Professional Documents
Culture Documents
FOR AERONAUTICS
N AC11 · IK--' ~ "f
REPORT No. 664
WIND-TUNNEL INVESTIGATION OF
AN N. A. c. A. 23012 AIRFOIL WITH VARIOUS
ARRANGEMENTS OF SLOTTED FLAPS
1939
REPRODUCED BY
NATIONAL TECHNICAL
INFORMATION SERVICE
u. S. DEPARTMENT OF COMMERCE
SPRINQFlELD, VA. 22161
AERONAUTIC SYMBOLS
L FUNDAMENTAL AND DERIVED UNITS
M etric English
Symbol
nit Abbrevia - Un it Abbrevia-
tion tioJl
L cngth _ _____ l m eter __________________ m foot (or mile) _ __ ______ ft . (or mi.)
Time _______ t second _ __ ______________ s second (or hour) __ __ ___ sec. (or hr.)
FOTce ________ F weight of 1 kilogram _____ kg weight of 1 pound __ ___ lb.
Power _______ P horsepower (metTic) _____ -- - --- ---- hor epower _ _______ ___ hp.
Speed __ _____ {kilometers p CI' hour. _____ k.p.h. miles per houL _ ____ __ m.p.h.
V meters p er second ___ ____ m.p.s. feet p er second ____ __ __ f.p. s.
2. GENERAL SYMBOLS
w, Weigbt=my P, Kinematic viscosity
y, Stands.r d acceleration of gravity=9.80665 p, Density (mass per unit volume)
m/s2 or 32 .1740 ft.fsec. 2 Standard density of dry air, 0.12497 kg_m- 4_s2 at
lIV 15° C. and 760 rom; or 0.002378Ib.-ft.-4 sec. 2
m, Mass=-g Specific weight of "standard" au', 1.2255 kg/m3 or
I, Moment of inertia=mk2 • (Indicate axis of 0.07651lb. /cu. ft .
radius of gyration k by proper subscript.)
!J., Coefficient of viscosity
3. AERODYNAMIC SYMBOLS
WIND-TUNNEL INVESTIGATION OF
AN N. A. C. A. 23012 AIRFOIL WITH VARIOUS
ARRANGEMENTS OF SLOTTED FLAPS
I 47167-3f --1
, I
NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
Created by act of Congress approved March 3, 1915, for the supervision and direction of the scientific study of the problems of
flight (U. S. Code, Title 50, Sec. 151). Its membership was increased to 15 by act apprO\'ed :\-larch 2, 1929. The members are
appointed by the President, and serve as such without compensation.
JOSEPH S. AMES, Ph. D., Chairman, ROBERT H. HINCKLEY, A. B.,
Baltimore, Md. Chairman, Civil Aeronautics Authority.
V.\~~EVAR BUSH, Se. D., Yice Chairman, JEROME C. HUNSAKER, Sc. D.,
Washington, D. C. Cambridge, Mass.
SYDNEY M. KRAUS, Captain, United States Navy,
CH.4.RLES G. ABBOT, Sc. D.,
Bureau of Aeronautics, ::-I'avy Department.
Secretary, Smithsonian Institution.
CHARLES A. LINDBERGH, LL. D.,
HENRY H. ARNOLD, Major General, United States Army, New York City.
Chief of Air Corps, War Department. FRANCIS W. REICHELDERFER, A. B.,
GEORGE H. BRETT, Brigadier General, United States Army, Chief, United States Weather Bureau.
Chief Mat~riel Division, Air Corps, Wright Field, Dayton, JOHN H. TOWIIBS, Rear Admiral, United States Navy,
Ohio. Chief, Bureau of Aeronautics, Navy Department.
LYM.4.N J. BRIGGS, Ph. D., EDWARD WARNER, Sc. D.,
Director, National Bureau of Standards. Greenwich, Conn.
CI.1N·roN M. HESTER, A. B., LL. B., ORVILLE WRIGHT, Sc. D.,
Administrator, Civil Aeronautics Authority, Dayton, Ohio.
HENRY J. E. REID, Engineer-in-Charge, Langley Memorial Aeronautical Laboratory, Langley Field, Va.
TECHNICAL COMMITTEES
AERODYNAMICS AIRCRAFT STRUCTURES
POWD PLANTS POR AIRCRAFT AIRCRAFT ACCIDENTS
AIRCRAFT MATEBlALS I!'IVENTlONS AND DESIGNS
Allocation oj Problems
Prevention oj Duplication
Consideration oj Invention.
Unified conduct, for all agencies, of scientific research on the Collection, classification, compilation, and dissemination of
fundamental problems of flight. scientific and technical information on aeronautics .
• • I
I\ ,
REPORT NO. 664
section and a new entrance cone! (See fig. 1.) With tween the model and the tunnel walls is indicated by
these changes, the static pressure is practically constant the flashing of neon lamps connected in an electrical
along the axis of the test section and the noise during circuit including the walls of the test section and thin
tunnel operation is fairly low. In addition, by making metal plates fastened to each end of the model.
the top and the bottom of the test section parallel, an The standard force-test tripod used with the pre-
arrangement is obtained whereby two-dimensional-flow vious open-jet wind tunnel (reference 10) to support
tests can conveniently be made of large-chord models horizontally the smaller finite-aspect-ratio models has
completely spanning the jet in a vertical plane. The use been replaced by a single cantilever streamline strut.
of such an installation permits a large ratio of chord of The opening in the floor of the closed test section
model to height of jet together with small wind-tunnel through which the strut passes is made airtight by a
corrections (references 11 and 12) so that the range of mercury seal. The existing scales are used with both
Reynolds Numbers of the tests for obtaining airfoil types of test; however, in the case of the two-dimen-
------------------------63'2·-------------·------------~
c
Vertical secfion
section data in a given wind tunnel can be considerably sional-flow tests, lift is measured on the cross-wind
increased. scale and pitching moment on the yawing-moment
The wind-tunnel balance has been slightly modified scale. (See reference 10 for arrangement of scales.)
by installing tubular supports on the top and the bottom Sphere tests have been made to obtain an indication
of the balance frame surrounding the test section se "lilt of the turbulence present in the air stream of the closed
the model can be held vertical. The tubular supports test section. The turbulence was found to have
extend through circular holes in the closed test section changed slightly from that of the open-jet wind tunnel,
to sockets with clamps in the ends of the model; they so that the turbulence factor (reference 13) has been
can be rotated with II. motor drive by gears and shafting increased from a value of 1.4 to 1.6. The dynamic
to change the angle of attack from outside the wind pressure of the air stream at the working section in
tunnel. A clearance of about ~2 inch is allowed either horizontal or vertical planes is constant within
between the ends of the model and the top and the ± 0.5 percent, and the air stream is parallel to the
bottom of the test section (fig. 2). Any contact be- axes of the test section within ±0.5°.
AN N. A. C. A. 23012 AIRFOIL WITH SLOTTED FLAPS 3
MODELS
Plain fiap.-The plain flap (fig. 3) also has a chord
Plain airfoil.-The basic model, or plain airfoil, 20 percent of the airfoil chord and is mounted on a
(fig. 3) was built of laminated pine to the N. A. C. A. removable section, which replaces that of the plain
23012 section (table I) and has a chord of 3 feet and a airfoil. Fittings supporting the wooden flap are of
span of 7 feet. The trailing-edge portion of this airfoil thin steel and are equipped with ball-bearing hinges so
was made easily removable so that the model can be that the hinge moments of the flap can be measured.
quickly altered for testing different flap arrangements. The flap angles (38° up to 75° down) are set by a push
rod and bell cranks, so arranged that the settings can
be changed from outside the wind tunnel. The gap
between the flap and the airfoil is sealed top Ilnd
bottom by thin metal plates.
Removab/e
, ! ~--------_ _--..,-..<. porllon
f::::=--- -.--;f~
f-I2.0"--·
I - - - - - - - c · 36 0 " - - - - = : . . = - - - -
10-,
~-.-.-.-.-.-.~
Splil flop, '~~
o<:". ,
. -----
4 REPORT NO. 664-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
Fowler flap.-The external-airfoil flap was also used when the flap is neutral. Shape e was further modi-
as a Fowler flap (26.67 percent of the main airfoil fied by different roundings of the slot entry. The slot
chord) after modification of the main airfoil (fig. 3). entry with the 0.02c radius' is designated as e2 and the
No actual data were available showing the best location one with the 0.04c radius, as e•.
of a Fowler flap of N. A. C. A. 23012 profile with a Two methods of hinging flap 1 were employed. The
main airfoil of the same profllt!';' however, the flap was first method was to hinge it about a single predeter-
located on the basis of tests of external-airfoil flaps . mined axis location obtained from reference 8 for com-
of N. A. C. A. 23012 profile (reference 2) and of tests
of Fowler flaps of Clark Y profile (reference 4). The .8270c I 2-h
flap is supported on the main airfoil by thin metal I~ I ',~:, .07890 R' . OB//< I.
fittings so that the flap can be set from 0° to 60° down F=-.:=-~- -.-.-.~
when completely extended. The main airfoil is ar- I 37' I, 0475 c
'----------.808Ic I .
L_________ -90Dc I I-a ~---------c----------
~i~
---~~~~~~~-~~-~~-:--CO-8-le~~'-'!'!..---.:~-.!:~
. 8270c~ 2
! I -1
~----~~
r--------.8000e I-b
I 7;420 I 256k--:
_ - - - - - -_ _:{:'~~-:..:.'O~7~89c ,'.R • . DBlle
--. I Frous 1I.-Sect1oDI of airfoil with arranltmeou of slotted tlap 2.
§
,:R-.08/1e
ic __________
r.~
-_ ~08-IC . ==esc j- Slotted flap 2.:'-It was believed that a good airfoil
section would probably make the best flap shape, espe-
cially from considerations of drag at low flap deflections.
The front portion of slotted flap 2 was therefore made
I .aaaoe I l-e to the N. A. C. A. 6318 airfoil section back to the maxi-
I' .8170c---j 3-f
~ ~
:R •. 03S0C
1-=--- --.----.~ ~
./858c-
Slotted flap 1.-The three slotted flaps tested are <-
Wind-tunnel corrections.-Certain theoretical cor- the present time, however, indicate that the drag
rections have been derived for the effect of tunnel walls results are about 10 percent higher than expected.
on the lift of a flat plate completely spanning the jet There are no theoretical corrections for the, drag
at an angle of attack (references 11 and 12). An (reference 11) except for a symmetrical body at zero
attempt was made to check these corrections experi- lift. No corrections for the apparent tunnel effect
mentally for an airfoil in the two-dimensional-flow were applied to the drag data. Since any correction
installation and, at the same time, to examine the effect would presumably be about the same for any of the
of tunnel walls on the drag and the pitching moment. airfoil-flap arrangements at given lift coefficients, the
This experimental investigation showed the correction relative merits of the various combinations should not
for lift to be about 1 percent greater than the theoreti- be markedly affected by a drag correction. All the
cally derived correction for ratios of model chord to jet drag data have been corrected in accordance with
height up to 0.4. The experimentally determined cor- reference 14 by a constant .6.Cdo of -0.0008 so as to
rection has been used to correct all the lift data pre- apply at an effective Reynolds Number of 3,500,000.
sented in this report. The maximum lift coefficients Tests to determine tunnel corrections showed that
the pitching-moment coefficients required no correc-
tion within the experimental accuracy of the tests.
I ~
.048
PLAIN N. A. C. A. _12 AIRFOIL
o ,4 ,B 1.2 1.6
!
-4
t results of the flap combinations presented in this report.
The angle of zero lift, within the experimental accuracy
of the tests, agrees with the angle of zero lift as deter-
Section lift coefficient, c,
min'ed by other tests (reference 14).
FIouu 7.-Sectlon ~ynamlc characteristiC! or N. A. C. A. 23012 plaln aIrfoU.
FLAPS FOR COMPARISON WITH SLOTTED ARRANGEMENT
given are about 10 percent higher than those given by
a rectangular airfoil of aspect ratio 7 but are probably Split fiap.-The- section aerodynamic characteristics
the same as would be obtained with an airfoil designed of the N. A. C. A. 23012 airfoil with a 0.20c split flap
to give elliptical lift distribution. This excess of lift are shown in figure 8. The lift curves have auout the
was checked by testing the same model (12 inches same slope as that of the plain airfoil. The angle of
chord by 84 inches span) in the two-dimensional-flow attack for maximum lift decreases from about 15° with
installation and on the regular three-dimensionru-flow the flap neutral to 14° with the flap down 45°. With the
set-up. The results agree very closely with the results flap down 60° or 75°, however, the angle of maximum
of pressure-distribution tests and with theoretical con- lift is only about 12°, a change of 3° from the plain
siderations of the span loading on rectangular wings. airfoil. A change of this magnitude in the angle of
(See reference 14.) attack for maximum lift may have considerable effect
The investigation to determine a correction for drag on the manner in which a wing stalls for combinations
has not been conclusive. The tests completed up to with partial-span split flaps.
AN N. A. C. A. 28012 AIRFOIL WITH SLOTTED FL.ll'S 429
..,
E
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Preceding page:;blank
10 REPORT NO. 664'-NATIONAL ADVISORY COMMl'ITEE FOR AERONAUTICS
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-16 0- .- j
:
-,4 o .4 .8 1.2 1.6 20 24 28
Secfk;n lift coefficient, c,
FIGURII: n.-Sectlon aerodynamic characteriltica of N. A. C. A. 23012 alrloU with a 0.2667(. N. A. C. A. 23012 Fowler ilap.
AN N. A. C. A. 23012 AIRFOIL WITH BLOTTED FLAPS 11
The increment of maximum lift coefficient for a about 0.05 in maximum lift coefficient. The angle of
given flap deflection is from 4 to 10 percent larger than attack for maximum lift with the flap set at 30° is only
the increment obtained in previous tests of a model of 10°, which is a decrease of 5° when compared with that
finite span at a much lower Reynolds Number (reference for the plain wing. This decrease is greater than that
15). The increases may be almost entirely accounted for any of the other flap arrangements.
for by the difference in span loadings because the PRBLDUNARY TESTS OF SLOTTED FLAPS
reference tests were made with a rectangular airfoil
A preliminary investigation was conducted of the
in three-dimensional flow. Increments of maximum
Handley Page slotted flap, designated flap 1, and of
lift coefficient of an airfoil with a split flap may be
four slot shapes, the combinations being designated
considered to be practically independent of Reynolds
Number. The increment of minimum profile-drag
coefficient for a given flap deflection for these tests is 2.8 f-H--+-+-+-+-+--+-+-+....,-+_--1.~H>----+.-+-+--+-I:
about 10 percent greater than for the tests of reference f-j-+--+-+--+-+---I'---+~bq,hr-~-+-+-'t-f----i-!_-.,1
15. The pitching-moment coefficients from the two- 1/ \ ! :
dimensional-flow tests are in good agreement with the V /.....--~
2.41-+-+--+-+--11-+,J:-h4/---,-!£4-+-l-'-<\""'r\-+-+-+---t-i
pitching-moment coefficients given in reference 15 for
the same flap deflections. //1/ 1\
Plain llap.-The section aerodynamic characteristics
of the N. A. C. A. 23012 airfoil with a 0.20c plain flap
are shown in figure 9. Comparison of these results with
the plain-flap results of reference 15 shows about the
same differences that were observed for the split flap.
The section hinge-moment coefficients given in figure 9
are of about the same magnitude as hinge-moment §
coefficients of a 0.20c plain flap on a Clark Y airfoil .~ . ~ f-------~-~";,~
(reference 15). It should be noted that the charac-
teristics for the plain flap with both up and down
~1.21-+--+-r- / 1 - - -r-r-
t::
'--t-
'------ - -;OS3Sc
deflections are useful for the estimation of aileron as
well as flap effects.
j H--4- .BOc ffii.7C}eOXi5j'
.8~-+~4-+-~-+~4-+-~-+~~~
1
Effect of slot shape on pro:fUe drag.-A comparison coefficient for take-ofl with a good slotted flap seems to
of the envelope polars for slotted flaps I-a and I-b be around 2.5j therefore, it is important to have as low
(fig. 13) shows that, for both mgh lift and low drag, a profile drag as possible at these high lift coefficients.
slotted flap I-b is superior. The higher drag of arrange- It is probable that the lower drag of slotted flap I-b at
.24
i\
. .
Slotted flop {-b - - - - - - - -
{-c
60·
.20 ;
1\
1 \
50·' ~
\
J
1 ,
~~~~~'5ttti
I1lL
:;"9'
.•Oc . -. ax;.
40·
/ .I
/
.. t
-¥" •
V
, 0:::
,~
.ZO'~-+~~4-+-~-+~~+-~-+-+~~+-~-+-r~~sot.~~~rr~
1\
--
<Sf- IO • ....-~-
0~~0~~~-.4~~~~.8~~~-I.~.2~~~~1.~6~~~~G~O~~~2~.4~~~2~.8
Section lift coefficient, c,
FlotraJl 14.-Comparison or slotted ftaps 1-b and 1-e.
ment I-a in the low-lift (high-speed) range can be the higher lift coefficients may be accounted for by the
accounted for by the open slot through the airfoil with better shape of this slot lip, which directs the air down-
the flap neutral. With the wing and the power loadings ward over the flap and prevents it from stalling at the
of present-day large transport airplanes, the best lift higher flap deflections. There is no appreciable dif-
AN N. A. C. A. 23012 AIlU'OIL WITH SLOTrED FLAPS 13
;- ____ 1__ ~_1 I
2 ./ '.~~
--f-._.,," ... -:-- of.deq. I I
0---<3 I--
If-TT-r", , Llf535c IO--J:l I--
20 I
r-
~ .80c:--;.--.-;..r -'-Hinge axis 30----0
40-----Q I--
0 45---0 r-
SO_
55 q l--
60--.:. r-
-. 2
-
a. ..q
r-
1 I
-. 4
0
-
- .... ..0-
V"
.......
4"
-. 4
. ~
.1 5
/ 1/
J
2
~~
...,. f-
""'"
~
-~
~
- V'"
~~ /
....... ~ !If
..... ~ -r
u. ...- ,..- ] --'-
v.. -
~ ~
~ ,-
J
...... - t?'
!L . /
- :::::l ~
0
5 --, ....
V / / ..~
-""- ,/' ./ l? ;....- /'
~
...... ~ k::: ~
8
V
V
.......- ~
/11'"
....-::: ~ f<" [...-<t
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.-K ....... --- ~ ~ ;;..-- ~
.t"
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fo"'"
. ./
I----'"
~
~ ---
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l.,;; % ~
0
.......-
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-I6
8
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--- ?
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",.,.
~
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.4
",.
.. 8
Section lift coefficil!!nf,
1.2 1.6
c;
20 24 28
FIOVU 16.-Sectlon _odyuamio characteristics 01 N. A. C. A. 23012 airfoil with liotted !lap I-b.
14 REPORT NO. 664-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
ference in drag between slotted flaps I-b and l-c up to axis location was used. The profile drag was also among
lift coefficients of about 2.5 (fig. 14). Because of the the lowest. An inspection of the curves of ao against
lower maximum. lift of slotted flap l-e, the drag data c, in figure 15 shows that the slope of the lift curves is
for it were not obtained. Other tests of slotted flap l-e practically unaffected by flap deflection except for the
will be discussed later. very large values. As previously _mentioned, com pari-
Chord
(f)
\
\
\
.~
(0 ,,-60".
Flo".. i6.-Contoun of llap locatloD for c1.... Slotted llap i-b.
Complete data on slotted dap l-b.-The complete son of the c.... with the flap neutral with the cdo of
-~~ .~
section aerodynamic characteristics of the N. A. C. A. the plain wing (fig. 7) shows that there is a difference of
23012 airfoil with slotted flap I-b deflected downward about 0.001. The greater part of this increase in drag is
various amounts are given in figure 15. This flap ar- caused by the flap hinge fittings; the remaining ~Cdo is
rangement gave the highest lift coefficient of any of the due to the break in the lower surface of the airfoil
four arrangements for which the Handley Page fixed- caused by the slot and will be discussed later.
AN N. A. C. A. 23012 AIRFOIL WITH SLOTTED FLAPS 15
The pitching-moment coefficients for this flap arrange- than for the same deflection about the predetermined
ment are about the same as for the external-airfoil flap. axis location (fig. 15). The optimum position of the
A small change between the pitching-moment coeffi- nose point of the flap for this deflection is about 1 per-
cients for the flap undeflected (15,=0°) and for the plain cent below the slot lip.
airfoil (fig. 7) may be attributed to 0. slight downward The contours of figure 16 show that, for small flap
deflection of the slotted flap. The hinge-moment co- deflections, the optimum position of the flap for maxi-
efficients are about one-half as great as those for the mum lift coefficient is much less critical than it is for
plain flap (fig. 9) because the hinge-axis location for the larger flap deflections. It is also evident that there
the slotted flap was designed to give partial balance. is 0. considerable loss in lift coefficient if the nose of the
DETERMINATION OP OPTIMUM SLOTTED.PLAP ARRANGEMENT
flap is moved back of the slot lip. These results are in
POR MAXIMUM LIPT agreement with previous test.'! of external-airfoil and
Fowler flaps. The highest maximum lift coefficient
The data presented in this section are the results of
the maximum-lift investigation of the various flap-and-
slot combinations in which the flap, at a given deflec- 2.8 I
tion, was located at points over 0. considerable area -- -_ I !
axis location (fig. 12). With the slot entry rounded to bination with flap I-b, which accounts for the increases
a radius 2 percent of the wing chord (slotted flap l-e2), in lift. The best positions for the nose of flap 2-h rela-
the maximum lift coefficient is about the same as it tive to the slot lip are practically the same as fo~ flap
was for slotted flap I-b (fig. 16 (f)). A further rounding I-b.
of the slot entry to a 4-percent-chord radius had a The contours showing the maximum lift coefficients
detrimental effect on the maximum lift. It appears for the various deflections of slotted flap 2-i are given
from these results that the shape of the slot is not in figure 19. This arrangement is inferior to both I-b
Chord
(d)
(tl
critical for maximum lift provided that the flap is and 2-h throughout the complete range of flap deflec-
located properly with respect to the slot lip. tions. The maximum lift coefficient was obtained with
Slotted fiap 2.-The contours showing ma.ximum lift the flap deBected 60°, which is 10° greater than for
coefficients for the various deflections of slotted flap either flap I-b or flap 2-h. The maximum lift coefficient
2-h are given in figure 18. This combination gives a with Bap 2-i is about the same as it was for flap 1-62 (fig.
higher lift coefficient at each deflection than was ob- 17), a comparable arrangement. The position of the
tained at the corresponding flap deflections with flap flap nose for maximum lift coefficient for this arrange-
1-b (fig. 16). The total projected area of flap 2-h ment is only about 0.5 percent of the choru below unu
and the main airfoil is greater than the area of the COUl- about 0.25 percent back of the slot lip.
AN N. A. C. A. 23012 AIRFOIL WITH SLOTTED FLAPS 17
(a)
4 - - __ _
Percenf ..,,,-:'~,..n"rn -__ _
(el ',-31)0.
tests. Slotted flap 1-0., which has an open slot through gave 0. ~c"o of 0.0004, which increased to 0.0009 at the
the airfoil with the flap undeflected, gave the largest higher lift coefficients. Slotted flaps 1-e2 and 2-i
increment of profile-drag coefficient for all lift coefficients a:re the next in order giving, at zero lift, 0. ~c"o of 0.0003
up to 0.60. At the higher lift coefficients, the ~c"o de- increasing nearly to 0.0008 at the higher lift coefficients.
creases probably because of some boundary-layer con- Slotted flap 1-e gave a ~c"o of about 0.0001 for the low-
• (d) ',-00".
FIGURS 2O.-Cootoun of nap location for ',_. Slotted nap 3-f.
trol from the air ejected on the upper surface of the lift condition, which increased nearly to 0.0003 at a lift
airfoil. The ~Ctfo for slotted flaps 1-b and 2-h in- coefficient of about 0.50 and then decreased to zero n t
creased from about 0.0008 at zero lift to about 0.0013 higher lift coefficients. Slotted flap l-c showed no
Itt a lift coefficient of 1.0. At zero lift, slotted flap)-e. increase in profile drag. It should be pointed out
AN N. A. C. A. 23012 AIRFOIL WITH SLOTl'ED FLAPS 19
that a Ac"o less than 0.0003 is too small to measure drag at CI= 1.5, 2.0, and 2.5 are, respectively, about
definitely because such a small value is within the 15°,22°, and 30°.
experimental accuracy of the tests. No detailed surveys were made with slotted flap l-e,
but the e1lect on ClIO of rounding the slot entry is shown
DETERMINIt.TlON 01' THE OPTIMUM SLOTTED.I'LIt.P in figure 24 as envelope polars. Rounding the slot
AaaIt.NGEMENTI'ORPRO~EDRIt.G
entry with a radius 2 percent of the wing chord gives
The results presented in this section are intended to
aid in the determination of the optimum positions of
the several slotted flaps for take-01l and climb from
considerations of low drag. The best take-01l and
climb to clear a specified height in the shortest hori-
zontal distance will be the lowest drag coefficient at the
lift coefficients corresponding to take-01l and climb.
The data are therefore given as contours of the nose
position of the flap for constant drag coefficients at
certain selected lift coefficients that cover the range 4 Z
Percenf wing chord
for which the drag coefficient is decreased by deflecting
(a) c.-1.1I.
the flap. The data previously presented show that, for
TI I
" ".
-~
.- I I I
1.-'
~.
./
--
'-, Slot arrangement
,.-' ~ '.......- -·······-1-0
--I=b and c-"
,/
.>., ......
'
'- .. - -"I-e '--I-e, and c·i (b)
-- -.
,/ -·--I-e.
/
i--'
- .,-
.4
"-
.8 .8
1.0
Section lift coefficient,
TT I
I I I
I.e
C,
1.4
Slotted dap 2.-The contours of the position of the ceding comparison of slotted flap I-b and 2-h shows
nose point of slotted flap 2-h for constant Cfto are given arrangement 2-h to be superior throughout, probably
in figure 25. At c,=1.5 (fig. 25 (a)), the minimum because of the better nose shape of the flap.
profile-drag coefficient is about 4 percent less than it The contours of the position of the nose point of
was for slotted flap I-b. The position of the flap slotted flap 2-i for given profile-drag coefficients are
nose for the_minimum profile-drag coefficient is not very shown in figure 26. A comparison of these contours
critical and...the tests did not cover a sufficient area to with those for slotted flap I-b (fig. 23) and 2-h (fig. 25)
close any of the contours. For cl=2.0 (fig. 25 (b)), shows flap 2-i to be inferior to both of the others through-
the minimum profile-drag coefficient is about 8 percent out the lift range. It is therefore apparently necessary
.28 '\
Slotted flop. Slot-entry rodiu5. R
I-e O.OOc
I-e. I-- - - - - - .02-
70' \
.24
I-e. I-- r - - - - .04-
'" '\ \
,\
\
..... I'
c: \.
:~.20 60o~
..
!O::
'\;;
a
I
~
B'
~.16
I
:!!
.,;:
~c:.12
r R~
---,d,,':"h of flop nO$'
\
\
I
\
4(
1.
500if
oJ!
W
IL'
f,l
'I
\
\.l
III
II')
\
\
\
\
, 30· f
\
\
\
\ I~
\ \
.08 \ \ /
\
\ ,
\
~
\~
~
.......: ~
o,-/~ rP
.04
V ~
o
I ~
- :-::::: r-
lower than for slotted flap I-b. The contours are not that the slot have an easy entry in order to ha,-e low
closed for this lift coefficient and the position for mini- drag together with high lift.
mum profile drag is again not very critical. The EJ'I'ECTS 01' SLOTTED FLAP WITH SPLIT I'LAP
contours of profile-drag coefficient at c,=2.5 (fig. 25
(c)) show the minimum to be 25 percent less than it was Effect on maximum lift.-The effect on c, of the
""a
for slotted flap I-b. The position of the flap nose for addition of a 0.05c .. split flap, deflected downwaro 1'11)0,
minimum profile drag is critical at about 3.5 percent to slotted flap I-b is shown in figure 27. This compari-
below and 3.0 percent of the wing chord ahead of the son was made with the slotted flap hinged in such a
slot lip. There is, however, a second region of low way that it was in the optimum position for the maxi-
drag farther ahead and closer to the slot upper bound- mum lift coefficient when deflected downward 60°
ary for which the contours are not closed. The pre- without the split flap. The increase in maximum lift
AN N. A. C. A. 23012 AIRFOIL WITH SLOTTED FLAPS 21
coefficient for small deflections of the combination is higher drag than the slotted flap alone for lift coefficients
quite large. The maximum lift coefficient with the less than 2.2. It is possible, however, that lower drags
combination down 25° is the same as it is with slotted could be obtained by using smaller deflections of the·
flap I-b alone down 50°. The maximum lift coefficient split flap at the smaller deflections of the slotted flap.
with the combination down 50° is, however, only 2 per- The combination has a lower drag than the slotted flap
cent higher than for the slotted flap alone in its opti- alone at lift coefficients above 2.2. These results indi-
-·-·-·-:~~~~I
Chord
(a)
-.
Chord
(b)
Chord
(e)
(c) cl-2.5.
FIOUU 2&.-CODlO\lll or flap location ror c 4,' Slotted flap :r-b. FIOU" 28.-ContourJ of flap location ror c • Slotted flap 2-\'
4e
mum position. It is possible, however, that higher cate that multiple-slot flaps might be developed which
maximum lift coefficients may be obtained by a more would be superior, from considerations of low drag for
comprehensive investigation. take-off and high lift for landing, to any of the slotted
Effect on profile drag.-The effect on CliO of the flaps investigated. Further investigation is recom-
addition of the split flap to slotted flap I-b is shown in mended of multiple-slot flaps and of slotted flaps in
figure 28 by envelope polars. The combination has combination with plain and with split flaps.
22 REPORT NO. 664-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
slotted flap 2-h are somewhat lower than for the Flop deflection, 0, . deq.
Fowler flap. The Fowler flap, however, may be con- Flov.. 27.-Elrect OD c,_ 01 oomblDlnl spllt Cap with slotted Cap. Slotted
sidered as a special case of the slotted flap in which the Cap l-b.
fI~P l
t
20 s)ot;eJ I/_b I
Slotted flap I-b and ~ ,I 11 1
0.05 c iP~it (lor ~oin ~O·II I 50· I
I
'~alh of flap nose I
f ~~60"-<-~
d ' JO'\
'1:::::='-'-r-'.
1\
\
'. ,
\J-+-
\
\
\
_\ 60'
~
40·1 0
/
\
'30~'
\
I \
\
\
, I I\ \ \
~, \ i If II
,
I I I ,
I
I~..• ~: 1/
! I I
V...... /1
I
i .-
- -- ./--
f..-;'
/" 20·
- l- .-l- I-- I
I
1- ~ r- ...... / I
- -- IS, -10·
- I-
!
I
a o .4 .8 1.2 1.6 2.0 2.4 Z.8
Section 11ft coefflc/~!nf, c,
FIGUIIJ: 28.-EClect on c,, of comblDtDI split flap with slotted lIap. Slotted flap I-b.
AN N. A. C. A. 23012 AIRFOIL WITH SLOTTED FLAPS 23
o !
I
j
.J
-.4
""'""'
0/, I :
deg. i
.20 0 t>.
20 v I~
130~ I r I
50----t> I
,J.16
60 t- --. " I
:7
Ii?
- -
_.-""
..... ""'"
_r0-
it'"' ~
k::: .... -
~ ,......1-"'"
I
0
c:;. 16
{: t
r ) .... I
I i
•• /" A
,....""
..,- r:J' ~ I
-g"
....
....tl
8 / ......
V
V
/'
"
..AI ......
-tv'
.....0 1/ V ",,""
(~) % ,
0 8.38 3. 91
10 6.'1 3.81
20 3.83 3.~
30 2.83 3.37
.0 1.34 2..a
50 • .50 1.63
60 .12 1• .a
FIGUItI!: 2II.-Sectlon aerodynamic charactarlstics 01 !'f. A. C. A. 23012 airfoil wltb slotted flap ~h.
24 REPORT NO. 664-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
,,IV
- ,
,
I---r-
'4.. , ./ ~ 1 I
with the Fowler flap is somewhat better than slotted 0 ,, ,/ 1/ \ I
flap 2-h as regards low profile drag at lift coefficients
....
i !d j..-
greater than 1. 7. Here again it is pro bable that a i~ .4 LI. L
slotted flap with a greater lip extension could be \,j 'V 1/
developed to give an even lower drag' at high lift oS WL/
coefficients. .:/
JIj/
When the horizontal distance to land over a given 0
0 20 40 60 80
obstacle is restricted, if a high drag together with a high nap deflection, 6, . deq.
lift is desirable, slotted flap 2-h is superior to the four
lI'IOVU ao.-Compar\loll of 1IlInm8ll&s of maximum Uft coelllclel)&s Cor live types oC
other types of flap tested. !lap.
Plain· ----
external-airfoil flap - - - - -
'.
6!-· I \
Fowler flap---- - - - - - - - - J I~ \
lL \
4S Y 1\
,, ,
r
'/
-~~LUJJ
l
\ /
L J40• , ,
30"
'L V ! / I
I
(5lotted flap2-h) J
20· I
J
~
L ~
~
~
/ ~ ,
// ,
, ,
.
1",
lab , / ~
s· ~ .--:i;.:
I 0, ~ 10~_ ~ ..... i"""
~
o ." ---'---
o .4 ,8 /.Z 1.6 2,0 2.4 c.d
Section liff coefficient, c,
FlonK 3L-Compar\loll oC prollJe.drlll coeJ!IoImw for live types or ftap.
AN N. A. C. A. 23012 AIRFOIL WITH SLOTTED FLAPS 25
II. TESTS IN VARIABLE-DENSITY WIND lower surface. When the flap was deflected, the V-
TUNNEL shape groove formed on the upper surface at the 40-
APPARATUS AND TESTS
percent point was filled with plaster of paris, forming
a fair and rounded juncture.
The variable-density wind tunnel is described in The lift, the drag, and the pitching moment were
reference 17, except that an automatic electric balance measured from below zero lift to beyond maximum lift
has been insto.lled to measure. force coefficients. The at an effective Reynolds Number of about 8,000,000.
precision is discussed in references 14 and 18. The lift in the region of maximum lift was also measured
The basic airfoil was made of duralumin to the at an effective Reynolds Number of about 3,800,000.
N. A. C. A. 23012 profile. The 25.66-percent-chord The measurements were made at flap settings of 0°,
slotted flap was built of brass to the ordinates given for
flap 2 in table II. The shape of the slot and the posi-
------B27oc-------1
_ - - - -_ _ _-....::R~•.~0~78:9c~ 1 R-.OBlle
C
, . . . - - - - - - - BOO/e - - - - - -
S;~I . 6,-0
---------c----------
c;;___-~
~~
----- ~9ge-----~~ 20'
; ---_.-/.~
0"
B I 3 6 c - - - - - - 1 30' P'lOUU aa.-SectioDI of airfoU with O.6Oe plaiD IIap dedected 12" and o.~ slotted
IIap 2-h.
C;;_ _ _-72S~,
chord plain flap deflected 12° .
I
------.8366c - - - - - -
.0129c
.
RESULTS AND DISCUSSION
50' PRESENTATION
FlO11U 32.-Seetl0D8 of atrtoU with o.~ slotted IIap 2-h. The results are presented as a series of lift curves for
a rectangular wing of aspect ratio 6 in figure 34; the
tions of the flap for the various flap deflections (8,) are two groups of curves in the figure correspond to the two
shown in figure 32. In the investigation made in the 7- Reynolds Numbers at which all the tests were run.
by lO-foot tunnel, these positions were selected as the The section characteristics, indicated by lower-case
optimum, the critprion being low drag in the lift range letters and presented in figures 35 and 36, were worked
below a value of 2.5 and high maximum lift above this up as explained in reference 18.
range.
MAXIMUM LIJIT
The flap was attached to the wing by five smoll
steel brackets i 0. different set of brackets was made for The lift reaches a maximum at a flap deflection of
each flap position because the position was determined 40° (fig. 34). The variation with Reynolds Number is
by the size and the shape of the brackets. shown in figure 37. The maximum lift increases with
The 60-percent-chord plain flap (fig. 33) was built by Reynolds Number but appears to be leveling off at the
cutting the wing at the 40-percent station and connecting end of the Reynolds Number range tested (about
the two parts by a narrow flexible plate flush with the 8,000,000). The results of tests in the 7- by IO-foot
26 REPORT NO. 664-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
wind tunnel are also shown on the figure and the had practically no effect on the drag. If the slot is
agreement with the variable-density-tunnel results, for perfectly sealed when the flap is neutral, a decrease of
the two points shown, is good. It will be noted that the minimum drag ot the order of 15 percent may
the increment of maximum lift is nearly constant over accordingly be expected.
the range tested. A comparison of these results with The drag of the wing at high lifts, with slotted flap
those of references 2 and 19 shows that, at a Reynolds 2-h deflected to its most favorable position at each
Number of 8,000,000, the slotted flap can reach a maxi- lift coefficient, is included in figure 39. This curve,
mum lift coefficient of 2.86 as compared with ·2.54 for which may be called a profile-drag envelope polar, is
.3.2
..
I I I a60c plain flop of _ - EHective fteorOlds Numberr-
_ cffecft"ve fibt.naldS Number
___ 8.200.0 O(appr~x.) .1 I I I I OG
o/.deg. 020304050 203040
12 G
I I 4- I
I
3,600.0 O(approx.) r-r-r-
0 0 6 ... 0 ~"<l i
-
2.8
~ I
: ./ ~ 1.1'1"1 I
2.4
I
I
I ih'
~
It
J,{f I
:
1,(
, A
~JI.{
I
,({,M
!Si' I
I
I
I
~ ilJjlI ~ ~ I I i
.I' 1/ Ih ~ IP ~
if' ~ Ii If ~
2.0 ~ ./ ~ t(
1/ 11/ I\. ~
.•.~: lh I
~
j,
1/
~ ~ ..
~i\,
Ub'~
a.
~ /.6 rl VJ 'f\~~ l.
~ Q, I
V- I),
,/1 I rf
'-.l r-::~ rfC
Iii ~
a...
rl II (j, J ....... , r'"'
8 1.2 I 1'1.
it:
" / JJI I -1 Q.
-.J I J I I V~ I
.8 il I A..!
VlV ·1
) ,.
II p I
1 II I
.4
II ! I /" f. 'f
jI I I
I J II L
~ VJ
0
d I r
If
~ II I 1
-.4 <II-'
(
/ i-- _.+- I
-)- I
I
j- I
-1 i
-32 -24 -16 -8 o 8 24 3216 0 8 /6 24 32
Angle of attock. d ,deg.
l"Iovu 34.-LIft apIust mele of attack for N. A. C. A. 23012 alrfoO with O.2IMIec slotted llap 2-b, rectancuJar wine. aspect ratio 6.
the split flap, 2.39 for the plain flap, and 2.37 for the the envelope of o.ll the polars for the wing with o.ll flap
external-airfoil flap. settings. A series of such curves for various flap types
The deflection of the 0.60e plain flap had only a minor and arrangements shows the relative merit of each type
effect on either the maximum lift or the shape of the lift for such an item of performance as take-off where,
curve near the maximum (fig. 34). other things being equal, lower drag at high lift coeffi-
cients is advantageous. Such a series of curves (fig.
PROFILE DRAG
39) shows the 0.2566e slotted flap 2-h to be definitely
The wing with the slotted flap in the neutral position superior to the 0.20e plain and split flaps, as was also
had 15 percent higher minimum drag than the plain shown by the 7- by 10-foot tunnel tests. Slotted flap
airfoil, as shown in figure 38. In order to find out to 2-h is also slightly superior to the external-airfoil flap
what extent this drag increment could be reduced by on the basis of low drag and is greatly superior to it on
preventing flow through the slot, tests were made with the bo.sis of maximum lift. The data for these other
the upper slot closed. The closing of the slot exit flap arrangements are taken from references 2 Rnd 19.
AN N. A. C. A. 23012 AIRFOIL WITH SLOTTED FLAPS 27
0 --
I l' .-'1' I
! I I i
i
UY .r I
I
1 I
i-- !
·J
,
1>-
-
,
I
'"
~
I 9>~
- .-
!
i
- --: - --
-l- -- .----- -
I
I T I
4. \
.024 ,
I I \ \ \ \ 1
i I 1\ I \ i
\
I !\ J II \
/'
.020
i ! 1"'- .4'" \ /
,
\
\
I I
"- ~
~
,/ \ \ !
I I / I/' \
"\ "\
1/ / \
\
V \ \ \
r-..., / /~
-
-a.... r-: l.% V · '\
/ r'\
1\ /- _10- \
I
!
I I
L \ ....,1-- ~
...,... ~....... V
V , ..... ..-'
"
0....
r-..... ~ i>"'
..
"
--
J
I- ,...- /
-9
.... "
;. -- - O.lcJ.
....- 'J1 .t.'"
~
.004
.J,.
o
i 1
,
1
i q
0-
- I--
J.. )I'
! i Q.. ~ I
24 I I
~t i
I I
I
I
I
'" It
\
~
~il..
I
16
i
I
- t?: ~
~
!j..
, I
I
~
"""v
V
\-c " ~
I'" , -"V' ~V
'i 8 ,
f.o'" ~ J>d.. B-
,/ V I-'" ~'/
-"C V,
u La ~~
....~tl ! IY' I ,...;:V l.:::<i ~ I
-
p '7 ~
........ v- JP/
-16
,..... A :64
,J/: ::Q-'
I
-.4 o .4 .8 1.2 1.6 2.0 2.4 2.8
Section lift coefficient. c,
PIO'I1B& ~.-Bection aerodynamic cbaracterlstir.os or N. A. C. A. 23012 IIlrroll wltb O.2M6e slotted flap 2-b and the O.6Oc plain flap neutral. Effective Reynolds Nllmber,
approximately 8,200.000.
28 REPORT NO. 664.-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
a ! ,
1'\ ,
4 1 I I ,
\.a... , 1 I
,
,
'\~ 1 I
"-' ~ ~ I I
,
00;;:
"'- ['.. "'-.. ... f-- l>- I
i
I,
'r--....
--- ~~
i
.+--
d"'::
r-
I- ~
.024
c... Q !
,\ : !
~ la-' : \J i
"- ....D
.... / ! \ I
,
,
, i \ /
[\1\ \ \ ~
\ 1 I I 1L
1\ ~
- .....
: , ! ~:
~
'/
~P
'T
'i" I I I /
!\ "\ ...,~ .- f-:I
~ ~ ,..- I}J
"
rf
!\ "'" ,.-, IA: ~,
.004 ,
1\ \
-' t-;-: ~ O.le..
, '-... B.c: P'f!4. I- .-c V
I
o I
,
I 1,\ 1 1
I I ~
16
: I ~ I
i I I, ~
~ I
1 I ~
i ~
8 ,I
I 1 f' ~ I
1 1 ~
~ b. I
.f ,
,
,
V
lIT
~
-12 b2'
~ a I V l..;:; V
i /' .... ~ ,
.s?
....
{:)
: b-- v IPt
~
:
~v i
'0 -8
I
v ~
~ ,/ ~v-
.f ...... 1"'"
'r'"
,/
Y
~ !A"
4,deq.
-16 ,.P
'.",
0 20
V ...-c V v c 30
~ 40
V / a"" .)l'V
f(Y' ,.a
~ ~ .K
-24 ~ ./
I
-r I
I
-A- o .4 .8 1.2 1.6 20 24 28
Section lift coefficient. c,
FIOURlI: 36.-Sectlon aerodynamic characteristics of N. A. C. A. 23012 nlrCoil with 0.256&: slotted lisp 2-h and the 0,60<: plain lisp dellected 12". Effective Reynolds Number,
approximately 8,200,000.
AN N. A. C. A. 23012 AIRFOIL WITH SLOTI'ED FLAPS 29
PITCWNG-MOMENT COEFFICIENT
of attack, the pitching moments are the same for all
three flaps.
The pitching-moment coefficient increased with flap
deflection up to 40°. Tbe pitching moment for the .020 I , : I i ,
~
.•
~
4.8
ll:S'd~
t>4d' g'}111111111111111
II II
I I
I
I
,
, I
I
,,
,
,
,
I
,
! , ! I I i ! ,
4.0 o 30 Voriable-den~ity tunnel
...:
t:: o Plain winq I I I I I II I I i I LJ : i i/I, i
.S! x 30 } I ,I I I I I I!
I
, ./"/\ ! !
+ Pia n winq 7-bY 10i foot tunnel -~
-
~3.2 I
..... I I , ' I L1 I I I I J l~ VI
I
i
i6l:::l
I
i f./:~
~
(j2.4 I ~ ~~
i
!
...... ..-- ~~ i ,
I
i
I
.....
~
§ 1.5
Aci~~
I ,...~
.........
"'"
"'-- -~ I
I
I
I
.~
I
~ .8 I I
<::
.0
I
..::: 0
of 5 5 7 1,000.000 2 3 ... 5 10,000,000
I I
Q
Jl Effective Reynolds Number, R. o .4 .8
Section lift cot!fficit!nt, Ct
FIGUBJ: 37.-Sca1e eJlect one, for N. A. C. A. 23012alrfoll with and withoutO.2M&: Flavas 38.-E1!ect of slot open1q on prom. drac of N. A. C. A. 23012 alrfoU with
- slotted llap 2-h. slotted llap 2-b neutral. EJlect!ve R8JllOIds Number, apprOximately 8,200,000.
.20
I I i
I I i i
I
I ~2Oc !Split flap ! i
I , i
1 ! I i I
I
I I I I I ! I !
I I ,
I 1 I
i I
I
I i ,
I
I
I I I
II ' 1/ I ,
I
I j / !
; /1 V 1/ {y-40- " !
/ I / ~ !
,
1/ / , J
V / V ~2560c 5/0tted flap 2-n ,
/ / / ~ ,
/.. / 30" , ,
,
/ / r
v-:: ,/ .,.1'/ I I ! !
o o
,D·
T
o.~
.8
...::i::=""
1.2
j
--
~ :::.--
'-20°
1.5
,~ V~·-.20c", external-airfoil flop
2.4
1
2.8
i
3.2
,
i : ,,
3.6
I
,
,
FlQUlLJ: av.-Proflle-draa envelope polan, N. A. C. A. 23012 alrfoU witb various llaps. El!ectIve Reynolds Number, approximately 8,200,000.
30 REPORT NO. 664-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
TABLE I TABLE II
ORDINATES FOR AIRFOIL AND SLOT SHAPES
ORDINATES FOR FLAP SHAPES
[StatioDi and ordlnatelltn percent of wtnr chord)
[StatioDl and ordlnatelltn percent 01 wlDl chord]
N. A. C. A. 23012 AlrfoQ
Flap 1
Station
0
1.2&
=
-----i-67---
Lo.....
aurr-
0
-1.23
Station
= La_
surfaoII
"
z
Positive directions of axes and angles (forces and moments) are shown by arrows
Force
(parallel Linear
Designation Sym- to axis) Designation Sym- Positive D esigna- Sym- (compo- Angular
bol symbol bol direction tion bol nentalong
axis)
- -
LongitudinaL ____ X X Rolling ___ __ L Y--) Z Roll ___ __ q, u p
LateraL _________ y y Pitching __ __ M Z--) X Pitch __ __ IJ v q
NormaL ____ _____ Z Z yawing __ __ N X--)Y yaw ___ __ w T
'"
Absolute coefficients of moment Angle of set of control surface (relative to neutral
L }vI position) , o. (Indicate surface by proper subscript.)
C t = qbS Cm = qcS
(rolling) (pitching)
4. PROPELLER SYMBOLS
5. NUMERICAL RELATIONS