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NATIONAL ADVISORY COMMITTEE

FOR AERONAUTICS

TECHNICAL NOTE 2937

TROD FOR CALCULAT[NG TIlE ROLLING AND YAWING MOMENTS DUEl

TO ROLLING FOR UNSWEPT WINGS WITH OR WITHOUT FLAPS OR

AILERONS BY USE OF NONLINEAR SECTION LIFT DATA

By Albert P. Martina

Langley Aeronautical Laboratory

Langley Field, Va.

Washington
May 1953
 NATIONAL ADVISORY COMMIirJ FOR AERONAUTICS

TECHNICAL NOTE 2937

METHOD FOR CALCULATING THE ROLLING AND YAWING MOMEINTS DUE

TO ROLLING FOR UNSWEPT WINGS WITH OR WITHOUT FLAPS OR

AILERONS BY USE OF NONLINEAR SECTION LIFT DATA

By Albert P. rtina

SUMMARY

The methods of NACA Reports 865 and. 1090 have been applied to the
calculation of the rolling- and yawing-moment coefficients due to rolling.
for unswept wings with or without flaps or ailerons. The methods are
based on lifting-line theory and allow the use of nonlinear section lift
data. The method presented herein permits calculations to be made some-.
what beyond maximum lift for wings having no twist or continuous twist
and employing airfoil sections which do not display large discontinuities
In the lift curves. Calculations can be made up to maximum lift for wings
with discontinuous twist such as that produced by partial-span flaps or
ailerons, or both. Two calculated examples are presented in simplified
computing forms in order to illustrate the procedures involved.

INTRODUCTION

The calculation of the rolling- and yawing-moment coefficIentsdue

to rolling has received extensive treatment in the linear lift range;
several of the better-known sources are references 1 to 3. Methods for
making the calculations in the nonlinear lift range, however, are com-
paratively few (for example, ref s. 1 to 6) and are based on the over-all
lift and drag of a wing.

Methods for calculating wing characteristics in the nonlinear lift

range by using lifting-line theory and nonlinear section data (ref a. 7
and 8) have given estimates which agree closely with results of wind-
tunnel tests of nonrolling wings, as seen in references 8 and 9. It was
believed, therefore, that these methods couldbe utilized in the calcu-
lation of the rolling derivatives and that such calculations might be
more accurate than those made by existing methods.

Although the application of the lifting-line method to a rolling

wing in the nonlinear range is implicitly contained in reference 7 and

2 NACA TN 2937

partially Illustrated in reference 8, it Is the purpose of the present

report to outline the procedure of calculation by means of several
illustrative examples. In addition, some new considerations regarding
the application of these methods to the calculation of the rolling char-
acteristics are presented and discussed. Because of the supplementary
nature of this report, the reader shou-ld be reasonably familiar with
references 7 and 8.

SYMBOLS

The term ttsectiontt as used herein denotes the section character-

istics in three-dimensional flow.

A aspect ratio

CD wing drag coefficient

C 1 wing rolling-moment coefficient

C j coefficient of wing damping in roll,

CL wing lift coefficient

C wing yawing-moment coefficient

C coefficient of wing yawing moment due to rolling,

E effective edge-velocity factor for symmetricalpart of lift

distribution, ji +
V A2

E' effective edge-velocity factor for antisymmetrical part of

lift distribution, /l +
V A2

F factor used in altering two-dimensional lift curves

K, K1 coefficients used in obtaining succeeding approximations of

lift distribution

R Reynolds number

NACA TN 2931 3

V velocity

a0 two-dimensional linear lift-curve slope

b wing span

c local chord of wing

c5 root chord

mean geometric chord, b/A

section profile-drag coefficient

(C) two-dimensional profile-drag coefficient

section lift coefficient

bal ad.dltional section lift coefficient for CT = 1.0

c 1 two-dimensional lift coefficient

c maximum section lift coefficient

1max

(C \ maximum two-dimensional lift coefficient

rnax1,

c i(b) section lift coefficient for a particular flap deflection

p angular rolling velocity, radians/sec

r number of intervals between points of calculation along span

t maximum thickness of wing section

y spanwise coordinate
y* spanwise coordinate at end of flap or aileron

a angle of attack, deg

correction for induced angle of attack, deg

a e effective angle of attack, deg

 NACA TN 2937

a1 induced angle of attack, deg

a1 angle of attack for zero lift, deg

angle of attack for two-dimensional lift curves, deg

a5 angle of attack of root section, deg

uncorrected induced angle of attack, deg

Induced angle-of-attack multiplier for asymmetrical

distribution

5 magnitude of discontinuity In absolute and induced angles of

attack, deg

geometric angle of twist, negative if washout, deg

approximate average angle of twist,

+ l.2?3J1 - (2)21
-1 2A+3.6 b

angle of twist due to rolling motion, deg

Et angle of twist at wing tip, deg

taper ratio (ratio of tip chord to root chord)

ratio of actual two-dimensional lift-curve slope to theo-

retical value of

area multiplier for asymmetrical distributions

interpolation multiplier

am moment multiplier for asymmetrical distributions

Superscript:

* denotes value at end of flap or aileron

NACA TN 2937

CALCULATION PROCEDURE

Inasmuch as complete theoretical developments of the method used

herein are given in references 7 and 8, only the items pertinent to the
purpose of the present report will be given. The method is based on
lifting-line theory and uses the effective edge-velocity factors E
and E' to correct for the effects of aspect ratio, following the con-
cepts of reference 10. Since . E and Et as used herein are in them-
selves only approximations for elliptic wings, it should be realized
that the results given by the present method at zero lift will not agree
exactly with the values which would be obtained by using lifting-surface
solutions for a given two-dimensional lift-curve slope. However, such
differences are expected to be insignificant.

The calculations for wings having no twist or continuous twist are

discussed in the following section and. are illustrated by means of
example calculations for an untwisted wing designated as wing A. The
calculations for wings with discontinuous twist require a slightly dif-
ferent procedure and therefore are discussed in an additional section.
The latter calculations are illustrated by means of example calculations
for a wing with partial-span flaps designated as wing B.

Wings With No Twist or Continuous Twist

The rolling motion of a wing produces an antisymmetric linear aero-

dynamic twist distribution which gives rise to the rolling derivatives.
In the method of calculation used herein, the aerodynamic twist produced
by the rolling motion is treated as a wing twist for purposes of obtaining
the distribution of a 1 . Components of the inclined force vectors are
then found, from which the rolling derivatives are determined.

Use of section data.- The two-dimensional data at the Reynolds nuin-

ber appropriate to each wing station are simply plotted against an
effective angle, 0'e = a 0 E. Either the section lift coefficients c1
or the load coefficients c j c/b can be used, although the use of the
latter is believed to result in considerable savings in computing time.
The load coefficients were used in the example calculations for wing A
and are presented in figure 1. A single drag curve was used inasmuch
as no account was taken of the spanwise variation in Reynolds number due
to taper; the curve is presented in figure 2. The curves in figures 1
and 2 are based on data taken from reference 11 for the NACA 65-006 sec-
tion at a Reynolds number of 3.0 x 106; however, the drag data were
extrapolated to higher angles of attack on the basis of results in refer-
ence 12 for the NACA 6 l Aoo6 section.
6 NACA TN 2937

Determination of the lift distribution. - The effective angle of

attack at any station y is given oy

(1)

(2)

where

180 py
E p (3)

(1I)
a,i m=l(b)mmk

and

= E'- E (5)
- ai) - ( - ai)i

The evaluation of equation (1) by the method of reference 7 is one of

successive approximations, in which a distribution of' c j c/b is
initia11 r assumed. From this distribution and with the values of the
multipliers I3 given either in table I for r = 10 or in refer-
ence 7 for r = 20, a distribution of a is obtained by using equa-
tion (1k ); equation (5) can then be evaluated. With all the components
on the right-hand side of equation (2) determined, it is possible to
find ae. Values of c j corresponding to the values of ae are found
from appropriate section data, after which a check distribution of
c j c/b can be obtained. If these check values of cjc/b do not agree
with those initially assumed, new values are assumed and the process is
repeated until agreement is obtained. In the following examples, methods
are indicated by which the differences between the check and. initially
assumed values are utilized to obtain the succeeding assumed values so
that agreement is reached in a minimum number of approximations. Equa-
tion (5) corrects the effective angle to account for the E' factor
that is used with the antisyietric component of loading when the sec-
tion data are plotted against ae = CL0E.

NACA TN 2937 7

Determination of the rolling- and yawing-moment coefficients. -

After the distributions of c 1 c/b and C d c/b are determined (distri-

butions of Cd c/b are obtained by using the plots of section data),

components of these distributions along the x- and z-axes in the wind-
axes system give the following expressions:

= CdC c1c
b cos(E - cx.i) - - sin(e - a1 ) (6)
b

= c 1 c
-i;-- cos(€ - a.1) + CdC sin(€ - i) (7)
b b

For the angles usually encountered,

cos(E - a.1 ) 1

and

It
sin(E - cx1)
- a1)

so that equations (6) and (7) become

CC
cc d - CjC
- a.) (8)
b

CC
___ It (E_a1) (9)
b b b

It is easily seen that, for = 00, equations (8) and (9) reduce to
the usual expressions for the section contributions to the lift and drag
of a nonrolling . wing inasmuch as the contribution of C d to the lift In
equation (9) is usually negligible.

Spanwise integrations of equations (8) and (9) yield the yawing-

and rolling-moment coefficients as follows:


8 NACA TN 2937

(10)
b

r-1 rc c fC1c\
C A (_d
(l0a)
b 1m - - ai)lam
m=l
L
1
c1
=_J [ci + Cd - a1— b d

(ii)

r-1 Ic C
C1-A,I ___ (ha)
-
m=1 )m + b )m(

Values of the numerical integrating multipliers am are given in table II

for r = 10 and •r = 20 in addition to the area multipliers Tim. The
11m
multipliers may be used to find C L arid CD by similar relations,
r_l/\
that Is, CL = A (_1_) i, and so forth.
m=l b

Application of the method. - In order to illustrate the use of the

method, an example is presented for wing A at an angle of attack of 120,
rolling at such a rate that the wing-tip helix angle pb/2V is 0.01 radian.
The calculations are made for r = '10. The pertinent dimensional data are
given in table III and the lift distribution iscalculated in table IV.

The initially assumed load distribution in the linear lift range can
be most rapidly obtained by using methods with which the reader is prob-
ably already familiar. For example, nearly exact initial assumptions can
be made very quickly by proper use of the numerous lifting-surface solu-
tions which are available in chart form and thus effect appreciable
savings in computing time. For the sake of presenting a numerical pro-
cedure, however, the method of reference 13, which has been shown to give
very good results in most cases, was used In this report. By combining
the equation on page 8 of reference 7 (expressed in terms of c j c/b) with
equation (33) of reference 8 and equations (13) and (18) (modified for
E') of reference 13, the following expression is obtained for the mi-
tially assumed load distribution:


NACA TN 2937 9

rcl (a) Aa0(€ - + MoEpi

1 Ac+ 1.2731 - ____ _____ ____
b assumed (T)JLA + 1.8 + + 6 '+

(12)
where C j(a) is the section lift coefficient for the geometric angle of
attack in question. This loading is entered in column ® of table IV
in normal order and in column in reverse order. The loading is
entered in this manner in order to shorten the size of the computing
form. The mechanics of computing are all self-explanatory and it will
be noted that the correction to the antisynunetric part of the loading is
made in column j as obtained by using equation (5). For the sake of
brevity only the final calculations have been shown in the table. The
check load coefficients in column ® , read from the section plots,
will usually not agree with the assumed values for the first approxi-
mation. The process is repeated until agreement is obtained between
the assumed and check values of c 1 c,b. The manner used in determining
the succeeding assumptions is dependent on a number of factors such as
the linearity and the slopes of the section loading curves and. on
whether r = 10 or r = 20. Various methods for obtaining succeeding
assumptions are presented in the appendix. When calculations are being
made for more than one angle of attack, the first assumption for the
second angle of attack can be based on the solution for the previous
angle of attack by finding the value of c 1 c/b corresponding to an
angle

= ae + (a.8 - sl)&L (13)

in which it can be assumed that ' 0.7 in the linear range. Once
the values of a.e have been determined for two angles of attack, plots
of a. against a5 can be made for each section. Values of c1c/b
corresponding to the extrapolated values of a. will usually give a
fairly accurate first assumption and thus minimize the amount of com-
puting required. If only limited calculations are being made, it is
recommended that any calculations in the nonlinear range be based on
the results of a calculation in the linear range in a manner similar
to that just described. In general, this procedure will eliminate a
rather arduous solution since the load distributions may change very
rapidly in the nonlinear range.

10 NACA TN 2937

After the induced angles of attack and. the lift distribution are
determined, then the profile-drag distribution can be determined.
Inasmuch as each section is assumed to be acting two-dimensionally,
the section drag coefficients are obtained at the section lift coef-
ficients or effective angles ae for the proper values of Reynolds
and Mach numbers. The calculations are carried out in columns
to of table V. The calculations leading to the rolling derivatives
are carried out in columns to © and at the bottom of the table.

Wings With Discontinuous ¶[ist

The discussion in this section is limited to the case where r = 20;

a similar method could be devised for r = 10. It is emphasized that the
method of altering the two-dimensional data, which is subsequently
described, applies only up to and including maximum lift and therefore
precludes the calculation of C7, and C beyond maximum lift.

Alteration of two-dimensional data..- The two-dimensional data to

be used for wings with discontinuous twist must be altered in order to
avoid a discontinuity in the spanwise distribution of maximum lift coef -
ficient at the end of the flap or aileron since no such discontinuity
exists in the physical flow. The maximum lift-coefficient values are
altered (following ref. 8) by the relation

c, = ( C 7,) + F'c * (lu)

'max imax)

where the spanwise variation of F is given for several cases in fig-

ure 3. An illustration for deriving the F factors for any wing is
given in figure 4. The quantity Lcj* is the increment in c1
max max
at the discontinuity due to the deflection of the flap or aileron for
the proper local Reynolds number. The values of c 7, and are then
altered according to the equations -

C,
max
= c, (15)
o (c 1 •\
" max)0

C7,
= a. 7, + E(a.o - _______ (16)
max )
 NACA TN 2937

The data altered in this manner are shown plotted in figure 5 for
wing B with 60-percent-span split flaps deflected 60 0 . For purposes
of comparison the unaltered two-dimensional section data cross-plotted
from reference 11 are also shown in figure 5.

The two-dimensional drag values as such are not altered, but the
values of (c ) corresponding to the values of c 1 are replotted
0
against either c or ae . The drag data used in the example for
wing B are shown in figure 6 plotted against c 1 . The data for the
unflapped sections were taken from reference 11, cross-plotted to the
values of R shown in figure 5. Since no drag data were available for
the NACA 61i. -210 section with split flaps deflected, the. data for the
NACA 23012 airfoil section (ref. i 1 -) were used inasmuch as the lift
curves were nearly identical to those for the NACA 61_2l0 section up
to maximum lift. Since the data of reference 11. were for R = 3.5 x 1o6,
no account was taken of the Reynolds number variation across the flapped
portion of the span. The manner of alteration just described is neces-
sarily arbitrary and further experimental work may indicate a different
procedure; however, it should be recognized that the drag contributions
depend on the differences in e between the right and left wings and
therefore are not critically dependent on the absolute values of the
drag polars.

Determination of the lift distribution.- For wings with discontinuous

twist the induced angle of attack computed by means of' equation (1) is
modified by a term which is proportional to the magnitude of the discon-
tinuity and acts as a correction factor to account for the inability of
a limited trigonometric series to represent adequately the lift distri-
bution of a wing with partial-span flaps or ailerons deflected. This
induced angle, according to reference 8, is

= + 5I?p_\ (17)
°'ik k ¼5)k

where is the uncorrected induced angle of attack given by equa-

tion (14.), 5 is the magnitude of. the discontinuity, and values of the
correction factors (L'c/S)k taken from reference 8 are given in
table VI. These correction factors depend only on the spanwise posi-
tion of the discontinuity and apply to a deflected flap or aileron
extending from the point of discontinuity to the right wing tip. Values
for any spanwise extent of' the deflection of the flap or aileron, or
both, can be obtained by combinations of the values presented. For
example, if the flap deflection is symmetrical and extends over 60 per-
cent of the wing span, the values of' would be obtained by

12 NACA TN 2937

subtracting the values of corresponding to = 0.6 from those

which correspond to = -0.6. The tabular values of for

= are for the flap side of the discontinuity (. + o); there-
fore the corresponding section lift curves should be used with these
values. The value of S is obtained as shown in figure 5.

If the discontinuity is located at a station other than -2y = cos -,

kit

1 1 *
b
the values of (c c/b) are interpolated from the calculated values of
c c/b as follows:
r

/ *
( 2*2.) = ( mvm (18)

Values of the interpolation multipliers V m are given in table Vu for

positions of 2y b
various spanwise positions of the end of the flap. Multipliers for
*/ other than those tabulated can be calculated from
the relations given In reference 8.

Application of the method. - The method Is applied to wing B with

60-percent-span split flaps deflected 600 at = 10° and rofling at
such a rate that the wing-tip helix angle pb/2V is 0.01 radian. The
geometric characteristics of the wing are given in table VIII and the
calculation of the spanwise lift distribution is given in table IX.
The determination of the initial assumption for the lift distribution
is not given herein Inasmuch as the procedure is fully illustrated for
this wing in reference 8 for the symmetrical case. For the asymmetrical
case the approximate antisynimetric loading given by equation (18) of
reference 13 (modified for E')

cic
-
b
icc
+ 1 2
-( 1 MoEp
bJJAE'+1
2Lb

should be added to the assumed symmetrical loading given by the pro-

cedure used in the example of reference 8. Any suitable method for
obtaining the assumed loading may be used, however.
 NACA TN 2937 13

The values of - in column 16 of table IX are those for

6-
= -0.6 from table VI; whereas the values of in column
b 8+
are the negative of those for L_ = 0.6 and were obtained by the pro-
cedure outlined in the previous section. The values of 8 at ±2y*/b
are found from the flapped and unflapped section curves (fig. 5)'at
values of c 1 * corresponding to the values of (cjc/b)*. After these
approximate values for 6 are determined, the check span load distri-
bution can then be calculated. The check values of (cjc/b)* are then
interpolated from equation (18). When convergence is established
(i.e., column minus column () is zero), the values of at
+2y*/b canbe found. (The method given for case I of the appendix

c 1 c/b, columns and j,

was used to obtain convergence between the assumed and check values of
respectively.)

The drag distribution is calculated in columns ® to ® of

table X. Note that two values are given at = ± 0.60. The values at
= o.6o ; 0 correspond to the flapped sides.

The rolling- and yawing-moment components are calculated in

columns (J to © and the coefficients and derivatives are calculated
at the bottom of table X. The multipliers a,, used in table X are
tabulated in table XI. If the values of C L and CD are desired, the
numerical integrating area multipliers of reference 8 may be used.

DISCUSSION

Lack of either experimental wing-alone rolling data or suitable

two-dimensional section data prevents the making of exact correlations
of this method with experiment in the vicinity of maximum lift. It was
possible, however, to compare the wing-alone calculations for wing A
with experimental wing-body results, since sufficient section data
existed to allow the calculations to be carried slightly beyond maximum
lift. The comparisons are presented in figure 7. Agreement is con-
sidered to be good when the differences between the conditions of the
calculations and tests are considered. The failure of the present
method to predict the increase in C 1 for 50 < a. < 8° may be

i1 NACA TN 2937

inherent in the method since similar experimental trends have been

observed for other wings of this plan form. The differences between
the calculated and experimental variations of Cn in the same angle-
of-attack range could be partly associated with the previously noted
increase in C 1 and partly due to body-interference effects as shown
in reference 15. The differences in the high lift range, particularly
with regard to the C variations, probably can be all ascribed to
body-interference effects since the differences.are similar in trend to
those of reference 15.

Also shown in figure 7 are the variations of and Cnp calcu-

lated by means of references 5 and. 6, respectively, in which use is made
of the experimental wing-body lift and drag curves. It appears that both
the present method and that of reference 5 give reasonable estimates of
the variation of C. The present method, however, appear.s to give a
more realistic picture of the variation of C in the high angle-of-
attack range than that of reference 6. The edge-suction effects which
are applied in reference 6 were negligible for this aspect ratio and
therefore do. not account for the differences shown.

Several items of interest were observed during the course of the

calculations for wing A. For example, the contributions of the section
lift and. profile drag to the rolling derivatives could be separated as
shown in figure 8. The profile-drag component of C is seen to be
opposite and nearly two to three times that due to the lift at high
angles of attack. The profile-drag contribution to the damping in roll,
on the other hand, is either zero or negligible even at the higher angles
of attack.

The method presented herein is primarily intended for use in the

nonlinear range where some flow separation is present, and the subsequent
discussion briefly covers some considerations which limit the use of this
method. The condition that must be essentially fulfilled is in keeping
with the basic assumption that all sections operate two-dimensionally or
nearly so. Therefore any separation that is present must not give rise
to large amounts of spanwise flow which can cause a complete redistri-
bution of lift and thus invalidate the basic assumption. Lack of suf-
ficient experimental data on load d.istrThutions beyond maximum lift
prevents the formulation of positive limits concerning these phenomena,
but, on the basis of airfoil characteristics and on observed stalling
behavior, regions most likely to be amenable to calculation can at least
be classified.

It is believed that departures from the two-dimensional-flow assuntp-

tion will not seriously affect the calculation of the rolling derivatives
 NACA TN 2937 15

for wings which incorporate airfoil sections that exhibit gradual

changes in lift-curve slope beyond maximum lift. On the other hand,
calculations beyond maxiniuni lift for wings which incorporate sections
having large discontinuities in the lift curves are believed to have
little significance because with such airfoils there is no known way
of predicting either the extent of the initial stall or the influence
of the stalled area on the section char
acteristics of neighboring sec-
tions. In addition, such wings display a tendency toward asyninietrical
stall under no-roll conditions which leads to rolling and yawing moments.
The deflection of trailing_edge flaps generally produces abrupt hf t-
curve peaks at maximum lift on all but the thin airfoils. Such condi
tions coupled with the inability to treat the discont j -
nuous_jst cases
beyond maximum lift, as previously discussed, limit the feasibility of
calculations beyond maximum lift to a very limited number of cases with
full-span flaps.

Although calculations may appear to be feasible on the basis of

airf oil-section stalling char
acteristics, there is an additional con-
sideration which may limit the extent of the calculations. This limit,
referred to in reference 16 as the stability limit, is

da.1 <-1
(19)

that is, an increment in the angle of attack

decrease in the induced angle by an amount g cannot result in a
r ea ter than the increment Lct.
An idea of the meaning of this limit can be obtained from the calculations
for wing A. The maximum negative value in this case was -0.75 compared
to -1.0 given by equation (19).

Although one has an apparent choice of performing calculations with

either r = 10 or r = 20 for the unflapped case, it has been found
from experience that calculations beyond maximum lift with r = 20
rarely are required except perhaps at very high aspect ratios. If such
calculations are necessary, however, it is suggested that the results
from calculations with r = 10 be used as the initial
app roximations
for the r = 20 solution, a procedure which will generally shorten
computing time.

Langley Aeronautical Laboratory,

National Advisory Committee for Aeronautics,
Langley Field, Va., January 29, 1953.


i6 NACA TN 2937

APPENDIX

ME1'HODS FOR OBTAINING SUCCEEDING APPROXIMATIONS FOR THE

SPANWISE LOAD DISTRIBUTION OM AN INITIALLY

ASSUMED LOAD DISTRIBUTION

Methods for Use With r = 20

These methods for obtaining succeeding approximations for the load

distribution have been extensively used and produce convergence in
reasonably few approximations.

1
Case I: - positive and linear. - For a positive and linear lift-
dcL
curve slope, the succeeding approximation, denoted by the superscript 1,
is given by the equation

/ 1 fcjc\
= (Al)
b Jm b) \b m

where

L.1( -L
c c r-1
\b 1m K 1=0
=IK c c\
i l(L1
\b 'm±i
(A2)

fc,c\
in which the increments A(---J are the differences between the check

and K and
1 K1
values and the assumed values (column minus column ©, table Ix),
are constants for any particular wing. Values of K

of AE/r1. Values of
considered negligible.
K1
and K taken from reference 8 are presented in figure 9 as functions
for i greater than 3 are small enough to be

The number of terms of equation (A2) needed for any particular

approximation depends upon the convergence of the assumptions; fewer
fc2c\
terms are needed when the differences A(—) are small or when
b 'm


NACA TN 2 95'( 17'

positive differences nearly cancel negative differences. Equation (A2)

applied to wing B at in = = 0.588) becomes
6 (

/c c\
b,62(®)6+(5+(@0[(®^

(@- + 0.3 -®)3 + (a

For m = 1 and 2, equation (A2) is expanded as

CjC\ l T dc
I
b/1 K L
= - 0 K2 )()
I(K - ^ (K 1 - K3)(+) CC
+
1

+ K3 ()

1 (cic) /c1c\
\ b /2 K b 1 1 +
b '2
,(—'=-1-K— +I—)+K

fcc\ fcc
K2 _L-} +K (A1)
5

since

fcc\ fcc\
= (A5)
\b J \b


18 NACA TN 2937

ICC\ /cc\
For in = 18 and 19, the values of and are
\b i8 \b "19
fcc\ /cc\
similar in form to the values of and , respectively.
b2
For wing B, equation (A3) wóüld be

fCjc\
= - o.)( 1.0 - 0.3)(
\ b Ii -) + ( -)2 +

o. -®)3 + 0.3(@ -®)

whereas equation (Aui. ) would become

1
[i.o - 0. 3 ) (@ -® + 3.2(@ -® + 1.o (-®)3 +
\ b 2 =

o.4(@ - + 0. 3(@ -

Use of the K factors has been found to establish convergence

within three approximations when the initial assumption is reasonably
close.

dc1
Case II: - positive and nonlinear. - Although the factors in
d.a.
figure 9 were derived for a linear lift-curve slope that is constant
across the span, they can be used in the nonlinear range. An estimation
is made of the wing lift-curve slope at the angle of attack in question,
from which a value of ri is obtained. The K factors are then obtained
at the proper value of AE/1. In this way it is possible to use these
factors for values of as low as 0.3 for A = 3.0. From the trends
of the variations, it is seen that considerable extrapolation is per-
missible at the higher values of AE/i.

dc
Case III: - negative and linear or nonlinear. - For a negative
lift-curve slope, either linear or nonlinear, the procedure Is as follows:
NACA TN 2 937 19

(1) First obtain values of the span load distribution with fewer
significant figures than desired..

(2) Find at each station, and work with these values

directly.

(3) Adjust the load distribution at those stations where the

largest values of occur by adjusting the loadings at in and
m ± 1 stations to obtain approximate convergence at the inth station.
If large values of occur at two adjacent stations, then adjust
the loading at only one of the stations, although with some practice
the adjustments required at two such stations become quite obvious.

(11.) M the values of are made smaller, the number of

significant figures in the solution can be increased to the desired
amount.

(5) Keep all values of either positive or negative, if

possible, for easier mental manipulation.

Methods for Use With r = 10

Although factors similar to the K's given in case I could be

derived for the corresponding condition with r = 10, It Is equally
facile to use the method described under case III for all cases with
r = 10.
20 NACA TN 2937

REIFERENCES

1. Pearson, Henry A., and. Jones, Robert T.: Theoretical Stability and.
Control Characteristics of Wings With Various .mounts of Taper and.
Twist. NACA Rep. 635, 1938.

2. DeYoung, John: Theoretical Antisynunetric Span Loading for Wings of

Arbitrary Plan Form at Subsonic Speeds. NACA Rep. 1056, 1951.
(Supersedes NACA TN 2111.0.)

3. Bird, John D.: Some Theoretical Low-Speed Span Loading Character-

istics of Swept Wings in Roll and. Sideslip. NACA Rep. 969, 1950.
(Supersedes NACA TN 1839.)

ii. . Jones, B. 1vi11: Dynamics of the Aeroplane. The Asymmetric or

Lateral Moments. Vol. V of Aerodynamic Theory, div. N, ch. III,
secs. 19-23 and 32-35, W. F. Durand., ed., Julius Springer (Berlin),
1935, pp. 70-73, 76-80.

5. Goodman, Alex, and Ad.air, Glenn H.: Estimation of the Damping in

Roll of Wings Through the Normal Flight Range of Lift Coefficient.
NACA TN 19211. , 1911.9.

6. Goodman, Alex, and Fisher, Lewis R.: Investigation at Low Speeds

of the Effect of Aspect Ratio and Sweep on Rolling Stability
Derivatives of Untapered Wings. NACA Rep. 968, 1950. (Supersedes
NACA TN 1835.)

7. SIvells, James C., and Neely, Robert H.: ?'thod for Calculating
Wing Characteristics by Lifting-Line Theory Using Nonlinear Section
Lift Data. NACA Rep. 865, 1911 .7. (Supersedes NACA TN 1269.)

8. Sivells, James C., and Westrick, Gertrude C.: thod for Calculating
Lift Distributions for Unswept Wings With Flaps or Ailerons by Use
of Nonlinear Section Lift Data. NACA Rep. 1090, 1952. (Supersedes
NACA TN 2283.)

9. Nee].y, Robert H., Bollech, Thomas V., Westrick, Gertrude C., and
Graham, Robert R.: Experimental and Calculated Characteristics
of Several NACA 11-l1.-Series Wings With Aspect Ratios of 8, 10, and
12 and Taper Ratios of 2.5 and 3.5. NACA TN 1270, 1911.7.

10. Poihainus, Edward C.: A Simple thod of Estimating the Subsonic Lift
and. Damping in Roll of Sweptback Wings. NACA TN 1862, 1911.9.

11. Abbott, Ira H., Von Doenhoff, Albert E., and Stivers, Louis S., Jr.:
Summary of Airfoil Data. NACA Rep. 8211., 1911.5. (Supersedes NACA
WR L-560. )

NACA TN 2937 21

12. McCullough, George B., and. Gault, Donald E.: Boundary-Layer and
Stalling Characteristics of the NACA 61#A006 Airfoil Section.
NACA TN 1923, 1914.9.

13. Sivells, James C.: An Improved. Approximate Method for Calculating

Lift Distributions Due to Twist. NACA TN 2282, 1951.

lit. Wenzinger, Carl J., and Harris, Thomas A.: Wind-Tunnel Investi-
gation of N.A.C.A. 23012, 23021, and 23030 Airfoils With Various
Sizes of Split Flap. NACA Rep. 668, 1939.

15. Letko, William, and Riley, Donald R.: Fffect of an Unswept Wing
on the Contribution of Unswept-Tail Configurations to the Ixw-
Speed Static- and Rolling-Stability Derivatives of a Midwing
Airplane Model. NACA TN 2175, 1950.

16. Multhopp, H.: Die Berecbnung der Auftriebsverteilung von

fragflUgeln. Luftfalirtforschung, Bd. l5,.Lfg. it, Apr. 6, 1938,
pp. 153-169. (Available as R.T.P. Translation No. 2392, British
M.A.P.)
22 NACA TN 297

TABLE I. - INDUCED-ANGLE-OF-ATTACK MULTIPLRS FOR

ASYMMETRtCAL LIFT DISTRIBUTIONS WITH r = 10 1

Elk =

-0.9 5 11 -0.8090 -0.5878 -0.3090 0

9 8 7 6 5

-0.9511 9 231.766 -)i.3.879 0 -2.1li8 0 1 0.9511

-.8090 8 -83.I.63 121.8li7 -31i..1O5 0 -2.573 2 .8090

-.5878 7 0 _14.7.351I. 88.527 _29.82l 0 3 .5878

-.3090 6 -6.610 0 -35.060 75.305 -28.532 1 .3090

0 5 0 -L377 0 -30.000 71.620 5 0

.3090 Ii . -1.716 0 -3.388 0 -28.532 6 -.3090

.5878 3 0 -1.188 0 -2.882 0 7 -.5878

.8090 2 .51i4 0 -.863 0 -2.573 8 -.8090

.9511 1 0 -.286 0 -.558 0 9 -.9511

1 2 3 1. 5

0.9511 0.8090 0.5878 0.3090 0

1Values of k at top to be used. with values of in at left side;

values of k at bottom to be used with values of in at right side.

NACA TN 2937 23

TABLE II. - WING-00FIFTICIE11T MUTJTIPLIERS FOR WINGS

WITHOUT DISCOISITINUOUS TWIST

r=2O r=1O
b in

-0.9 877 19 0.01638 -0.00809 -

-. 9511 i8 .01618 -.00169 9 O.061i.72 -0.03078
-.8910 17 .011.7511. -.02118 -
-.8090 16 .03078 -.O121i.5 8 .O6151s. -.0211.89
- . 7071 15 .0711.05 -.02618 -
-.5878 lii. .011.236 -.01214.5 7 .1691t3 -.011.980
-.14.511.0 13 .09331 -.02118 -
-.3090 12 .011.980 -.00769 6 .09959 -.01539
-.15614. 11 .10311.3 -.00809 -
O 10 .05236 0 5 .209141. 0
.15611. 9 .10311.3 .00809 -
.3 0 90 8 .011.980 .00769 11. .09959 .01539
.451i.0 7 .09331 .02118 -
.5878 6 .011.236 .01211.5 3 .16911.3 .011.980
.7071 5 .0714.05 .02618 -
.8090 11. .03078 .01211.5 2 .061511. .0211.89
.8910 3 .011.7511. .02118 -
.9511 2 .01618 .00769 1 .0614.72 .03078
.9877 1 .01638 .00809 -

2Ii NACA TN 2937

TABLE III. - GEOMETRIC CHARACTERISTICS OF WING A

Taper ratio, x 0.60 Geometric twist, e., deg None

Aspect ratio, A hOO Edge-velocity factor, E 1.118
Root section NACA 65-006 Edge-velocity factor, E' 1.li.11,-
Tip section NACA 65-006
Wing Reynolds number, R 3.0 x io6

2y C R t E
(assumed) c

0 0.3127 3.0 x i o6 o.o6 o o

.309 .2714.0 3.0 .06 0 0

.588 .2392 3.0 .o6 0 0

.809 .2115 3.0 .06 0 0

.951 .1937 3.0 .06 o .0

c 2
b bJ
A(1+X)L

(Alter values of near tip if

tip is rounded.)

NACA TN 2937 27

H - N- cn 0'. o 0'. 0 0'.

00'. a) N U) '.0 N '.0
- Q.D
C) C)
0 ,-S
U)
H H
C'.)
Cfl
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N
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H U)
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7
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+
'-0 N 0) - U)

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U) ¼0 - a) 0) - '0 U)
w 0 S I I

0'. U) N- 01 N 01 U)H - '.0

- U) 0' 0' 0'. '.0 0 01 N
0'. ,-I U) ) 01 0) 0) Ifl Cfl c - N

H 0) 0 0'. 0 0'. 01 H
0
0 ) -k ' '' N
o•
AU
0• N 0 C') 01
N- 01 C') Cfl N U)
08 U) U) '0 U) Il)
N- U) 0 o- N 0 0) H 0) 0 N 0 I-s
I N N N I o 0

- U) Q N 0)
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U)
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N I'-S 9
'-0
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H (5) 0 '-0 0 H 0 I 0
0)I I I IO
NI N
x
N
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0
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U i
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U)
H J
C) 0 0
U I U
. d .IU U U)
H 0'. 0'. 0'. 0'. H
u U) p C) C)
.

26 NACA TN 2931

H cc O\ 0 0\ 0\ 0 O\ cc
H - cc cc c.- U) cx)

ci' '0

—0 N- U) \o
-1 H 'C -
N-
a)
N- Cfl - N
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X d N 0
Cfl -
H - U) N N- LO
U) 'C
0 -
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H U I )( \O 'C 'C 'C In C
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w cc

H .4 cn 0 0 CX\ 0 U)
0 cc cc ccH 'Ccfl Nc' cn 'C
x)\ In
0 a
H ONNNHO
0

a) 'C N- N 'C .4 C') cc N--

Xd
(Q) U I X 0 0 0 0 0 0 0 0 0
d
_U_-L________

r
- - - -
0 -
0 + N
0

- ::1:11111!- N

0
LJ
- ___ -

(4. i a H Cfl N- N- (Y1 4-4 x)\

Ut H N N N (fl N N N H
0

N N- N 0 N

-4 N- cc cc cc O\ 0\ cc tt

0

NACA TN 2957 27

N- H CU H H CU H ( H 0 CU O U CU 0 - CU - N- N-CO rfl 00 H ( U\ CO uCO - 0

0N-
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000 00000 00000 000000000000 0000 H CU N-O
0 00001 I ii ii I Ii is I I I I
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000 O0000O0OOOOOOOOOOOOoOOOOOHO
-

0 0 0 0 0 0 I I 0 I I I I I I I- I I I
0H H CU H H CU H ( H N- CU N- \ c ( U U\O CU CO r H N- CO C 0 0 N- CU H \ V
9 CO OOO0000OOOOOoHoHoCUOHH
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00000000000000000000000000000 U\CU 00
0 00001. II III Ii I I II I I I
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0 0000 O0000OHO CUOCUHOHHH CON- N-CU H0O COCH
0 0 0000
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0 0000000000 H 00 H H CU H 0 (U-CO CO(-O H U\t-- CU HO
N- OO0000OOOOOO000OoOOooOHHOOO
000 0000 0000 0 000 000 000 0000
______________ 0. 0 0 0 I• I \3 00 00 0
I• I• I I• I I• I I• I I• l •
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0 H0 H 0 H0 - 0 CU CO rfl- -* \O 0 CO - CU CU N- COO 0 0 0 0 - CO W\CO CO H '0'0
N-
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000 0000000000000000000 \0 0000000000
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0 010• I• I• •I I• I I• I I I I I I I I I• I 0
H H CU - '0 - C[ CU CO \ \ CO0 0(0 H 0 H 0(0 '-0 ECU \ rfl U0 - CU CU H H
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0 000000 H 00 ('1CU N-LCUN-CU (flCOO COCU N-U\N-CU )0 OH 000000

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00000000000000000 LCUO 0000000000000000

0 •I l• I •I I• Ii lii III I• I I 10
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0 ; I I I I II I ii I I II I 10 0
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(0 00 0 0000 0 00 H-- CON-N--* H 000 0 00 00000000000

000000000000 0- (flO 0000000000000000000
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d .• I I I I i I I I i I I 0 O0 0 0
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-----0----
CO - -0 H C'EN-CU HUO CU C'IH 000 H OH 0
(N-CU H-0-O-O-O-O-O-O 0 OOOO H0 OOOOO 000000000000 000000000000
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d 0 I I I• I• I I• I• I I• I I I I I I I• I 0000
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28 NACA TN 297

o r r4 r-4 r4
o M. 0 U' N
0 CI\
O.• . C• CX)
.
O\
4
•
0•
C,) 0 0 0 0 0 0 0 I
V
cxl

0 N-:J• N-
0 pc\ N--
0 N
PC\ f\
cx . oo
IH
0 0 0 0 0 I I 0 0
z
H 0 0
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.0
0 r-4 O\ 0 N -zt N\

0 0 0 I• . . I. 0 0 0
N-
o •
0
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0
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N-
N-
N
r
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r-4
r-I
0 - r-1.QD If\
F-i Q O ,-4 0
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0 0 0 0 I I 0 0 0
0
rf)
Q 0 - N' '0 Lr\
lxi Z 0 N-'C CX) N-
H I'] 0 CJ'-O N- '-4
I-i r4 N- zt r-4
• • • • S
H .0 0 0 I I 0 0 0 0
F-i F-i

:) E 0 0 N\ L(" CX
0 -:j- 0 - 0
0 N 0" N
z -
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H C 0 I I 0 00 00
F-i 0

I-0 0 K'\ N- r-4

0 0 0 1J' N
p-i 0 (ON 0' N
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cxl lxi • S S •
F-i 0 0 0 - 1 0 0 00 0 0
z
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0 oCX) 0' N-
0 N- 0 '.0 0
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0 Or-I I 000 0 0 0

* / J- 0 0 CX) r4 0 0 r1 N-
E '0 0' N- N- 0" r-4 r-4 N--

;/:;


NACA TN 2937 29

I 0 H 0 0 0 O\ \O Co O 0 O H

jIj
oj_ H H H H H H H
z

0
1 N- 04 N- QCV) 0 H an an '.0 H 0H
a) Ca an an 0 0 O\ Co N- '.0 - H
0 0 0 0 0 - an an an C') 0
000 --
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(\Jc\J 00
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0 04 0', '.0 C') 0 -
a), 0 0 0 C')
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0
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N-
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04
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0 0 0 0 0 H Co H H 0 0
0 0 0 0 0 an 0 0 0 0 0
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00
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0 N- '.0 01 an Co Co 04 Co 0
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______
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30 NACA TN 2937

4I
V

IO!LIL!UUUULLUUULUB

BULLLBUUUUUEUUUUBUU 0

I
!

I
I: I-
2 ' •0

H
AQ

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ft.UUULLLLUULLLULLLELUH:
F[flflLThUULiUUUUUIJUUULI

NACA TN 2937 31

TABLE X. - CAlCULATION OP BOILflG OERIVATIVIE FOR WDIG B

[o.6_8an split flaps deflected 600;

0B 10.000 ; 0.01 i]
® ii®iii®
CZ Cd0C
® ii® ®ii@ ® 2x C1C
Cd0 ! p Ep - Cj b b
' (table
xl)

-0.988 0.467 0.0054 0.0590 0.00032 -0.57 4.50 -5.07 -0.0016 0.0278 -0.1410 -0.00809
-. 1 .723 .0092 .068]. .00063 -.54 2.21 -2.76 -.0017 .0492 -.1358 -.00769
-.891 .895 .0103 .0739 .0006 -.51 -1.17 -.0009 .0(62 -.o'4 -.02118
_L_
-. 809 1.025 .0115 .08].7 .00094 -.46 -.29 -.17 -. 0002 .0836 -.0142 -.01272
- . 707 1.152 .0123 .0914 .00112 -.41 -1.34 .94 .0011 .1053 -. 0990 -.02498
-.600 - 0 1.513 .0147 .1016 .00149 -.34 -4.72 I.38 .0065 .1537 .6732 -.00534
-.600 + 0 1.513 .1731 .1016 .01759 -.34 7.29 -7.65 - -.1342 .1537 -1.1727 -.00088
-.588 1.584 .1730 .1027 .01777 -.34 6.54 -6.88 -.1222 .1627 -1.1194 -.00716
-.454 1.826 .1730 .1155 .01998 -.26 4.33 -4.59 -.0917 .2109 -.9680 -.02118
-.309 1.859 .1730 .1293 .02237 -.18 4.27 -4.45 -.0995 .2404 -1.0698 -.00769
• -.156 1.833 .1730 .1 438 .02488 -.09 4.78 -4.87 -.1211 .2635 -1.2833 -.00809
O 1.743 .1731 .15 87 .02747 0 5.89 ..5.89 -.1618- .2767 -1.6298 o
.156 1.843 .1730 .1438 .02488 .09 4.83 -3.74 -.0930 .2650 - . 9911 .00809
. 309 1.880 .1730 .1293 .02237 .18 4.34 -4.16 -.0931 .2 431 -1.0113 .00769
.454 i.8s8 .1730 .1155 .01998 .26 4.44 -4.18 -.0835 .2146 -.8970 .02118
.588 1.626 .1730 .1027 .01777 .34 6.68 -6.34 -.1126 .1671 -1.0594 .00716
• 600 - 0 1.557 .1730 .ioi6 .01758 .34 7.43 -7.09 -.1246 .1582 -1.1216 . 00088
.600 + 0 1.557 .0155 .1016 .00158 .34 -4.64 4.98 .0078 .1582 .7878 .00534
. 707 1.207 .0132 . 0914 .00121 .4]. -1.14 1.55 .0019 .1103 .1710 .02498
.809 Lo87 .0123 .0817 .00100 .46 -'.02 .48 .0005 .0888 .0426 .01272
.891 .961 .0110 . 0739 .00081 .51 .98 -.4 -.0004 .0710 -.0334 .02118
. 951 .778 .0096 .068]. .00065 .54 2.68 -2.14 -.0014 . 0531 -.1136 .00769
.988 .514 .0(170 .0590 .00041 .57 5.15 -4.58 -.0019 . 0301 -.1379 .00809

C -A -0.00471
[® +
C1 -0.00471
- c -0.471
1p pb 0.01

-' -- A

C1
® x

-0.00138
-0.138
@1 -0.00138 - - -

p• 0.01
2V
32 NACA TN 2937

o N- cncc (fl ic cc ('J H cfl 4 0 CO CO Cfl C') N- LI) -

'0 10 CC) 0 \C) 0\ C') (fl N- -I CO C',] '.0 '.00) 0
0 C') C') 0 -n C'.] '.0 - '.0 LI) N-cc 0 '.0
+ -" '.0 LI) Cfl
o 0O00O0O00O-0000000
* ..- 000000000000000000 JL'\
C'.,] I I

V
0 Cfl C') LI) 0 LI) 0' C',] cc cncc H CO - y C') (fl LI) Cfl
CO Oh) - a) CO '.0 N- C') cc N- H c C') '.0 N-CC) LI)
10)1 I -' 0 C') C') Cfl cfl rn '.0 cn\0 0 N- CO LI) '.0 '.0 '.0 Cfl C')
a 000000000000000HOO
a) * - 000000000000000000
H C 0•
p4

0\O\O\O\CflC\ I
N- 0000000000000010N-Q I
N- QDCOCOccCOCX)N-N-CO I
cc
0'. 00000000000000000
00000000000000000 u I
0 0

0_ I-
H '.0 '.0 '.0 '.0 '.0 '.0 '.0 '.0 '.0 '.0 '.0 '.0 '.0 '.0 LI) Cfl I
H N-N-N-N-N-N-N-N-N-N-N-N-N-N-HO I
t U) 00000000000000HHIH
o\ 0000000000000000iO
Cl) 0 0 I

cc cc xD'.occcc icoco'..o
0 HHHHH-IHHHHHccHHI10HCCJ
H
0\ HHHHHHHHHHH0'HHI0\r-0'
CO C') C') C") C') C') C') C') C',] C',] C') C') -1 C',] C') I ç') C') H
00000000000000:000
0 0
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0 HHHHHHHHHHHHO IHHH
CO 0000000000000 10000
O 0 c; c;
+ I
cccccccccccc-tocccc'.o
H r-IHHHHr-ILI)'.OHO'.cc icccccOcxJcc
'.0 '.0 '.0 '.0 '.0 '.0 - LI) '.0 - -I IO\HioHr-IH * *
N- I - '.0 - '.0 '.0 '.0
0 C') C') C') C') C') C') C' C') C') C') '.0 I C',] C') C',] C',] C') C') C') C')
N- 00000000000 1000000
0 0 II II
10101010LI)ccN-cn I\00N-C') 0 0
cc -r-'h'.0cc Ir-1N-'.0N-
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LI) 00000000i000000000 k *
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CO '.0 -1 cc CO H I cflCO cc '.0 '.0 cc ,cc cc CO co CO
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ro ro
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H U) 0\ C') I H LI) H '.0 '.0 '.0 '.0 \C) '.0 '.0 '.0 '.0 '.0 0) (0
cc H CO - I CO rICO N- N- N- N- N- N- N- N- N- N- _4
0
t'n
OHOOIOH00000000000
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LI) 0I0000000000000000 a) 41)
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-I -4
C') / O000OOOCO0OHOOOOHN- o 0
/ 000OO\O..ON-O0N-OC'\HOHN- r=l
/ OL00000LUOCO000000\Q ,0
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+1
NACA TN 2937 33

4-
4

V Cj
0
.r-1
+,
c3

- -__77\_ -
C)

Ia)
a)

---±T-------
__L_.__
Ji

-
C)

----.- --
---s--- -- ----- 0

C-)
a)
Cl)

a)

31. NACA TN 2937

V
.

C\j

C-)
r—I
c3
C)

q)
I

C'sj -
— cz:
NACA TN 2937

_tf N-_-f_-t (

I
S_______________
'O' C\J'-O\O cr.

q0000
/
-1 ,-I 1 H

/
Z
OHHHH
• H H H r-I S.
H xijx) __

/
/ I

I
II 'I
i
I

I
I I H
a)
I'

1/
- I a)

--''
,i• I II c-I
0

-P
c3

-_I' /
rd.
+
HU)
a3.r-I

___ / O+
r1
U)U)

__ __ __ 7/ __ __ 'd r1

//
I4-
o

7/,
-PC)
U)
be •-I
rd
.r-4

!,/1/
i/it
'I v fr
0
4-1

-P
C)
Cj

7/
I

C c


36 NACA TN 2937

c 181 (method of ref 7)

- C1g1 *

'1 - G1c1

cz

-
c (ô)(method of ref.,3
G2c a1

'atmlO atml
C, C7
"al al

I 2y

I.
0 l.a
b

Inboard Outboard

- 0]. a] Cl(o) - G20ia1

(G1 - G2) elal* (G1 - G2) Clal*

Figure li.- Schematic illustration of the calculation of the factor F used.

in altering the two-dimensional data for a wing having discontinuous
twist with the discontinuities located at ±2y*/b.

NACA TN 2937 37

0
a C\J

_ _.N _ _ C'1
-i
o: u: .
Zj

- \-..

uC)

a)
_ _ _
- _ _ _
-PC)
4-4
N __
- _
- _
O.r

_ _ . _ •1-1 C)

C)
a)
(Q

- ___ 0)0

a)
4.,
.-1
çq
rd

•r
H H
cti H
— 000)
.,--1 0
-
0)

0a)
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I
OH
- q1
- - -P00

II
0)0+'
- — - ___ - - ai
a) 0)r

-P4.)
--- ci) 0

--
c'J
C'j
Cj - O•- - . .... o 'o

38 NACA TN 2937

•H

ci

"5
C-)

'I)

i
 NACA TN 2937 39

.2
---.-

.1

0
C np

. /

Method Con±'ig. Airfoil R ,deg

aCL
max
0 Exp. -]
— - - Calc. Ref.5 Wing-body NACA 65A006 0.7 x lO u 1)4
Caic. Ref.6 J
- Caic. Present Wing A NACA 65-006 3.0 13
report

.2 I

:/
Cl
p

-2

--3 LII.iII7L.I
0 2 4 6 8 /0 /2 /4 /6
a, deg

Fiu±e7._ The calculated and. experimental variations of C and

with angle of attack for two wings having aspect ratios of li. .0 and
taper ratios of 0.60. Experimental data from the 6-foot-diameter
rolling-flow test section of the Langley stability tunnel.

11.0 NACA TN 2937

.2

.1

0
CAP

-/

Total
- - - -
C Component
C d Component
.1

-I

P
-2

-3

I I I I I I I I I I I I I

0 2 4 6 8 i0 /2 /4 /6
,deq

Figure 8.- The calculated rolling derivatives for wing A showing the lift
and profile-drag components. R = 3.0 x io6.

/
 NACA TN 293 li-i -

/0

9
K

K
and6

K
___ o ____
3

K 1______ ______ ______

/
K2 -

____ ____ -

0 2 4 6 8 /0 /2
-AE

Figure 9.- Coefficients used. to obtain succeeding approximations. r = 20.

NACA-Langley - 5-11-53 -1000