REPORT No.

554
m-TuNNEL INVESTIGATION OF ORDINARY AND SPLIT FLAPS ON AIRFOILS OF DIFFERENT PROFILE
By

CARLJ. WENZINGDR

ordinary flaps. Because of the simplicity of ordinary The Clurk Y, the N. A. C. A. .%012?,and the N. A. C. flaps and the lack of correlated data on them as a Iifb increasing device, it appeared desirable to make a more A. 2/?02?1irfoils equipped withfu.?l-epan ordinaq@p8 a and with fd!+?pan &hnpt?e plii j%ps were tested in the complete invedigation of this type of flap. s Three basic airfoil sections were used in the present N. A. O. A. 7- by 10#oot wind tunnel. l%e principal object of the tew% was to deiermine the ch.uracteridiceof the tests to obtain an estimate of the ellect of airfoil section airfoil.owith ordina~fips and, in addition, to determine and thickmxw In addition to the Clark Y, the N. A. C. A. 23012 airfoil was selected as being reprethe rekztwe m.en18 of the oarimu airfoi.?e when equipped with ei#herordinu~fips or with timple spld&p8. The sentative of the best airfoils at present mailable for use on conventional airplanes, and the N. A. C. A. Clark Y airfoi? uxw teotedwith 3 w.MJuof ordinu~fip, 10,20, and $30 percent of the airfoil chord. The optimum 23021 airfoil was selected as a representative thick width of the ordinu.ryand tlw timple spld~p bawi? on section. Three widths of ordinary flap ivere tested on th maximum lift attained with the Clark Y airfoil was the Clark Y airfoil, and one width on each of the other two airfoils. For purposes of comparison one simple tlwn teoted on each of tb other two a~oi.b. The optimum width of ordinu~~p for muoimum lift split flap was also tested on the N. A. C. A. 23012 and attuinuble was found to be the 8ame a-s thui of the qvli.t 23021 airfoils, and data are included from previous flap, 20 perceni of the airfoil cM. The eplit &p tests of the Clark Y airfoil vvith a split flap. The produced 8omewhui greater in.creme8 in CL_ on the aerodynamic characteristics of the airfoils with all the airfoils tested than did the ordinary &p of the 8ame diilerent flaps were measured and, in addition, hinge width, bti the L/D d muximum lift w praettiy th moments were obtained for the ordinary flaps on the 8ame for the two types of $ap. Any gap between the Clark Y airfoiL airfoil and the leuding edge of ordinaryj!up8 had a nay MODELS AND TESTS o?drimenta.1 e$ect on the CL=a attainable. Breed p+n.Models.-Mahogany models of the Clark Y, the &p(@/ on faGtW8 a~ecting airplune performance, the relaiwe order of merit of the airfoils tated with eithr N. A. C. A. 23012, and the N. A. C. A. 23021 airfoil ordinary or &plii &p8 h N. A. C. A. $3013, Clurk Y, sections were tested. The span of each model was and N. A. C. A. %02?1. The hinge-mti mej%ieni8 60 inches and the chord 10 inches. The Clark Y air(bad onjlzp chord and areu) of thefid.l+pan ordinary foil with the 3 widths of ordinary flap tested (10, $ap8 were praetieaUyindependent of~p chord; t~ actual 20, and 30 percent of the wing chord) is shown in hinge moment8uaried approximdely a the 8quare of the figure 1. These flaps are arranged to lock rigidly chord. In addition, tlw hinge-momeni toeof the to the airfoil or to rotate hely about their respective hinge axes. The other two airfoils are shown 8@ Jhp8 were PWhkid@ the 8ame as th08e of fd?-epan with ordinary flaps in iigqre 2 and with split flaps ordi~fip8 of corresponding widihi?. in figure 3. INTRODUCIION The ordinates of the airfoil sections are included Many experimental investigations have been made with the charts of their aerodynamic characteristics in of various types of flap for increasing, in particular, @.rea 4, 5, and 6. The size of flap that gave the the maximum lift of airplanes as an aid to improved highest value of the maximum lift coefficient for the performance. Among the devices already investigated Clark Y airfoil togethar with reasonable hinge moments in considerable detaiI by the N. A. C. A. are simple split (20-percent-chord flap) was used with the N. A. C. A. flaps, split flaps of the Zap type, Fowler flaps, and 23012 and the N. A. C. A. 23021 airfoils. external-airfoil flaps. Some uncorrelated data are also Tests,The tests were made in the N. A. C. A. available from various sources on sIotted flaps and on 7- by 10-foot wind tunnel which, together with associ130602-87-16

SUMMARY

223

. .

=_

224

REPORT

NO. 554 NATIONAL

ADVISORY

COMMIITEE

FOR

AERONA~CS

ated apparatus and standard test procedure, is de scribed in reference 1. The dynamic pressure wu maintained constant at 16.37 pounds per square foot which corresponds to amair speed of 80 miles per how under standard sea-level conditions. The averag[ Reynolds Number for the tests was 609,000, based 01 Lift the air speed and on the lo-inch airfoil chord.

cu~4

pitching moment about quarter chord

qsc

C,f= in which

flap lunge moment qsfc,

Gapaoo.z c-J.2yJ
r, removable secfion *

s, airfoil lu-ea. S,, flap area. c, airfoil chord. Cf,flap chord. g, dynamic pressure.

The data were corrected for the effects of the iet boundaries and for the tunnel static-pressure
s, gap sealed .:. .
1+-o.2oc7

X4

~ Fmum Ll!ullq

10-.. ordinary &p

,\ tested on the Clark Y airfoil.

drag, and pitching momem% were measured for all fhq arrangements with flap deflections from 0 to beyonc those for maximum lift. The angle-of-attnck rang( covered waa horn below zero lift to beyond the stal of the airfoil. Hinge moments were also measured fol the three widths of ordinary flap on the Clark Y airfoil

haom 3.Full+zm spilt flem W on the Clark Y, the N. A. O. A. 23)1!2, nd a the N. A. O. A. ?M41 tiOiL%

radient. The u=#LLX57.3,

standard

jebboundary

corrections, where 0

b degrees, and AC.=6~LZ,

~Gum2-~ordhrg

13a~twledonthe N. LC. ZJm FJrfom.

A.23013and N. A. O.A.

These moments ware obtained by the methods given in reference 2, which present9 remits, of I@ge-moment tests on split flaps of various chords. .
RESULTS

Jthe jet cross-sectional area, were used. The value of ictor 6=0.165 was taken as being most nearly Spresentative of the boundary effect in the 7- by 10Jot wind tunnel. (See reference 3.) The longitudinal tatic-presmre gradient in the 7- by 10-foot wind unnelproduces an additional downstream force on the lodel. This force correaponda to a value of ~~D= .0015 for rectamguhw airfoils of thickness equal to 2 percent of the chord and AeD= 0.0029 for an airfoil aving a thiclmess of 21 percent of the chord. These alues were obtained in accordance with methods given 1reference 4.
DISCUSSION PLAIN AIRFOILS

Remdts of the investigation are given in standard nondimensional coefficient form for the following four coefficients:

Complete aerodynamic characteristics of the three plain airfoils are given in figures 4, 5, and 6. These characteristics include those for tie three airfoils of

ORDINARY

AND

SPLIT

FLAPS

ON

ALRFOII.S

OF DIFFEREN!r

PROFILE

225

o~oo
.44 2.0 1.8 1.6 ca~ o 1.4 .40 .36 .32 e .28>-

I I I I I I

6 -4

L~ /,

/ I
/ i +6-12-8-404812
Angk

-8

Cliikx ;ab fllt60S4000 Dote:Feh 1935 Vel [ff/see): _.~ JlZ31 %ss. ~tZd ofmJ: Teak2676,2681, Zsfed:LJiA& ~ 2686 7?dOhmel _. Correcied foriupne~woj( effe,cf IC?20Z428S

00

,
& -c u .2
k

of ottock;a(degrees)-

FmmE 4.The Clark Y alrfo]l.

Jflol

I I I

Ill

/7 -WI-I .11
.10 .44 2.0 1.8 1.6 .40 .36 .32
q

IT I I I I I I \ !
P .; 04X

48 4440 7 36 u : 32 ~ & 28$ 24 k ; 20-2

Te& Na2.382.
- 27= - 2740- 28131 1 I 1 1 I

AVII

.09 e ..08 $ ~.07

o
20 40 60 80 100

1.4

j.06 Q .28>. ~.05

I I I I I II I I I
!+=H+-l

1.2 ~~.24~ ;.04 ml

/.0 S.20; ?.(-I.3U-I-I

[ \
v~

I h

.4<.08 -2 -04 .!+ w

.
-4 1 I I I -16 -12-8-4

-.2
I

~ -r
t s
I

/2162024283.2
~GURE

Angle of affock, [degre+ U

:4

.#d I I I 1-.72 0 .2 .4

fO infiniia wpecf ~fi~ 16

.6 .8 Lo IZ Li

lift cbeffikient G

6.The . A. C. A. !iW12flilfOi] N

226

REPORT

NO. 554 NATIONAL

ADVISORY

COMMIITEE

FOR

AERONAUTICS

aspect ratio 6 corrected to free-air conditions, prcdilo- horn references 5 and 6.) The effects on ULnti are dragg coefficients, and angle of attack for intinite shown and the effects on L/D and CL)at CL-O From aspect ratio. these results it may be concluded that split flaps of AmFonsWrrH FLAPS the ssme width give somewhat higher maximum lifts Clark Y airfoil with ordinary flap.-Lift, drag, and than do ordinary flaps. Values of LID and (7D at are nearly the Same for both @eS of flap. center-f-pressure characteristics for the airfoil with CLthe 10-percen&chord flap are given in figure 7. These Practically no further gain in maximum lift is obtained results are for the airfoil with the gap between the flap by increasing the flap chord beyond 20 percent of the and main portion of the airfoil completely sealed with airfoil chord, the data indicating that with wider split lift remains about the same but pkwticine. Values of L/D and C.441 for the 10-percent+ flaps the mtium that it drops off with wider ordinary flaps. The chord flap are given in iigure 8. Values of (?and optimum width of either ordinary or split flaps for maximvalues of L/D and.CD at CL.= are given in figure 9 for um lift appeara to be 20 percent of the airfoil chord. diflerent deflections of the 10-percentihord flap. The Olark Y airfoil with a 20-percent-chord split flap. latter characteristics are given for the conditions in For comparison with tests of the N. A. C. A. 23012 which the gap between the flaps and the main portion and N. A. C. A. 23021 airfoils having split flaps, the
II

.11

II
0204060

Perm . -
1)11

Lyl$k7
)!-1

, 10

p=Quarfer..,.=nn,={~%j%y~

111!

1!1!

Ill

- . ..+ .< --J

1, I

I I I 1 1 1 1 I 1 , 1 ,. ,

L
20% 0

> .

I J 1 J I 1 I 1 , I ,

w ? r5/6;60

1111 I I
I I n

J1111/lllN Ikll
IN I

ho
~
> agm ~~ o -4

VI

I I I l\

.8S -$

.16 ./2 .08

.2

.04

.-=
k

:
6

!J

I II

--- ,I MI ...AC.A230.=1.UAOU m I
e-

I I I I I I I I I
-., . ..-.

00

Iucouz-u

%-H+W+H++

-8

1935 V&l (fl/keeJ:llZ3. / ; Dafe:June --2 &es.(sf>do@ f =st:2741. /> T~feo!LiftU. 7XI0funnel _.4 /0 Correcfedfbr funndwoll .fficf / @ -)6-12 -A AR12 16>n?42R32

.
Fmum 6.-The N. & O. & mxU afrfotl.

of the airfoil is both open and sealed. It will be noted from figure 9 that even a small open gap had a very detrimental effect on the maximum lift of the airfoil. It is therefore essential to keep the flap gaps completely sealed to obtain the best characteristics with ordinary flaps. Similar chart9 for the airfoil with a 20-percentdord flap are shown in figures 10, 11, and 12. Charts for the airfoil with a 30-percentiord &p are giVWl in @es 13, 14, and 15. Optimum sizes of ordinary bd split flaps on the Clark Y airfoik.-Figure 18 gives a comparison of different widths of ordinary and of split flaps on Clark Y airfoils. (The data for the split flaps are taken

lift, the drag, and the center-of-pressure characteristics for a Chrk Y airfoil with a 20-percentihord split flap are given in figure 16. These data were taken from reference 6 and have been corrected for a wing of aspect ratio 6 in free air. The L/D and 0~44 for the Clark Y airfoil with split flap are given in figure 17. A comparison of 20-percentihord ordinary and split flaps on a Chink Y airfoil is given in figure 19. This shows the variation of C&z and of L/D and figure CD at CL- for diiferent flap deflections. As previously noted, the split flap gives a somewhat higher maximum lift than does the ordinary flap but has 31ighteffect on the other factom.

0RD1NAR% AND SPLIT FIAPS

ON AIRFOILS

OF DD?FERDNT

PROI?IILB

227

N, A. C. A. 23012 airfoil with 20-peroent-ohor( curves for 20-percent-chord split flaps me given in ordinary and split flaps.-Lift, drag, and center-of figures 22 and 23. A comparison of ordinary and premure clmracteristic9 are given in i@re 20 for f
-40

-20

, L / 1 I

,,
.

--

--

?, ,,

----

___
-------.

0 ~ +
x b

. .

4
2.o Clark Y afrfo1l

,,01-I-ML I I r /40 24

2,0 1.2 c= 1.6

-z&b+.

/.6

T-

fi~~ 8.-~

Iatfo PMohfng+noment OmfOofoutfor tb and WftbO.letfnaqkan mdfnmytrap. map gap sad.

1.2 CL .8

.4
c=

-.4

:/6

-8

16

24

32

40

d, degrees Flaum 7.Lift, drag, and centi 0-b.

Of PITSSIUW forthe

+, degrees
Olark Yalrfoflwith O. oc~-~ I FIQUEE9.Eff02tof flapdeflection on rnaxfmmn Ufb and on IffVdrogratio and dmg at maximum lifL The O.IOC fnllx ordlnwy flap on the Olark Y fdrfcdl.

Flap

gapSoled.

20-percenbchord ordinary flap on the N. A. C. A. split flaps on the N. A. C. A. 23012 airfoil is given in as 23012 airfoil. The L/D and C=q( for the 20-percen& figure 24. This figure chows the effects of C* chord ordinary flap are given in iignre 21. Sim.hx well as of L/D and CD at C= for different flapde&c-

.. ..

..

228

REPORT

NO.

554 NATIONAL

ADVISORY

CO MMJTPEE

FOR

AERONAUTICS

As inthe case of the Clark Y airfoil, the split tions. flap gave a higher maximum lift on the N. A. C. A.

1?. A. G. A. 23021 airfoil with 20-peroent-chord rdinsry and split flaps.-Charts similar to those for

A-1--uu

ho

4W

E
%.

.&

;~- .~ .

--

b 1

.~ -_
.

_---~A _- x
----

-v

+
n
D

q
MO= c= f.2 I I ,I J-1 ,/1 J4)1 . I ./ > . /0 ILLWIIW mtfo and plwg-mom~t fident for the Okk y akfoo Wfth on frdlsm Ordlrmrr fbP. ~P esP @~.

.4 6 CD o F-.. I -.4 I ,
I

&

D
4

I
-:.&

_8

16

24

32

d, degrees FI13cmE1O.LHG &w, and m~ of P~ ma ordfmv ftap. for the Cfruk Y OflfOn fth OiUr ful w

0 tif,

~egrees

Ffapgnp83dd-

23012 airfoil than did the ordinsry flap. h additior the two types of flap had almost the same effect o the other factor-a considered.

lrrcwrm 12.-Effwt of J&p de@n on nmxfmnm Uftj and on M-drag ratio and drau on at rnaxfrnnm Mft- The O.Kkfnll-sran ordinary flap the Olruk Y olrfoll.

the N. A. C. A. 23012 airfoil are given for the N. A. c. A. q3021 a~od fith fl~psh fiawes 25, 26, 27, 28,

ORDINARY

AND

SPLIT

FLAP9

ON

AEtFOILS

OF D13?FERENT

PROFILE

229

and 29. The ordinary and split flaps on the N. A C. A. 23021 airfoil also showed the same relatiw

Comparison of lift effeots of 20-peroent-chord ordinary and split flaps on Clark Y, N. A. C. A. 29012,
20 / f6 L (. P \ > \ - -. L.

6: . f2

t!// 4W // \;~

ii
I I I

I
4

1 III II t

YIJ

fP

L.

7
Oaown
q

5 10 15 30 45 60 75 go=

-.---: -. A --+ -x _______ -~

Q
u

--75. * = 90
140 2.4

-__v

------- ;

CL
Iaum 14.-Lfft4reg ratio and pltehing-monwt with 0.3W-n mdhmrg tip. meffkfmt for the Clerk Y afrfofl Flap gap -cd.

10

2.

8/. Ch

-,

La 4- I

k%>? i

6 g

1.

I 6= /
-.4 -

, *

4.

2. % _*

-:76

16 8 d, degrees

24

32

40

00

20

@ 60 cfi, degrees

80

100

F[owrm 13.L1f~dIW, and mnti of p~ for the Oferk Y airfotl wfth 0.3w frdI*pan ordbry ffep. l%p gep embi.

mum 15.Effect of Sap dedmtlon on maxlmnm Ilfh and on lift-drag retlo and drag at rneximmn ML The 02& fnlMIMI ordfnary flep on the OIark Y elrfefl

effects as they did on the Clark Y and on the N. A. C. A. 23012 airfoils.

nd N. A, C. A, 23021 airfoils.-Table I shows the ffects at a test Reynolds Number of 609,000 on the

230

REPORT

NO.

554 NATIONAL

ADVISORY

COMMITTEE

FOR

AERONAUTICS

maximum lift coei3icient with tips neutral; on th maximum lift coefficient with flaps deflected; on th increment in maximum lift coefficient due to the tw

Somewhat l@her maximum lift coefficients and greater increments in maximum lift were given by the
(f-.. / 16 / / + ) / I / \ \ i k / 8 ~ / \ I x\

20

. m
. . /
.8 g , . /, / 7
/ A /

f2

4! #

---------

LO 5 ?
-4 3 / -8 0 i \, /

6,-

Ocfown

- . 15 * -30 _ =45 ==60 q =75

N . * m .

--Q A --+ --- x .---- D

? c.; -.2 / . . . . . % . \\. --. - +. _ u= . h 0 .4 .8 CL XnmE 17.Lfft-dragIWO and pltobing-moment oxzlhdent for the Olark Y cdrfoll 1.2

-234

1.6

2.0

s Wfth oak fnu-qmnplitllnp.

.4 c= o

-.4

-.&3

-16

-8

16

24

32

d, degrees
FIQURElo.-Ll& drag, and center of~ for Clark Y afrfoffwfth 02Ckfull-smu s~t tip. (Data from mfemnce 6.)

IQURE l&-Effwt

typesof flaps on various airfoils; on the ratio of maximum Jift to minimum drag; and on the ratio of lift to dr~g at m~~ ~.

of fiop ohmdml nmxinom Ifftj and 011 lfft~ lOtfO drag at orid maxiummllft for Mth ordlnmy and 6PM llaB on tho 018rk Y i?kfO~.

plit flap than by ordinary flaps on the three airfoils ested. The highest mrd.nm.m lift coefficient and the

ORDINABY

AND

SPLIT

FL&PS

ON

AIRFOI18

OF DIKFEItENT

PROFILO

231

greMe.stincrement in maxinnun lift were both given by lift above that of the plain airfoil of more than 100 flaps on the N. A. C. A. 23021 airfoil. In this caae an percent. The highest speed-range ratio C._/aD=,~ was given, however, by flaps on the N. A. .C. A. 23012 airA 10 2.0
)-

1 8 /.6
1 1.2

NW

\
/

//

\ \\< , \

x o

Splliflop

Ord@ory fl Up

6 g D
4

\\ K
.8

g. D

2 G 00

.4

20

40 60 df, degrees

80

100

FIGURE19.Efloct of !lnp detlwtkm on maxfmnm ~ and on U&drag ratio and drag at moxfmom lift. The 0.21kMl-span ordinary and splft Sam on the Olnrk Y Bhfou.

o-f= Odown . - /5 u
120 m = 30 ., =45 n x 60 n * ~,

o
._-_-~

A --+ ---

,*= 75 140 2.4

x ---_-_- D

2.0

; CL

1.6 c= 12 ,..2

.8

,4 c=
o

-.8.

=16

-8

16 8 d ,degrees

24

32

G
F1OUMZ1.-Lfft-dragrotfo and pltchfng-mommt coefldmt for the N. A. O. & 2SOIZ nfrfoff v?fth 0.2OC fall-m mdfnary&p. FfaII9P s%akd.

~OURE Z1.-Lif&dm& and

c130ti OfplWSlU13or the N. A. O. A. 23X2 ofrfofIwfth f Om fnU*p3n Ordfnmy flap. Rlap gap &5?lkl.

increment in maximum lift coefficient of 1.193 wa9 foil, which has a lower maximum lift but whioh also obtained, which represents an increase in the maximum baa a considerably lower minimum drag. The steepest

___. .- __

A.

..

232

REPORT

NO.

554 NATIONAL

ADVISORY

CO MMIITEE

FOR

AERONAUTICS

gliding angle attainable (indicated by L/D at CLm=) k the same with either type of flap on the particular airfoil considered.

24 f \ 20 / I

/6

f2

8
I l-l+--J4- -+

4-

- !?

--n

qoo
4 C 120

i,.

O down - . t5 * a =~o a ,. = 45 = H . L70 * .. 75 .

o -A --+

.-X

.-- P

MO 24 J ,G 2.D

%
MWEE!2S.-LIft-dregretio end pftchhg-moment codfchnt for the N. A. C. A. Wfth .mfnlkpan .@t Jlap. O zXm fdrfoif

1.6 c= . ,9

I 1

-.4 w/ & -.8 -16

/ / . ; J -8 0
d,

8 degrees

16

24

32

~CVJEE ZZ.-LW

ferthe N. LC. drns, end centi of P1fSOi% Oa)c fnuq SW tiP-

A.2X112efrfoJ.lwfth hmJBE 2L-Effwt ding at mdmnm mu &fen.

~, degrees
of tip detlectbn on mexlnmm lfft, end on M-drag ratio ond lffL Theo.mcfuU~ordinw endmlItfler@onthe N.A. 0. A.

Some tests in the full-scale tunnel and in the variabledensity tunnel (reference 7) indicate that the maximnm

ORDINARY

AND

SPLIT

FLAPS

ON

AIRFOIM

OF DIFFERDNT

PROFILE

233

lift of the N. A. C. A. 23012 airfoil is equal to or slightly maximum lift than the Clark Y. Thus, it appears that greater than that of the Clark Y airfoil in the normal the N. A. C. A. 23012 plain wing will have some adfull-scale range of the Reynolds Number. l?urther16 \ \ 12 4, ~! Ilf
8

J.

*1

H-li

$
1

L = 0 u
/
i , I 4

!
y t /

crf= Oaown
== 15 = 30 - - 45 -=60* . 75q q

L O 80

-4 / J -8 c

/ ,

i 8/00

4
G

120

K
!
, ,

- 0 ___A --+ ti_x H . ---_-_~

6f - Odown -- . . = 15 * .45* ,,-60 * = 75

II =30 M

o
u- . o

){ ~ / -0-+ q \ - 4 - / yd * F *

* --+ . - .- ~t ----- I

x-t-l b

0 w~ -.1 AC .% . zL. h,! ---- a-

/40 2.4

1
2.0

-.2

-.3

-.4

.4

.8 CL

1.2

1.6

20

L6

FIGUEE 10.-LUt.drW ratfo end pitohfng+nomeot KMlcfent for the N. A. O. A. 28021 flfrfofl Wfthoak fuu+pl mdinery flap. F19p gap SmM. 12 2.4

/.2 c=
10 2.0

.8
@ /.6

,4 c=
%naX 6 & D 1.2

o
, /

.8

-.4

~ 2 /

2 c=

.4

-.8 ~j -16 -8 Q 8
,degrees

I@

24

30

o
FIGIJM m.-Eflect

20

FIOIJEW Z5.-Lff~ ~, end canta of prexmre fortho N. LO. A. X021 eMoilwltb 0S% Ml-span Ordlnmy 13ap. Flep gep 8mM.

40 60 6f, degrees

80

100

O( ilep dedlwtfon on mndmnm Ifftj ond on Ilft-ding ratio and drag at mexfmnm IfIl. The 0.2W ftdf-upao ordfnary arid splft fiem on the N. A.

more, recent tests in the variable-density tunnel show c. A.!au?lakfOfL thnt at large as well as at small Reynolds Numbem vantagea over the Clark Y or N. A. C. A. 23021 wings the N. A. C. A. 23021 a,irfoil has considerably lower in the full-scale range of the Reynolds Number that

234

REPORT

NO.

554 NATIONAL

ADVISORY

COMMITIE

E FOR

AERONAUTICS

me not shown by low-scale tests if the lift increments due to the flaps are not adversely ailected. Experimental data (unpublished) have shown that actually the increments in maximum lift due to split flaps on medium-thick airfoils vary but little with Reynolds Number. In connection with +e present inve-stigation, a few tests were made in the variable-density tunnel to detarmine the scxde tiect on 6L_ at h.kh

~ectiveReyno]&

critical R free air. Number=test RX ~~tic~ B tunnel

3ss reference 7.) The value of the factor is 1.4 for he 7-by 10-foot wind tunnel and 2.6 for the variablekmsity wind tunnel. The data show that the scale lffect is about the same for the N. A. C. A. 23021 airoil with the flap deflected downward 75 m it is for

; 40

1/ X_&i=+@

Q i 6100

H-H
/
/b

2.0

1.6

Y
/

- -Ou.
*

.
=

~
-v

--75

-. --- -

. go

1.2

Q .8

-f6

.4 G

-.4

-.8
-1
RX, degrees FIGURE =I-W da% ad -~ O.!m ~ P~

FIGURE 2&-L.lftaw
LZJEIakfOUtiti

fortheN. AO.

rfth~d dtiw-mom~t N. & C. A. !MQ1 akfoil wfth0.2kfoil-sw

-tit

for t~

6PM fiP.

fnlP@3n Splh ftap.

Reynolds Numbers of the N. A. C. A. 23021 airfoil (8 thick section) with a 20-percent-chord split flap. Tht remdt.sof the scale-effect tests are given in figure 3( in which CL_ for the N. A. C. A. 23021 airfoil with thf flap neutral and with the flap dellected downward 75 is plotted against fiective Reynolds Number boti for the 7- by 10-foot and the variable-density wine tunnels.

and that thO hCU3RM3fIt k (?&m,z dUO deflected split flap is, therefore, practically to the independent of scale effect. It seems fairly well edablished that increments of 6L@ due to split flaps on medium-thick and thick airfoils are independent of scalo gffect, so that values of the increments obtained at the relatively low scale of the present te.sta moy br directly applied to full-scale wings.
drfod

the plti

ORDINABY

AND

SPLIT

FLAPS

ON

AIRFOJM

OF DD?FERENT

PROFILE

235

I I

moment against flap deflection for various anfzkw of uttack. Comparison of hinge-moment coeffici&ts for CO~PARISON OF CLARK Y, N. A. C. A. 23012 ANI N. A. C. A. 23021 AIRFOILI3 WITH BOTH ORD~NAR1 the three widths of ordinary flap indicatas that they AND SPLIT 0.20c FLAPS are practically independent of the flap chord. Comnhe 7-by lllfmt wind trmnd R, 6Q3,@M] parison of the hinge-moment coeilioients of ordinary flaps with those of the split flrLpsgiven in reference I Flaprlmtrnf I Flql dellwtaj
d @l

TABLE I

I T~

fl~ cL-u ==lcL-- CL-CD={= CLq

Clnrk Y L 260 K9.4

sput______ L.250

Ordhu-y.....

m.4

2 m 2 lls

0.705 .M$

144 151

4,8 48

-.40

I
:2 I %ik!l::::,,

N. A. O. A. Z.012

s0

107
107

,,

2 lm

L@) 0.374
.S74 z3c21

191 m

4.6 46

.80

N. A. (J. A.

o
;Z 4.6 46

10

20

Ill 30

40 50 ~ , degrees

60

70

60

90

ip%5z::::M t
3.0

73.2 73.2

21s7 2353

1.017 L Im

FIotmE 3L-Hlngemomont cmfthlentsofOIOcfnff~ordInary rlkfoa. Ffap gap Swdd

Sapon tke CfarkY

. CD.,. volne3 for fhp nmtmf. f%, n -.

I
2,5

,,,
I I I 1111

-.

-. 2.0

1020.30405060 I+ . degrees

70

L1090

?IOWRE 3Z-Hfngemoment

coeflidents ofOXkfnU~ ordfnory flap on tke fJlark Y afrfoa. Flap gBp smkwl.

,J###m
G,

C&x
-.

1.0

-.

-.

.5

-.

-.

~ , degrees
0
2 4 68106 2 4 6810

-.

ordk?nrgfip on tlM ObrkY houEE 23.-HfngemornentOJTMents 0.30cfnll-spm W of

7
! indioatea also

afrfou. Flapgopmakl.
that the hinge-moment coefficient are the same for the lm-o types of flap. The ~ctual h.hqge moments in inch-pounds me plotted male in figure M gainst flap chord to a logarithmic or diilerent deflections of the ordinary ilaps and for everal angks of attack. The slope of these curves is approximately 2, indicating that the actual hinge

Effecf!.ve Reynolds Number

- -

FIOIJBEW.-Scale effmt on maxfmnm ffft oMTioient of tke N. A 0. A. 23021afrfoff nautically wfth O.illc 8PM tlap neutral and dalti 7&.

Hinge moments of ordinary flaps.-The hinge momenta were obtained for the three widths of ordinary flrLpon the Chrk Y airfoil. These results are given in figures 31, 32, and 33 as coefficients of flap hinge

--.

236

ICEPORT

NO. 554 NATIONAL

ADVIEORY

COMMITTEE

FOR

AERONAUTICS

3. Any gap between the wing and the leading edge moment varies as the square of the flap chord for a of ordinary flaps had a very detrimental effect on tho given flap deflection. c._ attainable. 100 4. The hinge-moment coefficients of the full-span 80 ordinary flaps were practically independent of fkp 60 chord; the actual hinge moments varied approximatdy as the square of the flap chord. Both of these fidiRgs 40 accord with theory. I , 5. The hinge-moment coefficients of the full-span $ ordinary flaps were practically the same as those of rsplit flaps of similar size.

LANGLEY NATIONAL I I Wll

/% AX/ / /

MEMORIAL ADVISORY FIELD,

AERONAUTICAL COMMI~B VA., Ocfolwr 25,

LABORATORY, FOR AERONAUTICS,

f
/ /

I 1/
q

LANGLEY

1936.

.?.+HH++ -.
z
2

I y

REFERENCES

1. Harris, Thomae A.: The 7 by 10 Foot Wind Tunnel of the

National Advisory Committee 412, N. A. C. A., 1931. for Aeronautics. T. R. No.

Carl J.: Wind-Tunnel Meaeurementa of Air Loads 2. Wenzfnger, T. N. NO. 498, N. A. C. A., 1934. on Split Flaps.
I

Flop chord,percen+

wing

chord
for U~

Fmum 34.-V fub3tlon ol hingO monmnt with tip M

fim cmthe Olark Y airfoil. Q-1637 IIJJw. k CONCLUSIONS

3. Theodomn, Theodore.: Interference on an Airfoil of Finita Span in an Open Rectangular Wind TunmJ. T. R. IQo. 461, N. A. C. A., 1933. 4. Glauert, H.: Wind Tunnel Interference on Wings, Bodies. and Aii%Cl?3W0. R. & M. No. 1566, Britieh A. R. C., 1933, 5. Grumhwitz, Eugen, and f%brenk, OSkar: A Simple Method

for Increaein g the Lift of Airplane Wings by Means of 1. Full-span split flaps produced somewhat greater Flaps. T. M. No. 714, N. A. C. A., 1933. titi~es ti CL_ of the three airfoils tested than did 6. Weiok, Fred E., and Harrie, Thornaa A.: The Aerodynamfo full-span ordinary flaps of the same width, but the L/D Characterktke of a Model Wing Having a Split Flap Dcd C!_ was practicfdly the same for the two type9 of fleet.ed Downward and Moved to the Rear. T. N. No. 422, N. A. C. A., 1932. flap. 2. Based principally on the speed-range ratio T. Jacobs, Eastman N., and Clay, William C.: Charaobmlstkw of the N. A. C. A. 23012 Airfoil from Tests in the Fullthe relative order of merit of the airfoils CL~CDm,nY Scale and Variable-Dendy Tunnels. T. R. No. 530, tested with either ordinary or split flaps is N. A. C. A. N. A. C. A., 1935. 23012, Clark Y, and N. A. C. A. 23021.