RM NO. A7HZ9 -

RESEARCH MEMORANDUM

HIGH-SPEED AERODYNAMIC CHARACTERLSTICS

OF HORB AND OVEREANG BALANCES

ON A FULL-SCALE ELEVATOR

BY

Joseph W. Cleary and Walter J. Rrumm

Ames Aeromuticrl Laboratory Moffett Field, Calif. 0 TECHNICAL EDITING WAIVED

NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

WASHINGTON N A C A LIBRARY

3 1176 01360 5267 "- .-

. .

* By Joseph W. Cleary and Walter J. Biwnm

SUMMARY

High-speed wind-tmnel t e s t s have been conducted of horn- and overhang-kahme elemtors on a full-scale, semispan, horizontal tail. The effects of unshielding the horn and of unsealing the - L' tc werhang were investigated. *K. t-7 ' .- . .

A..?--!? . i

Analysis of the data shows that shielded-born bdances can be/. .*y- ".

used advantageously t o give 8 positive rate of change of hinge- mcment coefficient with angle of attack, or when used i n conjufction with an mer- balaace t o limit this quantity t o a small value. Although mahielding the horn caused considerable overlalancing and a relatively large positive rate of change of h i w c m n t coeffi- cient w i t h angle of attack, these quantities can be regulated by appropriately chooslng t he horn area and. chord, Cowre- cawed slight merb&lancing with the horn balance shielded. zlhe overhang having a balance chord 33 percent of the elevator chord a f t % of the hinge line dfd not overbalance the elevatm below a Mach number of 0.825.

Removing the nom seal from the elevator oaused a slight reduc- tion i n the elevator effectiveness but no important changes in the elevator hinge molaenta.

In general, the elevator effectivemas decreased and the lift- c m e slope increased ae the Bhch number increased within the IMts of the t e s t s .

Vaxious nrsthods have been devimd f o r relieving t he excessive control forces experienced in airplanee when metnsuvering at high speeds. These nusthods usually incorporate aome farm of controlrsurface balance the main function of which is t o reduce the aerodynamic

.

hingedlanaent coefficient and st i l l give a desirable rate of change of hing-nt coefficient wlth angle of attack. h k a y of such belancing devices are subJect t o the adverse effects of cantpress ibil i ty. These effects can be m e t accurately evaluated by testing the actual control surface.

Lift, drag, pitching mnmenta, and elevator hinge rmJments were masured. Critical Mach numbers were btermined a t two atatlone from measuremsnte of the chordwlse pressure dietribution.

Larg€+€mplltude vibrations and the resultant structural deterioration limited the maximum Wch lUlPiber t o 0.75 for moat of the tests. Far t e s t s with a reduced semispan, however, the marimum ~ a c h ntIpiber wae extended t o 0.&5. he Reynolds nuniter range extended from 6,400,000 to 16,900,000 BEL s h m in figure 1.

The overhang b- had a chwd of 33 percent of the elevator chord aft of the hinge line. An elevator nose seal extended over

J

.

the over-balance portion of the elevator unless otherwise noted. The gap between the elevator nose and . the stabilizer was 0.75 inch. Table I gives the pertirrsnt dlmmsions and areas of the various balances. The coordinates of the elevat-hlance profiles are presented in table II. These coordinates are plotted in figure 5 t o show a canperisan of the narmal-nose and elliptical-nose horns.

The s t ab i l i ze r and elevator were fabricated Frau r fbs and spars of aluminum alloy riveted together and covered wlth a flush-riveted a l u m i n m l o y skin. The surfaces were smooth but noticeable wavinaes existed over both the stabilizer and the elevator.

The data were taken with the elemtor set at fixed angles. Elevator angles were measured at the root with a protractor mounted

. on t he stabilizer, and were later corrected for the deflection due to air loads. Elevator hinge pholllents were emhated by mastwing, with a calibrated electric strdn gage, the strain mosed on & steel cantilever restraining amn.

hasuremnts .of pressure distribution were made for a l l balances except the elliptical-aose horn f'ram orifices i n chordwlse rows on the upper and lower surfaces of the tail at stations 52.6 and 108.0 Whes from the root.

The coeff icients used i n this r epor t &re def insd as f o l l m :

t drag coefficient (D/qS)

L t o t a l lift, potmas

D . t o t a l drag, pounds

NACA RM No.

pitchiw ru0rmn-b a b u t the 25percent point of' the M.A.C., f oot-pounas

elevator hinge mcmmnt about the hinge line, foohpounds

free+stream apmntc pressure (1/2pv2), pounds per s q u r e foot

m&8s density, slugs per cubic foot

f'res-stream velocity, feet per second

total area of the semispan tall, square feet

f301dSpan of the horizontal tail, feet

man aerodynamic chord, feet

e l e v a t o r area aft of the l ine (one elevator), square feet

~ t p ~ & n square chord of elevator aft of the hinge line, square feet

elevator span (one elevator), feet

local stat ic pressure, pounds per square foot

f'ree-stream stat ic pressure, pounds per square foot

In addition, the following synibols are used:

aspect ra t io

taper ratio

f'ree-stream Mach ntmiber

c r i t i ca l &ch nuniber (the Mach rimer a t which t he Plow m r the model first reaches the velocity of sound)

Reynolds nuniber

angle of' attack of the tail, degrees elevator angle, degrees '

." .

5

The subscripts outside the parenthesis represent the factors considered constant during the masuremsnt of the pramters.

cormctirms for the effects of the tunnel boundary on the aero- dynamic chasacteriatics have been made by adding the following:

AX = 1.03 & (degreee)

9 = 0.0180 a2 Corrections to the pitchi-mrmt and elevatar hi=-nt coefficients axe Bmau and have been neglected.

Blockage corrections due t o the tail have been applied t o t he wind-tunnel Mach number and dynamic pressure calibrations.

I

Aerodynamic Characteristics

hrhang balance with shielded and d i e l d e d tip,- Tests were made of the overhang balance t o serve as a baeia for evaluating the aerodyaamic c M m t e r i s t i c s of the horn balances. The t i p of the balance vas thsn unahielded to study the effects of compreasibilitJr on unshielded balances, Figures 6 to 9 present the miat ion of lift, drag, and pitchingaomnt coefficient8 with k h Mmiber for the overhane; b-es with shielded and unshielded tip. Parameters

6 EAGA RM No. A m

expressing the variation of the lift-curve slope C&, elemtar effectiveness we, and the rate of change of p i t c h i w n t coefficient and 1Wt’ coefficient wlth elevator angle Cw, and

are presented i n figure 10,

No adverse changes occurred i n the vtwlation of lift, drag, and Ear the shielded dverhang balance, . (& Increased from 0.68 at 0.30 Mach number t o 0.87 at 0.75 h h number while Q, decreased from

.. pitchi-nt coefficient wlth k c h number below the limlt of 0.73. -.

? 0.034 t o 0.024. These changes in the lift; parmters produced a - u T,Y- rruarerical d e c r e ~ i n me fkcm -0.50 to -0.283” the same &ch balance also show a decrease in a&, for a similar r ~ p g ~ of k c h lnrmbers. With the overhang tip rlnnhelded, these effects became m e pronounced because of the lower cr i t ica l W h number of the unshielded aectian. Table III presents a s m of the more important paranvsters which illustrate these effects.

- .I . nuniber range. Da presented in reference 1 for a similar elevator

The minimum drag coefficient of the tail with either balance wae approximately 0.0093. The perceptible rim in drag coefficient (fig. 8) with the overhang t i p unshielded a t approrimately 0.65 Mach llumber is attributed t o the lower c r i t i ca l Mach number of the unshieldsd section.

The hi-nt ooefficients for the two elevator bslances are presented in figure U, while the variation with &oh number of the rate of change of hingeJnmtlent coefficient vlth angle of attack and elevator angle (ch, and C&,) are shown in figure 12. Table 111 presents a eummry of vdues for C k and for all the balances. From the data presented, it appears that the principal effect of compressibility on the hi-nt cheracterlstioe was a numerical incream in chg, for both the shielded and unshielded overhang balances . Although *e balance effeotiveness wa8 increased a t low Mach number8 by unahielding the tip, no particular advantage was observed at the higher k c h nunibem.

Effect of seal on the overhang balance.- The aerodyna&c characteristics of the sealed Ebnd unsealed overhang balance are preeented in figums 13 t o 17. Values of the principal parameters which signio these characteristics are tabulated in table III for

NACA RM No. A T 9 . 7

.

Mach numbers of 0.30 and 0.75. Removing the s e a l f r o m the overhang M a c e reduced the lif't-curpe slope CL, sl ight ly at all Mach numbers below 0.78, A reduction i n of appoximatelg 3 percent occurred for &ch nMibers below 0.825. A corresponding reduction i n

of approximately 7 percent occurred.

The elevator hlnge-moslent characteristics, as presented by figures' 18 and 19, ahow a atable variation of a s e at all. Mach nmhers. With the overhang sealea, increased numrically from 4.0&0 at 0.30 &ch nmiber t o -0.0058 at 0.823 Mach nuniber, an increase of appro-tely 45 percent. Unseal- the elevator decreased f o r a limited range of elevator angles at low k c h numbers but the me& characteristics were not affected. The pazameter had a s m a l l negative value with the elevator sealed o r unsealed f o r all b h nunibere.

Effect of horn balances.- A shielded nomnal-sose%orn was added t o the overhang t o invectigate the danger of merbalance with this t m of balance a t high Mach nuribere. The horn was then unshielded t o determine what benefits might be gained. In order t o alleviate the luge pressure peaks anticipated ne= the nose of the unakielded nomnal"nose horn, additi0im.l t e s t s were made wTth an el l fpt ical4ose horn. The force, pitchTng-ntomnt, and elevator "omnt charac- te r i s t ics f a the horn balances are presented in figures 20 t o 28 and a sumnary of thew characteristics is given in table III.

Adding the shfelded horn to the aperhang did not agpreciably d f e c t the l i f t , drag, or pitching-nt characteristics of the tail. The numerical increases in ase and as, are attributed to the increased area of the elentor. Unshielding the 11orma3r11ose horn, however, caused a 12-percent increase in C& at 0.70 lkch n d r . Unshielding the harn lowered the critical. Mach amber of the horn. section, thus activating compressibility effects at a lower Mach nuuiber.

These effects of c q r e s s i b i l i t y on the lif t character is t ics of the unahielaed horn caused an appreciable increase in -(&&&)M when the I k c h n&r was increaeed From 0.20 t o 0.75 . The aerodynamic center or the tail was shifted rearward. Echis shift VBB in addition to that which occurred when the horn was unshielded.

.

It is apparent &am the hinge+mmnt coefficiente for the horn balances that additiona3 balance cafl be gained by unshielczing the han. Thie additional balance appems t o decrease with increasing W h nuniberr However, t he effects of compressibility axe not conclusive in view of the limited Mach nuniber range. AB will be aham later, large pressure peak6 occur over the horn. W i t h the horn unahlelded, these peab are sensitive to changes in either elevator angle or angle of attack. Conaequentlg, a large positive value of ch, (O.OO72 at 0.30 &ch number with the namd"se horn) occurred with the horn unshielded. This condition, a0 d d be expected, becanes more pL.onounced at the higher Mach numbers. Altering the narmal+~~se horn to an el l ipt ical eectim, & effectively decreming the nom radius, proved to be of l f t t le value for changing either cha Or. %e*

Although averbalancing wcurred with either "des horn, the overhang with the rulshielded tip did not overbalance for the Wch numbers of the test. It is apparent, therefore, that by an appropriate selection of u n e h i e l d e d & n b w e mea and chord, averbalancing cazl be eliminated to a Zkch numbr of at leaet 0.75 while 8~~119 choice of' C& and he can be retained.

In connection with the aerodynamic characteristics of the tail, the effects of surface distortions and structural failures #.ha M considered. A t high h h numbers, noticeable wrinkling of the eurf'aces and twisting of the stabilizer and elevator were observed. These distortions appeared w0t semre with the horn unehielded. It is reasonable to aesume, therefore, that the effects of Mach number as gresented in the figures are Bue t o a conibiaation of cnmpressibility aod tail distortion. Several structural failures of the model may have caused ~ 0 1 1 ~ 9 misalinemsnt and warping of the surfaces. The unapmmtry of part of the data may be a. reault of these structural failures.

Critical Mach Ntrmlber8

W A RM No. A m 9 i

, of t he elevator hinge line. These p a s u r e peak8 were the 8omce of the laxge amount of balaJlce developed by the horn balances. It is appamnt f r o m the preseure data that the unehielded n d 4 o s e horn was sensitive t o changes in either elevatar angle or angle of. attack. This eensitivlty is the r ea~on for the large positive value of % that occurred with the unshielded balances.

Q

The c r i t i ca l hch ntndbers of the wwioue balances B;FB shown i n figure 35 for 0' -e of attack and several elevatm asgles. Since the c r i t i ca l &ch nuufbers were not reached f o r 8ame balances 8% elevator m e s near 00, t he data k v e been extrapolated when mces- m y . 5 c r i t i ca l Mach number of the shielded horn and overhang balasces at 0' elevatar angle w88 approximately 0.79. Deflecting the normaLnoee horn balance lowered its c r i t i ca l Mach Illzaiber at a more rapid rate than f o r any of the other balances. Unshielding the n d - n o s e horn reduced its c r i t i ca l Mach ntnnber agproximately 28 percent at Oo elevator angle. A eiruilar reduction occurred when the overhang t i p V&S unahielbd.

?Yo significant changes occurred in the spamrise variation of c r i t i ca l W h number when the averhang balance was employed. Uhealing the overhang did not alter its c r i t i ca l Mach number appreciably.

- CONCLUSIomS The results presented in t h i e report lead t o the following

I canclueions:

1. The overhang balance having a chord equal to 33 percent of the elevator ohord a9t of the hinge line showed an inorease of approrimately 45 percent for the numsrical rate of change of elemtar' hinge-mament coeff lcient with elevator aagle % between Mach numbere of 0.30 and 0.825. Removing the seal fro8 this bulance reduced the elevatcm effectiveness age approximately 7 percent at

. all Mach ntmibers.

3. W e l d i n g the horn caueed overbalancing and a hxge positive due of &. However, overbalancing can 'be eliminated

by the proper selection of horn balance area and chord with some cholce of C& be- retained.

4. The rate of change of lift coefficient with elevator asgle a s e asd the elevator effectinnsee decreased far both horn and overhang balances 88 the Mach nuniber u&s Increased.

Ames Aeronautical. Laboratory, National Aavisory Committee for Aeronautics,

Moffett Field, C a l i f .

HEIZRENCES

1. Schueller, Carl F., Karycinski, Peter F., and Strass, E. l"b: Tests of a FullScale Horizontal T a i l Surface i n the Langley 164'oot Hi-eed Tunnel. mAcA TN. no. 1074, 1946.

2. Larry, John G., Wonsy, J . 8 A., and Garner, I. Elizabeth: Wind-Tumml I~rvestiga.tion of Shielded Eorn Balance8 and Tabs on a 0.7-s~ale Model of XF6F Vertical Tail Surface. MCA ACR no. 4CU, 1944.

. . . . . . .

1 L

TABLE L-DIMEMIONS OF THE FULL-SCALE SEMISFW HORIZONTAL 7211L

I ELEVATOR I DIMENSIONS

. . . . . . . . . . . . . . . . . . " - " - . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -. - - -

' 4 1 I I

c N

TABLE E-ELEVATOR COORDINAES IN INCHES FOR THE SEMISPAN HORIZONTAL TAIL AT STAnON 108.0 INGHES. SECTIONS ARE SYMMETRICAL ABOUT THE CHORD LINE.

I o I o I

1.218 1 ;ro I 1.490 I 1.696

2.850 b690

1.424 1.636

1.184 1.712 1.083

1.443 + 1.815 8.05 I 1.815 8.420 1.748

' 9.669 1.630

o Stmight lines from station 4.532 inelids to trolllng edge mdius. 6 Stralght lines from statlm 3662 inclHs to troilfng edge radius.

.(

. . . . . . . . . . . . . .

Z ?

. . . . . . . . - -

rr

. . . ..

# k

TABLE llIrSUMMARY OF THE ELE‘KAm CHLIRACERISTICS

L 4

Noie - Values of parameters are for tmd 6, of O?

Fig. 1 NACA R M No. A7HZ9

.

NACA R M No. A7H29

(a) Front v i e w .

.

. #

NACA R M No. A7H29 Fig. 3

Shielded normol-nose horn balance

Unshieldad normal-nose horn balance

NATlOflAL ADVISORY COWLUTTLL FOR AERONAUTICS

Unshielded eili@tical-nose horn balance

~---/oas "-4 -crL Overhang balance with reduced semispan AK

.

NACA R M No. A7H29 Fig. 4 a, b

(a) Unshielded elliptioal-nose horn.

(b) Overhang w i t h unshielded t i p . Bigure 4.- The horizontal tail with two unT-;hielded-balance elevators.

. . .. . . . ..

r a

, . . . .. ... . .

L "

-e---

E 3 E Q

m 3 v,

Fig. 6 NACA R M No. A7H29 .

U

O ' 3 ' I I I I I I I I I I .3 .I -5 M .6 .? *8 .9 fibure 6.- &Yf, drog, ond pitching-momenf coefficients h r the

semlspun horizonfal toil wl#h the overhang-bolome elevator. 6, Oo

MACA RM No. A7H29 Fig. 7

c

.

figure X - Lift, drag, and pitching-moment coefficients far #he . semispon hodzonfd foil wifh the overhang-balance ekvafw. a, Oo

Fig. 8 NACA R M No. A7H29

.4

CL

r f

0

-it2

0

Gm

-. 0 4 . Ok

Go

0

Ffgure 8. - Lift, drag, and pifehing-moment cosfficienk for fhe semispan horizonfa/ tai/ with the overhang-bolanos elevator having on uns/rie/ded t/p. &, Oo

NACA R M No. A7H29 c

0

0

-. oa

0

Fig. 9

figure 9. - LifG dmg, und pifching-momenf coefficients for the semispan horkontd fail wifb fhe overhung-ba/unce elemtor hmng on unshielded tip- a, Oo

Fig. 10 NACA Rh4 No. A7H29

0

7004

c* 6,

7008

T O/P

.04

c 0

08

c4r .04

0

-. 2 cr

6e

7 4

.P .3 .I .8 M .6 .7 .U .9 Figure IO. - Variation of pitching moment, lift, and elevatw-effectiveness

parametem with Mach numhr for the overhag-bufonce elevofor with ond without 0 shidbd tip.

MACA RM No. A7H29

.

c

Fig. 11 a

Fig. 1 1 b NACA R M No. A7H29

""

"""""

(6) Mach numbet, 0.5 F&we I/. - Continued.

. "

. c

r

NACA RM No. A7H29 Fig. 1 1 c

.

Fig. 1 1 d NACA RM No. A7H29

"""- / 0 / P

""""_ """""_ - I -4

I

NACA. R M No. A7H29 Fig. 11 e -

Fsg. 11' f NACA RM No. A7H29 " ..

.

.

. MACA Rh4 No. A7H29 Fig. 12

.OM

008

cir .m4

0 .

7 004

-. 008 .. . -

-004

ch., 0 .

so04

-008 t I NATIONAL ADVISORY

MUMITTEE FOR AERONAUTICS I

I .3 .I .5 M .6 .7 -8 -9

figure 12.- Variation o f elevator hinge-momen? pameters with Macb number for the overhang-balance e/evu#or with and Whouf a shie1abd t/p.

Fig. 13 NACA R M No. A7H29

.I

G .2

0

-. e U

cm -.04

. OP CD

. o

' Figure 1.3 -Lift, drag, and pitching-moment coefficients for the semispon horlrontol foil with the sealed overhng-&olome ehator having a reduced semispan. 4, Oo

. ..

NACA Rh4 No. A7H29 Fig. 12

. O/P

008

.m4

-.008

. O W

0

7008

Hgue 12.- Vofiof/on of dewtor hinge-moment parometers with Mach number for the overbong-bo/once e/evutor wifh a d wlfhout a shie/&d tip.

Fig. 13 NACA RM No. A7H29

Figwe 13. -Lift, drag, und pitching-moment coefficients for the semispan harkonto1 fail with the sealed overhang-balance elevator having a reduced semispan. 4, Oo

NACA R M No. A7H29 Fig. 14

Rgum /4. - L/7t, drag) and pitcbingmomenf coefficients fw fhe semispan hwimnta/ Mil with the souled ov&ang-bcrlance elowtor having a reduced semispad An& of atfack) OP

Fig. 15 NACA R M No. A7H29

.

NACA RM No. A7H29 Fig. 16

.4 .3 -7 98 .9

Fig. 17 NACA R M No. A7H29

0

08

c 'tr 04

0

'%*

€/emtor seuled Etevutor unseated """-"""

.P .J .I .S M -6 .7 .6 .9 ffgure fZ- Variofion of pitkhihg-moment, /iff, ond efevafor effectiveness

parameters with Mach number for fhe seafed and unswfed overhung-balance devafof having u a??&& semispan.

e

NACA Rh4 No. A7H29 Fig. 18 a

. 10

.O8

.O6

ch. .04

""

.Of

0

-00

.01

% .Of

0 NATIONAL AWlsQRY

704

la1 Mach number, 03 Figure /8.- Variation of binge-moment coefficim

for the sealed and unsealed overbanq-&a/cmce elevator bavhg a reduced semispan.

Fig. 18 b NACA R M No. A7H29

F

MACA R" No. A7H29 Fig. 18 c

""

""

"""""

-/6 -/P -8 -4 0 4 8 8, (deai

/cl Mach numbe4 0.6 Figure 18. - Continued

Fig. 18 d NACA RM No. A7H29

- I6 -/f -4 0 4 8 8, tifed

(if) Moch num&er, 0.7 Figure 18. - Continued

NACA R M No. A7H29 Fig. 18 e

Fig. 18 f . .NACA R M No. A7H29

""

""""""

I I 1

UATIONAL ADVISORY

-.04 COMMITTEE FOR AERONAUTKS I I I

- 16 -12 -8 -4 0 4 8 fP 8, &eo)

tfj Mach number, 0.76 Hgum 18. - Gonthued

NACA RM No. A7H29 Fig. 18 g

Fi NACA RM No. A7H29 g. I8 h

.06

.OI """""- - %

.UP

0

"Of

-04

904

cL -0P

0

-. 04

-.O+

I I I I I I I I I I I I I I I I I -16 -la -8 -I 0 I 8 /a

6, Me&)

/h) Mach number, 0.8 Hgun /a - Continued

NACA RM No. A7H29 Fig. 18 i

Fig. 19 NACA RM NO. A7H29

I I I 7 €levofor ssolsd €levator unseded """ """

.

NAGA Rh4 No. A73329 Fig. 20

FWre I Po- Liff, drag, and pitchhg-moment coeffidenfs for the

fig. 2 1 NACA Rh4 No. A7H29

F&re 2/. - Uff, drag, and pitching-moment coeffcienfs for fhs gemkpan horkonfa/ tai/ dth /he shie/ded normd-nose horn-bdance 8/8YUtOK E, oo

NACA RM No. A7H29 Fig. 22

e 6

-4

CL .P

0 I

+P

0

.02

0

7

.P .3 .I =5 M -6 .7 e 8 .9

Rgure 22. - Lift, drag, and pitching-moment coefficients rbr fhe semispan horizon?/ tail with the unshteh'ed normohose hOm-bulO~CO olevator. 6, , O0

Fig. 23 NACA R M No. A7H29

. . "

NACA RM No. A7H29

.

Fig. 24

figure 24.-Liff, drag, and bifcbing-mmeni coeffhients for fbe semispan hor/ianfa/ fa2 wh% fbu unsh idM e//iptl'co/-nose horn-ba/ame elevator. 6., Oo

Fig. 25 NACA RM No. A7H29

..

.4

.P

c, 0

-.P

74

08

cm

04

0

'i 04

-08

. 02 c,

0 .P .3 .4 -5 M 06 .I e 8 .9 Figure 25.- Uft, drag, and pitching-moment coefficients for fie semispan

bor/'ontd !ai/ wjth the uns/re.lded e.l'@ticohtm bom-rbo/olncs devafor. a, oo

.

NACA RM No. A7H29 Fig. 26

.2 .3 A .s M .6 .7 -8 .9 Figure 26.- Variation of pifchng-moment, lift, and devotor effectiveness

parameters with Mach number fbr the shiehied und unshkhfed horn-bohnce e/ewotoors.

Fig. 27 a NACA Rh4 No. A7H29

.

- /6 - /o -8 -4 0 4 8 /2 (a) Mach number 0.3 6 @eg)

for the shielded and un&eIded horn-balance efevalors. Figure Pi! - Vwiation of hinge-mment coeHicient WlH, devatqr angle

NACA RIA No. A7H29 Fig. 27 b

Fig. 27 c NACA R M No. A7H29

NACA RM No. A7H29 Fig. t i Q

*04

ch* Shielded normof-nose horn .OP

0

04

c h*

.09

0

-02

.04 Ut#/rle/ded e///pical- nose horn

-/6 -f P -8 -4 (dl Much number, 0.7

ffgure pi! - Continued

Qt

4 2 1 0

-I 4

&ea - "" " - """"

- """- """"" -

19

Fig. 27 e NAGA RM No. A7H29

""""

""""

V

-8

T 04

cn, Unsh/e/de@ ell/ptt/Cc-nose horn ". . 02

"

-

0 "

COMMITTEE FOR AERONAUTICS W T I O N U ADVISORY

" - - I -a2 I I I

-/6 -I2 -8 -4 0 I 8 /P

/el Mach number, 0.725 F/gurs 2 Z - Con t h u d

NACA Rh4 No. A7H29 Fig. 27 f

c

04

c i """" . 02 """" """""_

0

-. OP

7 04

.06

a 0 4

% .02

0 r - - "_. 702

COYMLTTEE FOR AERONAUTICS NATIONAL ADVISORY

yo4- -16 1

-I2 -8 -4 0 4 8 12

(f) M c h number, 0.75 Figure 2Z- Conduded

Fig. 28

016

. OIP

.004

0 0 4

0

.ooa

6, c,

004

0

-.004

NACA RM No. A7H29

.. .

Shielded nurmolrnose horn Unshielded normol-nose horn

""""" Unshielded ellipthd-nose horn

Figure 28. - Variation of devafor hinge-moment pramefers with Mach number for tbe shie/ded and umhieldd horn-&/once e/evofofs.

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(a) Mach number, t23 Rgure 31 -Ressure distribution orer the horlronrbl tail with tbe shielded normal-nos8

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:. NACA RM No. A7H29 Fig. 35

Sblelded normal nose horn &alance, StatfOn 108.0 lnches 8 - - Unshldded normal nose horn balance, stution 108.0 fnches - - - - Overhang bolonce, unshIeMed tip, staffon /08.0 Inches - - - - - - - - - Overhang balance, sfatlon 108.0 hC&S --- - Sealed overhung hlunce, stailon 52.6 fnches - --- -- Unsealed overhang balaRce, sfatlon 52.6 Inches

Figure 35-Variofion of criticat Mach number with devafw angle for several elevator-balance Eon figurations OR the semispan horizontal tail a, 00

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