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Air facrawits Lwlik , i-l

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Microfilm Wo

ACR So. IE13 fj^T

iLjLiklJjglL
NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

ATI No.^s^

WARTIME REPORT
ORIGINALLY ISSUED

May 19M as
Advance Confidential Report IAE13
ANALYSIS OP AVAILABLE DATA OH CONTROL SURFACES
HAVING PLAIN -OVERHANG AND FHISE BALANCES
By Paul E. Puraer and Thomaa A. Toll
Langley Memorial Aeronautical Laboratory
Langley Field, Va.

FILE COPY
RFiURN TO
Special D .... i*n.s. M.ich - TSRWF-6
W i.v .1 ; .eiJ. (-LbHnrStetiOfl
Air mt n
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fc.i,.u fh.10, Layiun, utiiu,

NACA
WASHINGTON

NACA WARTIME REPORTS are reprints of papers originally issued tu provide rapid distribution of
advance research results to an authorized group requiring them for the war effort. They were previously held under a security status but are now unclassified. Some of these reports were not technically edited. All have been reproduced witnouTTnange"Tn"brder to expedite general distribution.

L - 665

I
*

-/-

NACA ACR No. LVE13

NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
ADVANCE CONFIDENTIAL REPORT
ANALYSIS OP AVAILABLE DATA ON CONTROL SURFACES
HAVING PLAIN-OVEnilANG AND I^ISE BALANCES

By Paul . Purser and Thonaa A. Toll

SUMMARY
The available data on control surfaces having plainoverhang and Prise balances have been analyzed and some
empirical relations that will facilitate the prediction
of the characteristics of balanced control surfaces from
the ceoinetric constants havo been determined. The
analysis presented has been li.ir.lted to the effects of
overhang, nose shape, gcap, and Mach number. Although
the relations given are not considered sufficiently reliable to allow satisfactory prediction of airplane
stick force-s without the ^irt of v:ir.d-tunn;l tests of a
scale modol, they ar-j considerud applicable to the preliminary design of control-surface balances and to modifications of balancos already in use.

,*-,

The effects of balance variations in chandln? the

slope of the curve of hing-moment coefficient plotted
against control-surface deflection and in changing the
lift, effectiveness of th-3 control surface are correlated
for low I'ach numbers by a balance factor that accounts
for the length end shape of overhang. Wo such factor
was obtained that would adequately account for all of
the variables affecting the slope of the- curve of hlngemo.aont coefficient plotted against angle of attack or
tha deflection range ovor which the balance is effective
in reducing tho slope of the hin^e-.-noaient curve. The
effects of fcap and Mach number arc prasenttsd for a few
representative models. Soiiu. representative- prensuredistribution diagrams are presented for controls with
plain-overhang and Frise balances.

".

INTRODUCTION
The demands for more maneuverability and smaller
control forces for high-speed combat aircraft and the

Jut-; o>-"

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NACA APR No. Ll#13

general Increase in the size and speed of all types of
airplane have resulted in a considerable aiaount of reacarch en means for balancing control Eurfaces. The
results of a great pari- of the control-surface research
have rocently^boen collected in two papers; one generally appliaable to ailerons (reference 1), and the other
generally applicable to tail aurraces (reference 2).
The data contained in the two collections and in oth3r
papers arri being analyzed, corr.-lt.ted,1 and nunanarized at
LMATj. Tho IT suite of these, Stuarts a. **, baiiig polished
separately ac t'ic-j ar coj/jlet-jci. riufrenot. 3 contains
Information on Internal!}' biil&ncJd controls, reference 1+
contains information on controls with bevolcd trniling
edges end similar contour "modifications, "md reference 5
contains data on horn-bal^iotd controls;.
The prc-tnt papor duals rith control aurfuces
having pliin-overhang and Pi-isaaafbalances. The effects
of overhang, nose chape, gap,
* kach number have been
studied. The Prise balanco is considered only as a
special type of o^rhang balance, and certain characteristics generally &rcociat3d only with Price balances such as tb.3 effects of bulges, vent .w>o alot shapes,
and thn vortical locations of tho hih^n axes - have not
been considered. Suoh effects Tiay soraetiTies be r.ppreeiable, but they cannot bo proporly evaluated from the
oxiating datr..
!i 7'*:

syooLS
- -'^"'i^i>\

The coefficients, parameter.*!, factors, and symbols

used in correlating and presenting tho data are;
lift coefficient
section lift coefficient
aver-uge lift coefficient over control-surface
span for airfoil vvith 9 la In sealed control
surface
C

section lilt coefficient 1'cr airfoil with plain

scaled control sarfaeo

<-h

hinge-moment coefficient

*l

-1

5pt- ' -

' t = A>

.:-*' A>t: '>:,-- '.<'.

:V"Hv;"r:v-: !':".i:"

: *.,i':jatf::*%--

, ,- ' ****:*

HACA ACP Ho. lhE13

e

section hlngo-moment coefficient

pressure coefficient

local static pressure

Po
q

static pressure In undisturbed alrstream

dynamic pressure of undisturoed alrstream

angle of attack, decrees

(4*9

(H

control-surface deflection relative to airfoil,

degrees

*cr

critical control-surface deflection; that la,

deflection at which plain-overhang or Prise
balance is no longer effective in reducing
slope of hinge-roomsnt curve (approximately
the deflection at v/hich liaxlwum lift is obtained for a ;;lven anj-le of attack)

airfoil chord

root-mean-E'iiiars airfoil chord over span of

control surface

control-surface chord bac: of hinge line

root-mean-square control-surface chord
balance chord, distance froi Mn^e line to
leading ed^rc of plain-overhanp; or Frise
balance

root-mean-squar balance chord

Cb1

contour balance chord, distance from hinge line

to point of tangency of balance leading-edge
arc and airfoil contour
root-mean-square contour balance chord

thickness of airfoil section at hinge line

IT

root-mean-square of airfoil section thickness at

hinge line

#:

l_i

-;.;.:, ^^..;.-

...,,

;,
t

^*V'"r

.'.'* ..-:;';

HACA ACR No. ll|JB13

'bf

span of control surface

b^

span of plain-overhang or Frlse balance

aspect ratio

ratio of tip chord to root chord

jV&ch number; with subscripts, area moment of the

balance profile about hinge axis

Reynolds nunberj with si;';scripts, balance nose

radius

chord-wise location of n.iniLium-prassure point

for low-drag airfoils .uecisured in airfoil
chorda from loading edge (one-tenth of second
digit in low-drag; airfoil dfcsignation,
reference 6)

overhang factor

l
P2,P2-

/!

nose-shape factor3

balance fr.ctor
*1
Subscripts
0, A, B, n, r, ?.,

P^a'}

7?

, f, denote overhang-nose type (table I)

and

'""te:

Of

lia " \"5TA

'%''*<'-"1!"''''". '^'"'?'^"i .';'-i-'.; *:":V'v:^p!;*^Pi

,-.^. ,"; -4

'J^- i'iVv",

**.

"

._i:-f

HACA ACH No. lijElJ

i6 "\f/c

- (b*k\

a ~ Via /fif
N

- rM

lift-effectiveness parameter
lift-effgc^iycness pcraiaeter for ;?UIn sealed

*:*.

flaps

The subscripts outsids the parentheses indicate the

factors held, constant durinc meaevireMerJ: of tho parameters.
Ac>, I
v increments of slopes of hinge -moment cm'vcs clue
AC] ^
[
Q j
to overhanr typ of balance for test condiAch
tions usinr datn for p?.ciin unbalanced control

*J

surface with same gap condition as a base

tv.S.;g8ifei'.

- MF^^A*'-^ *'*>-i'-:' .>-:rj*

^ mmm

"'*.'

NACA ACR No. iiiSl?

AVAILABLE DATA
The data used in tho summary were obtained from the
results of model tests presented in references f to 2^
and also from various unpublished test results. Some of
the more pertinent information regarding the geometric
characteristics of the models and the test conditions
are suac-arized in table II.
Although an appreciable amoviit of data from tests
of two-dinensional control surfaces and finite-span ailerons: were available, the amount of data obtained for
finite-span tail surfaces was not considered adequate
for a reliable correlation.
The values of the slopes of the hinge-moment curves
used in the analysis are the elopes for small control
deflectio-.s at an angle of attack of 0.

CORRELATION :vj!TK0D3

(.

The present paper is concerned with the generalization of the effects of plain-overhang and Prise balances
in providing aerodynamic balance for flap-type control
surfaces. Empirical factors and design charts were desired in order that approximate relations could be established between the geometric constants of overhang
balances and the effects of overhang balances on the
hinge-moment slopes. A preliminary study of the problem,
indicated that the slope increments AChfi a"a ^ha
(or Acn_ and Acn ) due to the overhang were more
suitable for correlation than the total values of the
slopes.
The aerodynamic balancing effect of an overhang
balance is considered to be a maxiinuiu when the contour
of the balance conforms to the contour of the airfoil
for the entire length of the overhang. Rounding or tapering the nose causes a reduction in the effect of the
balance. Tn the present analysis, the effects of overhang length and nose shape were evaluated independently
by means of various cross plots of the available data.
The effects of variations in the nose shape were found
to dopend on the overhang length; therefore, a measure
'i&si-V...

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*. *

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MACA AC3 No. li|S13

of the not balancing effect of plain-overhang or Prise
balances was obtained as a product rather than as a difference of two empirical factors. T'ie two factors
are P^, which 1B related to the length of overhang,
and F^' which is related to the sectional shape of
the balance nose. Thus
K

l =

* i

P F

1 2'

where

i =\y) '\*r)\ bf

and the expression for Fg' is riv;,n 1** table I for

various general types of noso shape. As may be seen
from table T, the expression for P2' is, in general,
the product of an aree-moment ratio and a basic noseshape factor that specifies the relative location of the
point ef fcangency of a cireular-avc nose and the airfoil
contour, "''his basic nose-shape factor P^ is defined
as

.-

!-

p3 s l

It should be noted that for any overhang having a

nose formed by cireular arcs (nose types o, A, B, D, and
6 of table I)

*a' **z
and therefore
*1 *

Pi*.--'.'*^:i'

V.-V; ..i.^jji**,,;-:-.'

-^*

''l'^'-v-":'-';.^?'--''--'-*^-

^JF-

U.:.

' .V'S'Wft,

.-"'(

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NACA ACR No. li*E13

If the nose shape la elliptical (type C, table I)

or sharp (type E or P, table I) the factor F2r Is obtained by multiplying a nominal value of F by an areamoment factor. For an elliptical nose (type C) the
nominal value of F2 la the value that would bo obtained
for a flap having the some overhung as the given flap but
with a nose shapo of type 3. The appropriate area-moment
factor is plven" in table I where M0, !", and Mc are
the arta mo.-eents about the hinge axis of the balance profiles having nose types denoted by the subscript letters.
A similar method Is uBed for tha sharp-nose balances (E
and ?). In these cases, the nominal value of Fg Is
obtained for a ctreular-ai-c r.oso (typo D) having a
radi'ia RD such that the ire becomes tangent to the airfoil contour at a point defined by ths intersection of
the airfoil contour and an extension of the straight lino
forming the forward portion of t"io balance nose, The exponents of the area-moment factors were determined empirically.
Graphical solutions of the expressions for the overLang factor Fj
(for overhang having spans equal to
the control-surface span) and thci basic no3e-shape
factor Fg fere presented In figure 1. The value of F^
for "calanc&e wnicl.\ do not extend over the entire span of
the control surface (as for conventional rudders) is obtained by multiplying tho value oi" F'i obtained iTom
figuco 1 by the ratio of balance span tc control-surface
span. The use of this figure should allow a rapid determination of F-^ &nd Fgi provided the geometric constants cVjj c\j<, t, and c*f ars knon.
The analysis of the available data on control surfaces with bev-slt-d trailing od^o.T (refronco l\.) indi-.
catod that the effects of plan form of the wing or tail
surface could be accounted for r&asonably well by assuming that both the lift-curve slope und the increments
of hinge-moment slopes due to aerodynamic balance are
affected b7 plan-form changes in the same manner. The-same
assumption has been made in the present correlation of
the variation of hinge moments with control deflection.
In the original reports of the partial-span model
tests (models x, OCVIJI, tod ''OT6 of table II) plan-form
corrections mere not applied to the hinge-moment data

4.

NACA ACR No. LI4EI3

but were applied to the other aerodynamic characteristics.
The lift characteristics used for these three models in
this correlation are those corresponding to the actual
portion of the model tested and are not the same as previously presented lift characteristics.
RESULTS
Hinge-Moment. Parameters
The effects of overhang balances on-the. variation
of hinge-moment coefficient with control deflection are
shown in figure 2 as curves of oCn6/CL- or Ach_/ej-

plotted against the balance factor Ki. The parameter Cx,_

is the average value of the lift-curve slope
a

over the span of the control surface and is generally

somewhat different from the lift-curve- slope of the
entire wing. A method of estimating the value of C^

a
for ailerons on wings of various plan forms, is.given in
reference l\.. For conventional tail-surfaces, CL
1
o
generally may be assumed equal to the lift-curve slope
of the entire surface. As shown by figure 2, the variar
tion of the parameter A
with Kj for finite-

^AI

span ailerons was the same ae the variation -of

Ac^ /Cj

with K^ for two-dimensional flaps. The relation was

somewhat different, however, for finite-span tail surfaces
from that for finite-apan ailerons or two-dimensional
flaps. Ho attempt has been made to account for the difference, but the assumption that hinge-moment sic::
increments and the lift-curve slope vary In the same
manner with plan form Is probably not valid for the very
low aspect ratios normally used for tail surfaces. The
relation indicated for flnite-3pan tail surfaces is based
on test results of relatively few models and cannot
therefore be considered as reliable as the relation shown
for finite-span ailerons and two-dimensional flaps.

gfaf"*

'-

--..l-'S^.^".,ii4**jr.":'.w--*-tS2^-L*-',>.

'!-..V|

, #

... . :rl:''^-

-.\

;.;..' '

..

, .

i .

HAOA ACR No. LJ4EI3

10
Values of

AChg/Cr,

and

Ach-Zsi.

(for negative

deflections only) for ailerons and flaps having Prise

balances had essentially the same relation to the balance
factor %i as did the values for ailerons and flaps
having plain-overhang balances. The Prise dat* are presented in a separate plot, however, in order to show the
limits of K] covered by the available data.
First-approximation values of cb/cf required for
given valuers cf K.]_ may bo obtained for nose shapes of
A, D, or D from figure 5. This figure was derived
%types
from the ordinates of .TACA conventional airfoils as given
in rsferenee 25, and values of c-g/Cf. obtained from this
figure may be accepted as the final values for any airfoil of the I'ACA conventional four-di^it or five-digit
series. For other airfoils, figure J should be used only
for determining first-approximation values 01 c^/of. By
use of figure 1 and one or two additional approximations
the final values nay be obtained.
'To factor "is obtained that would
for all tho variables vtiich affect the
hlnge-rccnent coefficient with anglo of
riations of C^
and Ae^
with the

adequately account
variation of
attack. '.Phe vaoverhung faof

tor 7n are presented in figure 'L for representative

models having various no3S shapes and open or sealed
{japs. As nay t>r. peen .from figuro k AC-,,
or Acu
increase with ov-srhnry, but the increase is less rapid for
medium nost,a (typo C) or shc.rp noso-s {c^ps r) than for
blunt nesos {typt, v.). The? effect cf nose sh^pe is much
greater when the ap is open than hen the gap is sealed
and sealing the ;:ap generally results in a decrease in
AC^
or Ac^
for a given balanue. Little consistency
in the magnitude of the decrease c&n bu notud fron
figur-; )+.
Deflection Hankie
Attempts to correlate 8cr, tho deflection at which
thfi ovsrhang loses its baluncing effect, with the balance
factor Kn gave unsatisfactory recult. A sor.ewhat

**.'.<#*

t
";':,..-
;:- .'-:$
.xil&f'\ "* :'*'*>
\";\-v---r^;*r*-^,,'-';V!E*^''fc/'-.
y
-*. .tip.-.s. -..--.. ..-':.
:,.,.'...".:.'. I. .
, v-v v

:*

-.'

"'=*.'iiw:.

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- ;.
. .!iv7,;:-.'

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- S'\'--3>-''-''"

11

I1ACA ACR No. 1/1313

better correlation was obtained with the function

FO'I/FT

in which the rector 1 - lc serves to account for the

lower va?ues of __
cr obtained for lcw-Jra.? airfoils.
The scatter of points In ii^ure 5 which ?"er3nts the
correlation of ,er ror a"= 0, is proiW-lv rat 113 too
great to Justify use of the given relation 5n original
design werk. The givsn relation, However, should allow
satisfactory estimates of tha change in er that right
be expected to acooBipany minor rjodifieatiors to the overhang or rose shape of onlances already in use.
Lift Jffectiveneaa
Several Jnvectigafciors have indicated that the Jift
effectiveness of a J'ILB AS a function of the overhang
balance and the ;;ap. Rea6onaoly consistent vc-riatlons
of the offactiveriese ratio kA0 r?ith she balance factor IT, were obtained and ara presented in figure 6 for
several different ?r-ps. The ^ect values plotted are
principally for 50-percet-ohord .Maos (only a few points
for 20-pcrconfc-chord fl'-pr ware available) but the relations shown in figure 6 ate bilieyed to apj-ly reasonably
well with?n the limits of eoo^d ratios nor-..a i l;; used for
control evrfaces. Tie effeofcivevieos pa.vairster k for a
flap having a giver. gap and salaries i'aotor Z, may be
determined by multiplying, the value of Y-A'a obtained
from figure 6 by the effectiveness parameter k0 for a
plain sealed flap hnving the au me chertf retio op/a.
That the effectiveness paraastnr k increcscr v;ith the
balance factor jr^ and that the rat*, of ir-creae is
grantor for the larger japs may ho seen from figure b.
If the f^ur 'jia-vea of figure 6 hed been slotted* from the
si-no bnse, tuny would lnsersoct near k/i:0 ~ 1.0?
whsre 1^ = O.05. Thus, for Kj values greater than
0.05, oporing a {rap will generally increase k, and
for Kj_ valiias lees than 0.03, opening a ^sp rill generally decrease k. Although tue lift effectiveness
increases as the amount of balance increases, the unst^llsd deflection range decrtas-33 {fig. rj). The maximum
increment ol lift of a highly balanced control surface
is ^tnerally somewhat lors than the maximum, incrojieat of
lift of the corresponding unbalanced control surface.

*'p*'

.-,'-' i-v.-<".-' -' .-.-.

,;> A4.-:"*'-" *V'l ";..- .
.-. *..'". _...:: ->.

/' ':-- -

'"'/

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V
^ -aft-. * *
L

? t.

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&&

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-\-\

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*'

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t
NACA ACR NO. ll|El3

12
Effect of Gap

The effect of gap on the section hinge-moment parameters and on the critical deflection is given for a
few representative two-dimensionr-l models in figure 7.
For the conventional airfoils for which results are shown
there was a tendency for the values of c
and cn

" <x
o
to become les? negative as the f.;ap vat: increased. For
the lovr-dra airfoil fmodel IT), however, the values
of cn
and cv^. becsraa .-,iore n.eeatlvft as the r;ap was
increased. The variations not?sd for the various airfoils
are in agreene-.it with the statement In reference b that
opening a gap increase? the t;?nd&noy of larger trallingedre angles to make the hinge-nor.ent parameters more
positive.

The magnitude of the critical deflection decreased

with gap for the two models shown in figur'j 7 r-'n rate
of decrease of 'cr was greater for the low-drag air.
foil (model TT) than for the conventional airfoil
(model I).
Effoct of Kach Number and Reynolds Number
The offeet of a simultaneous increase in Mach number
and Reynolds number on the hings-j-voment parameters, the
lift-effectiveness parameter, and hho critical defloction
is shown for three representative! oiodels in figure 8.
The data are too sesree and tho variations too irregular
to justify any r.*ttoralizations eycopt with regard to the
critical Reflection, which decreased as the Mach number
increased for all three cases. The variation of 6cr
with ?.? wss a lightly preafcer for flaps vlth sealed gaps
than for .flaps vrl'th open jraps.
The tendency for

c>

and

to "oecome less

negative at th& higher Kach numbers as noted for some

airfoils is important because it nay lead to controlforce overbalance at hi^h speed. The available data are
too meager, however, to"warrant rating the various airfoils and types of overhang on this basis.

i.-V^'r;;-. ?-,^-:'"^.',7--: "--' -V "'"'-t"*i^l '

-v'^-.'^%

\. z*f'_i - -.i. .-.:\\.

V"
v.-

'*'.'

"'"

13

NACA ACR Ho. L*E13

Pressure Distributions

Data on the pressure distributions over control

surfaces with plain-overhang and Prise balances are relatively scarce but a few sample diagrams from references 1,
19, and 26 are presented in figures 9 to 13. Additional
data may be obtained from references 27 and 28.
The effects of nose radius, gap, and control-surface
deflection on the pressures over control surfaces with
plain-overhang balances is shown for a two-dimensional
model in figure 0 and for a finite-span model in
figure 10. Within the unstalled range, decreasing the
nose radii had little effect on the pressures back of
the hinge but increased the peak pressure at the protruding nose of the balance. Control surfaces with very
small nose radii stalled at relatively low deflections.
Sealing the gap decreased the positive pressures on the
upper surface of the balance for negative deflections
but had a negligible effect on the pressures over other
portions of the control surface.

The effect of Mach number on the pressure distribution over a control surface with plain-overhang balance
is shown in figure 11 for control-surface deflections
of *10. The increase in peak negative pressure, which
usually accompanies an increase in Mach number, is not
evident in figure 11. Evidently the adverse pressure
gradient back of the balance nose was so great that the
control surface stalled at some intermediate Mach number.
Pressure surveys over the lower surface at the nose and
the upper surface at the hinge line of a Frise aileron
on a semispan model of a low-drag wing are shown in
figure 12.
The effects of nose radius, vent gap, and modifications to the slot-entry shape are shown in figure 13 for
a control surface with a Prise balance. Decreasing the
nose radius with this control had effects similar to
those noted previously for the plain-overhang control;
that is, the peak negative pressures were increased for
every case except for the smallest nose radius, with
which the nose was stalled at the deflection for which
the diagram is shown. Increasing the vent gap or
rounding the slot entry slightly reduced the negative
pressures over the balance nose for negative deflections
and the positive pressures over the balance nose for
positive deflections. Rounding the slot entry and
:(>>

%fc"

w
.'.-.'V- ;...

'''.

, "'f

'

/"' % -Y

"' -

^^*: v;j^^^ ^'^v*.v4 - .v \^\h,::-\.*& V

'*.,

?-:. fc~- *;.

I'

\ "

';-.'**>**'

'

ik

IttCA ACH No. LliEi;

Increasing the vent gap increased the flow velocity

through the slot, as is evidenced by the more negative
pressures over the upper surfaces of the balance and of
the control at positive deflections.
OPTIMUM BALANCE ARnAMOEIIEHTS
Many factors must be considered in selecting the
optimum overhang-balance arrangement for a given control
surface. The following is o brief discussion of some of
these factors.
A ?iven value of

&5u

may be obtained by many va-

rlations of balance length and nose 3hape ranging fron

rather short and blunt balances to longer balances with
sharp noses. Although the geometric characteristics may
be adjusted over quite a wide range for any given value
of ACn , other aerodynamic characteristics will not
c
remain constant nnd, consequently, must be considered.

The Tact that 5cr varies approximately as Fg '^i >

whereas AC^
varies as r^'l"!
indicates that a long
overhang and a moderate nose sha;-,e of type B, C, er D is
more satisfactory than a short overhang and a blunt-nose
shape ol type A.
A factor that is probably quite closely related
to Acr is the magnitude of the peak pressures over the
balance nose, if ACn
is assumed to remain the same,

o,1'

a short blunt-nose balance produces higher peak pressures

than a long balance with a moderate nose shape. The high
peak pressure associated with the very blunt nose shape
Increases the possibility that the control surface may
become overbalanced at high J,*ach numbers and probably Increases the rate at which .Mach number reduces the value
of Scr. The high peak pressures increase the possibility that supercritical local velocities will bo
reached over the nose of the balance. Although little
definite information is at present available concerning
the effects of shock waves that occur over only a relatively short chordwise portion of the airfoil, such
effects are probably not beneficial.

X&'* '
*-,.-..;

.,

:-. ;*. *

, :-.',r.' j,

..;V..

:&"} /,**/.id;? :- -,\- /

.V^^V-:-.'..7-- .-.,*,
Wv :-
-./.: 'If
. .-. ^ - -'..-.- -'>

-- j&TFje,-..

'

i.

<>.."
*-t

.
-

>

.4

KACA AOR No. 12(31?

15

Phe ease with which static balance nay be obtained

is important, especially for larjrjo airplanes. Tlie long
overhangs permit static balance to be obtained by the
addition of a rainimuii of otherwise nonuceful weight.
Other considerations isnposo lifiliations on the most
desirable length of overhang. A Ion overhnng requires
a largo part of the fixed structure of the win or tall
surface to be cut away tc ullow for Tree mvement of the
balance. The lar^e brcakc in the? tirfoil surface that
result from the use of riedtun or ?harp nose shapes
probably increase the drag.

f-.*

!Tocs -ihr pen of type3 C, T>, :'u, or Y are likely to

give overbalance at hih deflections if designed for
slight underbalance at low deflections Lecauue a large
portion of the balancinc action o' the overhang type of
balance 13 produced by the negative pressure devolcped
at the portion of the nose that protrudes above or below
the airfoil contour. Por nose fn)C3 0 and 3 the negative
pressure peak moves forw.rd and Increases In magnitude
as the deflection is increased, therey resulting in an
effective incraase in balance. Proa: these considerations
it mifjht be mentioned that a shape of type D can "r,e s?:-pectei to be .ore sati^raefcory than a E"iipe of typ C,
unless the deflection liiritf allow th3 ::ost forward point
of the nes f;o protrude out?.roe the airfoil contour.
All the pointed nora shapes (tjnon >, 2, and P) show a
greatly increased balancing off'jot v/hen the nose protrudes ebovo or below the airfoil contour. It appears
that such a condition should bs -welded by the uso of
stops unless the control deflection required would be
beyond the critical value and it 5s desired to uaa the
control in this condition. Control surfaces with bluntnose overhangs (types A and B) ha^e also shown some
tendency toward increased balance st hi^h deflections
(references 7 and 19) but the affect is not as ;;reat as
for the .Tedium- and sharp-nose- shrpss just discussed.

1
1

An pointed out in a previous section the parameter ACn

is relatively independent of nose shapa
for sealed balances and nppecrs ho depend principally on
the balance chord. The choice of the best combinwtion
of nose shape and overhang for a ?iven AC-,
raay there0
fore be influenced by the value of ach
ootained, the

ft
degree of influence depending on the specific application.

.;.:il.

L_i

-i'~

16

NACA ACR No. lijE13

The choice of an open or a sealed gap for use with

the overhang will be Influenced by the fact that ncse
shape has more effect on Q\*
with the gap open than
with the gap sealed. For balances having values of X,
greater than about 0.05 the use of an open s&p generally
increases tho lift-effectiveness parameter k of the
control surface. Part of tho gain in k, hov-ovor, is
The loss
obtained at the expense of a loga in

in

generally is not harmful if the. control surface

Is an aileron but affects the airplane stability adversely If the control surface Is o rudder or an
elevator.

*':*'-

The possibility of any buffeting tendency should

not be overlooked In the design of a balanced control
surface. Flight tests as wall as wind-tunnel testr have
revealed such tendencies for Frise ailerons as pointed
out In refortp.ee 1. The buffeting appears to occur in
tho region of the negative deflections at which the air
flow separates from the protruding :IOSD; that is, -*t deflections near the critical values given for zero angle
of attack In figure 5. An increase in angle of attack
usually delays buffeting for ^rise ailerons. ^uffetlns
may al30 be delayed by my r.odiflcatior that tends to
delay separation; that Is, by increasing the nose radius,
reducing the overhang, raising bh:> nos;;, bulging the
lower surface of the aileron,"or providing the nose with
a slot cr a slat. V'ith the possible exception of the
addition of a slot or alat, all these moasurss tend to
reduca the aerodynamic balance for srcall deflections.
Some buffeting was noted durinr tests of two models
having plain-overhang balances. The oscillations v;ere
not so severe, however, as those noted for Prise balances.
3ecause this tjpe of balance cay protrude into the- air
stream cither above or below tha airfoil surface, the
deflection at which buffeting ray occur would bt expected
to be less for either positive or negative angles of
attack than for zero angle of attack.
Prom tho foregoing discussion it uy ba concluded
that the final selection of a control-surface nose shape
must be e eonpromlse depending on the relative importance
of the various factors considered.

-: -:: *??W&?&',$&- Ji&H&im.'W.V>

M,

y-.**l

HCA ACT No. lljE13

17

In the case of ailerons, the selection of overhang

and nose shape may he made principally from a consideration of the value of Cnfi required. The effect of Cn
on the stick forces during a roll must be considered in
the choice of Ch.t out the adjustment of the nose shape
"o
or overhang of ailerons to obtain a desired value of Cn
is not recommended. A nose shape similar to type B
seems the most promising of those tested; therefore, for
original design work, it should generally be necessary to
determine only the overhang for a nose shape of type B
required to give a value of Cn
already decided upon.
The value of Ch actually obtained may be adjusted
later within a limited ransje by making minor modifications to the nose shape without changing the length of
overhang. The effect of nose shape on the peak pressures,
the critical deflection, and the variation of Cn. with
deflection, however, must be given consideration.
The hinge-moment parameters Cn. ai"i Cn
are of
almost equal importance for tail surfaces, and the selection of the overhang and nose shape therefore depends on
obtaining desirable values for each of these parameters.
As has already been pointed out, the nose shape has
little effect on Cn
provided the gap is sealed. The
a
overhang may consequently be selected to obtain the desired value of Ch
and the nose shape may then be
selected to obtain tho desired value of Cn_, due consideration being taken of the affect of nose shape on the
peak pressure, on the critical deflection, and on the
variation of C*.
with deflection. If the desired value
of 0h_ cannot be obtained by selection of only the nose
shape, some adjustment of the overhang may be necessary,
and compromise values of Cn
and Cft
will thereby be
obtained.

*t*^- DP

1!

:i:

18

NACA ACR No. lif13

COMPARISON OP R3STJLTS ^ITH THBOHY

The faired curve of figure 2(b) and the thsoretioal

values of oh. for plain sealed flaps derived by Olauert
and presented In references 29 a**d 30 ware used in computing the hinge moments of flaps with jlain sealed overhangs on an infinitely thin airfoil, for which K^
reduces to (Ofc/ef) . The values thus computed were then
compared with theoretically derived values presented in
figure 5 of reference 51. The data of reference 31 are
presented for values oi' the over-all control-surface
chord (cD + Of) equal to 0.25c and 0.50c with various
hinge locations for several values c.f a parameter \.
m reference 31, \ is an effective reduction in balance
chord and is the distance over which the concentrated
source-sink representing tho steep break at the balance
nose is spread in order to pictur th local flow and at
the same time retain physical reality. According to reference 31 ^ is probably greater than 5 percent and
less than J.j.0 percent of the balance chord for airfoils
of finite thickness. ?he values for an infinitely thin
airfoil would b$ expected to fall near thfc lower limit
of the surrsjested range of \ . This premise is borne out
by a comparison of the theoretical curves and the experimental data extrapolated to zero thickness in the manner
noted. The experimental data forms a curve located at
\ = 0.03 to O.05 for both values of over-all control
surface chord.

DESIGN PR0C3DRE

:*>~-V
The results of the present analysis are considered
applicable to the original desin of control-surface
balances and of balance modifications for control surfaces already in use. The procedure recommended for an
original design will t>e illustrated in detail by an
example r

- !

Lot it be required to estimate the length of plain

overhang for a nose shape of type B to give a final
value of Gn
of -0.0010 for a 0.20c aileron on an
NACA 23012 airfoil. The aerodynamic characteristics
needed in the design are; (1) the slope Cn. of the

'

>-

.'-

'

I
.>..-fi*:

HACA ACS No, iJ+El?

19

plain unbalanced aileron having the same gap condition

as the proposed balanced aileron, and (2) the average
slope of the lift curve over the aileron portion of the
wing CL x
o
'because only the increments of slopes due to the
balance are considered in the present correlation of
hinge-moment characteristics, the ability to obtain a
desired value of Cv,a
for the balanced control surface
8
is critically depondent upon tho accuracy of the value
of Ou. used as a bao. The value of this base nay be
estimated from comparable finite-span de.ta or calculated
from opction data, but the final value of Cn o^tainfed
for the balanced aileron cannot be expected to be more
accurate than the value used for the bnse. The slope of
the lift curve of the entire surface CT
will usually
be knovi from experimental data. The average slope over
the span of the aileron CT,
may bo estimated with auf-'1
fioiont accuracy by the method of reference /;..

'A.
Mi.
I.

It is assumed that the following results were obtained:

tiF-

h6

(for Plain unbalanced aileron) = -0.0070

CL

= 0.080

The Increment of hinge-moment slope required of the

plain-overhang balance is
A

Ch6 = -0.0010 -(-O.OO7O) = O.OOO

and therefore
AC

hfi _ 0.0060 _ .

n__

la

For finite-span ailerons th9 balance factor

K,

is equal

&

NACA ACR No. ii^l?

20
to

AC*.
-2
C
I1

(fig. 2); thus,

Kx = 0.075

Vt

The required overhang for a nose shape of type B

may now be determined approximately from figure 3(a), by
use of the value of X
just determined and

t/2 = 0,131 from the known airfoil ordlnatB at the

-*
c
f
aileron hinge line. Therefore,

=r = 0.397
c

The acouraoy of this value may be checked by drawing the

aileron nose to the proper ordinates (balance 1 of
fig, lb.) from which tho contour-balance chord may be obtained graphically. For constant-percentage-chord
ailerons, the result Is

ob'
-=- = 0.221

AK&sjtyt;

Now, from figure 1, F - O.l^l, F2 ~ O.521, and therefore KA = 0.07l{., which is sufficiently close to the
value required. As has already been shown, the value
of e\/cf obtained from figure 3 may be accepted as the
final value for nose shapes of typo A, 3, or D for any
airfoil cf the ^ACA conventional four-digit or five-digit
series and, therefore, the eheel: just performed was not
necessary in this instance, if an airfoil section
having a different thickness distribution had been used,
or if it had been desired to use a nose shape ether than
type A, B, or 75, figure 3 would still have been used, but
only to obtain a preliminary estimate of c^/e'j..

- -A*

- '*"'' JTZ*'''$'$&};'?&&' '?

^'VsSSJ;i'
^^

-v:
.?^'"t*

#>.

yr.kv -...

"V

'>*"

KACA ACR No. 1^513

Tho procedure to be usod in connection with proposed
modifications to plain-overhang balances is similar to
that just oufcllnud for an original design <jxcftpt that
the value oi* Cn
of the original balanced control curface may be used as the base. If only a certain increment ACnp.
is desired, no base value is necessary.
In order to illustrate the change in overhang that
would normally be required to give the came amount of
aerodynamic balance for small deflections when the nose
radix are varied, two additional nose shapes have been
derived and are presented in figttre 14(a). Balance 2
has one and one-half times the nose radius of balance 1
and be lance J has one half the ncse radius of balance 1.
The geometric constants of the three balances are tabulated in figure ll;(a).
The variation of

Cn

that may be expected to

accompany moderate changes in the nose radius with a

fixed ovarhang is indicated in figure 1'i.fb). The estimated values of 0>,
range fro-n -0.0022 to 0.0002.
6

?;!

The recomended procedure for the design or modification of control surfaces with Prise balances is similar
to that just outlined for plain-overhang balances except
that the increment A0h
applies only to the negative
"6
deflection ranyo. The slope Cv,a for positive defleco
tions greater than about 0 raaj be considered to be unaffected by overhang or nosa shape. The complete hingemo-nent curve can be approximated rith a fair decree of
accuracy at. low angles of attack by fairing a curve
between the balanced negutiv-2 portion (tangent at
Of * -Z) and the unbalanced positive portion (tangent
at f ~ 8). The exact location of tho curve with respect to the axes Is dependent on a number of factors,
however, including the shape or the airfoil suction. A
prediction of the characteristics of a control surface
with a Prise balaneo, therefore, cannot be expected to
be as accurate as a prediction for a control surface
with a ?,ialn-overhan balance, it la believed, however,
that the effect of minor modifications to wither plainoverhang or Prise balances can be predicted with fair
accuracy by the method outlined.

22

MACA ACR No. I^E13

CONCLUSIONS

The results of the preceding correlation and analysis indicate the following general conclusions regarding
control surfaces having plain-overhang or Krise balances:
1. The. effects of balance variations in changing
the slope or" tho curve of hinge-r,o-ront coefficient
plotted against control-surface deflection and in
changing the lift effectiveness &f tho control surface
could to correlated for various models at low Vach numbers by the us3 of a balance factor that accounted for
the sJze and shape of the overrun,3.
2, wo correlation factor wan obtained that would
adequately account for all the variables Which affect
the slope of the curve cf hj.nne-mo'sent coefficient
plotted against angle of attack or /aioli affect the deflee ticn range over '.mich the balance is affective in
reducing the slopo of the hinge-nouient curve.
3 The prBPcnce of & small r-ap *>t the nosa of a
plain-overhang balanced flap and of" the: corresponding
unbalanced flap does not appreciably alter the differences in the slopes 01" tne curv-js of liin-;e moment
plotted agjiinst control deflection.
li. The shape of the balance noso varied the effect
of a yap at the control loading edgo or. the slope of the
curve of hinge moment plotted '.iinst anglo of attack
for plain-overhang balances.
5 The presence of a ^ep at the control leading
edge consistently Increased the effect of overhang in
increasing the control lift-effoctiveness parameter.
w
ith the open gap the increase In fie lift-effectiveness
parameter with increase in overhf-.n^ was caused by an increase in the slope o** tho curve of lift plotted against
oontrol-surfaco deflection and a. decrease in the slope
of the curve of lift plotted against angle of attack.

iT"

v ':

-f^vv.l'.iV''*L:;^ .-..''' ';.... %,.&

':"/V''*,. *

-7:;%:~ . - \. .-'f.f':-

f'n-

.;....."

-.

-.r*t

"-;?*;' '" '*

BAOA ACR No. li|E13

25

6. The data were too meager to justify any definite

generalizations concerning the effects of Mach number on
plain-overhang and Frise balances except that increases
in Mach number consistently decreased the deflection
range over which the balance was effective in reducing
the slope of the hinge-moment curve.
Langley Memorial Aeronautical Laboratory,
National Advisory Committee for Aeronautics,
Langley Field, Vs.,

:&

'I* *;.*'--'::

Zk

lL\Ci\ .\C2 Ko. Ij;-'il3

REFERENCES

1.

Rogallo, P. M.t Collection of Balanced-Aileron

Test Data. NACA ACR No. IjAll, l$Uk.

2.

Sears, Richard I.: Wind-Tunnel Data on the Aerodynamic Characteristics of Airplane Control
Surfaces. NACA ACR No. 3L0S, l^j-J.

3.

Ropallo, P. M., and Lowry, John r*.: Re'sume'of Data

for Internally Balanced Ailerons. NACA RB,

March V)hl.
It-.

Purser, Faul E., and Oillis, Clarence L.f Preliminary Correlation of the Effects of Beveled
Trailing Edges on the Hinge-Moiaent Characteristics
of Control Surfaces. NACA CB Nc. 3E3J+, 19J4.3.

Lowry, John G.: Re'sume' of Hinge-I'oment Data for

unshielded Horn-Balanced Control Surfaces. MCA
RB No. 3F10, lQlj.3.

6.

Jacobs, Eastman N., Abbott, Ira H., and Davidson,

Milton: Supplement (loose-leaf) to MCA Advance
Confidential Report, Preliminary Low-Drag-Airfoil
and Flap Data from Tests at Large Reynolds Numbers
and Low*Turbulence. NACA, March 19^2, p. 21a.

7.

Letko, V'., Hollingworth, T. A., and Anderson, R. A.:

'Aind-Tunnel Tests of Ailerons at Various Speeds.
IV - Ailerons of 0.20 Airfoil Chord and True
Contour with 0.J5 Aileron-Chord Extreme BluntNose Balance on the HACA 23012 Airfoil. EACA ACR
No. 3H28, 19I13.

8.

Letko, W., Denacl, 'I. G., and Freed, C.t Wind-Tunnel

Tests of Ailerons at Various Speeds. I - Ailerons
of 0.20 Airfoil Chord and True Contour with O.35
Aileron-Chord Extreme Blunt Hose Balance on the
NACA 66,2-216 Airfoil. ?TACA ACR No. 3F11, 19h3.

9.

Sears, Richard T.: Wind-Tunnel Investiation of

Control-Surface Characteristics. I - Effect of
<3ap on the Aerodynamic Characteristics of an
NACA 0009 Airfoil with a 30-Porcent-Chord Plain
Flap. NACA ARR, June 19^1.

-i**1*>V;/

^.v^i*.--*--

j:--f:t -''. 'i'.A.:-^:/"^fv.^ yy"iMtcimb-.i--i:t--\.-- :.*. '.-.,-wr-'

\^T* ' V- ,,,: ,. >>.

. *v^^:--v. ,":.: VJ:-<X-MZ::. ^ '

':&? ".:.-.

-^ '"

-^ ^^'Y?s*''- '

i.^:- '-'*'"'' '-j-i''": ''"-'

'A**'"-'''.

,iV>-:i''>;.?'.''" v. ':V- *' " ' *

-.

-'S---- , * '. A---' :.-;; ' .,;; - '.

""'?''' J'i '<* " . ''" ' \Sy - i ^ ~ " ' -

j'.:":-*A'-"*.'

" ''-

"

': -W*"

t
.K
:.

25

MCA ACR No. IJ+S15

10.

Ames, Milton B.f Jr.: Wind-Tunnel Investigation of

Control-Surface Characteristics. Ill - A Small
Aerodynamic Balance of Various Nose Shapes Used
with a 30-Percent-Chord Flap on an NACA 0009
Airfoil. NACA ARR, Aug. 19&.1.

11.

Arnea, Milton B., Jr., and Sastman, Donald R., Jr.:

Wind-Tunnel Investigation of Control-Surface
Characteristics. IV - A Medium Aerodynamic
Balance of Various Nose Shapes Used with a
30-Percent-Chord Flap on an NACA 0009 Airfoil.
NACA ARR, Sept. I9I1.I.

12.

Sears, Richard I., and Howard, H. Page, Jr.: WindTunnel Investigation of Control-Surface Characteristics. IT - A Lar^e Aerodynamic Balance of
Various IIos3 Shapes v;ith a 30-rorcent-Chord Flap
on an MCA 0009 Airfoil. NACA ASH, Aug. I94I.

13.

Gillir, Clarence I.., and Lockwood, Vernerd E.:

'Ind-Tunnel Investigation of Control-Surface
Characteristics. XIII - Various Flap Overhangs
Used with a 30-Percent-Chord Flap on an HACA
66-OO9 Airfoil. NACA ACR No. 3C-20, 192+5-

14.

Sears, Richard I., and Liddell, Robert B.: WindTunnel Investigation of Control-Surface Characteristics. VI - A JO-Percent-Chord Plain Flap
on the NACA 0015 Airfoil. NACA ARR, June 19^.

15

Sears, Richard I., and Howard, H. Page, Jr.s WlndTunnel Investigation of Control-Surface Characteristics. VII - A Medium Aerodynamic Balance of
Two Nose Shapes Used with a 30-Percent-Chord Flap
on an NACA 0015 Airfoil. IUCA ARR, July 19l|2.

16.

Sears, Richard I., and Gillie, Clarence L.: KindTunnel Investigation of Control-Surface Characteristics. VIII - A Large Aerodynamic Balance
of Two Nose Shapes Used with a 30-Percent-Chord
Flap on an NACA 0015 Air-foil. NACA ARR, July
19te.

17.

Hoggard, H.'Psse, Jr.: Wind-Tunnel Investigation of

Control-Surface Characteristics. X - A 30-PercentChord Plain Flap with Straight Contour on the
NACA 0015 Airfoil. NACA ARR, Sept. I9I42.

v ,>" ;

-,

..

*-" .
/..

__L__.-i

-v-"--^'.? v '

</..**

A- - -

*-. ' * ''..**+*&?*''

>

' I

>&r

NACA ACH No. 12+213

26
18.

Sears, Richard I., and Howard, H. Pa^e, Jr.: WindTunnel Investigation of Control-Surface Characteristics. XI - Various Large Overhang and
Internal-Type Aerodynamic Balances for a Straight
Contour Flap on the NACA 0015 Airfoil. NACA ARR,
Jan. 19i+3.

19.

Purser, Paul E., and Toll, Thomas A.: fflnd-Tunnel

Investigation of the Characteristics of BluntNose Ailerons on a Tapered Wing. NACA ARR,
Feb. 19I4.5.

20.

Sears, Richard I., and Howard, E. Page, Jr.: Characteristics of Plain and Balanced Elevators on a
Typical Pursuit Fuselage at Attitudes Simulating
Normal-Flight and Spin Conditions. NACA ARR,
March I9I+2.

21.

floett, Harry J., and Reedor, J. P.: Effects of

Elevator rose Shape, Gap, Balance, and Tabs on
the Aerodynamic Characteristics of a Horizontal
Tail Surface. NACA Rep. No. 6?5, 1939

22.

Letko, W., and Kemp, v-'. 3.: wind-Tunnel Tests of

Ailerons at Various Speeds. Ill - Ailerons of
0.20 Airfoil Chord and True Contour with 0.35Aileron-Chord Prise 3alance on !the NACA 23012
Airfoil. NACA ACIi No. 3T1*;, 19 J-3.

23.

*\'*k*&2-

1.

Holtzclaw, Ralph v., and rickson, Myles D.: V?indTunnel Investigation of Flap, Aileron, and
Exterior Bomb Installations on a 2l+-lnch ConstantChord North American XB-28 Wing Model. NACA ARR,
July 191+2.

2k. Rogallo, F. M., and Purser, Paul .: Wind-Tunnel

Investigation of 20-Percent-Chord Plain and Prise

Ailerons on an NACA 23012 Airfoil. NACA ARR,
Dec. I9J4.I.

25.

Jacobe, Eastman N., Pinkerton, Robert M., and

Oreenberg, Harry: Tests of Related ForwardCamber Airfoils in the Variable-Density Wind
Tunnel. NACA Rep. No. 6l0, 1937

ffl - .

.-.-. (-..-.,>-r,-.. 1. -.

?.

'.' i"":"5-.' '^.W.ii? .' "'

' .**' '

'.';,"'
=.

"'t!rt-;-','-''>''-':r .*..;. ;"':i*-:.r:..:;S;K'-di. v,"i."fo'*S.--..'5^ f^F is.-"

, -i ii

i-'i- L-i

.;*.

'

-v >i;!v;
-..

vv -,. *p/;..-v;.-

P*> -v

i/V;

' "

\ --i"V '' ''

f-%6&--

^V:::-3&:--:
.^.'. .";.'-'' "'' '- '^fe^lv

"' :
" "V. .; '.
^"m%: r'- M-^*^H'.^-.''\-

" '^f?-:
*--''

f^'f:::: ;.-, ^.^: r^-. - ....

JLS

I
<

:":>&

NACA ACR No. ii^El?

27

26.

Letko, W., and Donaci, H. 3.: Wind-Tunnel Testa of

Ailerons at Various Speeds. V - Pressure Distributions over the NACA 66,2-216 and NACA 23012
Airfoils with Various Balances on 0.20-Chord
Ailerons. NACA ACR No. 3^05, I9I+3.

27.

Dingeldein, Richard C: Pull-Scale Tunnel Investigation of the Preasijre Distribution over the
Tail of the P-1+7B Airplane. NACA ARR No. 3E25,
19U5.

28.

LeBeck, Robert K.: 20-Foot Wind Tunnel Pressure

Distribution Measurements on the Full-Scale Tail
Surfaces of the Republic F-k7& Airplane - Test
No. 1I4. AAF T.R. No. I4.926, Materiel Command,
Army Air Force3, May 13, I9I+3.

29.

Olauert, H.: Theoretical Pielationshios for an

Aerofoil with Hinged FlaD. R. & M. No. IO95,
British A.R.C., 1927.

50.

Ames, Milton 3., Jr., and Sears, Richard I.: Determination of Control-Surface Characteristics from
NACA Plain-Flap and Tab Data. NACA Rep. No. 721,
19Ul.

'I.
:

u ,:

Theodorsen, Tht-odore, and Oarrick, I. E.r Nonstationary Flow about a Wing-Aileron-Tab Combination Tncludinc Aerodynamlo Balance. NACA Rep.
No. 736, 19242.

.. -t^M-*fl'.-;."",:.*-^.i :. -'. -.-,*.

^H&>-.-' - *?'.;.*;:.*.

v>-.i*H., *?'" .

If
vH#i :"

1..

28

NACA ACR No. L4E13

TABLE I.- VARIOUS NOSE SHAPES CONSIDERED IN
CORRELATION OF PLAIN-OVERHANG AND FRISE BALANCES
AND CORRESPONDING EXPRESSIONS FOR NOSE-SHAPE FACTOR.
Nose
type

Section showing nose shape

Nose-shape factor, Fg

"Fmv

IB}?-? H

m-f$m
pm

NATIONAL ADVISORY
COMMITTEE FM AERONAUTICS.

I
29

NACA ACR No. L4E13

as

|i

III

1IH6

HfiODH

3888S

u?$
-.'yt

52?

V\

i!

1
ig
\

ifii

23
as

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K^

4
I!

ss
:s
J?"

if

rr
I

II

ill

NACA ACR No. L4E13

30

> i-

>i

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er

!!

11

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lull

Hi
If

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r

ii

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3111

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3

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1L U

^__U-

31

NACA ACR No. L4E13

.S

ll

IrlC

Is

-"
3

II?

3S

"IT
4

A3
I ?2

fli

ml
mi

gift

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!

:.

32
NACA ACR No. L4E13

NACA ACR No. L4E13

IT

33

NACA ACR No. L4E13

Fig. 1

NATIONAL ADVISORV
I COMMITTEE FOR AERONAUTICS

u..

dr defer&lDlrig. pumetrtcai' \vafuas of

mrhahg fdidtptih \t^hz.kak^ft)bpk'rqct,or\ from
coh&kante of cob^tl.^arfaf'&-. with
7se\ ba/ahcea. hfy/hf. ml

fi-g. 2

j-lIfcThMp/tfi&M&q.aftimb... and
ftrordlmensionaf flaps \ with
pfoin-overhang; balances!.
NATIONAL ADVISORY
COMMITTFE FOR AERONAUTICS

span ailerons and

fm dimensional flaps,
fr/'se bafancex. (A/egal/re
tWtpcttolas\only\

with balance
factor /or various control. ^urfa<:e$.. )M}J.h!7.2i symbols
arc for
responding mocfeh...of.\iAb/eM, plain Symbols,

own aaps ; Ifaqqed symbols^SJLdlaMsjapL,

NACA ACR No.

L4E13

Fig.

JliL

BqtioHB \ fat&Jm | li 11

ltd

.^Myre 3. - C/ii tr% "far ct&f&rmining \f~/rist krppror/matto'

for confral^i jjjji
fojmsd hy c/rcut
of tobtet). jjj|J
ordinres gltran
NACA conventfor.

NfA

ATP Wo.

I.4F17.

##*6j3;i type A \ ^.fl.5%.

figure '3.- Continued;

Fip.

3b

NACA

UE13
Flg. 3c

-o

'

Fig. 4

NACA ACR No. L4F13

s
i

<o
Oil

u
c
5o
Q

^ 3 lT<o CtJO

3
-j

<?

*
rf
^

Fif.

NACA ACR No. L4E13

I
5

-I O

vi

ga
S
Cn

>a<a rv

iI
i

mite-span ailerons and

vo- dimensional f/aps with lain-orerhong ba/ances.

Stf

>

A' '

^A
<o

2 %> in

*8

'^

Sb

*\
V \ v

SSi

: Q.

II
!

5
i

to

H
Fig. 6

NACA ACR No. L4E13

/./ . (6>l Coo. sealed.

i 1 l!J
1.0

Vktf.

(2

s3

'VTT*
111!

1-

1 t1

i.l

. a >) G'op. 0.0G 'c.

z*

1.0

,
B

4 j06 .08 .10

Balance factor, K,

.18

.14

/ itjure 6.- Variation of lift-effectiveness parameter,

relative to tiff-effectiveness parameter of plain-sealed
flaps, with balance factor. M, O.l to 0.2 . Symbols are
lir corresponding models of table II.

HNACA ACR No. L4E13

Fig. f

Nose
Macht type c^fa
A
0.35
8
.35
C
.35
A
.35
0
.09

A
b

.35
.35
.35
.09
.35

A
A

.35
.35

A
A

.35
.35

c
o

fX)? .004 .006

Cap/c

.OOP,

O/O

.012

NATIONAL ADVISORY
COMMITTEE FOB AERONAUTICS

figure? 7- Variation of flop section hinqe-moment parameters

and critical defter, hon w/tti yap. at0*; Af,0J to O.B.

NACA ACR No. L4E13

Fig.

|Nose'

% -.004
-.00
NATIONAL ADVISORY
COMMITTEE rot AERONAUTICS.

JD04r

%c

-/m

Lr 0y

*\

M.i

4
K <

_w

w-

_j

Much number, M
P 3 4 .') 6 7/K>'7 <? I E 3 4
Heynokk, number for test conditions,

7
*/06

hj Gap x 000.1c.
(b) Gap, sealed,
figure 6.-Variation at flap section hinge-moment
parameters, litt effectiveness parameter, and critical
c/et lection wlln Mich number and tteynolis number. oc,0e.

Fig. 9

NACA ACR No. L4E13

.0035c gap

i.i.i

72

76 80 3+ 88 9Z 96 100
Station, percent chord

NATIONAL ADVISORY
COMMITTEE FOI AERONAUTICS

Balance-nose radii
0,02c
-.O/c
-0

'pper surface
Sf -/0'
i . i

72

72

76 90 84 88 92 36 A
Station, portent chord

78 80 8* 88 M 96 MO
Station, percent chord

(a) Effect of bahnte-note radii, 0.0055c gap open

.OOSSc gap
Open
Seeded

OOSSc gap
Open
eakd

upper surfet

72

72 76 BO m 88 92 96 100
76 80 8* 88 92 98 /OO
Station, percent chord
Station, percent chord
(blEffet* of sea/, 0 OOSSc gap, OOZc balance-note raaf/i

Figure 9.- Pressure distributions on a 0.20 c flap with

a 0.3Scf blunt-nose balance. /VACA 23012 airfoil
section (model I of tableffl; data from reference B:
oc.O": M^0.36.

<J

Fig. 10

L4Elb

NACA ACR No
-2.0-

if

//>

-1.2
IT

-&

flic

r If.

US

-.4
Uppvr

iufiace

-it
-U
-.8
-.1

iflwW SerfOC

a
f

.I.I

_U

.J_

2
I
0 ,_. Z,. I .0
UnlitK-t from hmae line, in.
!t)l crn/f IMV radii,A0OSc gap.

'

fs

' itmrr surface

0
3

,I0

JF"

10

2
10
Alt)
Distance from hinge line, in.
MHcdium nose radii, QOOSc gap-

-i-0r
if

: Mr

-1.2
P
8

if-S
joppe. socfaca

-2.0

$10

16
..I

-JB

IS*
upper surface
I i I

. 3

1.6
A,

P-JB

Jb io

f* lower -.ti.'aie
I *, I , I

a .

li

1*

. 1

2,. / . o

A
Distance
I'om hingt line, in.
(JMedum nose radii, sealed gap

UiUmnrr Item h,nmr hne, in.

(diSmall nose radii, settled gap

NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS

Figure/0.- Effect of aileron deflection and nose shape

on the peak pressures at the nose of a 0.155c
aileron with a 0.35 cr balance. Model IZ of tableE-,
data from reference 13; or, 0"-, M^O.I .

. (

NACA ACR No. L4E13

Figs.

11,12

.02c
.005S,

_LJ
76 SO 8* 86 92 96 MO

'''

72

Station, percent chord

NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS

AbeA nvmher tl

a 190

tss

sarfmcm

. ICO
' 72 76 BO 84 88 92 96 MO
Station,percent chord CONFIDENTIAL StaUan,preent chord

Figure II.- Pressure distributions on a 0.20c flap with a 0.35cf

blunt-nose balance. NACA 66(2I5)-2I6, o-t.O airfoil section-,
model II of table U-. data from reference (; a, 0'; gap, 0.0055c.
CONFIDENTIAL

-2.0
-1.6 Y

\ Idea)

NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS,

-18
to

-* h
o
4

Lower surface

Figure 12.-Effect of aileron deflection on peak pressures of a

0.t?Oc aHeron with a 0.40cf Fr/se balance. Model III of
labte ff. Data from reference I , a, /'; M^O.I,

?
Fig. 13

NACA ACR No. L4F13

.02c
Stulmrt,percent chard

-J r

Bahnee-nase radius
AcVSc
.OOOc
:0012c

Balance- note radius

-0.015c
-.009c
JOOf2c

Upper surface

Mf
72

K 80 8* 88 92
\2 96
9
H>0
7* BO 8* BB^ 32 96 100
Station, percent chord
Station,percent chord
til Effect of balance-nose radius, OOOiSc rnto.
taap, 0 tower-surface ro>. fas.
NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS

Vent oop lower surface

raaVut
lower-surface

72

K 78. ? tU 88^9296 100

7S 80 8* 88 92 96 100
Station, percent c,
5ration,percent chord
(hlEfttct ofvmntoap and lower-surface radius, HOOBc balance-note radius.

Figure 13.- Pressure distributions on a 0.20c flop with

a 0.35cf Frise balance. /VACA 23012 airfoil section, model
1ST of table II; da fa from reference f&cc.O", Mt 0.36.

y?NACA ACR No. L4E13

Fig.
tofcwce

hH- -%

/
^
3

14

raofoyis Ctyf
omit* ('.337 0.821
13414c .435 .178
.260
0158c

in
IT

(a) Balances having different nose radii and different

overhangs but the same balance factor. Kt t 0.074;
4* , 0.131- estimated Cn
-0.00/1.

NATIONAL ADVISORY
COMMITTEE FOB AERONAUTICS

4~h (b) Balances having different nose radii but

the same overhang. cb/Cf, 0.397.

'

figure 14.- Various plain-overhang balances derived for

ailerons of wing used for illustrative example. NACA
23012 airfoil; Cf/C, 0.20; ^ , 0.131-, <Vc,, 0.397.

RESTRK
BDDFBMG) (0(C)7)
Purser, Faul E.
Toll, Thomas A.

A7G 6561

DIVISION] Aerodynamics (2)

C~IG AGENCY NUMBER
SECTION! Control Surfaces (3)
ACE-IAE13
cross REFERENCES: Control surfaces - Aerodynamics
(25600); Control surfaces - Aerodynamic balancing
REVISION
(25500); Control surfaces - Structural design (25900)
AUTHOBtS)
AMER. TITlfc AnaiyBig 0f available data on control surfaces having plain-overhang and Iris
balancss
FORG-N. TmE:^^
ORIGINATING AGENCY: Rational Advisory Committee for Aeronautics, Washington, D. 0:
TRANSLATION:
COUNTRY

U.S.

LANGUAGE |fOAG'NlASS|

DATE I CAGES
U. SJCLASS.
Unclass.
May'to
18

MUS
21

FEATURES

tables, dlagre, graphs

BSTOCT
Empirical relations that 111 facilitate the prediction from geometric constants of
characteristics of balanced control surfacss and are applicable to preliminary design
of control surfacs balancss already In use ere presented vlth repressntatlve pressuredistribution diagrams. The sffacts of ovflrjiafcg, non nhflpe, fip wfl Koch mrrtw*r r
considered. Increase In Mach number decreased deflection range over which balances vere
effective In reducing slope of hinge-moment curve.
30TE:

Bequests for copies ofthls report must be addressed to:

Washington, D. C.

T-2. HQ AIR MATEWEl COMMAND

AlR ?ECHNICAL

DNDEX

N.A.C.A.,
''

WRIGHT FIELD, OHIO. USAAF