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< c < 2 .—----- RM A50A04 RESEARCH MEMORANDUM TO ........... .............................- ............ B!’ AUTHOf?ITY OF . . ~*.a3 +; STALL CHARACTERISTICS OBTAINED FROM’ FLIGHT 1~’”OF NORTHROP X-4 NO. 2 AIRPLANE (USAF NO. 46-677) By Melvin Sadoff and Thomas R. Sisk Ames Aeronautical Laboratory Moffett Field, Calif. This. dcaumnt contalr,s classlfi4 lnforrnatio” affectti the National Defense of the Ur,lted States within the meaning 01 the E8piouage Act, USC W: 31 and 33. It. transmission or the revelation of its contents in my nlanner to an unauthorlz.ef person is prohibited by law, Inf.mation 50 classified nW t-s Irnparte.f only to persons in the Uluitary d naval sertices of the unltef Nate,, ap~ropriate civilian officers ad euIployees of the Federal G.wement who have a Iegitbmte Interest therein , and to United States cit,zens of known loyalty and disa-etion who of necessity must be infornIed thereof, NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS WASHINGTON February 27, 1950 e 1 . ..- ----- .. . . -

RESEARCH MEMORANDUM - NASA...NACA RM A50A04 SECRET NATIONAL ADVISORY COMMITTEE FOR RESEARCH MEMORANDUM. ..- -.-+ * AERONAUTICS STALL CHARACTERISTICS OBTAINED FROM FLIGHT 10 OF NORTJ3ROPX-4

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Page 1: RESEARCH MEMORANDUM - NASA...NACA RM A50A04 SECRET NATIONAL ADVISORY COMMITTEE FOR RESEARCH MEMORANDUM. ..- -.-+ * AERONAUTICS STALL CHARACTERISTICS OBTAINED FROM FLIGHT 10 OF NORTJ3ROPX-4

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.—----- RM A50A04

RESEARCH MEMORANDUMTO ........................................-............B!’AUTHOf?ITY OF . . ~*.a3 +;

STALL CHARACTERISTICS OBTAINED FROM’ FLIGHT 1~’”OF

NORTHROP X-4 NO. 2 AIRPLANE (USAF NO. 46-677)

By Melvin Sadoff and Thomas R. Sisk

Ames Aeronautical LaboratoryMoffett Field, Calif.

This. dcaumnt contalr,s classlfi4 lnforrnatio”affectti the National Defense of the Ur,ltedStates within the meaning 01 the E8piouage Act,USC W: 31 and 33. It. transmission or therevelation of its contents in my nlanner to anunauthorlz.ef person is prohibited by law,Inf.mation 50 classified nW t-s Irnparte.f

only to persons in the Uluitary d navalsertices of the unltef Nate,, ap~ropriatecivilian officers ad euIployees of the FederalG.wement who have a Iegitbmte Interesttherein , and to United States cit,zens of knownloyalty and disa-etion who of necessity must beinfornIed thereof,

NATIONAL ADVISORY COMMITTEEFOR AERONAUTICS

WASHINGTONFebruary 27, 1950

e1

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. . .

NACA RM A50A04 SECRET

NATIONAL ADVISORY COMMITTEE FOR

RESEARCH MEMORANDUM

. ..- -.-+ *

AERONAUTICS

STALL CHARACTERISTICS OBTAINED FROM FLIGHT 10 OF

NORTJ3ROPX-4 NO. 2 AIRPLANE (USAF NO. 46477)

By Melvin Sadoff and Thomas R. Sisk

SUMMARY

NACA instrumentation has been installed in the X-4 airplanes toobtain stability and control data during the acceptance tests conductedby the Northrop Aircraft Corporation. This report presents data obtainedon the stalling characteristics of the airplane in the clean and gear—down configurations. The center of gravity was located at approximately18 percent of the mean aerodynamic chord during the tests.

The results indicated that the airplane was not completely stalledwhen stall was gradually approached during nominally ur@ccelerated flightbut that it was completely stalled during a more abruptly approached stallin accelerated flight. The stall in accelerated flight was relativelymild, and this was attributed to the nature of the variation of liftwith angle of attack for the 0010-64 airfoil section, the plan form ofthe wing, and to the fact that the initial sideslip at the stall pro-duced (as shown by wind-tunnel tests of a model of the airplane) a moresymmetrical stall pattern.

INTRODUCTION

The X-4 airplane was constructed by the Northrop Company to providethe Air Force, the Navy, and the NACA with a research vehicle for obtain–ing stability and control information at high subsonic Mach numbers onan airplane having no horizontal tail.

Several reports have been published presenting limited stability andcontrol information on this airplane. Reference 1 presents somelongitudinal-stability data, stick fixed, with the center of gravitylocated at about 22 percent of the mean aerodynamic chord. References 2and 3 include information on a poorly damped directional oscillation andon the lateral— and directional-stability characteristics, respectively.Reference 4 presents stability datawith the center of gravity locatedat about 19.5 percent of the mean aerodynamic chord; in addition, lateral

oscillation characteristics and dive—brake effectiveness data are alsoincluded.

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To provide data on the stalling characteristics of this airplane priorto accelerated stability tests, flight 10 was made on the X+ No. 2 airplaneon September 30, 1949.

SYMBOLS

Vi indicated airspeed, miles per hour

AZ normal acceleration factor (the ratio of the net aerodynamicforce along the airplane Z axis to the weight of theairplane)

M Mach number

~ dynamic pressure, pounds per square foot

F stick force, pounds

s wing area, square feet

w airplane weight, pomds

a angle of attack, degrees

P sideslip angle, positive to the right, degrees

se eleven angle, positive downward, degrees

5eL +5‘%

effective longitudinal control angle, degrees2

CN airplane normal-force coefficient (wJ%Jqs)

F/q stick—force factor, feet squared

Subscripts

L left eleven

R right eleven

AIRPLANE

The Northrop X4 research airplane has a vertical tail but nohorizontal tail. It is powered by two modified WestinghouseJ–30+E–7-9 engines and is designed for flight research in the highsubsonic speed range. Photographs of the X-4 No. 1 airplane, whichis identical to the test airplane, are presented in figure 1 and a

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NACA RM A50A04 SECRET 3

three–view drawing is included as figure 2. The physical characteristicsof the test airplane are listed in table I.

INSTRUMENTATION AND TEST PRCCEI!URE

Standard NACA instruments were used to record the altitude; airspeed;normal, transverse,and longitudinal acceleration; sideslip angle; rightand left eleven positions; rudder position; yawing and rolling velocities;stick force; and eleven and rudder hinge moments as a function of time.In addition, the normal acceleration, altitude, airspeed, right and lefteleven positions,and the rudder position were telemetered to a groundstation. All the internal records were correlated by a common timer.Because of the uncertainty regarding the validity of the absolute magni–tudes of the hinge+oment data, these quantities are not included in thisreport.

The airspeed and altitude recorders are connected to the airspeedhead on the vertical fin. This installation has not been calibrated.

The test procedure was the same for all the stalls and consisted ofa straight and level approach using no corrective rudder or lateral con—trol until the stall occurred. Four gradual stall maneuvers were made innominally unaccelerated flight at a pressure altitude of about 17,000 feetwith the engine speed set at about 11,000 rpm. Two of these stall maneuverswere in the clean configuration and two were in the gear~own configuration.In addition, one abrupt stall was made in accelerated fligh% in the cleanconfiguration at a pressure altitude of about 17,000 feet with the enginespeed set at 13,000 rpm. The Reynolds numbers for these stalls based onthe mean aerodynamic chord varied from 8.69 x 10s to 9.84 X 106.

RESULTS AND DISCUSSION

Typical time histories of the motion of the airplane and controlsduring the stall maneuvers are presented in figure 3.

The time histories of the gradual stall maneuvers in nominally unac–celerated flight (figs. 3(a) and 3(b)) show that as stall was approachedthe right wing dropped mildly and slight buffeting occurred. However,the pilot commented that the right wing dropped sharply with no warning.Recovery was easily and rapidly effected by the use of small down-elevenangles.

The time history of the abrupt stall in accelerated flight (fig. 3(c))indicates fairly rapid right roll at the stall and moderate buffeting,although the stall is regarded as being relatively mild. The buffetingpersisted throughout the recovery. The pilot commented that the charac–teristics in the abrupt stall were similar to those in the gradual stall,

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with thepositive

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exception that noticeable buffeting, which was considered as awarning, occurred just prior to the actual stall. Recovery of

the abrupt stall was rapid and complete following the use of down-eievondeflection.

From consideration of the time-history records and other data, itappears that the airplane was not completely stalled in the gradual stallmaneuvers. The buffeting was milder than would be expected at completestall. The velocity of roll-offindicated in reference 5, in thea stall. A maximum value of CNgradual stall maneuvers; whereasobtained in tests of the X4 No.

A comparison of the maximum

at the stall was so mild as to fall, ascategory of a stall warning rather thanof but about 0.71 was obtained in the

a value of CN of about 0.77 was1 airplane reported upon in reference 4.

values of normal-force coefficientobtained in flight with the values of c~x obtained from three—

dimensional and two-dimensional wind–tunnel tests (references 6 and 7,respectively) is presented in figure 4. The gradual stall values areconsiderably lower than the values obtained from wind-tunnel tests eventhough the wind-tunnel values of Reynolds number were considerably lowerin general. However, since the wind-tunnel values were for zero elevenangle and the flight values were for elevens deflected about —15°, thediscrepancy is not as large as it would appear. The –15° eleven deflec–tion corresponds to a &N of about -0.08. Thus for zero eleven deflec-tion the flight values of CNMX would be about 0.79. This value is

still considerably below the wind—tunnel values that are indicated infigure 4 for flight Reynolds numbers, although it is above the value ofabout 0.60 at which, as indicated in figure 5 obtained from reference 8,separated flow occurred on the outboard portion of the right wing of themodel during the wind—tunnel tests. It is believed, however, that theeffect of separation on lateral trim and stability would not be apparentin actual flight until CN was somewhat higher than 0.60, because of thehigher Reynolds numbers of the flight tests. The value of CNmx

which could be obtained in flight would no doubt depend upon the pilottsability to hold wings level by use of the controls after initial separa—tion occurred over part of the wing.

The more abrupt stall (fig. 3(c)) was believed to be complete sincethe roll–off was pronounced, and increasing up-eleven at the stall hadno effect in increasing cNmx above about 0.85. As shown in figure 4,

the value of CNMX obtained in the abrupt stall is in better agreement

with the wind-tunnel values, although this comparison also is not strictlyvalid because of the difference in eleven deflection and because of theeffect on the flight value of cNmx of the relatively rapid change in

angle of attack as the stall was approached. The effect of this latterfactor in the gradual stalls is probably very small.

The relative mildness of the abrupt stall is probably due to thenature of the variation of lift with angle of attack for the 0010-64

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airfoil section, the plan form of the wing, and to the effect of sideslipon the stalling characteristics. The lift curves for the 0010-64 airfoilsection and for a l/&cale model of the X-4 airplane are shown in figure6 for several values of Mach number. Even though breakdown of flow firstoccurs at the tip sections of a swept—back wing, the use of airfoil sec—tions and plan forms which maintain their lift beyond initial separationtends to reduce the magnitude of the rolling and pitching moments thatare applied. Also, during roll-off at the stall sideslip occurs whichreduces the asymmetry causing the roll. The effect of sideslip on theseparated flow conditions over the wing is shown in figure 5.

The stick–fixed and stick–free longitudinal-stability characteris–tics near the stall are presented in figures 7 and 8, respectively. Thedata were obtained in steady straight flight with the exception of thepOint at cNmx for the abrupt stall. The stick-fixed data indicate an

apparent increase in stability as the normal-force coefficient is increased.This increase in stability which persists to values of CN approaching

the stall is a desirable characteristic, since it reduces the danger ofinadvertent stalling. The corresponding stick–free characteristics (fig. 8)show positive and nearly constant stability uping those at the stall.

Although eleven hinge+noment data are notuncertainty regarding the absolute magnitudes,

to values of CN approach–

presented because of thethe data showed that the

right-eleven hinge+oment variation with CN was similar to that of thelongitudinal control.

In summary, it may be noted that the stalling characteristics, asmeasured in flight, were in general agreement with the stalling charac-teristics predicted from wind-tunnel tests.

CONCLUSIONS

The results of stall tests, as determined from flight 10 on the X-4No. 2 airplane, and a comparison of these results with wind-tunnel meas–urements led to the following conclusions:

1. The gradual stall maneuvers, made at indicated airspeeds ofabout 140 miles per hour at approximately a pressure altitude of 17,000feet, corresponding to maximum values of normal-force coefficient of 0.71,were incomplete stalls. The abrupt stall to about an Az of 1.6o, madeat an indicated airspeed of about 165 miles per hour and a pressure alti-tude of about 17,000 feet, was believed to be complete. The maximumnormal-force coefficient in this case was 0.85.

2. The maximum normal-force coefficient obtained in the abruptstall compared favorably with the wind—tunnel values. Those valuesobtained in the gradual stall maneuvers were considerably lower than

,

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6 SECRET NACA RM A50A04

comparable wind—tunnel values. This discrepancy was believed due to thefact that these stall maneuvers were not complete stalls. Conceivably,higher values of normal-force coefficient could have been obtained byusing corrective control to maintain wings-level flight.

3. The relative mildness of the abrupt stall was traced to theflat-top type of lift-curve characteristic of the 0010-64 airfoil section,the plan form used, and to the effect of sideslip on the stalling charac-teristics.

4. The stick–fixed longitudinal-stability data near the stall indi-cated an apparent increase in stability over that existing at low norml-force coefficients. This increase was considered desirable, since itreduced the danger of inadvertent stalling. The stick–free stability waspositive and nearly constant over the c~ range.

Ames Aeronautical Laboratory,National Advisory Committee for Aeronautics,

Moffett Field, Calif.

REFERENCES

1. Drake, Hubert M.: Stability and Control Data Obtained From FirstFlight of X-4 Airplane. NACA RM L9A31, 1949.

2. Williams, Walter C.: Results Obtained From Second Flight of X-4Airplane (A.F. No. 4&676). NACA RM L9F21, 1949.

3. Williams, Walter C.: Results Obtained From Third Flight of Northrop

X~ Airplane (A.F. NO. 46&76). NACA RM L9G20a, 1949.

4. Valentine, George M.: Stability and Control Data Obtained FromFourth and Fifth Flights of the Northrop X~ Airplane (A.F. No.46-676) . NACARM L9G25a, 1949.

59 Anderson, Seth B.: Correlation of Pilot Opinion of Stall Warningwith Flight Measurements of Various Factors “WhichProduce theWarning. NACA TN 1868, 1949.

6. Preliminary Report on High4peed Wind-Tunnel Tests of a l/4-ScaleReflection Plane Model of the Northrop XS-4 Airplane. Rep. No.69, Southern Calif. Cooperative Wind Tunnel, Calif. Inst. Tech.,Pasadena, Calif., oct. 28, 1948.

7. Polentz, Perry P.: Comparison of the Aerod~mic Characteristicsof the NACA 0010 and 0010-64 Airfoil Sections at High SubsonicMach Numbers. NACARMA9G19, 1949.

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NACA RMA50A04 SECRET

8. Pass, H. R., and Hayes, B. R.: Wind–Tunnel Tests of a l/4-ScaleModel of the Northrop XS-4 Airplane. Rep. No. A WT 46, NorthropAviation Corp., 1947.

7

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8 SECRET NACA RM A50A04

TABLE I.- PHYSICAL CHARACTERISTICS OF X4 AIRPLANE

ngines (two) . . . . . . . . . . . . . . . . Westinghouse J-30–WE-7-9

Rating (each) static thrust at sea level, pounds . . . . . . . 1600

irplane weight, pounds

Maximum(238 gal fuel) . . . . . . . . . . . . . . . . . ...7786Minimum(10 gal fuel trapped) . . . . . . . . . . . . . . . . 6406

ing loading, pounds per sq~re foot

Maximum. . . . . . . . . . . . . . . . . . . . . . . . . . . . 38.9

Minimum. . . . . . . . . . . . . . . . . . . . . . . . . . . . 32.0

enter+f-gravity travel (flight 10), percent M.A.C.

Gear down, full load. . . . . . . . . . . . ... . c ● ● “ ● “ 19”35Geardown, empty. . . . . . . . . . . . . . . . . . . . . . .16.65Gearup, full load. . . . . . . . . . . . . . . . . . . . . .19.05Gearup, empty. . . . . . . . . . . . . . . . . . . . . . . .16.25

eight, over-all, feet. . . . . . . . . . . . . . . . . . . . . 14.83

ength, over-all, feet . . . . . . . . . . . . . . . . . . . . . 23.25

ing

Area, square feet . . . . . . . .Span, feet . . . . . . . . . . .Airfoil section . . . . . . . . .Mean aerod~mic chord, feet . .Aspect ratio . . . . . .. . . . .Root chord, feet . . . . . . . .Tip chord,feet . . . . . . . . .Taper ratio . . . . . . . . . . .Sweepback (leading edge), degreesDihedral (chord plane), degrees .

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

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

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

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

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

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

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

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

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

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

. 200; 26.830010-64

. . 7.81

. . 3.6

. 10.25

. . 4.67

. 2.2:1

. 41.57

. . 0

ing flaps (split)

Area, square feet . . . . . . . . . . . . . . . . . . . . . . 16.7

Span, feet. . . . . . . . . . . . . . . . . . . . . . . . . . 8.92Chord, percentwingchord . . . . . . . . . . . . . . . ...25Travel, degrees . . . . . . . . . . . . . . . . . . . . . . . 30

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NACA RMA50A04 SECRET

TABLE I.– CONCLUDED

9

Dive brake dimensions as flaps

Travel,degrees. . . . . . . . . . . . . . . . . . . . . . . . *6o

Elevens

Area (total), square feet . . . . . . . . . . . . . . . . . . 17.20

Span (2elevons), feet. . . . . . . . . . . . . . . . . ..1?2.45Chord, percentwingchord . . . . . . . . . . . . . . . . . . . 20Movement, degreesup. . . . . . . . . . . . ● . .* .* ● * ● ● ● ● . ● . ● ● * 35Down. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

Operation . . . . . . . . . . . Hydraulic with electrical emergency

Vertical tail

Area, square feet. . . . . . . . . . . . . . . . . . . . . . ....16Height, feet . . . . . . . . . . . . . . . . . . . . . . . . . 5.96

Rudder

Area, square feet. . . . . . . . . . . . . . . . . . . . . . . 4.1Span, feet . . . . . . . . . . . . . . . . . ..O . . . . . . 4.3

Travel,degrees. . . . . . . . . . . . . . . . . . . . . . . . *3OOperation. . . . . . . . . . . . . . . . . . . . . . . . . .Direct

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NACA RM A50A04 “ SECRET 13

Figure l.-

(d) Three-quarter

Continued.

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rear view. ~A-14774

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Figure 2.– Three-view drawing of X4 Airplane.

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