c-",ofil o ,_ (1C d Tx, t|ho

)(a eto: VT~Y2~V~ HLt~11I1o.1v ý1 r-ip].% t

1¾ Y I , ' 10" fFA

Tfe ;irr fuw't i 11n, o-r' "ninn or, annl-hor o' th. V' Ir;om-

pnra•u•,ývýr :tudiel, ar(Id cannot 1-we considered ns cornplntely isolate-. phenomlnao

2. TLfect of AnTl of Att clk

As! can be seen in r'i,. 16 blowint- efficirncy, defined as!

is !ýrtest for hlTh C, Is at low aw, , and low Cp's at high

Th.n is: a good Indication of the ease with whirch the circ'ilation about the

profile can be altered at various angles of attack.' The Fi ,•ure referred to is

for a spoiler location X of .65. It is important to realize that these curves

can revense themselves for another spoiler location. As will be discussed in

tho next section. the optimumi po.sition for the spoiler is intimitely affected

by the anfýle of attack,

Fiaýs. 10 and 11 iivp the effect of R-N and Cr on the basic lift curve.

It is significant, we feel, that the effective slope of the lift curve is

affected by blowing, for in certain '.ases where syrmetrical spoilers might

be used to increase the airplane dra-,, such behavior would have an important

effect upon the stability. Once arain, spoiler location will influence the

relative importance of this parameter.

Pigs. IP to 15 -ive a Tooi indication of the inrience or an,!le of

attack on the spoiler eaerectivnness. At hi•,h an-les of attack, most data

displayed a fall off in the efficiency of' hih hlowin- due to the stalling

of the profile, For conntant CIA . a fall acf. in <i of -rom 0 to, .3

was observed while varying Q( fron 0 to 120.

It Is obvious that if a ,Jot spoiler type control is to be designedp th,

ran,;e of an'le of attack throu'h which oper-ation is desired will -nflluerice

thehoic of-01'- COfi1 ' tin. The obJle-i 1 i not ,;( ~i-uch ob-~it ýt tJ-we-n solý.

O'D-I oj.evo at ,orlo atL , or a ek,, ,•ni i'oe ts h.fowiclr.c3 ý-, ? t4l.r-ou ,0o-'1

{ 1 )I::", ': -I'i : ,

(4OtT T.I I.. !11•

and 0 angle of attt'ck. Thils effect has been mentioneed by other investigatrs,

and ca~n be ttrAcad to a tý1reat_'r h1Iif-t. incr~mqse (bit to the presnure dr-opj aft of

the spoiler tlha lift reduction due to decay of circulation. It was found

that this distuiAinq condition could be alleviated by sealinfg off the ffap of

tion of the pressure drop is due to the induced flow through the flap slot

caused by the spoiler Jet. It should be MIentioned here that the pressure

aft of the slot at all timaes had a low gradient, obviously due to turbulent

mixing,

A second critical region of operation occurs at low an,>les of attack,

with the spoiler blowing at 0 - 300ý R less than .5. Early smoke tunnel

studies revealed that for low (,'S, the flow would separate at the spoiler

slot, but reattach before it reached the trailing od.e. The stream of high

energy air then reenergized the boundary layer and effected slight lift

increases. This effect was never noticed for the spoiler configiration

finally selected "or extensive rtuiy.

3. Effect of x

As has been mentioned, the ,spoilpr chordwise position is of ,reat

importance in determinini the overall opration oP the jet spoiler. Ti'!s. 17,

18, and 19 indicate its effect. Althou-h the optimum position moves forward

with angle of attack, a loc-ation in the region of .60 to .70 offers the

highest efficiency throulhout the angle of attack range studied. The optimum

Pos-ition for any C( is a function of the stability oP the boundar, J.•yer

.JonH; the choird, an observation that points up ot %ipo:. ,at tlinJtDion of

lUi•e ;•-i~~Ah,]i.•, X.' a lif"t aiy•-L a t ~ioI :-i'Q[ i t II- O (C [ JiQ Ut

i*"J (""i) '-' i oil th, O- 1 Ikt'

slot clos'er Lo the LraiU.lttg nd',e. Such a sy -t would be exiPa1moLV. res-ponsivc

to hi•h an-les of' attack, and sinc. lateral control. is definit.ily crit-.tcl.

in the VTOL andl STOL craft now unier study, further investig-ation into the

use of the spoiler in a high it blowing: system should be considered,

A second limitation upon these two dimensional test lies in the

appl-ýVcton of t.h,-eslt to th-inI 1ie , Tt> Is r trobble LrthAt the chotd(w.Lte

location will be critically dependent upon the flow at high angles of

attack, and it is possible that a more forward location will be necessary

to satisfýr control requirements during takeoff and landing6

4. Effect of o

As has been mentioned, early smoke tunnel studies showed that for 9 -

30•, a small bubble appeared aft of the blowing slot for low C.^I'b ,

indicating a reattachment of the jet and a correspondin- reenergizing of the

boundary layer. As 9A was increased, the "bubble" elongated until the wing

stalled abruptly.

It was deciIded to limit investig,7ation of B to the range of h•5 to 90

degrees. Intuitively, blowing at a 0 gýreater than 900 will approach a

condition of tangential blowing on the upper surface, a means of increasing

lift, anI is only of importance if the spoiler jet is to be rotated to a

position where lift increases are desired, as mittht be the case in a

differential control system.

Subsequent smoke tunnmel studies proved that the angle of the jet can

vaxy from V -to 60 degrees with :good results. An angle of 60° was decided

upon arg offering the htrbhest relati-ve effici entr thrnu•ghout the rang-e of

rt-uiY2.n-lg Although tho blowing oft'ectivonrss is somewhat l.ower than that of

VAs )0 WAT vr low C- aove a -vt isJo of 01! of, t.enn i'sgcm-ht

G) 1-1FT A~T~L17,.

Gorware,1 to the othior nnramietor-s studi.e.s, - is of secon,)ary

i•wportance,, Q'ern(Pe to 2)1 and 25 shows thet the effoets aRe erratic,

and often I]i.ible. tn mopt oem-s ihere -Yas a .3li~ht fall off in

erfectivpness as the flap an-ýle is increased, though the effect at low C Is

"LdI)Lt be i~VJ IL rU'i LU±L U rJA,. &£11th z flu 1fl(JUU'L , t~ilt!

condition or' the hounlary layer on the inpper win- snurface is affected by flap

defliction, and it can be expected that some shift in the optimum spoiler

location along the chord will be Pxprrienced in going from a clean winw to

full flap. This effect will be magnified by any circ•,lation control system

employed durinj landing;. !U.ithin the limits of this report, however, the flap,

operating within a separated re-ion at moderate C ' s. can be deflected

through considerable An-les without seriously impairing, the spoiler

e ffectiveness.

6. Effect of -lap ronfi-uratiou

On th- basis or the data represented by A4g. 26, there is no reason to

limit the applicsbilit• of the spoiler to specific flan types. For

slotted, double slottAd, and split tyDes there is no large differenep in

eF'ficiencv. This is lortunatp in that other specifications on the landing

p-rformance of the aircraft will no doubt dictate the type of flap used.

Due to the high C(1 of some of the new v-ctord slipstream designs.,

some effort was directed toward determination of the influence of flap chord

to wing chord on spoiler efficiency. As can be seen in ncig. 27, there is a

rajd fall. off, in Ppe-rfo-uce P. the flap chord 1s increased, and It is

Sfr)m t•n siundpoe:nt of Jet spo:iler con~tr. to lIImit the C4,

to, '

(Y If if ,Iifh f.

COIW i U;NT'IAL 18.

7. Momentum Contribution of the Spoiler

As previously st~ted, the force contriliution to the profile due to the

isolated jet is by definition equal to C4 . Therefore,

- Žb ' C,. L" eThe momentum contribution to pitchinp moment is then

LS Qwhere x is the distance from the slot to the a.c. of the section, The values

for these coefficients are given in Fig. 28.

8, Pitching Moment

Although only7 limited studies were made (by determining the centroid of

the pressure distribution) it appears that for spoiler at .65c, there is only

a slight nose down (negative) moment about the a.c. with C . (See Fig. 29).

It is felt, however, that the problem becomes more acute as the spoiler is

moved farther aft, and recent wiork on the jet flap indicates excessive moments

for trailing edge blowing (P-f. 14). Since for a spoiler these moments are

positive, there is somp position between .65c and the trailing edge where

moment increments will be minimized,

On the basis of the wind and smoke tunnel tests, the prediction curves

(Figs. 30 to 33) were prepared for prediction of spoiler effects on an IIACA

23015 airfoil. The critical region of these curves can be seen to be in

the CtA range from 0 to .025. (It should be remmbered that this data is

for unsealed slotted flap, hence the slightly positive lift incrennts ii

this Ce range). For the highest !Reynolds Numbor tmited, (1.08 x 106)t

considerably greater lift reductions uere exprrienced than in the othor two

series of test4s,• The rsults have been verified seve•rnal timos, and it appears

tfi-a- n oyi A etil. TIT Yni-RhK h~lvro bno ýuaafioc'i(1 AI-Xir(7 tjji, SToi'1Jer oocs~;~~ti

~ ~ 1>a~'i ~1u of 1.'~ t shonlcl V),- cr-tIh thant tllt 'O~f! or

'Th' [I),ATIAL 29,

the fligohts tests mintioned In thn next section varins from '3.? x 106 to h.h x

10 6. The effect of the large RN on spoiler offectivrness has not, yet been

ascertained in the wind twnnel.

VIII. Exttnsion of Data to Three Dimensional Flow

Under the present contract a model is now under construction which wifl

enable force tests to be. run on a scale half panel of the L-21 wing. Attention

will be directed primarily to the optimiun spanwrise location, and the attempt

will be made to correlate 2-D smoke tunnel data, 3-D force data, and flight

test data in an effort to reach !eneral conclusions as to the possibility of

predicting the effectiveness of jot spoiler control on arbitrary plan forms,

as well as to establish the value of the syvs-tpm on lifht liason type aircraft.

In an effort to check the value of these tro dimensional tests, a rough

calculation was made for the rolling moment due to spoiling of the flow on

an L-21 win-,. In (Ref. 16) T. T. Sweeney gives preliminary results for a

blowing system which directed air at a Q of 45O, an Z of .7h, and this data

plotted in Fig. (3h). Despite the differences between tne two airfoils,

agreement is satisfactory. At the present time a modified blowing system

is under consideration which will enable higher ';a Is to be reached on the

airplane. It is interesting that Sweeney's data establishes the feasibility

of using ram air power for energency operation, for he found control to

quite adequate under that condition.

20.

7, Cnzoto -ntions, an(1 7bocon-mr-nda 'I.!on.3

Two dtionsional tests indicate that the jet spoiler has possible

application for a variety of wing flap combinations as a Corm of lateral

control. No critical ranmns of operation were observed which could not,

with careful desiin, be eliminmteAd. Some investii.-ation into the effect

of' R•eynold's number, as well as the interaction between lift augmentation

and jet spoiler systems, is recommended.

The most important parameters from the standpoint of desirnning a jet

spoiler control for a particular Ain- are 7 and G. These parameters

interact, and their optimum values are directly dependent upon the angle of

attack ran.e throuth wh•ich the snoiler is to be oper-ated. The Jet

spoilerby ,narnifvin.', aeroeiynamicallv a pure~ly momentum affect )can be a

po-Terful ireans of alterin7 lil t on a winr utilizinrw a relatively low power

blouina sqs ter.

IoAaniv'ki -.0. ProbleI(m

Pl1 1enira onl has lory- b-on a Ni erlnomma h 0k1)leo of 'i analyzedI

tlionr'-ticaqly witth anly acciirany, ýAp, ý!nn bp attrihutnd to th,ý- many

vari~ab"-! attached to any viscoiis I'1014 nrwor an airi~oil. ."o'rie thou-1ht has

bh-'en -7iv-n, ho-ievor, to the- r)ossib-Aitvb of' txt-ndinrý ~snill p-tnr1batic)fl

airfoil th-'o~r to t'rTo dimennsional airfoils from whiich is lirectnd an

i~nfini~tvly thin sh-ot of' h-i ~irv-~locity ;iir.

,alavnrd. (in R(ef. i)h) has hal] -ooT aqrep'ient bePtween test data for a

trailiri" '-dF~f "jet -,-lap" and a t~heoretical analysis based u1non a linearized

poto-ntial thi:-ory. "'his confir~uration is identically anl inveýrted jet

sno iln.r placed at the trailingr -dP

al-valI Lii. rsoluticmi f) -v ýLeiation to hre, of' th, 4form

&c~4~+ coo(~>ntc- a !ioliition 'ollows intiuithrol- 'rorn Vi- natnre of thPlgncu- hu

th'- pirrroil. 'ince- tWýv a.-.si3m-tion is made thait th'- *J-t is concenitrate-d to a

thu heet it is in1 ALffect a solid O~xtr'nsion or' t,,-~ nro~'ile, a-13 til

aero-ýv'naitcn o~f"Act, of' the spoiler .in tho citrC-ul-tion of the1N rctuioni carb

gienaratod from the momenltum transrpr iitilrii this shent, The latter becortes,

In o~ft'_ct, !:.relyv a line of volcioity Aisconthinuties.

b~l\ il tii~ 10 L'f l~l hTIrTflOU1( "'n~irl y an ci ot~ricai aiialoey,,

4 Vrv'Ii~ .07nf 'iih--- , \ 1 r corr(M3201'dinr to tho

-1 Un4 il~o-i o .1c , rd I a i 1. i. I ' ':E1U~'i ILS, fl~iC A01tO tOst

;.Or the- c-mr tit B ill thell cain %i' >½ 19. ~ vit rfeslt, in

ro5itri(- Wt " i q;mii anriesI(, of' attack n!-,tc~inl to 4 t-r~ailliJ dvele

it is jtrntr to note 'P,13 'rThore- A<-- is lrinealr -wi~th ior

a plain li- On the has-is oft this- dIata, it is fc-'lt t~hat an cflutGitof of

the form

represents thlese cuxwc., s or snoiler .1ea~ioins aft of thr niA`--Chon1 point,

The ma~jor dif~ficult~y -with t :15 'mwniraus,7ation appears at low Cr' IS. f'or the

linearir7atioi dtoes not holdI in. th.is reg-rion. "ho alte-rqattv,- is to adjust

thet eoýuationi to tie n~oint of' intersection wit)) the )X axis. Then,

'-here is a riinctuen of o( and r-oz-sent. t.hj!- intfrq-ection (valid

only for CK>,Z01 .) Thi5Y equation is hnlpflU only fro- t-11 standnoirnt

or indioatinc- a possible form o" ih ol'ition, Ibaseq ntri o xnr:i-aa

workc

Sis rirt her exyntnctelb the- nrediction o7 jet !snoiler effe~ctiv'nerss at

statiorts j'orzird of tanp trailin-' ed',e is much "mor complicated than ito ennm

tn--ated by -alavazt,, dun to the e:ci'2tolron of a reg-ion of 7---.ara':ion, PThe

only app roa-,ch which anpeýars at thinis tlisr to have- -ierit coniside-Irs the' flow

nathe -et to act as a free Asr'arn±un oni thr unner surfsce ot' a r&-±on

of. "dlead air" at free tra statisr rwsur hmowrhuidvarvt is also a

frre sttream-line, from tOn tmailim? edr

23.

xmntl''tt tViel einitvtir",of U.- t jt L- doter',ii.'rQ Ir, tie n-resfmro differential

acres:;i, ;: lisbon? ,Lfl T thFm 'low !by lim-tin-, it to s-ial -i-,rturba tions,

one i., able to connect the pote-itiC,- alo'i- the- uvper surface -.- tý-e Aclt to its

kriv.-t LiLye.

hiis ostab]ý i hes on>, n portion o:' t>q, bowl ifary of the' flow. Albhiou:,r the

detail-d cn ~toshave riot beicarrted ont- at this ti-to, it annears that

i t -i -'4-l b-e noss~ible to n:t&is u'-'icient. imunlary con~litionsý f or anelectrical mnale -v. 'rl'he na jar ani-ro-isintion, ht 0 eeitn~o'fe

strep- sttatice pressure !'Ithiri tl'- urea "ýOUTiOUd b-' 2 ree srani",i

conisidertly1) in error as actual>- T.his 'wmssure in, much. lo'-i-er. 'This fact,

torter wth thnrassunijrnqdd~ -.rohablv. limit the use oQ7* the reslt

oý r sch a calculationi, an-. it- is f-hlt that e-xrorimenta-l verification would

still re-,ain necessa-ry b~eforea ada)tvion of the jo-t spoiler to a narticijiar

lifti'i- suirface coulddb conside-red.

I II 7T i,'ITA L24k.

1. Ashkenas, I. L.: The Developrnent of a Lateral Control System for Usewith Large Span i.Flaps, NAGA TM 1015, January, 19116.

2. Young, k. 1).: Lateral Control with U1irh Lift 'k)vices, R. and 1°. No, 2583,1951.

3. Lowry, J. G., and Liddellp R. P.: Wind-Tunnel Investigations of aTapered Wing with a Plug-Type Spoiler-Slot Aileron and 'FuIl Span SlottedFIapn, WR L-210, July, 1942.

h. Rogallo, 11. M., and Swanson, H, S.: Wind-Tannel Development of a Plug-Type Spoiler-Slot Aileron for a !:incr with a 'i1Span Slotted Flap and aDiscussion of its Applications, WPR L-020, November, 1941.

5. Jones, A. L., Lamb, 0. P., and-Cronk, A. 1.: A Method for Predictingthe Lift Effectiveness of Spoilers at Subsonic Speeds, Journal ofr theAeronautical Sciences, April, 195,.

6. Weick, F. ,., roul,, H. A., and fIoucth, ". 'I.- A ;iýi-ht Investigationof the Lateral Control Characteristics of Short Wide Ailerons and VariousSpoilers with 'Afferent imounts of 'in- Dihedral, IROA Report h9h., 193h.

7. Wenz-imner, C. J., and •ozallo, '. '.: Wind-Tunnel Investigation ofSpoiler e~floctor, and Slot Latersl-Control Devices on ':!ings with Full-Span Split and Slotted Flaps, TIACA Report 706, 191il.

8. Coleman, ., 3 , and Tilbury, r. H.: Sone Wind-Tunnel Developments of theSooiler as a Form of Lateral Control, 7. and HT. No. 2586, 1951.

9. Kerr, C. E.: Fli!ýht Tests on a "alcon with Spoiler Lateral Control, R."and M. 'lo. 2491, 1950.

10. Soule, H. A., and 'lcvoy, 'I. H.: Mli-ht Investigation of Lateral ControlDevices for use with Flull-Span Flaps, 1ACA Report No. 517, 1935.

11. Harris, T. A.• and Lowr!, J. ;.: Pressure Distribution over and NACA 23021Airfoil with a Slotted and a Split Flap, "4AGA "eport 'o. 718, 1941.

12. Theodorsen, T., and ]arrick, I. F.: (leneral Potential Theory of ArbitraryW-ing Sections, MCA "kenort '4o. V-2, 1933.

13. Knowlton, M. P.: A Theorptical Investigation on thhe Determination of LiftCoefficients in Two -:1ienrsional Smoke Tunnels, Princeton UniversityReport 'Jo. 2R9, '"arch, 1955.

11j, Malavard, I., Poisson-Quinton, Ph., an-] Jousspran ]oý, P.: Theoreticalan:] xCperimr'ntal 'tbilies or "Circ'lation "ont!'ol. Translation byBerthof", m M n . Hazen, - .n Princeton T!ni rs, itv "•port Mo. 358,

July, 1956.

15. Sweoney, ~'. R.: Rasic Control '1aracteri-t.ics o' the L-21 \irplanf.frincetori ITniversitv -4,port lTo. 2R7. '#,hvqM,. 191",

.T !. ". ! EL

25.

160. 3wo•emy, T. F,.: P'eliminary ;,ull Scale leasureetients of Jet Spoilerreit'oiranoe on the L-21 Airplane, Princeton University Report "No. 291,!'arch, 1955.

37, Powell, 1. G.: FAull Scale Pressure Distribution Investigation of aJet Spoiler on the L-21 Airplane, Princeton University :?eport 'To. 308,June, 1955.

18, Lowry, J. G(., and Turner, T. i.t Low-Speed Wiind-Tunnel Investi'Tationof a Jet Control on a 350 Swept Wing, '?CA IM L53109a, October, 1953.

19. Ballentine, D. i., and Barnard, n. A.: Two-Di9'nensional: Wind-Tunnel Testsof a Jet Type Spoill-r on an NACA 61A010 Airfoil Section Equipped withlligh Lift Devices. 1MM.

20. Attinello, J. S.. An Air-Jet Spoiler. Navaer Report mR-1579, August,1953,

21. Stein, H.t Guided Projectiles: Trials on Wing using Jet Methods forIncreasing Lift, Unt. 329T.

22. Gothert, B.? Eiffectiveness of a Spoiler at UiZh Subsonic Speeds.nps. and Translations 1o. 36t1, •ritish . (A) Volkenrode, February,-19h7o

Notei Though not presently available to the authors, 'eferences 21 and 22

were listed by Attinello in :Zeference 20 as reports of early

expe6rimentation in the jet spoiler.

-% V rf T

. . . ." , , I ,

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