CHNICA RAR oe UN 27 4 JUN 15 1932 |e(ebnamy La. ¥. TECHNICAL NOTES NATIONAL ADVISORY COMMITTEE FOR ABRONAUTI OS No. 653 A PLIGHT INVESTIGATION OF THE REDUCTION OF AILSRON OPERATING FORCE BY MEANS OF FIXED TABS AND DIFFERENTIAL LINEAGE, WITH NOTES ON LINKAGE DESIGN By H, A. Soulé and James A. Hootman Langley Memorial Aeronautical Laboratory FILE co vi To be returned to © the files of the Lerele Memorial Aeronautical” : Laboratory, Washington a June 1938InRIR AR Y less ca _ NATIONAL ADVISORY COMMITTER FOR AERONAUTICS TECHNICAL NOTE NO, 553 A FLIGHT INVESTIGATION OF THE REDUCTION OF AILBRON OPERATING FORCE BY MEANS OF FIXED TABS AND DIFFERENTIAL LINKAGE, WITH NOTES ON LINEAGE DESIGN By H, A, Soulé and James A, Hootman SUMMARY Flight tests wore made to demonstrate the practica- bility of employing fixed tabs in conjunction with a suit- ably designed difforential linkage to reduce the force re- quired to operate ailerons. The teste showed the system to de practicable with tabs of the inset type. The rela- tive ineffectiveness of attached tabs for changing the ailoron floating angle rondored them unsuitable. Export- enco gained in the investigation aas indicated that the use of the system is limited to maximum deflections of one aileron relative to the other of loss than 30° and that the aiffordatiel linkage should always bo designed on the basis - of the highest probable floating angle. INTRODUCTION Experience with drooped ellerons has drawn attention to the marked effect upon the stick force that the aiffer- ential linkage of the ailerons may exert, When such allor- ons are adjusted to the high-1ift position, tho upward moving aileron may have a fairly large hinge moment tond- ing to rotate it upward throughout its range of deflection, Under certain conditions this assisting hinge moment, to- gether with the relatively large mechanical advantage of this eileron with respect to tho control stick as compared with thet of the downward-moving aileron, may overbalance the effort on the stick required to rotate the downward moving aileron downward, resulting in a reversal of the 7 stick force. Jones and Norken (reference 1) suggested a mothod, forTECHNICAL LIBRARY 2 W.A,C,A, Technical Note Wo. 653 the case of the ordinary undrooped ailerons, of utilizing these characteristics of the differential linkage for the purpose of reducing the stick forces required for their operation, It was suggested that tho ailerons be fittod with narrow-chord full-span tabs deflected downward sever- al degrecs so as to adjust upward the position for zero hinge moment (floating angle). The results of flight tests to determine the feasibility of thie method of reducing aileron forces form the subject of the prosent paper. The tests were made with a Fairchild 22 airplane, in the first series of tests, tabs were attached to tho aller- ons of a wing haying a 2:1 taper. Difficulty experienced in obtaining satisfactory resulta with the attached tabs reulted in the second series of tests, which covered trials of insot tabs, The second series of tests was nade with the standard wing for the Fairchild 22 with the allor- ons modizied to incorporate inset tabs, Throe arrangemonte of the differential linkage wore triod with those ailerons, The flight tosts consisted primarily of pilots! obsorva~ tions of the relative control forces with tho difforent ar~ Tangoments, Moasuremonts of tho rolling motion wero mado with one linkage to determine the offect of tab setting on the aileron effectivencss, AILERON AND TAB ARRANGEMENTS: The Fairchild 22 airplane used for the investigation is a small, high-wing, parasol monoplane that has beon uscd by the Committoo for the genoral investigation of lateral control and stability, xe wing with which the airplane was equipped for the firet series of teste ie tapered in plan form and thickness and is swept back so as to have a straight trailing edge, The airfoil section varies from an N.A,0.A, 2218-soction at the wing root to an N.A.C.A. -2209 section at a station 15 feot from the root. For lateral control, the wing is equipped with aller- ons having a constant 12-inch chord, oach aileron oxtend- ing over approximately 80 percent of the wing semispan. The aileron mechaniem has a nominal 2:1 differential and was used without modification in the present investigation, Data on the aileron deflections and the control-stick move mont are shown in figures 1, 2, and 3, ‘The significance of the broken line in figure 2 will be discuesed later. The total deflection with these ailerons is somewhat greaterTECHNICAL LIBRARY N.A,0.4, Technical Note No. 653 8 than 1s conventional for the Feirchtla 22 and, consequent- ly, the ailoron forces are greater, It was appreciated that the linkage would not fulfill the conditions requirod in order that the stick force be zero; but calculations indicated that, if the assumptions of reference 1 were cor- rect, the stick force would be reduced to epproximatoly one-half its original value for floating angles such as reforence 2 had shown could be obtained, Tho attached tabs used on the ailerons consisted of flat sheets of motal attached to the uppor surface of tho allorons by self-tapping screws. (See fig.-4.) Two ar- rangements of the tabs were tried, The first set, which was considered the logical installation forthe perticular airplane used, extended along practically tho ontire straight portion of the alleron trailing edge (12 feet) and _ projected 1 inch back of the trailing edge of the ailerons, making the tab chord approximately 8 percent of the aileron chord, . The second set of tabs had twice the chord of the first set but extended over only the outboard half of the aileron, This set of tabs was tried because it was thought that the effects of sideslip and rolling, which hed not been treated in reference 1, would be more pronounced on tabs concentrated near the wing tip where ailerons are more usually located than in the position occupied by those on the Falrchild 22 eirplano. After the failure to obtain satisfactory results with the attached tabs and after some subsequent wind-tunnel tests to compare the action of attached tabs with that of inset tabs, tests were made with tabs of the inset type. The tapered wing not boing woll adapted to the installation of inset tabs, the tests were carried out with a standard Feirchild 22 wing, This wing had the same area and span as the tapered wing but was rectangular in plan form with semicircular tips, The ailerons on this wing hed the sane plan form as those for the tapered wing. (See fig. 5.) The installation of the inset tabs required some modi- ficetion of the wing. In order to avoid a major structural change, which would have been necessary to maintain the same chord, the installation for the ted was made by slight- ly thickening the aileron, particularly at the trailing edge, adding a tab conforming to the section, and building out the aileron to form a smooth plan form, ‘This modifica tion resulted in an eileron of slightiy greater chord than the original one but provided the principal features of theLIBRARY 4 N.A,Cck, Technical Note Wo. 653 insot type of tad, his tab (fig, 5) had a span of 10 feet 6-3/16 inches and a chord of 1-1/8 inckes. The tab hinge consisted of a series of metal strips, After each adjustment of the tabc, tho Y-gaps at the bingo wore falrod over with fabric, The aileron hinges were svaled with-fabric to prevent any air flow through them. During the trial of the inset tabs, threo difforcn= tial linkages wore investicated, The first linkago usod was the standard one for the wing; it was used primarily for reference but showed the incidental improvement possi- bie with tabe alono, The second linkago had oxtremo dif- forontial and was tried bocauso it would show the greatost variation with floating anglo, if any approciable discrop~ ancy roneined botwoon tho flight and tho wind-tunnel condi- tions such as had been experienced with the attached tabs. The third arrangement of the mechanism was obtained by trial and error and represented an attempt to obtain the optimum conditions, The deflections of the ailerons for the modified linkages are givon in figures 6 to 11, The broken lines in figures 7 and 10 will bo discussod lator. TESTS The tests consisted primarily of observations dy! two pilots of the relative aileron force for the different linkage and tab arrangomonts, To obtain these observa— tions, tho pilots performed a series of what they consid ered Toprosentative maneuvers; the exact naturo of the tests was left to their discretion, In particular, they observed the offects of sideslip and the forces required for small control jeflections, whero tho difforential mochanicm hae tho least offect. In order to determine the effect of tab setting on the aileron effectivenoss, tests in which the rolling mo- tion of the airplane was measured wore mado with tho in- sot tabs and the standard mechanism for the Fairchild 22. These moasurenents were made in acordanco with the usual practice regarding aileron effectiveness. (See reference 3.) The measurenents consisted of recording the angular motion of the efrplane following abrupt right-atloron movements at various speeds throughout the speed range with the tabs set in neutral, down 10°, and down 20°. An attempt was made to obtain a record of tho controlTECHNICAL LIBRARY W.A,,A, Technical Note No. 553 5 forces required for different conditions with a control- force recorder supplemented vy air-speed and control-posi~ tion recorders, The correlation between the recorded forces and those estimated by the pilots was satisfactory in the case of the first series of tests and also for the original mechanism used in the second series, the forces deing relatively large in both cases; but the correlation was unsatisfactory in the later tosts, in which the forces wore small, The very light forces required to overcome the alleron hinge moments were masked by the effect of the mass of the control-force recorder, and it was removed for the later tests, RESULTS AND DISCUSSION The results of the investigation with the attached tabs on the tapered wing were entirely negative, The con trol forces were not noticeably affected by any angular setting of either set of tabs up to 30°. Inasmuch as the flight tests had failed to confirm the prediction of de- creased stick forces made in reference 1, it was belioved advisable to subject the tabs to further wind-tunnel tests. In order to eliminate the possibility of an adverse scale effect thet might have been present in the tests of refer- ence 2, tests were mado at large scale in the W.A.0.A. 7= by 10-foot wind tunnol, A model was coustructod to obtain conditions similar to those tected in tho first phase of tho flight investigation, These tests showed, when compared with those of reference 2, the cccurrente of some adverso scale effect, but the difference in the results was insuf- ficient to account for the results of the flight tests. large difference, however, was found to exist betwoon the attached and the inset tabs, which indicated that the dif- ficulty encountered in the flight tests was probably due to the use of attached tabs. The attached tabs were found to have little effect upon the aileron floating angle. As a result of the firet series of flight tests and the subsequent wind-tunnel tests, it was seen high stick forces on the ailerons of existing airplafies could not readily be relieved merely by attaching simple flat— plate tabs to the trailing edge of existing ailerons, It was evident that effective reductions could be obtained only by modifying the ailerons so as to includo tabe of tho inset type.TECHNICAL LIBRARY 6 N.A.C.4, Technical Note No. 853 The flight tests involving the use of inaet tabs in- dicated the practicability of their use with a suitably designed difforcntial mechanism, With the original link- age for the Fairchild 22, a reduction of aileron forces of tho order of one-third wae obtainod_with a 20° tab doflec- tion as compared with the forces obtained with the tab neutral, The control had a reasonable "feel" and no no~ ticeable peculiaritios in the aileron action were observed in sideslip. The second linkage, which gave extreme dif- ferential, gave a variation in the control force that was not linear even with zero tab deflection, the force in- creasing more rapidly at large than at emall stick acfloc- tions, The irregularity of the stick-force variation in- creased with tab deflection, With tab settings between 5° and 10° down, the aileron force became zero at emall de- flections but was only slightly reduced at large deflections. With the final linkage, the stick-force variation was nearly linear with all tab settings, Tho forco, howovor, was reducod by sotting tho tabs down, With the tab in neutral the stick force was of the order of 10 or 12 pounds but, with a 200 tab setting, the force for small dofloctions was loss than the friction in tho control eystom, so that the control would stay where placed for about one-quarter of the total travel, The most satisfactory conditions were obtained with the tab eet at 15°. With this setting the magnitude of the forces was so small as to makc ostimation difficult, The forces were, at most, ono-guartor of those for tho original linkago with the tab sot at zoro. Dospite these low forces, the control stick definitely tended to return to neutral, The measurements of the rolling velocities, the data for which for the first linkage are given in figure 12, show that the tab setting has only a small effect on the rolling control. The measured aifforonces in tho maximum rolling velocities are almost within, the precision of-the measurements. The results obtained in the second serios of tests show that tabs of the inset type offer a practical mothod of controlling the floating angle of an ailoron usod with aigferential mechanism for roducing aileron control forcos and that the tab has very little influence on the effec- tiveness of the ailerons, Experienco with the second linkage, however, showed that reasonable care must bo ox~ ercised in choosing a suitable differential mechanism.TECHNICAL LIBRARY W.A,C.A, Technical Note Ho, 653 7 LINKAGE DESIGN CONSIDERATIONS The experience in the design of differential mechan- ems gained during tho investigation has indicatod some general principles that should de appreciated before a de- sign is attempted. ‘These principles will be briefly out- Linea. 4s has been shown in referonce 1, the condition nec- essary in order that the work done in deflecting the ai- lerons, and consequently the control-stick force, be zero at every point may be expressed in terms of the upward de- flection & and the downward deflection 64 of the two ailerons, and the upfloating angle Sup (angie for zero hinge moment), all taken as positive numbers, by the ‘equa- tioa = f/(bag + by)" = 2 by" - Sue qa) which may be written in the form - a a 2 (8, - Buz) + (8a + Bug) = 28ug” = 0 (2) This expression is the equation in &4 and 84 of @ circle of radius /@ 6,5 passing through the origin and with the center at the polut (Sue, -Sy¢). ‘The Limit of this equation is reached when 484/48, = -1, at which point the down alleron hes returned to zero and is moving upward at the samo rate as the upgoing aileron, Inasmuch as the aileron control is proportional to the sum of the upward and downward deflections of the two ailerons, this limit represents the condition of maximum control, When this condition is reached by + 8a = 2 Sar (3 As the maximum upfloating angle of an aileron, even whenLIBRARY 8 F.A.C.A, Technical Note No, 653 equipped with inset tabs, is of tha order of 20°, it fol- lows that the meximin vaiue of the oum of the upward ana downward deflections of the two ailerons is limited to 40°, From practical consideration, however, the maximum value ofthe cum of these deflections 1a appreciably less than tho 40° indicated by tho foregoing equations, Tor ox- ample, in ordor to meet the further condition that the rolling momont be proportional to the stick deflection, the sum of the upward and downward deflections of the two ailer- ons must also be proportional to the stick deflection, It can be shown that, in ordor to meet this requirement, the mechenical advantage of the ailerons over the control stick must be infinity when d6a/d6y = -1. Unless the design floating angle is attained, the control force will there fore be infinite at thie point, As tho ailoron floating angle varies with angle of attack, tho design floating an- gle can be attained at only one angle of attack and conso- quently, at all other angles, the atick force at full de- flection will be infinite for an aileron system so designed, Tn addition to this consideration, when 484/48, = ~1, 84 is zero and 8, is 40°; but the straight-line variations of aileron hinge moment with aileron deflection, assumed in reference 2, do not hold for aileron angles wuch greater than 20°, Both or these considerations lead to a practical limitation of 6, to lose than 20°, ho sum of the up- ward and downward deflections of tho two ailerons, if 8% 4 limited to 20° end a maximum probable floating angle of 20° As assumed, will be 28,3°. The attainment of sero stick force is, of course, not practicable or desirable, A more general work egue4ion may be written for the case of a finite stick force by imposing the condition that.the force be directly proportional to the stick deflection 6; that is Stick force = K6 (a) where K is a constant depending on the particular design, It follows that the work dono in deflecting the allerons ia then proportional to the square pf the stick deflection, and a general expression for aileron deflection becomes (Bu - Buz)" + (8a + Bue)" - 28ue" = KO” (5)TECHNIC LIBRARY N.A.C,A, Technical Note No, 653 9 From the condition that the aileron effectiveness also be proportional to the stick deflection, the equation by + 8 = 08 (s) where C is a constant, is obtained, The angle 98 may, therefore, be oliminated from (5), giving the exprossion (ay = Bug)? + (Og + Bye)? = Bbue? = (Ou + 8a)* (7) o on the basie of equation (7), figure 13 has been pre- pared to show the differential ranges required for several floating angles to meet the conditions that both the stick force and the aileron offectivoness vary linearly with stick dofloction. The sum of tho ailoron defloctions (Sy + 8a) at tho maximum up-aileron deflection is the (28,39) for all the curves and is the value that corre- sponds to a maximum up-aileron deflection of 20°, The floating angle teken for zero stick force is 20°, which ie considered the largest practicablo value, and the corre- sponding difforontial motion ie indicated by the solid curve. The dotted curves, which rofer to the condition of finite stick force, show tho difforential arrangements that would be required for lincar variation of stick force and aileron effectiveness with atick deflection for float- ing angles of 15°, 10°, and 5°, It will be noted from this figure that the curve for zero force with a floating angle of 20° reasonably well approximates those for linear force variation with floating angles of 15° and 10°, Figure 14 has been prepared on the same basis as fig- ure 13, with the exeeption thet the sero-force curve was computed for a floating engle of 15° rather than 20°, that is, for a case requiring a more extreme differential move~ ment then thet of figure 15, Frome comparison of the two figures, it will be seen that the 10° curve in figure 13 Bore closely approximates the sero-force curve than does the 10° curve in figure 14, Another point illustrated in figure 14 1s that there is e minimum value of the floating ngle below which it would be impossible. to design a aif~ forentiel linkage to give maximun aileron offgctivences (maximum value of 6, + 64) at maximum up-aileron die- placement, This fact is shown ty the curve giving the sum of $y and 84 for tho floating angle of 7.5°, which isAL LIBRARY 10 N.A.0,A, Technical Note No, 653 plotted against 6, in the figure, The curve reaches a maximum value approximately 1,5° before the maximum up- aileron deflection is reached, Jigure'15, which shows tho varietion of stick force with 6u + 6a,' further illustrates the advantage of bas- ing the differential design upon « rolatively large float- ing angle, The curves were obtained by graphical aiffer- entiation of work curves given by equation (7). For cach of the cases illustrated, 1t 1s assumed, for purposes of comparison and for a particular flight condition, that zero hinge moment corresponds to a floating angle of 10°. For the design based on sero force for a 20° floating angle, even when the floating angle attained 1s only 10°, the variation of stick force with aileron effectiveness is much more nearly linear than for the case of the diffor— ential based on sero force for a floating angle of 15°, Tt will also be notod that, in the case of 8yr =,15°, al- though the deviation of the actual from the design float~ ing angle is only half as great es for dye = 20°, the stick force at full deflection is much greater. The gen~ erel characteristic desired in a laterel-control system is that the stick force be small but finite and that it vary linearly with deflection and, since the floating angle is not constant but varies with the angle of attack of the wing section, it te obvious that the dosign should be based on the larger floating angle. In view of the facts illustrated by figures 13, 14, and 15, it is believed that, for practical purposes, it would bo satisfactory to design aileron mechanisns on the basis of the zero-force curves, using the largest floating angle likely to bo attained, This conclusion suggests that a graphical mothod may bo usod to investigate prom posed differential mechanisms in order to check the varia- tion of control effectiveness with stick deflection, & plot of the sum of, the upward and downward deflections of the two ailerons against stick deflection should be mado as in figures 3, 8, and 11, The deflection of the up ai- Leron should next be plotted againet taat of the down ai- ron as in figures 2, 7, and 10, With the firet type of figure, the approach to proportionality of the control ef- foctiveneds with deflection will be shown by the approach of the curve to linearity, In the second curve, a line should be drawn through the origin with a slope of -1. With this line as the locus of centers, the largest circleTECHNICAL LIBRARY W.A.C.A, Technical Note No. 653 nn passing through the origin that will not pass beyond the curve of aileron deflections should be drawn, For illus- tration, this construction has boon mado for the difforen- tial linkages shown in figures 2, 7, and 10, ae indicated by the dotted curves, The abscisea of the center is the floating angle, and the circle is the curve for sero work (equation (2)) and zero stick force, When the aifferen- tial ie too extreme, @ smali-radius circle, as shown’ in figure 7, will be obtained. In any caso, inspection will show how great are the variations from the desired condi- tion end will indicate the necessary modifications, concLUsioNs 1. Tabs of the ineet type offer a practicable means of changing the floating angles of eilerons as required by tho differential linkages employed for the reduction of the aileron operating force. Such tabs will not appreci— ably influence the aileron effectiveness. 2. Because of their widely different characteristics, attached tabs consisting of simple flat plates cannot be substituted for inset tabs for the purpose of reducing the etick forces by varying the floating angles, 3, The combined use of differential linkage and in- set tabs for the reduction of aileron operating forces is limited by practical considerations to aileron systoms for which the sum of the upward and downward deflections of the two ailerons ts loss than 30°, 4, In order to obtain the most nearly linear varia- tions of stick force with doflection at all speeds, tho differential linkago should be designed upon the basis of the maximum probable floating angle, Langley Memorial Aeronautical Laboratory, National Advisory Committes for Aeronautics, Langley Field, Va., May 12, 1938,12 TECHNICAL LIBRARY W.A.C.4, Technical Note Ko, 653 REFERENCES Jones, Robert 7,, and Nerken, Albert I,: The Reduction of Aileron Operating Force by Differential Linkage. T,X, Wo, 586, W.A.0.a,, 1956, Harrie, Thomas A.; Reduction of Hinge Moments of Air- plane Control Surfaces by Tabs, 1.R, Wo. 528, WA.C.AL, 1935, Soulé, H. A., and McAvoy, W, H,: Flight Investigation of Lateral Control Devices for Uso with Full-Span Flaps, 1.8. No, 517, N.a.C.a., 1935,TECHNICAL LIBRARY H.A.0.f, Technical ayte No. 655 Fig/ 1 eas = = I ia == 16 : = i i B i at - - — . [tT yy € : / _ s deft ateron Pent ptnen He t 3 hoot 3 ! go { ‘ | a | Zo —|— HLL e | 4 t . + | | | : ZL 7 8 I 12 : 2 30 ° 10 20 Lett Stick deflection, dee. Right Figure 1.- Relation between deflection of control stick end ajleroas on tapered wing.TECHNICAL LIBRARY W.A.C.A, Technical Yote No, 653 Page. 2,7 . | 4 8 12 6 20 Deflection of upgoing aileron, deg. Deflection of Jomngoing aileron, deg. © Figure 2.- Relation vetween deflections of ailerons on tapered wing. s 3 T 3 i ; 4+} — g af- 3 4 8 8 = 3 NS g 4k 1 1 1 i 6 4 8 12 "6 2 Deflection of upgoing ailoron, deg. Bigure 7.- Relation between deflections of ailerons on etandari wing for firet modified linkage.TECHNICAL LIBRARY H.A.C.A, Technical Note No. 653 Fig. 3 lerobs, def. ‘d pnd dofmvard| defloptions|of the two je L 0 ‘4 8 i 16 20 2 Stick deflection, tem. Figure 3,- Variation with control-stick position of the eum of the upwari ani domwari deflections of the two ailerons on the taperei ming.TECHNICAL LIBRARY N.A.C.A. Technical Note No.653 Figs. 4,5 = Figure 4.- Sketch _ tepered wing show- 12454 ing installation of attached : aileron tabs. Section B-B = ng" Figure 5.- Sketch of \ “Original aileron Jnset_teb stenderd Fairchild Modified aileron with inset’ tabs pies SR Fpbric fairing installation of aileron tebs of the inset type. Section A-A =TECHNICAL LIBRARY N.A.C.A, Technical Wote No, 558 Fig. 6 7 ' ao —1— . ek + 16: % Alleron deflection, deg, 2 Down Tr | L 20 70 ° 1 Left Stick deflection, deg. Right Figure 6.- Relation between ieflections of control stick ani ailerons on stantard wing for first uodified linkage.TECHNICAL LIBRARY F.A.C,4, Technical Note Wo. 653 Fig. 8 S Sm of pwarifand adwavar} defldotiond of 0 4 8 18 1s 20 2a Stick deflection, Jee. Figure 8,- Variation with stick position of the sus of the upward and domwari teflections of the two ailerons on the standard wing for first moiificd linkage,TECHNICAL LIBRARY N.A.C.A, Technical Note No. 653 Fig. 9 Ww. & Left jatierga Right adieron Aileron deflection, deg. * Down . LA 8 — 20 10 ° 10 20 Left Stick deflection, deg. Right Figure 9,- Relation between deflections of control stick end ailerons on steniard wing for final linkage,ARY LIBR HNICAL TE Ss "90g Jo eTaue Fuyywots v 03 peynduoo st earno SF cosoz-ocan ong, *ueqvertes sosopetae seotrt 205 setinw Beqysory Saasesayp soy sedery yo weeping —gt ox = P 8 as w ot ot 32 H I | Deflection of upgoing ail-ron, jeg. Figure 10,- Relation between deflection of ailerons on ‘e103 |oxez) | | 8 staniari wing for final linkage. 4 sBop ‘worse BupoSuaep 30 woY}0eTFAG °TECHNICAL LIBRARY A.C.A, Technical Note No. 653 Fig. 11 | 1 ern, — a % ward def ldettong| of tp two fll T ae SL. a ei i i 4 Su of 9 1 o 4 20 BA Stick deflection, deg. Figure 11.~ Variation with stick position of the sum of the upward and downwari deflections of the two ailerons on the standari wing for the final linkage,TECHNICAL LIBRARY W.A.C.A, Technical Note No, 653 Fig, 12 TT | | nar ale an a ' i | | Tab deflection 0° L—16 "« eyo Eo | + a 250 Air |speed{ 80 m{p.h. yadtan/eec. Maxima rolling velocity, 4 ° 20 a 6) ES) 100 Percentage of saximm etick deflection Figure 12.- Effect of tab deflection on maximm rolling velocity obtained with eilerons on steniard wing with first modified Linkage.TECHNICAL LIBRARY N.A.C.A, echnical Note No. 688 Fig. 4, | | ce 2 \- bya] 8a fof bye 4 7.5° 1 1 | | = *¢ = & ee vo ~ + | 1 + + 1 ! _ ° 3 3 38 25 2 Figure 14.~ Comperison of linkeges for different floating angles for linear stick-force variation. The zero-force curve is computed for a floating angle of 15°,TECHNICAL LIBRARY N.A.C,A, Technical Note No. 653 Fig. 15 36 T T T H | 23)- i —t— +1 | ee | - 24} — + i t 20 pe ~ ~~ i at i Lp —-+_ an z ae i lh as s | 3 1 — 4 ie : Design dar = oy } ! Hien Be = 19? ual Ble = 19° e | ie | | =e) i L o 5 ra) is 20 25 Bat 84 tee. Figure 15.~ The variation of stick force with the eum of the uprard ani downward deflections of the to ailerons.