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NASA TN D-1891
TECHNICAL NOTE
D- 1891
SUMMARY
INTRODUCTION
NCTA!TION
Vi indicated airspeed
W g r o s s weight
S wing area w i t h f l a p s up
U angle of attack
Y f l i g h t -path a n g l e
6f flap angle
6t h o r i z o n t a l s t a b i l i z e r incidence f o r l o n g i t u d i n a l t r i m
Aircraft
2
Tests were made w i t h and without f u l l - s p a n leading-edge slats on t h e wing.
P. diagram of t h e slat i n s t a l l a t i o n i s given i n f i g u r e 3. Photographs of t h e
s l a t , as f l i g h t t e s t e d , are shown i n f i g u r e 4.
F l i g h t C o n t r o l Systems
A t o t a l of 32.3' of e l e v a t o r w a s a v a i l a b l e t o t h e p i l o t f o r a t o t a l of
14 i n c h e s of s t i c k t r a v e l .
L a t e r a l c o n t r o l systems. - The l a t e r a l c o n t r o l systems i n s t a l l e d i n t h e Ryan
VZ-3RY i n c l u d e s l o t - l i p- s -p o i l e r s f o r aeroaynamic c o n t r o l and d i f f e r e n t i a l p- r o -p e l -
l e r p i t c h f o r low-speed l a t e r a l c o n t r o l . D i f f e r e n t i a l p r o p e l l e r p i t c h w a s a u t o -
m a t i c a l l y v a r i e d w i t h t h e d e f l e c t i o n of t h e f l a p s , from Oo b l a d e a n g l e a t Oo o f
f l a p t o k1.5' b l a d e a n g l e a t 6 5 O of f l a p ( f o r f u l l s t i c k t r a v e l o f +7-1/2 i n c h e s ) .
Considerable d i f f i c u l t y w a s encountered w i t h "snatching" of t h e s l o t - l i p s p o i l e r s
when t h e f l a p s were r e t r a c t e d . T h i s phenomenon w a s t r a c e d t o t h e c o n f i g u r a t i o n
e s t a b l i s h e d between t h e upper s u r f a c e of t h e f l a p and t h e lower s u r f a c e of t h e '
s p o i l e r (see f i g . 2 ) . P e r f o r a t i n g t h e s p o i l e r with 1/2-inch-diameter h o l e s e l i m -
i n a t e d t h e s n a t c h i n g witahout reducing t h e s p o i l e r e f f e c t i v e n e s s .
3
D i r e c t i o n a l c o n t r o l systems. - The d i r e c t i o n a l c o n t r o l systems o f t h e Ryan
VZ-3RY c o n s i s t e d o f a conventional rudder f o r high-speed f l i g h t and a s e r i e s of
s h u t t e r s a t t a c h e d t o t h e t h r u s t d i v e r t e r for c o n t r o l a t low a i r s p e e d s . The r u d -
d e r and t h r u s t d i v e r t e r were mechanically connected t o g e t h e r and o p e r a t e d at a l l
t i m e s during f l i g h t .
T h r u s t c o n t r o l . - T h r u s t c o n t r o l w a s provided by a t h r o t t l e , which c o n t r o l l e d
f u e l flow t o t h e gas g e n e r a t o r s e c t i o n o f t h e f r e e - t u r b i n e engine, and a l s o by a
c o l l e c t i v e p i t c h l e v e r which c o n t r o l l e d t h e p r o p e l l e r blade a n g l e s . When t h e
l a t t e r c o n t r o l w a s used, f u e l flow f o r t h e engine w a s r e g u l a t e d by t h e governor
of t h e power t u r b i n e . Both t h e t h r o t t l e and t h e c o l l e c t i v e p i t c h c o n t r o l were
mounted s i d e by s i d e along t h e forward, l e f t s i d e of t h e c o c k p i t , w i t h t h e
t h r o t t l e mounted outboard of t h e c o l l e c t i v e p i t c h c o n t r o l .
Handling Q u a l i t i e s
4
t h e c o n t r o l powers a v a i l a b l e were adequate, t h e n e u t r a l o r n e g a t i v e s t a b i l i t y
c h a r a c t e r i s t i c s (see appendix) reduced t h e p i l o t opinion r a t i n g of t h e l o n g i t u -
d i n a l c o n t r o l l a b i l i t y t o 4-1/2, a n u n s a t i s f a c t o r y v a l u e .
20 65 4.5 -0.68 2
35 40 2.6 -0. y
l 2
60 20 1-35 --- 4
L a t e r a l - d i r e c t i o n a l c o u p l i n g . - A time h i s t o r y o f a n a i l e r o n s t e p (rudder
f i x e d ) i s shown i n f i g u r e 5. These d a t a were o b t a i n e d a t 20 knots with 65' of
f l a p . It w i l l be noted t h a t l a r g e v a l u e s o f s i d e s l i p develop b e f o r e any appre-
c i a b l e yawing v e l o c i t y develops. A s a r e s u l t , u n l e s s rudder i s used, t h e a i r -
c r a f t w i l l t u r n only a f t e r a n a p p r e c i a b l e time d e l a y . T h i s u n s a t i s f a c t o r y c h a r -
a c t e r i s t i c occurs during r o l l maneuvers a t low speeds where t h e d i r e c t i o n a l
s t a b i l i t y of t h e v e h i c l e i s a p p a r e n t l y poor. A similar r o l l - s i d e s l i p coupling
problem w a s encountered with t h e B E equipped NC-130B i n low-speed f l i g h t
( r e f . 11).
5
With only aerodynamic l o n g i t u d i n a l and d i r e c t i o n a l c o n t r o l t h e a i r c r a f t w a s
flown w i t h 50° of f l a p t o a minimum a i r s p e e d of 35 knots (without s l a t s ) . The
a i r c r a f t d i d not s t a l l , but c o n t r o l power about t h e l o n g i t u d i n a l and d i r e c t i o n a l
axes by aerodynamic means alone w a s completely unacceptable and l i m i t e d t h e
minimum speed t o which t h e a i r c r a f t could be flown.
Performance Character i s t i c s
6
Short Take-Off and Landing C h a r a c t e r i s t i c s
7
a i r s p e e d a f t e r f l a r e averaged 25 knots. It was considered t h a t t h i s r e p r e s e n t e d
t h e maximum g l i d e s l o p e and t h e minimum a i r s p e e d f o r s h o r t landings. while provid-
ing a n adequate margin from t h e s t a l l and s u f f i c i e n t l a t e r a l and l o n g i t u d i n a l
c o n t r o l . T h i s p o i n t i s noted on t h e performance curves shown i n f i g u r e 7 .
I n f i g u r e 1 2 r a t e of descent i s p l o t t e d a g a i n s t a i r s p e e d f o r v a r i o u s f l a p
d e f l e c t i o n s f o r both t h e s l a t -on and s l a t -off c o n f i g u r a t i o n s .2 Maintenalee of
good flow over t h e wing w a s of paramount importance i n a t t a i n i n g s t e e p descent i n
t h e f i n a l approach. Although approach an l e s t o touchdown up t o -16' were used,
8 0
it was f e l t t h a t approach a n g l e s from -10 t o -15 r e p r e s e n t more r e a l i s t i c
v a l u e s . S t e e p e r approaches produced d i f f i c u l t i e s i n judging t h e p o i n t of f l a r e .
I n c a s e s where no f l a r e w a s u t i l i z e d and t h e a i r c r a f t w a s flown i n t o t h e ground,
t h e landing d i s t a n c e was reduced ( s e e f i g . 11). High s i n k - r a t e o p e r a t i o n would
compromise t h e a i r c r a f t ' s o v e r - a l l performance by c a l l i n g f o r a heavy landing
gear.
R e p r e s e n t a t i v e STOL Operating P r o f i l e
Ground E f f e c t s
Operation of t h e t e s t v e h i c l e w a s s e v e r e l y l i m i t e d a t a i r s p e e d s l e s s t h a n
20 knots when t h e c e n t e r l i n e of t h e p r o p e l l e r w a s w i t h i n 1 . 5 p r o p e l l e r diameters
of t h e ground (approximately 15 f e e t ) due t o a n adverse, s e l f -generated ground
e f f e c t . The speed and a l t i t u d e l i m i t a t i o n s a r e probably f u n c t i o n s of t h e v e l o c -
i t y of t h e d e f l e c t e d s l i p s t r e a m and t h e mass flow through t h e p r o p e l l e r s . I n t h e
2
No s i g n i f i c a n t d i f f e r e n c e w a s noted between t h e a i r s p e e d s s e l e c t e d by t h e
p i l o t f o r approaches with s l a t s o f f o r s l a t s on.
8
c a s e of t h e VZ-3RY, a p i c t o r i a l examination of t h e ground e f f e c t w a s made t o
determine t h e n a t u r e of t h e flow. Examples are shown i n f i g u r e 14. I n f i g -
u r e s 14(a) and ( b ) t h e a i r c r a f t i s f l y i n g 1.8 p r o p e l l e r diameters above t h e
gi-ound, out of ground e f f e c t , a t 24 and 8 knots, r e s p e c t i v e l y . I n f i g u r e 1 4 ( c ) ,
t h e a i r c r a f t a t 8 knots has e n t e r e d i n t o ground e f f e c t .
CONCLUDING R W K S
10
APPENDIX
S t a t i c Longitudinal S t a b i l i t y
Longitudinal T r i m
Steady S i d e s l i p C h a r a c t e r i s t i c s
11
s i d e s l i p was small and u n a f f e c t e d by t h i s alinement t h e s e d a t a were not r e t a k e n .
However, it i s evident from t h e s e d a t a t h a t t h e d i r e c t i o n a l c o n t r o l of any
a i r s p e e d o r f l a p d e f l e c t i o n w a s inadequate.
12
REFEREXVCES
14
I
TABLE I. - GEOMrmRIC DATA, RYAN VZ-3RY
Wing
.......................
Area ( f l a p s up) sq f t 125
Span,ft .............................. 23.4
Aspect r a t i o ............................ 4.4
Taper r a t i o ............................. 1.0
.....................
Mean aerodynamic chord, f t 5.33
........
Incidence ( r e l a t i v e t o f u s e l a g e r e f e r e n c e l i n e ) , deg 22
Airfoil ............................... NACA 4418
'Flap
.......................
Area ( 4 f l a p s ) , sq f t 126.8
Span(eachflap),ft ........................ 10 - 0
Chord, f t
Upper f l a p ............................ 3.29
Lower f l a p ............................ 3 SO5
Horizontal t a i l
Area,sqft ............................ 64.4
Span,ft .............................. 15.4
Aspect r a t i o ............................ 3 -7
Taper r a t i o ............................. 1.0
Mean aerodynamic chord, f t ..................... 4.18
...............
E l e v a t o r area a f t o f hinge l i n e , sq f t 11.86
.................
Tab a r e a a f t of hinge l i n e , sq f t 2.56
................
Tab g e a r r a t i o , deg tab/deg e l e v a t o r 1.43:l
............
T a i l l e n g t h (wing C / 4 t o horiz. t a i l C / 4 ) , f t 13.76
I n c i d e n c e change a v a i l a b l e f o r t r i m ( i n c i d e n c e r e f e r e n c e l i n e
i n c l i n e d 13' nose up w i t h r e s p e c t t o f u s e l a g e r e f e r e n c e l i n e ) , deg LO
Vertical t a i l
Area,sqft ............................ 21.2
................
Rudder area a f t of hinge l i n e , s q ft 4.1
Span,ft .............................. 4.7
Fuselage
, ...............
Length ( i n c l u d i n g t h r u s t d i v e r t e r ) f t 30 .oo
Height (max), f t .......................... 5.15
Width (max), f t .......................... 2.5
Cockpit ............................... open
E j e c t i o n seat ( r o c k e t - c a t a p u l t with zero-zero
......................
capability) North American LW-1A
....
E j e c t i o n s e a t weight ( i n c l u d i n g p a r a c h u t e and c a t a p u l t ) , lb 71.5
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
I Ratedhorsepower . . . . . . . . . . . . . . . . . . . . . . . . .
LiycomingYT-53
. 725 I
P r o p e l l e r - Hart z e l l , 3 -blade, wood, Model HC -93Z20- l C
Diameter, f t ........................... 9-17
. . . . . . .
T h r u s t a x i s r e l a t i v e t o f u s e l a g e r e f e r e n c e l i n e , deg
13
.....................
T h r u s t a x i s t o e - o u t , deg 1-5
. . . . .
Thrust a x i s i n c l i n a t i o n r e l a t i v e t o wing chord l i n e , deg -9.0
16
I'
I
i
Q.
0
a
I
a
c
.-0
4-
u
Q)
0
18
(3
E
0
I
0
a
2
I
cn
n
a
-I
LL
I-
z
W
0
E
W
n
Z
-
W
lx
a
cn
z
0
cn
Z
W
-
5
.. 0
W
I-
O
z
c
C
.-m
R o l l i n g velocity, a
r a d i a n s /sec
r
c
0
J
Yawing velocity ,
e
E
.-
m .2 r
"L
a
radians/sec -
e
J
0 .2
c
E
.-m
a
S i d e s l i p angle, deg L
L
0
J
IO
0
C
%
IO
0
0
R o l l angle, deg 0
20
.-C
1 30
c
r
0
J 40
50L
-1 I n put -t R ecov e r y
IOr
L
Lateral stick
position, i n
4 L l I I I I I I I I I
0 I 2 3 4 5
T i m e , sec
22
24
Power for level flight
20 c.g. 3 9 . 5 % M.A.C.
Maximum gross weight 2925 I b
16
n --- Slats o f f
3
w
In
12
0
z
m
al 8
U
c
1
0
0
4-
c
0
4
.c
0
-
Q,
0
c 0
0
-0
Q,
4-
0
.-
0 4
-0
-c
=
3
8
0
U
Q)
In
; 12
16
\\
20
0 IO 20 30 40 50 60 70 80 90
Indicated airspeed, knots
23
4000
r l-P/Wt. = .25 W / l b
Ifi Approach condition for the shortest
distance over a 5 0 foot object
I
W/S = 23 Ib/ft2
3000
Maximum power
---
t
E 2000 I
'-
/ / 0
\
t
+
d
.-E 1000
-
0
-0
c
0
Y 0
c
.-
v)
Y-
O
5"
Q)
Q
Q)
c -1000 L A i rspeed 0
0
[II
measurements
uncertain below
'. Q)
&;
\o- -
-0
.-
-2000 speed a t \
O"
- .115" c3
-30000
t
L I I
IO
I I
20
I
flight idle power l i m i t e d
by lateral control
I
30
I
40
I I I
50
I .,...,"I
I I
60
I
70
I
\
I I
80
20"
24
0
a5
0 0 0 0
t (0 Q)
UMOO
6ap ‘ a i b u o d o i j
26
80C
600
Hors e, pow e r 400
200
.6 - 0
-
.4-
Longitudinal -
acceleration, g
.2 -
-
0- 20
a
15
a
0
u)
IO
Pitch attitude, deg 0
* 5
T h rot t le
idle 0
0
/-
c
Flap angle, deg 20
400 40
Altitude, ft 2001
0 80
60
Airspeed, knots 40
20
20
Figure 10.- Time history of a typical short take-off; take-off weight 2,900
surface wind c a l m .
0
0
-
d-
0
0
cu
-
c
Y-
CI
0 c
0
0 -
z
0
c
0
3
0
c
0
c
0 -
0)
0 0
0
6) t
cn
n
0
+
0
0
u-
0 0
0 In
(D
L
0)
>
0
a)
0
c
0 0
*
0 c
.-cn
D
0
0
cu
0
0 0 0 0 0
cu
* UMOa
(0 aD
6ap ‘ a ~ b u o d o l j
28
4000r L
t-P/Wt. = . 2 5 W / l b
n
1.
w
n ___--
A p p r u u c h condition for the shortest
rl i s t n n c
- I Y I - . .e
, over a 5 0/
foot object
I W/S = 2 3 Ib/ftL
3000
2 0"
-
.-c I - -- ~ i n t sn t t /
-
Q)
E 15"
t
2000 0
+ n
P
,. IO" .E
-
E 0
5"
5"
+
0
LT -Iooo tI- 0 0"
IO" _o
Q)
Q
v)
\
E
U
-2000 400 /Minimum speed at 15"
0 60" f l i g h t idle power limited 0
-3000
0
1
65"
1 1 1 1
by lateral control
1 1 1 1 1 1 1 1
.\
1 1 1
20"
0 IO 20 30 40 50 60 70 80
Indicated airspeed, knots
b
-
I 0
* o
LA- I -
II
I
x t
W
-
0
rr,
0
(u
+
I1
x
v
Q)
-a
3
4-
-0
,-
c
0
Q)
0
- .-v)
3
0 L
c 0
In 0
-
0
y.
c
c
3
y. 0
0
I
-.-E 2.-
0)
Y
0
I- o o
I I I
m 0 0
0
t 2 2
a m o
.-
L
c
L
c
v,
30
0
m o o 0 0
c9menm
0 0 0 0 0
ooooln v)
c
CUeLDa 0
c
Y
c
U
a,
Q)
a
u-l
_-
L
0
-0
a,
c
0
0
.-
Q
c
c
N 0 d-
32
I \ 0
-r
N
m
0
+J
0 -. a
a,
k
%!
a, 0
d b 4 ; (I
sR -P
V
a,
d 4-1
bo k
g0 a,
*
k
0 d
P
2 k .
k
ho
k
s
0
k
..\ 0 ho
\ -P c
ti
.rl
.rl
..\
-. rl
4-1
k
a,
rl
a,
z
PI
5
rl !3G
4
k
0
k
E
k
a, ..\
3 a
0
PI
.%
sR
a ho
a, a,
k ?l
ho
a, .. 2 %
m k
?I
k a,
2 a, -P
m
k
a,
i
2
.rl
d
+J
8
.d
k
a,
rl
c
k
a,
rl
rl
d a,
2
k
a,
rl
d
ek
k
PI
a, PI rl
@k co ..\
rl m
PI -P
co ..\ z
rl
x
.-
m
co
n
-P co 0
2
x n
W
P
W
f
cu
n
cd
W
d(elevator angle) d(stick force)
d(tail incidence)
.
d ( tail incidence)
Ib/deg
0 P
g.
d
Elevator s t i c k force, I b
Push Pull
- -
6, lu 03 P 0 P 00
0
6,ulPIv
uloooo
0 0 0 0 0
-07
r
CD
35
sf Vi, knots
0 0" 65
A 20" 50
0 40" 40
0 50" 30
0 65" 25
IO
4-
S
.-CT
K
0
c
.c
Q)
J
IO