Hinge Moments Citation Rassieur, William Theodore (1934) Hinge Moments. Master's thesis, California Institute of Technology. doi:10.7907/5P3S-7022. https://resolver.caltech.edu/CaltechETD:etd-04152008-090606 Abstract The matter herein presented represents the results of an investigation on hinge moments of ailerons on a 1/12.5 scale model of a main wing airfoil of the XP3D-l Navy Patrol Boat. The data obtained were then employed in the calculation of stick forces due to aileron moments on the full scale airplane, the calculations covering a flying range of eighty to one hundred eighty miles per hour. Item Type: Thesis (Master's thesis) Subject Keywords: Aeronautics Degree Grantor: California Institute of Technology Division: Engineering and Applied Science Major Option: Aeronautics Thesis Availability: Public (worldwide access) Research Advisor(s): von Kármán, Theodore (advisor) Klein, Arthur Louis (advisor) Group: GALCIT Thesis Committee: Unknown, Unknown Defense Date: 1 January 1934 Record Number: CaltechETD:etd-04152008-090606 Persistent URL: https://resolver.caltech.edu/CaltechETD:etd-04152008-090606 DOI: 10.7907/5P3S-7022 Default Usage Policy: No commercial reproduction, distribution, display or performance rights in this work are provided. ID Code: 1394 Collection: CaltechTHESIS Deposited By: Imported from ETD-db Deposited On: 23 Apr 2008 Last Modified: 03 Oct 2019 23:07 Thesis Files Preview PDF (Rassieur_wt_1934.pdf) - Final Version See Usage Policy. 5MB Repository Staff Only: item control page

HINGE MOMENTS Thesis by W. T. Rassieur In partial fulfillment of the requirements for the Degree of Master of Science in Aeronautical Engineering California Institute of Technology Pasadena, California 1954 HINGE MOMENTS Introduction Tne matter herein presented represents the results of an investigation on hinge moments of ailerons on a 1/12.5 scale model of a main wing airfoil of the XPSD-1 Navy Patrol Boat), The data obtained were then employed in the calculation of stick forces due to aileron moments on the full scale airplane, the calculations covering a flying range of eighty to one hundred eighty miles per hour. Description of Apparatus The aileron was a 1/12.5 scale model of a main wing airfoil of the XP3D-1 Navy Patrol Boat having the N.A.C.A. #2218 airfoil section at the root and the N.A.C.A. #22114 airfoil section at the tip. Aspect ratio equals 6.97 and span 91.25 inches (232 em.). The aileron span was 24 inches (60.96 em.} and the aileron mean chord was 2.395 inches (6.077 em.). Aileron area was 370.446 om.”. The aileron was hinged to the wing by three ball bearing hinges spaced as shown in the figure. Measurements were made at various angles of attack, the wing chord being set at an angle of 5° to the fuselage axis. The investigations were conducted in the wind tunnel at the Guggenheim Aeronautics Laboratory at the California Institute of Technology”). 1) the XP3D-1 ~ Tne Navy Patrol Boat designed and being built by the Douglas Aircraft Company, Inc., Santa Monica, California. 2er, C.B. Millikan and A.L. Klein: “"“Deseription and Calibration of the 10 ft. wind tunnel at the California Institute of Technology", Transactions of A.S.M.=., Aeronautical Engineering, (1932-33). -2- The principle of measuring aileron hinge moments by means of the differential pressure on two orifices is an adaptation of the measuring device as developed and used in the measurement of the drag of a sphere”). The apparatus consists essentially of a moment arm bearing an oxygen jet. (Figure 1). The arm is rigidly secured to the aileron at one end and held in position by a relatively rigid spring at the other. A gap of .015" exists between the moving block which carries the jet of the moment arm and a fixed block having two orifices. Compressed oxygen is supplied to the orifice block from a gas cylinder through a standard pressure regulating unit. A difference in pressure is measured on the manoneter directly connected to the orifices in the fixed block depending on the position of the movable jet relative to the fixed orifices. That is, as a load is applied to the aileron, a proportional movement of the arm causes a movement of the jet relative to the orifices with a cor- responding variation in the differential air pressure in the orifices. Calibration of the device is made by application of known moments. Corresponding deflections are read on the manometer. The moments caused by the wind loads in an actual run are then obtained by reading the manometer deflections and picking off the corresponding values of moment from the calibration curve. The device is a new application of the principle and con- siderable experimental work was done in adapting the device for the measurement of hinge moments. Set, C.B. Milliken and A.L. Klein: "Effect of Turbulence", Aircraft Engineering, August 1933. -~3 «= Experimental data obtained as a result of the first runs with the device were not reliable. The results were due in a large measure to the more or less crude construction of the parts together with unsatisfactory means of securing the parts rigidly. A systenatic investigation of the possible causes of the discrepancies was there- fore undertaken. Three svrings were used during the investigation. Originally a transverse flat spring secured at both ends was used. With this setup the moment arm attached at the midspan. The difficulty of securing this type of spring rigidly,together with difficulty in adjusting same, made its use unsatisfactory. The above spring was replaced by a round hairpin spring (.087"), which was held securely in the wing in an adjustable block at one end and in the moment arm at the other. While results were considerably improved, difficulty in re- production of data still prevailed. The setup was further modified by soldering all parts where connections were made, in order to eliminate slipping. Calibration coulda now be reproduced with considerably improved results, elthough a drift persisted in the data. As a final modification of the apparatus a loop was intro- duced in the hairpin spring. By heating the tunnel to an approximate equilibrium tenpera- ture before commencinz a run, it was found that more consistent results were obtained. By this procedure the effect of temperature change was reduced to a minimum. During the experiment it was noted that an error was intro- duced in the manometer reading, resulting from tunnel air. This error varied with aileron angle. iHxamiration disclosed the fact that with the -4. tunnel running, air was blowing into the orifices. This difficulty was corrected by shielding the orifices with wax. A vibrator operated by compressed air was installed in the model in order to minimize the effect of friction on the aileron hinges. Special attention was directed toward the cleanliness of the bearings. It is believed that the data obtained from the final setup are quite consistent. Cbservations were made at wind velocities of 123 and 143 miles per hour. The following convention was used in designating momerts, (Pig. 2): A moment tending to produce clockwise rotation as viewed from the pilot's seat is considered positive. All values refer to an aileron on the right wing. (-) MOMENT (4) MOMENT al - a . \ -“FAILERON ANGLE > -AILERON ANGLE ae ™— . ~ AIRFOIL INVERTED Fig.2 - 5 = Reduction of Observations calculation The eademettem of the hinge moment from the net morients obtained from applying the deflections resulting from the wind loads to the calibration cuzve,is made as follows: All results are reduced to the form of dimensionless coef- Ticients. M CH = ‘ast C2 “" hinge moment hoe aad ur moment in gem. om. as measured on the aileron = ipv® = kinetic energy (a measure of velocity) area of aileron in em. mean chord of aileron xr +e MH 4 = span of aileron poe mass density of air For the aileron used in this investigation, the following constant is employed: a oe M _ M _ 2000442 M H“ gSt ~ q(370.45)(6.077) ~ 2248.61(q) ~ q Figures A and B represent the value of hinge moment coefficient plotted against "Angle of Attack" and *Aileron Setting" respectively. The values of Cy plotted, represent the average value obtained for any particular setup, a total of about sixty runs having deen made. The small varia- tion of values obtained on successive runs may be noted from typical data sheets. Calculation of Stick Forces on Full Scale Airplane The following method was employed in calculating the stick forces resulting from the aileron moments at various speeds: Lift of Airvlane A value of ly, (wing loading), equals Wing Area 20012 equals 200L = 15,45, where weight = lift = 20013# and wing area = 1296 ft.= 1296 From 1, = zpvec,, the value of C; = » where ° ® density of ap ve air standard conditions and "J" is expressed in feet per second. For the value of Cy obtained for each value of "V7", the corresronding angle of -6~- attack is obtained from the curve of Lift Coefficient vs. Angle of Avtack*). Fig. 6. The coefficient of hinge moment "Cy" was then obtained for the angle of attack corresponding to the Lift Coefficient for the respec- tive velocities of the airplane in miles ver hour. The value of "Cy" was substituted in the formule: M Cy = —- H qSt where Cy = hinge moment coefficient = "gq" in lbs./ft.* for pacticular V in m.p.h. re) 1 S = aileron area (actual airplane) mean aileron chord (actual airplane) ct tt The moment on the aileron of the full scale airplane, therefore, is given by: WsCy @q 8 t. The values of aileron moments for a one to one differential were calculated and vlotted (Figs. 3, 4 and 5}. Sinee the differential of the aileron movement in the actual plane is not one to one, it was necessary to calculate the values of the moments from the aileron anzles resulting from the differential enployed in the XP3D-1. Fic. 7 is the eurve of aileron angle vs. the wheel angle for the XP3D-1. Fron this fizure was obtained the negative anzle of one aileron corresponding to the vositive anzle of the opposite aileron. . The aileron moment wags then caleulated for a particular aileron setting. The value obtained was then corrected in the order of the ratio obtained fron figure 8, Curve of Ratio of Aileron ifoment to ‘Yheel Moment. Fig. 9 summarizes the hinge moment investisation and represents curves of the Wheel ifoment plotted against veloeity in miles per hour for the XP3D~1. The aileron anzle in actual flizht will be small, while a large vortion of the ranze covered by Pig. 7 represents conditions not encountered in flicht, the results are of interest and are included herewith. Assuming the control wheel in the cocknit of the XPoD-1 to have a diameter of twelve inches, the total force in lbs. that it will be necessary for the pilot to apply to the circumference of the wheel in order to obtain a particular aileron angle will be numerically equal to the moment. ee oe ee ee ee 4)or, Report 127, page 23, fig. 4, by C.3. hiillixan and A.L. Klein The author wishes to thank Dr. Th. von Karman, Director of the Guggenheim Acronautics Laboratory at the California Institute of Technology for the opportunity of making the research and for his helpful suggestions. The research was suggested and carried out under the direction of Dr. A. L. Klein. Acknowledgment is also due to Dr. A. L. Klein for his numerous helpful suggestions, and to W. H. Bowen who cooperated in the research. AIR (200M HG) // SPRING (087 PIANO WIRE) ARM FROM AILERON Ade V4 l AIR JET 2 ad kt el] |] DIFFERENTIAL ) L“MANOMETER Fie. }. \ AN ASSAY _—) +30 _ iO NGLE OF ATTACK & ZO | _—< Cy VS ANGLE OF ATTACK FOR VARIOUS AILERON SETTINGS | | AILERON MOMENT 7° AILERON SETTING |TO! OIFFERENTIAL | | | g00 600 400 200 rf G VA ona > Li A | | { | | L Fig. 3 | VELOCITY (MPH) 80 Tere) 120 [40 160 180 | | AILERON MOMENT 7 IS°AILERON SETTING | i; TO. DIFFERENTIAL | {200 L 4 Mm od i B00 = A 400 WA LZ Fic. 4 VELOCITY (MPH.) 0 80 100 120 140 160 180 7 AILERON MOMENT 225 AILERON SETTING [TOt DIFFERENTIAL 3200 / 2400 / S J 1600] = 7 VA 7 Fig. 5 0 VELOCITY (MPH) 80 100 (20 [40 160 {80 | | WHEEL MOMENT vs VELOCITY 160 FOR XP3DI Fie 9 “Ar 40 my a na J a | & 4 f EY, 100 _ oy _ 2 J |g ul . Zz / Z _ I 60| “4 / f A | —— « 23° o— oO VELOCITY (MPH) 80 120 160 k FIG. 8 FIG. 9 Figures (8 & 9) - View of setup showing the original spring FIG. 11 Final setup showing modified hairpin spring. The investigations were conducted with the setup as shown. FIG. 12 View of instruments FIG. 13 The XP3D-1 model in the wind tunnel ready for test PIG. 14 View of the model showing setup for calibration before placing the model in the wind tunnel. FIG. 17 FIG. 18 Figures 17 and 18. Views of the XP3D-1 Rigged in the Wind Tunnel. LX 7 VA Vi COEFFICIENT OF LIFT VS — ANGLE OF ATTACK FOR XP3DI 30 hey o T jO ar L RATIO OF WHEEL MOMENT LIS TO AILERON MOMENT FOR___| 4 z VARIOUS AILERON ANGLES S Ol> | =|5 |! 6 Mir T|4 \ Fig, 8 S\< we i ee ee AILERON ANGLE O 10 20 30 WHEEL ANGLE 250 VS AILERON ANGLE ace FOR XP30! 150 4 7 \00 Sf 7 J _ () 50] Z L \/ | LW OF L S / -50 Fig 7 -100 / ~150- AILERON ANGLE | -20 ~10 6) re) AC) Airspeed MePohe 60 TABLE OF "q" HOR VARIOUS AIR SPEEDS - Inpact pressure in lbs. /ft.* One std. atmosphere = 2116.8 #/ft? =4 9.229 16.405 25,577 3? 065 50.570 | 66.214 84.037 Ss xt MODEL CONSTANTS . ~ 274-6 : Aileron Area (Tull Seale) = 62.3 ft.“ (Zach aileron) (todel Scale) = 370.446 smd Aileron Span (Full Seale) = 300 in. (Model Seale) = 24 in. = 60.96 cm. Aileron ‘ean Chora (Full Scale) = 2.49 ft. (Model Seale} = 60.77 om. ANGLE NF ATTACY CORRESPOND IG TO LIFT COEFFICIENT FOR VARIOUS SPE2DS Yeight of Plane = 20013 lbs. Ying Area (S) = 1296 ft. y, & , i 2 a Ww 2, seOvee Cr = =z 2. 2 22013 = 15,45 yO = 002378 (std) wo 1296 i “" _ 20018 Cy = [296 ~~ .001189 (mph)® (1.47)? a MePeh. i g0 = 100 - 120 . 140. 160 : 180 | TT ee ee = DLITT SITY SOE RE I nn a ee ine ee 7 meee ae | Cy, 0094 0.602 . 0.416 , 0.307 0.235. 2186 | 4 i y 4 42.42 (+0.19 : 21.29 -2.0° = -2.6° d | << corresponding +6.6° aileron Sxnerinent Tlinre Moments Run__ 20 Setuy Aileron+ 30° hp_= 15-000 vps 1.126 air pressure = 22.1 cm. He. Calibration --arm = 9.00% = 20.86 ecm. W a : a” average Na M grams : ad Positive moments only: , 0. — 4007 4007 © 4067 | . ; . _ 20 (39,7 5906 39465 1405 45728 50 38.0 3769 37695 2675 114560 100 3502 35.0 35.1 5.6 2286.0 150 (32.3 31.9 32s 8.6 3430.0 200 38.7 28.7 12.0 4570.0 250 25.9 25.85 14.85 5710.0 “300 83.2 . 23.2 17.5 — 6850.0 | 350 21.0 21.0 19.7 7990. o t, = 27,0° | ty = 27.0° te = 28,3° t2 = 29,0° © : — = xu ay a om Aa MM Chg oa ay a’ i ha om OM 0.4067 40,6 40.650 rn 40. ,7 40.5 40.60 _ 8 26.0 26,0 26.00 14.65, 5780, 1435. -8 26.0 26. 1 26.05 14.55 8760 0143 _ <6 26.1 26.2 26415.14,50, 5710 «1415 -6 26.2 26.2 26,20 14,40 5680 .141 _ 2 26.0 26.0 26.00 14.65:5780 01435: 2 26.0 26.0 26.00 14, 60 5750 21425, 0 25.7 25.8 25.75 14.90 5890: 1461 0 25.8 25.9, 25.85 14.75 5820 .144 4 25,5 25.4 25.45 15.20. 6000 «149 4 25.6 25.5 25.55 15.05 5940 #1475 8 25.3 25.4 25.35 15.30 6050: «1500 | 8 \25.5 25.5, 25,50 15.10 5950 148 (10 25,4 25.6 25.5 15,15'5990 41488 10 25.5 25,5 25. 50 15.10 5950 2148 | . lL 24.7 24.7 24.7 15, 95. 6300° 11563 | 1224.7 24,8 24,75 15.85 6250 .155 | | 12 23.9 23.9 25.9 16.75 6625 01642, 12 24.0, 24.0. 24.00 '26.60 6550 21625. . 309 | of9 SOe0 st . nae eee eee eae 14 23.8 23.6 23.7 16. 95.6700. «166 | 14 24,0 23.7 23.85 16.85 6650 .165 ie bene oe ——_—_—_——_|-- 16 23.7 (23.5 2 "23. 6 17. 05 6740, 2267. || 16 |23.8 23. Bias. 70 |16.90 6690 .166 | is 3. 7 23.1 17.55. "6950! 172 1823.2 23,20 17.40/6870, «170 | Experiment Aileron Hinge loment Run_ 50 Setun__Aileron -7° he_= 15.000 air pressure = 22.1 CmeHge Calibration -arm = 12.20" = 30.99 cm. +arm = 9.47% = 24,05 em. ! I - J ~~ I q a : a average di x grams, i da i Positive moments: a eae aa arts — = + (0 | 44.6 | 44.6 44.6 0) _ 0 | 41.95 | 41.8 (41.87 | 2.73 | 1202 70 {40.85 | 40.7 | 40.77 | 3.83 | lee2 _| (100 | 39.15 | 39.1 | 39.12 | 5.48 | 2400 (150 2 | 5666 GE 56.6 820 | 3605 | Negative moments:. om 44.6 | 44.6 | 44.6 e) ) 80 | 46.1 | 46.1 5 46.1 165. {| 619.6 50 48.2; 48.1 | 48.15 3.55 | 1550 | [ta = 26,5°| Mula, a7 7g Oa: Mo cg laa | au! cy 0144.7 44,7 144.7 0 “boo 71 0) “h ° ] 845. 5 145.5 (45.5 =0.8 -350 -.0087 | | 26, 45.415 4501) 45.12 |- £85 '-370. 90092 | 445.2 4532. 453 2-035 =200.-.0050 | | 4 44, 8 ; 44.81 44.8 [= +53/-200 -.0050 “2 45.0 45. 0 [45.0 063 | -120 40050 _ [2 aa.e 44.5) 44.55 - .28 /-120'-.0029 0; 44. 85: 44.85! 44. 85/-0.15' = 50.0012. | 0:44.5 44.4 44.45 — .18/- 60 -.0010 | 2! Ate 7 | 4075 44072 -0602 - O- O | | 2 bed: 44, 3 44.35, in 08 = 40! ' 0009 | 44.6 (44.6 44.6 G1 50 0012 | 444.3 4d 2 44.250 | 0 | Oo | @ 44.5 “de 5 M45 002 © 100 | 20025 | 6 44.2 44.1 iy 44, is) 210) 50, 0012 | ; 8) 44. 03 44.3 144.3 1 O04 200 | 0050 | _ 8. “44.0 | 43. 9% 43. 95; 30; 140) +0035 | 10! 43.95 44.0 43.5 97 0. 73, 330. 40082 | “10 43. 65! 43. 6. 43.62) +63) 300! . 20075 (12/43.0 43.1 43-05: 1. 65. "730° _ 0181 | (12) (42.8 | 42.7' 42.75 1.50; “670! 0166 Aaj ate: 3.41.3 (41.5 3.4 1500 0372! /14 41.0 /41.0141.0 | 3.25/1430, 20355 | “le: 40.2 | 40. 2 |40.2 4.5 2000 .0497 7 16 39.7 | 39. 7 3967 | 4655 2025] .0502 | |18}30.4; | 39.4 i 5.3 | 2350, 0583 | [18 36.9-\ 138.9 | 5.35/2380/ .0591 | YY O€ ON NNY bo. Ar JAYND Nolwvesnv> / ooor 0002 0002 - vA (wo) pV y, 7 __ dy. 9 CALCULATION OF SHISSL “OMENT OR OTS WM Oy DIE? +7° atleron Angle “iles ver Hour i 89 LOS 129 140 160 180 ast 2540 | 3080 | 5740 | 7830 | 10280 | 13030 Anztle of Attack 6.6 264 el -1.2 ~2 2.6 Cri 70 044 | .039 | .0365 | .035 | .054 | 034 Myo = Cyast 2 {| ise | 209 | 274] 350 | 434 Cr 90 22025 | .0005 | -.002 | -.092 | -.003 | -.004 | -? OE Pp op ee ery st I 695 | 29 75674 | 15.6 | 30.0 | 52.2 “hy _32_ [158.0 | 208.0 | 274.0 | 350.0 | aaa. | the) = 90 ~Whos.as [154.2 | ata.7 | 2z0.0 | 330.9 | 200.2 —- -: a_i —- ~ +15° Aileron Ansle 211150) “2005 | 076 wor. | 083 087 £088 “%(15°) = Cyast 204 | 229 | 497 | 533 327 | 881 CH -15¢) 1009 [e007 | -.o20 | -.o28 | -.082 | -.037 2-150) = Cyast + 25.4 |-27.9 |- 114 | - 219 | - sas | - 471 45°) 2m | 290 | 497 | 533 | 697 | 361 2 3) 50) -(1, <0} 178.3 {526.9 | 527 | 252 | lois | is4e +22)° Aclcron Anctle CH ot) lis {4113 | «209 | .tc7 | .195 | .105 “(aq 2) = Syast a02 | 450 | sec | 3a} ise | usz OH 99°) -.962 |-.071 | -.073 | -.o3a [-.087 | -.080 N(29972\= Cast { - 261 |- 440 |- 662 |- 994 | -1220 = wet) age | «so | 625 ; 93a | 1sar | 1370 = mgd)" -i.gg70) ff 44969 | 731 | 1274 | loo» | low2 | 2590 CALCULATION OF MNEEL 20? Pena Nibal a AN TOR+1L5° AILURON ATYNT TY Jub Iiiles per Hour 80 i 100 120 140 160 180 gst asao; 3060 | 5740 } 30 | 10280 | 15030 Angle of Attack 6.69 264°} 061° | -2.2° -2° | 22.6° Cy (15°) jf .og05 | .o75 {| .071 | .068 .067 | ,066 M, = Cyast (5°) j} 204 | 290 | 407 | 538 es7 | 861 M, = C,qst xy (15°) ff 28.8 | 42. | 57.2: 75 o7 | 12d Cy (-11.39}! 60073 | -.001 }-.0075 | -.ol2 { -.old , -.017 tty = CygSt (-11.3°} 18.5 | 3.08 | 45.1 | 94.0 | 154 | 221 ‘hy = CyQSt x = (11.39) 1.24, -.3 |= 2.9 | + 6.3 | -10.3 [-14.8 thy (+150) 28.3 | 42.1 57.2 75 97 121 My (-11.3°) +1.2 | - 3 | - 2.9 - 6.3 | -10.5 | -14.8 tag = By 4950) + My _a3,30) |} 2726 | 4264 60.1 81.3 | 107.5 1155.8 1 CALCULATION OF ‘TLISL MOMENT FOR+3° AILURON ANGLE ‘itlea per ifour go | 100 120 140 | lec | 160 gst 2540 | 3960 | 5740 | 7830 | 10280 | 13030 Angle of attack 6.6°| 2.4° 021° | -21.2° ~2° | -2.6° Cr (3°) || .o27 joes |.or45 | .o1s | .o1a5 | .o120 Ty = Cyast (3°) |] 63.5 J 73.5 | 80.4 “102 | 129. | 158.5 My 2 Oygst x (3°) 1 9.8 }10.5 fara | 145 | is.4 | 22.3 Cry (-2.7°)|}.0083 f0050 {| .0045 004 | .0038 | .0035 1, = Oqast (-2.7°)}f 21.1 |1e.9 | 24.7 | 31.3 | 39.7 | 45.6 “ay = OyqSt x > (-2.2°) 2.3 | 2.2 2.8 345 4.3 Bel My(4-9) 9.6 /10.5 | 1.9 14.5 | love | 22.3 “$n 22,70) 2.3 | 2.2 2.3 35 | 4.3 | Sel My = Myc 30) * “Ay 2,79) 7.5 | 8.3 961 11.0 14.1 17.2 3° (MESL uowunt) ForR+22%5° AILERON ANGLE 4 id CALCULATIO | 98 ‘iiles per jiour 80 100 120 140 160 180 ast 2540 | g980 | 5740 | 7830 | Logso | 13930 Angle of Attack 6.69 2,49 Qe1°f ~1,2° -20 ~246° Cy (223°) j} .1a5 | 113 | .109 | «107 -106 «105 i oer) . ; 4 *iig = Cygst (223°) }} 292 | 450} 625 | ese | ives fis **hhg 5 CyqSt x Es (223°) 41.7 | 64.3 | 83.3 120 154 196 F Cy (-14°) [1 .010 | -.005 | -.017 | -.023 | -.029 | -.083 | pmo nm ~ : id, = CyqSt (-14°) 25.4 | -19.9 | -97.5 |-180.5 | - 298 |- 430 | Gane ee ce ene Joe ee ene vty 2 Cyqst x a (-14°) 1.27 | ~ .68 | -2.72 | -3.65 | -4.75 | -5.97 4 May (+224°) 41.7 | 64.3 | 88.3 120 154 196 thy (-14°) 1.27 | - .85 | -2.72 | 3.65 | -4.93 | ~5.97 My =-Metp2t0) ~ Mai 140) | 40043 | 65.15 | 91.02 | 125.65 {158.75 01.97 4 — *Aileroh Moment **Theel Moment lyor actual plane 4 CALCULATION OF “MSL OMENT FOR+7° AILSHON ANGLE Miles per Hour 80 100 120 140 169 120 _| qSt 2540 | 3980 | 5740 | 7830 | lozso | 13030 Angle of Attack 666% 2.49 O19} -1,29 -2° 246° / CH <7?) .044 | .039 | .0365 | .035 034 £984 hy & C,qSt (79) 12} 156 209 274 350 434 ey = wt. /70 |i Cyst x gz (7°) 14.8 | 20.5 | 27.5 | 36.1 46.1 5761 Cy (4°) 2006 |.0033 | .0031 | .0028 | .0025 | .0022 Ny 2 CygSt (4°) 15.3] 13.2] 17.6 | 22.0 | 25.8 | 27.4 nat x LL {40 | 5 ty & Oyast x oa i) _ 1.6} 1.4 1.9 2.3 2.7 2.9 1 (4:79) 14.8 | 20.5 27.5 3661 46.1 57.1 | iy (49) i 1.6 | 1.4 1.9 2.3 2.2 2.9 _- th . i . 7 a s