NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

ORIGINALLY ISSUED
September 1943,as
Memorandum Report

MEAsuREMEmTS OF THE FLYING QUALITIES OF

A BELL P-39D-1 AIRPLANE (A.A.F. No. 41-28378)
By Harold I. Johnson, C, J. Liddell, and H. IT. Hoover

Langley Memorial Aeronautloal Laboratory

- Langley Meld, Va.

WASHINGTON

NACA WARTIME REPORTS are reprints of papers originally issued to provide rapid distribution of
advance r e s e a r c h results to an authorized group requiring them for the war effort. They were pre-
viously held under a security status but are now unclassified. Some of these reports were not tech-
nically edited. All have been reproduced without change in order to expedite general distribution.

L - 602
 MEMORANDUM REPORT
f o r the
' 3 I Army A i r Forces, M a t e r i e l Command
kpASTJREVENTS OF THT? 'PLYING ilUALIT14E OF
A FELL PL39D-1 AIRPLANE (A.A.F. No. 41-28378)
B y Xamld I, J ~ h ~ s o nC., J. TJ5dd9ll, and H , E. Hoover

INTFIODUGTLON
I

A t t h e r e q u e s t o f t h e Amy Air Forces, M a t e r i e l Com-

mand, a f l i g h t i n v e s t i g a t i c n o f t h e f l y i n g q u a l i t i e s of
a s t a n d a r d B e l l P-39D-1 a i r p l a n e was made by *he NACA
a t LanGleg F i e l d , V a , The t e s t s were conducted d u r i n g
February and March of 1943 and c o n s i s t e d o f 2 1 f l i g k t s
r e q u i r i n g a t o t a l f l y i n g time o f approximately 23 hours.
The p r e s e n t r e p o r t i s a sumnary covering a l l d a t a o b t a i n e d
i n the f lying-quali t i e s investigation.
The f l i g h t program, in g e n e r a l , was arranged i n
accordanae with t h a t sugpested- i n t h e Army Air Forces
s t a b i l i t y and c o n t r o l reGuirements ( r e f e r e n c e 1). F o r
convenience o f t h e r e a d e r , t h e varlous 5-tens o f sta-
b i l i t y and c o n t r o l i n v e s t i g a t e d a r e g i v e n i n t h e o r d e r
of t h e i r p r e s e n Z a t ; o n I n r e f e r e n c e 1.
.r

A IR LAM3
T j

I
The B e l l P-39D-1 a i r p l a n e i s a tingle-place, s i n g l e -
engine, f u l l - c a n t i l e v e r , low-iring, p u r s u i t - t y p e a i r p l a n e
having p a r t i a l - s p a n , s p l i t - t r a i l i n g - e d g e type l a n d i n g
f l a p s and a r e t r a c t a b l e t r i c y c l e - t y p e l a n d i n g gear. Con-
s t r u c t i o n i s o f metal except f o r the f a b r i c c o v e r j n ? on
c o n t r o l surfaces, Power i s s u p p l i e d b y 811 A l l i s o n V-1'710-35
engine mounted below and behind t h e p i l o t ' s compartment
and i s transmiWed t o t h e p r o p e l l e r by an extension shaft
running t o a r e d u c t i o n gear box i n %he nose o f the a i r p l a n e ,
Armament c o n s i s t s o f , t w o 3 0 - c a l i b e r guns i n each o u t e r wing
p a n e l , two 5 0 - c a l i b e r guns on t h e cowl, and a 2 0 - m i l . l i ~ e t e r
cannon f i r i n g through t h e p r o p e l l e r hub, Photographs
showing g e n e r a l views o f t h e a i r p l a n e a r e reproduced i n
f i g u r e s I, 2, and 3, r e s p e c t i v e l y , A three-view drawing
 . . ., .. .
2 ...... , . I . . ........ . ......... ... , ,
1 . ... .,

o f t h e a i r p l a n e i s shown i n f i g u r e together with c r o w - 4.

s e c t i o n a l o u t l i n e o f each aerodynmdc s u r f a c e . Physical
dimensions o f t h e a i r p l a r , e , a i r p l a n e weights, and engine
power r a t i n g ? a r e l i s t e d i n t h e appendix.
R e l a t i o n s between c o c k p i t c o n t r o l p o s i t i c n s and ",on=
trol s u r f a c e a n g l e s aye given i n f i g u r e s 5 through 7.
Figure 5(a) shows t h e v a r i a t i o n . o f s t l c k angle with e l e -
v a t o r a n g l e while f i g u r e 5 ( b ) shows the v a r i a t i o n of e l e -
v a t o r t r i m t a b a n g l e w i t h t h e cockpit t a b i n d i c a t o r
s e t t i i i g . S i m i l a r r e l a t i o n s f o r the a i l e r o n c o n t r o l
system a r e shown i n f i g u r e s 6(a) and 6 ( b ) and f i g u r e 6 ( c )
shows t h e g e a r i n ? r e l a t i o n s o f the two b a l a n c i n g t a b s
o n each a i l e r o n . ' Gnly t h e inboard t a b on each a i l e r o n
i s used f o r trimming. F i g u r e s 7 ( a ) and 7 ( b ) shotv t h e
m
. m 4 n c r e l a t i o n s o f t h e rudder s o n t r o l and ruddei
c trim
tab s j s t erns, r e spec t i v e l y , I

Iff STRUFRWTAT I@hT

Items p e r t i n e n t t o each phase . g f t h e f l y i n g - q u a l i t i e s

i n v e s t i g a t i o n were measured with the foll~wlng s t a n d a r d
NACA instruments:

Item NACA Instrument

1. Time Timer
2. Airspeed AZ r sp e ed 1.e c o r d e r

3. P o s i t i q n s o f the t h r e e con- C o n t r o l - p o s i t i o n r e c o r d e r s
t r o l surfaces
4. Rolling velocity Rolling-velocity recorder
5. Normal, l o n g i t u d i n a l , and Three-component r e c o r d i n g
t r a n s v e r s e acc e l c r a t ion -accelerometer and i n -
d i c a t i n g accelerometer

6. Sideslip angle Ya1.v- ang l e r e c o r d e r

7. Bank .'angle o'r , @ i t c ha n g i e Recopding i n c l i n o m e t e r
8. .Fiudder p e d a l f o r c e >
Rudder- f'orCe r e c o r d e r
 3

II ' J 10. F r e e - a i r t e ~ $ e r a % u r -8 Electrical resistance-

I / * s b u l b type -temperature
' '. lndicat.or?. a I ..-
The a i r s p e e d recording i n s t a l l z t f o n i n c l u d e d a n NACA
f r e e - s w f v e l i n g s t z t i c head mounted on the end o f a boom
extonding one chord-length ahead af.Lhe, r i g h t wing a t the
t i p j u n c t u r e and a s h i e l d e d t o t a l - h e a d meter l o c a t e d be-
l o w and behind the s t a t i c head. (See f i g . 2 . ) Airspeed
was r e a d from t h e s e r v i c e a i r s p e e d i n d i c a t o r d u r i n g $&e
a i l e r o n c h a r a c t e r i s t i c s t e s t s becailse the a i r s p e e d boom
was removed t o eliminate any posc:fbls adverse. l n t a r f e r e n c e
e f f e c t s on the r i g h t a i l e r o n . Both a i r s p e e d i n s t a l l a -
t i o n s were c a l i b r a t e d f o r p o s i t i o n crop by f l y i n g by a
_ . known s t a t i c r e f e r e n c e p o i n t a s d e s c r i b e d I n r e f e r e n c e a.
" I n d i c a t e d a i r s p e e d " i n miles pe;- hour, Q S used i n t h i s
r e p o r t , fs 45.081/q,, where qc i s t h e d i f f e r e n c e between
.
s t a t i c and t o t a l pressure i n inches of water, as measured
by the c a l i b r a t e d i n s t a l l a t i o n s

E l e v a t o r positions were measured f'rorn a p o i n t o n a

c o n t r o l c a b l e c l o s e t o the e l e v a t o r and t h e rwasured a n g l e s
Were c o r r e c t e d f o r cable s t r e t c h . A i l e r o n a n g l e s were
measured d i r e c t l y a t the a i l e r o n s . Rudder a n g l e s were
measured from a c o n t r o l cable wit5i.n a few f e e t of t h e
rudder so t h a t any e r r o r due t o c a b l e s t r e t c h i s b e l i e v e d
t o be n e g l f g i b l e .
Throughout t h e p r e s e n t r e p o r t , e l e v a t o r and rudder
a n g l e s a r e given w i t h r e s p e c t t o the t h r u s t axis. The
a i l e r o n angles a m given with r e s p e c t t o t h a f r n e u t r a l
posttions.
The r e c o r d i n g a c c e l e r o n e t e r was l o c a t e d about 6 f 3 e t
ahead of ths c e n t e r of g r a v i t y s o t h a t a n g u l a r a c c e l e r a -
t i o n s a f f e c t e d recorded l i n e a r a c c e l e r a t i o n s . Wherever
a b s o l u t e v a l u e s of a c c e l e r a t i o n were used i n a n a l p i n g
d a t a , however, t h e e f f e c t o f angular a c c e l e m t i o n was
negligible
S i d e s l f p a n g l e s were measured by means of a small
vane mounted a t t h e end o f a boom extending one chord
l e n g t h ahead of t h e l e f t wing a t the t i p juiicture.
Although no s t r a i g h t - f l i g h t c a l i b r a t i o n o f the s i d e s l i p
vane was made, i t can be assumed from p ~ - c o i o u sc a l i b r a -
t f o n o f s i m i l a r i n s t a l l a t i o n s t h a t t h e t:i-ror i n measur-
i n g a given s i d e s l i p angle does n o t exceed ?%O and t h a t
t h e v a r i a t f o n s of s i d e s l i p angle a t a g i v e n speed are
essentfally correct.
 4

I R d i c a t f n g instruments were used t o &tarmine f r e e -

a i r temperatures and a l t i t u d e . I n d i c a t i o n s o f an e x e c -
trlz a l rz s 3- s t a n c e -bulb type ths rmoms t e r we YS c o r r e c t e d
foi- the a d i a b a t i c r i s e t o o b t a i n f r c s - a i r t c n p e r a t u r e .
Thc: 3e:rvfce a l t i m e t e y w a s c a l i b r a t e d p r i o r t o the t e s t s
i n order t o determine c o r r e c t p r e s s u r e a l t i t u d e .

A. Longitudinal S t a b i l i t y and C o n t r o l C h a r a c t e r i s t i c s
( 1 -A) Dynamic h n c i t u d h a l S t a b i1.i t y :

'The dynamic stability wss t e s t e d a t i n d i c a t e d ai??-

speeds o f 210, 265, 315, and 275 rqiles cei- hour with the
f l a p s and g e a r up an6 tlw c s n t o r o f F r a v i t y a t 25.1 p e r -
c e n t o f t h e mean aerodynamic ChOI'dm The d;mamic s t a -
b i l l . t T r liras ' l e t fnvestfp,at3d a t maximmi l i m i t 6 i v i n g
speed ( V i = 468 mph) H S s u g g e s t e d by r e f e r e n c e 1. Tests
were made bg a b r u p t l y d e f l e c t i n g mid relaas-i:..; the . e l e -
vator €n both directions. Typical time h i s t o r i e s , one of
a p u l l - u p ai7d on4 of n Tush-down, a m skown i n f i g u r e 8.

R e s u l t s showed that the s t i c k - f r e e l - ~ ~tudfnal.

n ~ l R
s h o r t - p s r i o d o s c i l l a t i o n s always daltlned o u t cgmple t e l y
in l e 3 ' 3 than two c y c l e s as r e q u i r e d by :-efei'::nce I.
{ 2 -A) S t a t f c Lon@ t u d i n a l S ta.bf 1 it,y t
The s t a t i c l o n g i t u d i n a l s t a b i l i t y was ;naasured w i t h
the c e n t e r of g r a v i t y a t 25.1. and 30.2 p e r s ~ n tmean
aerodynamic chord w i t h f l a p s and gear u3. Zxtens i o n
o f the l a n d i n g g e a r r e s u l t e d i n a forwsr-d s:l:if t of t2m
c e n t e r of g r a v i t y of 0.8 p e r c e n t mean aerodguamic chord.
Gross weights a t take-off ZorrcspondinG t o Chese centeP-
o f - g r u v i t y l o c a t i o n s were 7800 pounds 1'0.- tl:o forward
p o s i t i o n grid '7600 pounds f o r tha r e a r w a r d 3o:;ition. The
e f f e c t o f f u e l . consumption on c e n t e r - o f - ~ r n v i t y l o c a t i o n
was found t o be very small and, hsiic3, was tia.-,lected.
For purposes of a r l a l y s i s , aver;age vqeiFhts ;.?k.ing a f l i g h t .
were assumed as 7620 arid 7429 pounds f o r > t,h.; forward
aiid rearward centei;-of - g r a v i t y p o s i t i o n s , rt3sy,ectlvelgm
Conditions in which the a i r p l a n e was t e s t e d m d f i g u r e s
t h s t show t h e d a t a obtafned for b o t h centey-of-,qravfty
p o s i t i o n s a r e I l s t e d i n t a b l e 1.
 5

ak0
01

I I

-7- I

a I;f
6

I n a d d i t i o n t o figures 9 through 1 6 , wh.ich show s t a -

b i l i t y I n t k s form of s l c v a t o r melee and s t i c k f o r c e s
required f o r t i - f m at various i n d i c a t e d . ai~:’lspe.?ds 8 9 Well
as corresponding dlrectionul trim. characteristics w!;lc:l%
a v a i l a b l e , f i g u r e 17 p r e s e n t s An a n a l y s i s o f the s t a t i c
longitudinal s t a b i l f t g . I n o b t a i n i n g f i p r e 17, s l e -
v a t o r a n g l e s (6,) and e l e v s . t o r s t i c k forces d%vid.edby
impact greseure (F/qc) were f i m t ; ? l o t t i ; d a g a i n s t l i f t
c o e f f f c k n t (CL). The a l c p e s cf the r s s u l t i n g curves
were then measuyed ariZ p i o t t x d a g a i n s t c s u t e r - o f - g r a v i t y
p o s i t i o n as shown i n figure 17, The s l o p e s o f t h e s e
curves were measured a t two l i f t c o e f f i c i e n t s f o r 3ach
airplane condition. These lfft c o e f f i c i e n t s were
CL = 0.8 aiLd the CI, a t t r e i m f o r the f l a p - u p , gear-xp
conditions acrl CL = 1.2 slid t h e ’ CL a t t r i m for the
flap-down, gear-down c o n d i t i o n s . I n f i g u r e 1’7, ‘ t h e
s t i c k - f ixed neutral p o i n t s a r e the c e r i t e ~ - o f - g r a v f t y
p o s i t i o n s a t which (dBe/dCL) i s . z e r o ; s f i x l l a r l $ , the
s t i c k - f r e e n e u t r a l p o i n t s ar6 t h e c e n t e r i o f - g r a v i t y
positions a t which d/dCL (F/qc) I s zero.
S e v a r a l p o i n t s o f i n t e r a s t a m appaiqent T ~ o ma n
examhation of the f i g u r e s . Figures 9 th:rough 16 mid
f i g u r e 17 show that in t h e high-sP%ec! range a Tapid
i n c r e a s e i n s t i c k - f r e e s t a b i l i t y is cxner2enced with 4
i.ncreasing sy>eed. P o s s i b l e exp3.ana’iions for t h i s
cha rac t e 2 - i s t i c i n c lude .3 l e v a .t OY f a b ? i c bukg Fng arid
d f s t o r t i o n o f t h e l i o r l z o n t a l t a i l plane.: I n ttle low- c
speed ranpe, where the sta3ilitg c h a r a c t e r f s t i c s W ~ P C
n e a r l y 1inez.r 3ni?, >snce,were P ~ s t t e rd e f i n s d , t h e d a t a
f o r the :?lap-u?, ~ s a r - v pc c n d f t f o n s show t h e t the l o s s
i n s t a b i l i t y d i ~ et o fpeeinp the elevator i s a s h i f t i n
th.9 n e u t r a l p o i n t of s‘cout 3 p e r c e n t mean o.erodyrzarnfc
chord. The loss i n s t a W l i t y dv.e t o froefng t h a ela-
v a t o r w i t h T’lans a;-;c! irea.r &own 5-s cmyle dkfl”icu1t t o
detenniine because o f the sm.11 v a r i a t l c n e in s t i c k
f o r c j exps:rfencecl.

The requiraments o f r e f e r e n c e 1 s t a t e , t h a t , f o r
u d a f l n i t e s p s e d range, dspending o n t h e a i r p l a n 0
conditfon, t h e c u r v s OS e l e v a t o r angle a g a i n s t spesd
must hava a stable s l o p e and. the CU.PBB o f e l e v a t o r
s t i c k f o r c e a g a i n s t speed must c r o s s zero orilg oricd and
then with a s t a b l e s l o p e -
t L i s S x i w with the m o s t
rearward pe r n i s zfble cente r-of -gravity posj. t i o i l . Tl?e
m o s t rearward c = n t e r - o f - g r a v i t g : 2 o s i t i o r i t e s t e d w a s
0.8 p e r c s n t mean aarodgnain-fc chor;d foi-award of t h e most
rearward p r m f s s i b l e p o s i t f o n ’ (31.0 peycent mean aero-
dynamic c h o r d ) l i s t e d i n Army Air For ces Technical
 7
1

Order No. 01-1lOFE-1. riYhen the d a t a o f f i g u r e s 10

t o 15 ( c o n d i t i o n s covered i n r e f e r e n c e 1) f o r the
c e n t e r - o f - g r a v i t y p o s i t i o n of 30.2 perc-mt nean aero-
dynamic chord a r e compared with the requirements, the
followfng conclusions may be drawn: (Note: I n con-
d i t i o n s wh3re s t i c k f o r c e s were never zero, r e s o r t was
made t o f i g u r e 17 f o r determination o f i;he s t i c k - f r e e
s t a b i l i cy. )
,.
1. Climbing d o n d f t f o n (Tig. 10)
The a i r p l a n e was s t a b l e b o t h s t i c k - f i x e d and s t i c k -
f r e e from 90 t o 120 p e r c e n t of the speed f o r b e s t r a t e
of clinb ( V i : = 1 6 0 mph) fn compliance w i t h t2ie r e q u i r e -
ment.
2. Cruiqirig c o n d i t i o n ( f . i g . 11)
The a i r p l a n e was s t a b l e b o t h s t i c k - f l x e d and s t i c k -
f r e e a t a l l speeds t e s t e d down t o the s?end f o r b e s t
r a t e o f climb. The d a t a i n d i c a t e t h a t the s t a b i l i t y
would continue t o be p o s i t i v e through maximum p e r m i s s i b l e
d i v i n g speed ( V i = 468 mph), thus s a t i s f y i n g the r e q u i r e -
ment.
-3. Cruis-ing maximum ranE;e ( f i g . 1 2 )
The a i r n l a r s was s t a b l e s t i c k - f f x e d but s l i g h t l y
unstable s t i c k - f r e s betwem t h e speed fop b e s t rate of
climb and t h e s t a l l i n g meed. Iience, t h e requirement
was met with the s t f c k f i x e d b u t n o t with the s t f c k
free.
L

4. Gliding or- d.iving ( f i g . 13)

The a i r p l a n e was s t a b l e b o t h s t i c k - f i x e d and s t i c k -
f r e e from maxfmum l e v e l - f l i g h t speed t o t h e h i g h e s t
speed t e a t e d . It a p p e a r s t h a t t h e , s t a b i l i t y would be
p o s i t i v e through maximum permissible d i v m g speed
( V i = 468 mph), thxs complying w i t h the requirement.

5. Landing-appr0ac.h conditfon ( f f g . 10,)

C

T'ne a i r p l a n e was s t a b l e s t i c k - f f x o d but; u n s t a b l e

s t f c k - f r e e a t a l l permissible speeds dovn t o 120 p e r -
c e n t o f the s t a L l i n g spead. The requErerrient was
t h e r e f o r e mat w i t h the s t i c k f i x e d b u t n o t v l t h the
stfck free.
8

6. Landing c o n d i t i o n ( f i g , 15)
The a i r p l a n e was s t a b l e b o t h s t i c k - f i x e d and s t i c k -
f r e e a t a l l pepmissfble spseds down t o t h e s t a l l h g speed
i n complfance w i t h t h e requirement,

two,^ a i r p l a n e c o n d i t i o n s not i n c l u d e d P n r e f e r e n c e 4
were a l s o i n v e s t i g a t e d . These were the maxlmun l e v e l -
f l i g h t opeed and the wave-of'f c o n d i t i o n s , Results o f
t h e s e i n v e s t i g a t i o n s are. shown i n f i g u r e s 9, 16, and 17.
( 2 - A ) Longitudinal Control:

1. Elovator-control c h a r a c t e r i s t i c s i n turning . f l i g h t
The e l e v a t o r - c o n t r o l c h a r a c t e r i s t i c s i n t u r n i n g
f l i p h t were i E v o s t f g a t e d . i n the flap-down, gear-down,
power-off' condftiori and t h e flag-up, <?ear-ua c o n d i t i o n
with iiorrlial r a t e d power, Turns W?.TW made by t h e , so-
c d l e d "wind-up" procediwa i n x!hich a chosen normal
a c c e l e n a t i o n (shown by an indicat.i:i@ acce3.arctmtsr) 1,s
quickly maclied arid h e l d c o n s t a n t whlle t'kw s70ud i s
decreased slowly u n t i l the s t a l l o c c u r s . The power-
o f f landing-condition t u r n s were a n t e r e d f r o m t r i m a t
V J ~= 150 m i l e s p e r hour and t h e rated-yowar c l e a n condf-
t i o n t u r n s were a n t e r e d f r o m trim i n high-spaad l e v e l
f l i g h t ( V i sz 280 mph) , Data for t h e l m d i n f ; c o n d i t i o n
were analyzed o n l y t o o b t a i n the e l e v a t o r an,rrles re-
qufried t o s t a l l t h e aL.rplano, Data f o p t h e c l e a n condi-
t i o n are' shown in f i g u r e s 18, 39, and 2 0 . Figure 18
shows the e l e v a t o r ' a n g l e s ' r e q u f r e d t o trim i:; t u r n s 8 s
a f u n c t i o n o f l i f t c o e f f i c i e n t f o r th9 two c.:>nter-of-
gravity positions tested. Figur e, 19 shows the v a r f -
a t i o n o f chatzge i n s t i c k f o r c e w i t h charge i r i l=iorrnal
a c c e l e r a t . i o n f o r the two center-of -gravi.ty. ;:)os.ftions
tested, Figi1.m 20 g i v e s a sumrriayy of t h e s e charac-
t c r f s t l c s by showing the v a r i a t i o n of t h e ni3.r.suvera-
b f l i t y c r i t e r i a w i t h c e n t e r - o f - g r a v i t y -?os-itj.on. The
f i g u r e a l s o shows how the measured values congare w i t h
the l l m l t s s p e c i f i e d by r e f e r e n c e 1
The e l e v a t o r c o n t r a 1 c h a r a c t e r i s t i a s Ti? t u r n i n g
f l i g h t may be summarized a s f o l l o w s :
( a ) The f a c t t h a t only 12.5' up e l e v a t o r was re-
quired t o s t a l l t h e a i r p l a n e a t v h r i o u s speeds d u r i n g
t u r n s w i t k i n the p e r m i s s i b l e speed range with f l a p s and
g e a r down, powsr o f f , w i t h thnl3 c e n t e r of 5:ravLtg a t
 9

,24.0 p e r c e n t mean i;erociynarnic chord, f n ~ f c a t e st h a t the

31-avator c o n t r o l !_s s u f f ' i c i e n t t o a t t a i n the rnaximui
l i f t c o e f f i c i e n t a t all spe2ds with t h e most forward
mean asrodynamic chord Y.
p e r m i s s i b l e center-of -. r a v i t y p o s i t i o n (23.0 p e r c e n t
I n the c l e a n c o n d i t i o n ,
t h e requfrement was even more easllg met as I s i n d i c a t e d
by f i g w e 18.
( b ) With the a i r g l a r e i n the c l e s n , rated-power
c o n d i t f o n , balanced a t the norinal c e n t e r - o f - g r a v i t y
position (30.2 p e r c e n t mean aerodynamic c h o r d ) , the
s t i c k movement r e q u i r e d t o change from a CL o f 0.2
(annroximately 1.4) d u r i n g turn:: was o n l y
CLmax
1.0 inch. (See f i g . 2 0 . ) With t h s c e n t e r o f g r a v i t g
a t 2 3 p e r c e n t mean aerodynamic chord, the s t i c k move-
ment w a s 2.7 irrches.
( c ) The change i n normal a c c e l e r a t i o n was approxi-
mately p r o p o r t i o n a l t o t2,a change i n s l e v a t o r stfck
f o r c e a s recoLmeaded by r e f e r e n c e 1. (See f i g . 19.)
( d ) By e x t r a p o l a t i n p the d a t a o f f f g u r e 19 t o an
8g t u r n , the e l e v a t o r s t i c k f o r c e p e r u n l t normal
a c c e l e r a t i o n w i t h the normal c e n t e r - o f - g r a v i t y P O S T -
' Y t i o n (30.2 p e r c e n t mean c e r o d p a m i c c h o r d ) was about
1.8 pounds p e r g as compared t o the minimum r e q u i r e -
ment of 3 pounds p e r g. (Sse f i g . 20.)
r'

2. E l e v a t o r -control c h a r a c t a r i s t f c s i n l a n d i n g
E l e v a t o r - c o n t r o l c h a r a c t e r i s t i c s i n l a n d i n g were
i n v e s t i g a t e d by making s e v s r a l flap-down, power-off
l a n d i n g s a t each of s 2 v e r a l c e n t e r - o f - g r a v i t y p o s i t i o n s .
I n these l a n d i n g s , the a i r p l a n e was h e l d o f f the ground
a s long as p o s s i b l e by u s e , o f the e l e v a t o r c o n t r o l .
Data a r e preseiited only f o r c a s e s i n which the a i r p l a n e
a t t i t u d e a t impact was very c l o s e t o that o f the s c a l l .
The e l e v a t o r angles measured a t ground cor,tact a r e
p l o t t s d as a f'unctiowl o f c s n t e r - o f - g r a v i t 3 posftfon
i n f i g u r e 21.
Reference 1 r e q u i r e s t h a t the e l e v a t o r be capable
o f h o l d i n g t h e a i r p l a n e o f f t h e ground a t 105 p e r c e n t
o f the s t a l l i n g s p e e d ' w f t h the c e n t e r o f g r a v i t y a t
its most forward p o s i t i o n , Figure 21 shows t h a t t h i s
requirement .is e a s i l y met by the P-39C+l a i r b l a n e .
10

E l e s a t c r s t i c k f o r c e s a t l a n d i n g were d e s i r a b l y small,
these f o r c e s r w g i n g from 3 t o 7 polllids in a l l l a n d i n g s
niade ( p i l o t ' s e l e v a t o r t a b c o n t r o l s e t 4 graduatio:is
nom up).
3. E l e v a t o r - c o n t r o l c h a r a c t e r i s t i c s i n take-off
E l e v a t o r c o n t r o l i n ttike-off wa3 i n v e s t i g a t e d by
holdifig the e l e v a t o r ir, i t s f u l l - u p p o s l t f c n and d e t e r -
niining t h e s ~ e e c ia t which tha nos3 wheel r c s e f r o m the
ru.nway fo:. c e n t e r - o f - g r a v i t y positions of 24.3 and
29.4 percofit m a n aarodynamfc chord.

The spseds h t which the nose wheel r o s e were s o

smzll t h a t a c c w a t e d e t s r r r f n a t i o c o f them w a s difficult.
Eowever, i t i s ho-.vn t h a t t h e s e speeds nzver exceected
50 iiiiles p e r h o u r ) and, on t h e basis of the d a t a ob-
t a i n e d , i t i s c e r t a i n t h a t t h 3 nos3 whesl can h e r a i s e d
w i t h t h e n o s t Porwa;qd c e n t e r - o f - g r a v i t y p o s i t i o n (23.0 p e r -
c e n t mean a e r o d p a m i c chord) a t 8 sveed ws3.1 under the
max~Lrnunsp,sed (Via 7 0 mph) allowed b y r s f e r e n c e 1.
4. Longitudinal- t r i . m f n g - c o n t r o l c h a r a c t e r i s t i c s
The e f f s c t i v e n e s r of t h e e l e v a t o r trim t a b was c
de teriminsd by making s t a t i c l o n g i t u d i n a l s t a b i l i t y r.uns
w t t h the e l e v a t o r t a b a t 'its extreme posetiom f o r
t h m e ai.qlanc3' conditfons with one c e n t e r - o f - g r a v i t y
position. Eesults fron these t e s t s a r e presented i n
f i g u r e 22, where the s t i c k f o r c e per degree t a b d e f l e c -
t i o n i s p l o t t e d 2 s a functior, of f2d3.cated a i r s p e e d .
DfTect t e s t s were n o t made t o determlne sl3eed 1-anges
i n which the'. e l e v a t o r s t i c k f o r c e cou1.d be e n t i r e l y
trimmed o u t ; s o the c a p a b f l f t f e s of t h e e l e v a t o r t a b
wers detern.ifnad f r o m t a b - c f f e c t i v e r i a s s d a t a ( f i g . 2 2 ) ,
i n d i c a t o r - t a b r e l a t i o n (fig. 5 ( b ) ).
s t a t i c - s t a b i l i t y d a t a ( f i g s . 12, 15, m.d 15), and the
The c a ~ a b i l - i t i e s
of the a l e v a t o r t r i m t a b compare w i t h the r e q u i r c m a n t s
o f ref'ervnnce L as follows:
( a ) With flaps ug$ p a r up, p o ; ~ s r f o r l e v e l f l i e h t ,
and center of g r a v i t y a t the most forwaxad o r rearward
p o s i t i o n , the = l e v a t o r s t i c k f o r c e c a r i be trilruned t o
z e r o a t axy speed between high l e v e l - f l i g h t speed and
120 p e r c s n t .of t h e s t a l l i 2 g speed.

' ( b ) With f l a p s and g e a r up, power o f f , and the

c e n t e r o f g r a v f t y at, the most forward or rearward
p o s i t i o n , t3.s e l e v a t o r f o r c e can be t r b n e d t o z e r o a t
a l l speeds be tween hfgh l e v e l - f l i g h t sneed i L - d the
.
maxirnun; n e r m i s s i b l e d i v i n g speed ( f ~ i o mS x t r a m i a t e d
data)
( c ) With flaps and gear down, powor o f f , and t h e
c e n t e r o f g r a v i t y a t its inost forward.;posltion the
minimum speed a t whfch the e l e v a t o r f o r c a can be
trimrmd t o z e r o i s n o t higher than 1 4 0 p e r c e n t OS t h e
s t a l l i n g speed.
The changes i n stick f o r c e r e q u i r e d t o t r i m at
1 4 0 p e r c e n t o f the flap-down, gear-down, povmP-off
s t a l l i n g spead (1.4 V i s = 1 2 5 nzph) wfth cl-ialzps i n
f l z p s e t t i n g , gear s e t t i n g , and powei. a r e shown-beloa:
E l e v a t o r s t i c k fokce
Flaps Gear Power r a q u f r e d f o r ' C r i i n , lb
UP UP Normal rated >O
.UP UP Off 1 pull
Down Down ?Torma1 r a t e d I
3 ~1111
Down. UP Normal r a t e d 1 pull
Down Down Off 2.5 p u l l

It i s imrriedfateI.y apparent tliat; tlisse cissirably

small trim changes a r e far below the niaxbJ1il a1Iovvable
f o r c e change of 35 pounds piven i n r e f a r e m e 1.
The e l e v a t o r t r i m tab would r e t a i n any :y,lfven
s e t t i n g i n d e f i n i t e l y a s f s required.

5. P i t c h i n g moment due t o s i d e s l i p b

The p i t c h i n g moment due t o s i d e s l i p was such that

more than lo up-elevator movement was r e q c i k d t o t r i m
when the rudder w d s inavad to 5' r i g h t f r o m i t s s t r a f g h t -
f l i g h t p o s i t i o n comesponding t o z S r o w y ; l e o f bank with
r a t e d power, e l t h e r f'lal3s up o r flaps d0~11. For a11
o t h e r conditions, less than lo eleT..Utor was r 3 q u i r e d
f o r 5' rudder d e f l e c t i o n . The d a t u f o r t.hase d e t e r -
minations were obtained d u r i n g t e s t s of tlw s t a t i c
lateral and d i r e c t i o n a l s t a b i l f t y m d . may bo ssen $3
the f i g u r e s for t h i s i t e m (figs. 25 through 56).
No t e s t s were made t o deterqfrm the p i t c h i n g
moment due t o sfdesl.ip a t 95 p e r c e n t o f tho maximum
12

p e r m i s s i b l e d i v i n g speed. A t the h i g h e s t speed a t wh-ich

s i d e s l i p s wera made, however ( V f = 3 Z O mFh), a pull s t i c k
f o r c e o f 1 4 pounds was r e q u i r e d t o o f f s e t the p i t c h i n g
momsnt due t o the s i d e s l i p caused bg a l c f t rudder f o r c e
o f 180 pounds. (See fig. 2 9 . ) It appears t h a t a much
higher ~ u l sl t i c k f o r c e would be r e q u i r e d t o m a i n t a i n
l o n g i t u d i n a l t r i m w i t h a r i g h t rudder f o r c e o f 180 pounds
a t the same speed because of the unsynirciatrical rudder-
force characteristics.
B. L a t e r a l and D i r e c t i o n a l S t a b i l i t y - a n d C o n t r o l
(1-B) Dynamic L a t e r a l and D i r e c t i o n a l S t a b i l i t y
a. S p i r a l mode
The P-39D-1 a i r p l a n e was somewhat u n s t a b l e i n the
s p i r a l mode a s i s the case w i t h most a i r p l a n e s . No
s p e c i f i c t e s t s were made t o deterniine the degree of
s p i r a l i n s t a b i l i t y , but, according t o p i l o t s ovinion,
f

t h e splr;al diverzence was i r i i l c l i n s t r a i r h t f l i g h t a t

the s p e e d . f o r maximum )L/D a t d e s i g n g ~ o s swaight.
On t h i s b a s i s , the requirement of' r e f e r e n c e 1 is
satisfied, .
b. Short-neriod o s c i l l a t i o n
The s h o r t - p e r f o d c o n t r o l - f r e e l a t e r a l avid d i r e c -
t i o n a l o s c i l l a t i o n was i n v e s t i g a t e d n f t h f l a ~ sand g e a r
UP # usin2 power f o r l e v e l f l i g h t o r r a m d n o w r i n d i v e s
a-t speeds d i f f e r i n g s u c c e s s i v e l y by about 5Q mfles p e r
hour through khe range V i = 150 t o V i = 380 m i l e s p e r
hour. A t each speed, d i s t u r b a n c e s a e r s i n j t i a t e d by
a b r u p t l y d e f l e c t i n g and r e l e a s i n g the rudde:. and a i l e r o n s
separately. Typical time h i s t o r i e s of ZLrplane and
c o n t r o l motion d u r i n g and a f t e r t h e s e d i s t u r b a n c e s a r e
shown in f i g u r e 23 f o r the lowest and h i g h e s t speeds
a t which t e s t s were made. When tine l a t e r a l and
d i r e c t i o n a l o s c i l l a t i o n c h a r a c t e r i s t i c s of' the P-39D-1
a i r p l a n e a r e compared w i t h the r e q u i r e n e n t s l o r damping
given i n r e f e r e n c e 1, p e r t i n e n t is ai-e :
1. The l a t e r a l o s c i l l a t i o n always dampcl t o l e s s
t h a n one-half arfiplitucto i n two c y c l a s a t a11 speeds
between tl-iai; for .maximu! L/D avid The h i g h o s t s7eed
t e s t e d ( V i = 380 mph). The averags tims t o damp t o
one-half amp1.itude was a7Troximately one c y c l e , no
c o n s i s t e n t v a r f a t l o n o f t h i s value w i t h i n d i c a t e d a i r -
speed being noted.
 13

2. The osci-il.at!.or_s of' bckki t3n.e rudder and t h e

a f l e r o n s vve;ce coC;pkt.'31y dampsd wEthEn one cycle e me
rud.de-. always r e - ~ u ~ l n et od i t s ti:?I.r!i positfDn b u t the
a f l s r o n s dtG n o t . A i l e r 9 n Gvsrhala!-i?.e t]_2i?oi~~ho:lt the
l e v s l - f l f @ i t s p e d rsnge and t'm c o n t r o l - s g s t s m f r 5 , c t i o n
o f about 2 pounds W B P ~ r;~sponsi't;I.e f o r t h i s unsatis-
f2.Ctoi.y characteristic Figup.: 2 3 c l e a r l y shows that,
t h e a i l e r o n s remsiiz3d ir, s d e f l e c t e d s t a t e a f t $ r r e l e a s e
a t V i = 1 5 4 niiliss pe:- hour. . .

1. Yawir!g moment, clue t o s i d e s l f p

'The yawing :noment due to' s L a e s l i p w i t h ruddai. f i x e d
was i n v e s t l g a t e d by making fUll-defleCtiGn z 5 . 1 a r o ~r o l l s
whfle h o l d i n g t3.s ruddei- i n i t s trim Tosition aml? rioting
the mxfmum Engles of adverse ga;:: YE s u l t i n g f r o m rolling.
Both the clear, and thi: l z n d i n g conditioris of f l i g h t were
i n v e s t i g a t e d v i t h power o f f and powel? f o r l e v a 1 f i f g h t
a t speeds about 2 0 p e r c e n t ,peate!? tha!:i the x;espoctive
?ower-off s t a l l f n q spseds. D s 2 a from these ~:aneirvers
are shown as time h i s t o r i s s i r ~figure 24. Significant
r e s u l t s are :
(a) The naxtrmm adverse g-aw a n g l e s r e s u l t i n g f r o m
u s e c f f u l l ailei?on c ( i n t r o 1 a l w a y s were, o r ,yere
e s t i m a t e d t o be, ?.ess tbad t.he 2bo maximus allowed by
ref'er3nce 2 .
(h) T'2e d e c r c a s e f n rolling v e l o c , i t y from i t s
small .
maxinum, du? t o yaw caussd by Y'ollLng, ~ ~ ' 8 . desirably s

T h yawfng rncnient ciiit? t o s i d e s l i c , a s i n d i c a t e d

by t h a v a r f a t i o n o f yudrler wq-1-5 ivitli sl.ciesllp angle in
e s z e n t f a l l y s t e a d y s i d e s l i D s , was invustigated. a t ~rarrious
speeds in four d r f f e r s n t a i r p l a n e , c o n f i g m a t i o n s Pnstead
o f t h e t h e 3 t e s t cofiditicns s p c l f ! . e d i n rcj-fereilce 1.
A l l - s i d e s l i p s were m d c according t o the following
procedure Froh a t r i n m d coiiditl.on in s t r a i g h t
l a t e r a l l y l e v e l f l i g h t a t a chossn i c d i c a t e d a i r s p e e d ,
rudder was slowly a p p l i e d I n coordinLtion -flit11 the amourit
of a i l e r o n aricl elsvatcsr contu.01 necessary t o 13aicti?.fn a
s t r a i g h t f l i g h t p a t h and a p p o x i m a t e l g c o n s t a n t i n d i c a t e d
afrspeed. The r a t e o f yawfng ::.as r e s t r i c t e d t o about
lo p e r second o r l e s s in a l l . runs. Data were e v a l u a t e d
 14

C o n d i t f o r s for P-39D-1 S i d e s l i p T e s t s

Condttj on 'I.aps 1 Gear '

1
I
j
I
Power
I

Clean Up 25
26
27

. Clean
I 255
230
28
29
3'3-
31

Land i n g Down
I Down ?Torma1 r a t e d
205
115
32
53

La ncl ing 3own I Do7n

(26CO X'TJIX,57.2
Off
."in. 140
2-15
140
34
35
36
Y

The d a t a o f f i g i r e s 2 5 through 3F, have been summarfzed

f n f i g u r e 37 which shov:s, q u a n t i t a t i v e l y , the v a i a i a t l o n
o f s t a t i c l a t e r a l and L i r s c t i o n a i s t a b i l i t y w i t h power,
f l a p d e f l e c t f o n , and h d i c a t e d airspeed, the items shown
b e i n g measured a t s t r a i g h t f l i g h t trim with z e r o an(5lo of
bank;
The yawin.g mom2i1t due t o sideslip, a s measured by
the v a r i a t i o n of yudder an:@,e with. s i d e s l i p a n s l e , was
always f n the c o r r e c t d f r e c t i . o n except a t the lowest speed
t e s t a d ( V i = 110 mph) Pn t h e c l e a n conc'Litiol1, e i t h e r with
r a t e d p ? w t : r C Y Tower off. I n b o t h of' t h c s c c o n d - i t i o n s ,
there was a ~ a ; i c bof s P d . e s l 8 3 a r , ~ l . e swhere the ~ v . ? ~ d e r -
f f x a d d . i r e c t : i o n a I s t a 3 i l f t y was m u t y a l ( f % g s . 2 5 and 3 0 ) b
Vifth t h e above exceptfons, t h e s i c ? e s l i p an5'l.e was always
n c a r l p proportions1 t o t,h.a chance in yudde.r. angle fmm -
t r i m f'cr angles of' sldeabir: bctvleen 215'. I n all t e s t s
where K G Y ~ than 150 s l d e s l ; ? was :.cached, z.n I n c r e a s e i n
rudder a n e l e alvtiys r e s u l t e d . in am i-ncreass fn t'he angle J
 15

of s i d e s l f p I n t h e range above 150 o f s i d e s l i p . Full

rudder d e f l e c t i o n ( 3 5 O right, 27.50 l e f t ) was never
reached d u r i n g the s i d e s l i p t e s t s . Figure 37 shows how
the rudder-f ixed d i r e c t i o n a l s t a b i l i t y a t normal s t r a i g h t -
f l i g h t t r f n v a r i e s with power, f l a p d e f l e c t i o n , and in-
d i c a t e d afrspqed.
The yawilzg moment due t o s i d e s l i p witn rudder f r e e ,
a s i n d i c a t e d by the v a r i a t i o n of rudder pedal f o r c e with
s i d e s l i p anglo a t any given speed, was u n s a t i s f a c t o r y
i n the rated-power conditions with f l a p s up o r down a t
l o w and moderate speeds. In l e f t sideslips t h e r e was
no d e f i n i t e f o r c e g r a d i e n t while i n r i g h t s i d e s l i p the
p e d a l f o r c e began t o l i g h t e n a t about 15' s i d e s l i p .
Furthermoi?e rudder-force r e v e r s a l e i t h e r occurred o r
was hmlnenC i n s i d e s l i p s t o e i t n e r direc,tfon a t low
speeds w i t h r a t e d ' p o w e r (figs. 25, 26, 33, and 34).
The f o r c e r e v e r s a l s were encountered a t f a i r l y l a r g e
a n g l e s of s i d e s l q p , however, and the r e v e r s i n g f o r c e s
were manageable. I n the power-off c l e a n c o n d f t i o n a t
Vi = 1lO.miles p e r hour, the rudder f o r c e g r a d i e n t was
z e r o in t h e rang3 of s i d e s l i p a n g l e s where the rudder-
f i x e d d i r e c t f o n a l s t a b i l i t y was n e u t r a l ( f i g , 30).
F o r all o t h e r power-bff' c o n d i t i o n s t e s t e d , rudder-force
c h a r a c t e r i s t i c s were s a t i s f a c t o r y .
2, R o l l i n g moment due t o s i d e s l i p
The r o l l i n g moment due t o s i d e s l i p ( a i l e i o n s f f x e d
and f r e e ) was measured i n the s i d e s l i p t e s t s o u t l i n e d
i n t a b l e I1 above. Results a r e shown i n f i g u r e s 25
through 36. The v a r i a t i o n of' t h e d i h e d r a l e f f e c t , as
measured a t normal s t r a i g h t flight; t r i m , w i t h i n d i c a t e d
a i r s p e e d i s given I n f i g u r e 37.
The r o l l i n g moment due to s f d e s l i p ( s t i c k - f i x e d ) ,
a s measured by t h e v a r t a t i o n o f a i l e r o n angle with
s i d e s l i p a n g l e , was alwags i n t h e c o r r e c t d i r e c t i o n i n
r i g h t s i d . e s l i p s although i t became margfnal a t l a r g e
a n g l e s of s i d e s l i p , In c e r t a i n ranges o f l e f t s i d e -
s l i p w i t h r a t e d power a t low speeds, f l a p s up o r down,
the s t t c k - f i x e d dihedral e f f e c t w a s n e u t r a l o r ,slightly
n e g a t i v e ( f i g s . 25, 26, 33, and 3 4 ) . As shown by fie-
u r e 37, t h e s t i c k - f i x e d d i h e d r a l e f f e c t a t t r i m Tor z e r o
bank angle was always in t h e c o r r e c t d i r e c t i o n , The
r o l l i n g moment due t o sideslfp ( s t i c k - f r e s ) , as measured
by the v a r f a t f o n o f a i l o r o n s t i c k f o r c e w i t h s i d e s l i p
a n g l e , w a s i n t h e wrong d i r e c t i o n i n a l l t e s t c o n d i t i o n s
a t speeds below about V i = 2 0 0 m i l e s per how.
 \

16

The r o l l i n g noment due t o s i d e s l l p r e s u l t i n g from

abrupt a i l e r o n d e f l e c t i o n s , rudder f i x e d , was never S O
g r e a t t h a t a r e v e r s a l i r r r o l l i n g v e l o c i t y occurred.
This is in accord w i t h the requfrements. Data i l l u s -
t r a t f n g ‘ t h e e f f e c t on r o l l i n g v e l o c i t y o f t h e ya~p,rdue
t o a i l e r o n s f o r c r i t i c a l low-speed f l i g h t c o n d i t i o n s
m a g be found on f i g u r e 24.
3. STde f o r c e due to s i d e s l f p
The v a r i a t i o n of s i d e f b r c e w i t h s i d e s l i p angle
was d e t e m i n e d by measuring a n g l e s o f bank d.uring a l l
t h e s i d e s l i p t e s t s o u t l i n e d fn t a b l e I1 and t h e r e s u l t s
a r e shown i n ff,t;ures 2 5 through 3 6 . The e f f e c t of
power, f l a p s , and speed on t h e s i d e f o r c e a e a r normal
s t r a i g h t - f l l g h . t t r i m ( z e r o Sank a n g l e ) i s shown In
f i g u r e 37. 1

Rsference 1 r e q u i r e s t h a t the s i d e f o r c e should

always be such t h a t r f F h t bank accompanies r i g h t side-
s l i p anC l e f t bank accompanies l e f t s i d e s l i p . The
P-39D-1 a i r n l a n e G e f i n i t e l y s a t i s f i e d t h e r e q u i r e n e n t s
for all P l i g h t c o n d i t i o n s t e s t e d .
( 3 - 3 ) S t a t i c D i r s c t i o n a l and L a t e r a l C o n t r o l : c
I
1. Rudder c o n t r o l
The a b i l , i t y of the rudder t o overcome t h e adverse I

ysw p e s u l t i n g a f t e r t h e a i l e r o n s were a b r u p t l y moved

from t r i r r , t o t h e i r f u l l y d a f l e c t e d p o s i t i o n w a s i n -
v e s t i g a t e d b y making s i m u l a t e d t u r n e n t r i e s i n which
enough rudder c o n t r o l was used t o m a i n t a i n zei-o s i d e -
slip. These t e s t s were made w f t h f l a p s and g e a r
down u s i n g power for l z v e l fliek;t ;t about 1 2 0 p e r c e n t
o f the power-off s t a l l i * t g speed., and w i t h f l a p s and
g e a r up u s i n g 2ower f o r l e v e l flight a t about 120 p e r -
cent o f t h e powar-off s t a l l i n g speed.
.
The requirements s t a t e t h a t the rudder c o n t r o l
should be capable of n e u t r a l i z i n g t h e adverse yaw and
t h a t rudder p e d a l f o r c e s n e c e s s a r y t o accomplish t h i s
should be vader. 180 pounds.
complied v i t h t h e s e r e q u i r e m n t s .
The P-39D-1 a i r p l a n e
The adverse yaw
could. 134 completely o f f s e t by usfiig about h a l f o f the
\
’ a v a i l a b l e ruddeli’ d e f l e c t i o n f=.orn t r i m . Corresponding
rudder F?sdal f o r c e s wrare a r 2 r o x i n a t e l y 100 pounds.
The rudder gave s u f f i c ’ i e n t d l r e c t i o 2 a l c o n t r o l t o
maintairl s t r a i g h t ground paths d u r i n g n o r n a l t a k e - o f f s
 17

and 1.a.ndings with rud.der pedal f o r c e s much lower than

180 pounds. These c.harac!terl.stics are f n d i r e c t
cornl?lfanse with thoss rsqu%d.
The vEtrfatfon o f ?udder forc'a z e q u l r e d t o trfm i n
s trai.&t f l i g h t wf t h ind-iceted a i r s p e e d when t h e rudder
f o r c e was i n i t i a l 1 . g trimmed t o z e r o a t maxfmm- l e v e l -
f l i g h t s p e d wLth normal rhted powar f s shown i n f'1.g-
u r e 28. T h i s f i g u r e i n c l . u d s s tbe ruc3dor-force v a r i -
a t i o n f o p ' t h s power-off condition w i t h t h e same t r i m
tab setting. By e x t r a p o l a t i n g the rated-power curve
t o maximum permfssfble dLvir,g spead ( V i = 468 mph),
i t i s saeri t h a t 60 t o 70 pounds push on t h e ].eft pedal
would be ;-equfred t o .trim. This 1 s well w i t h i n the
150-pound niaxinurir allowed by r e f e r e n c e 1. When the
power was reduced f r o m r a t e d power t o power off a t
high l e v e l - f l f g k t speed, a l e f t p e d a l f o r c e o f about
60 pounds was r e q u i r e d t o maintain s t r a i g h t f l i g h t
Yhs minimum speeds a t which the rudder f o r c e zou7.d
.
be e n t i r e l y t r i m m d o u t fn s t r a i g h t l a t s m l l y l e v s l
f l i g h t u s i n g rated. power were V i = 1 2 3 m3.les p e r hour
w i t h f l a p s and g e a r up and V i = 138 miles p e r hour
w i t h f l a p s and g e a r Sown,
The rudder-control c h a r a c t e r i s t i c s o f the P-33D-1
a i r p l a n e , i n g m e r a l , were considered good.
2. Lateral control
?%e aflerorl. c o n t r o l c h a r a c t e r i s t i c s were d a t e r -
rxined accop6ing t o t h e u s u a l TiTtiCA procsdure. The
a l r p l a m vr~lhs trimmed fn l a , & r a l l y l e v e l s t e a d y flight
at a chosen p o w e r and s ~ : 2 e d : t h e n the a i l e r o n s were
a b r u p t l y d e f l 3 c t e d a deSim6. amount while t h e rudder
was h e l d f i x e d i n 'its t r h c o s i t i o n . Data were
e v a l u a t e d on t h e hilsfs of t h s m.aximu!! i - o l l f n g v e l o c i t y
a t t a i n e d i r i any g i v e n r o l l and thi: corrssponding a i l e r o n
s t f c k force.
P r e l i n i n a r y t e s t s a t low speeds gave i n d f c a t i o n s
t h a t h i g h s t i c k forc.:s woulc? n o t p r o v i d e i r s u r a n c e
a g a i n s t dangerous a f l a r o n d e f l e c t i o n s a t h i g h speeds.
€IEtnce, an analysts of the a i l e r o n s t r e n g t h was made i n
o r d a r t o e s t a b l i s h a m l a t i o n betvlem. p e r m i s s i b l e
ailei.on d s f l e c t f o n s and i n d i c a t e d a i r s p e e d . Figure 39
p r e s e n t s the r e l a t i o n de terrr6nc:d i n s e l f - e x p l a n a t o r y
fashion.
A i r p l a n e c o n d i t i o n s ussd f n th4 a i l e r o n t e s t s are
l Z s t e d by number i n t a b l e Z I T a c c o r d i n g t o t h e o r d e r i n
18

which the r e s u l t s w i l l . bc d i s c u s s e d . ?Tote t h a t r e f e r -

ence i s rnc-de t o t h e f i g u r e p r e s e n t i n g the r e s u l t s f o r
e a & t e s t confiitiovl.

A i r p l m e Condit€ons for A i l e r o n C o n t r o l
Characteristics Tests

Power
d i c a t e d Ff cur
Flaps Gear I ELn ir re
e show ti ng
suits
spe e d
ob sine

1 Lev c 1-f 1i g h t Down Down 109 40

2
3
--
Le v:; 1 f 1f @I t Dovm
Leve 1 f 1i Ght UP
Down 140
113
40
41
UP
4 Leve l-i'li;;h t UP TJP 160 42
5 Le ve 1-f1i g h t 'JP UP 210 4.3
6 Le vc3 1- f ligl?t ';fP UP 26;) 44
7 F m n a l - r a t e d 'Up Vp 319 45
8 ITornal-rated 1JP UP 3.s 0 46
9 -
nTo m a .1 r L.L te d TJP UP 410 47
' 10 Off Down Down 95 '1;3 -
11 Off Down Down 1E?5 48
12 O fr 100 49
13 Off 150 49 I

--II

The curves o b t a l n s d by f a i r i n g the d a t a c o l l s c t e d i n

t h e t e s t s made with f l a - o s - ~ . n dgear np ( c o n d i t i o n s 3
through 9 ) have bseil d.u]3lics.tted.on a coinrnon s e t of axes 'in
f i g u r e 50 t o sh.cvr the e f f e c t of s p e e d on a i l e r o n c h r a c -
terlstics. iiigure 51 swmarfzes the d a t a for the c l e a n
T l -

canclition i n t h e .form o f aileron m ; j l e , i > o l l t i i i v ~elocity

a.t 10,000 f e e t , and pS/2V availafsle for s t i c k f o r c e s o f
b o t h 30 and 50 pounds 2 l o t t e d a g a f n s t f n d i c a t e d a f r s p e e d .
A t speeds above 210 v . i l e s p e ? hour, -the smmarg f i g u r e
is h a s s d on e x t r a p o l a t i o n s o f t h e d p ~ t a.gSiven i n f i g u r e 50
t o s t i c k f o r c e s o f 30 and 50 pounds or t o full. a i l e r o n
deflection. These e x t r a p o l a t i o n s wers n e c e s s a r y a t
speeds above V i = 210 mfles p e r h o u r 'ceca.usf: i t was
u s x a l l g p o s s i b l e t o r e a c h the c a l c u l a t e d permissible;
aileron d e f l e c t i o n s w i t h s t i c k f o r c e s slfglr-tlg undei-
30 pounds.
 19

The a i l e r o n c o n t r o l c h a r a c t e r i s t i c s o f t h e P-39D-1
a i r p l a n e may be summarized a s f o l l o v ~ s :
( a ) The maxfmun r o l l i n g v e l c c i t y obtained from a b r u p t
d e f l e c t i o n s o f t h e a i l e r o n c o n t r o l v a r i e d smoothly with
and was approximately p r o p o r t i o n a l t o a i l e r o n d e f l e c -
t i o n from t r i m i n a l l s p e c i f i e d c o n d i t i o n s (covered by
conditiolis 1 through 9 i n t a b l e 111). The a i l e r o n s
m r e overbalanced i n t h e l e v e l - f ' l i g h t speed range, t h i s
overbalance covering a p r o g r e s s i v e l j s m a l l e r percentage
o f the t o t a l a i l e r o n t r a v e l a s t h e speed i n c r e a s e d ,
(See f i g s ' . 40 2nd 50.) Above maximwn l e v e l - f l i g h t
speed ( V i a= 280 rriph) t h e overbalance disappeared e n t i r e l y
and the v a r i a t i o n of c o n t r o l f o r c e xrith a i l e r o n d e f l e c -
t i o n became s a t i s f a c t o r i l y amooth.
(b) A t approximately 1 2 0 p e r c e n t o f t h e r e s p e c t i v e
power-off stalltng speeds w i t h F l a p s and gear up o r
down, g r a d i e n t s o f a i l e r o n c o n t r o l f o r c e mftk d e f l e c t i o n
* w e r e such t h a t t h e a i l e r o n s would t e n d t o i n c r e a s e t h e i r
d e f l e c t i o n ff y e l e s s a d from a n i n i t l a l p o s i t i o n n e a r trim
e i t h e r w h i l e making a i l e r o n r o l l s o r s t e a d y s i d e s l i p s .
Although t h e f r i c t i o n o f about i 2 pounds i n t h e a i l e r o n
c o n t r o l system terzds t o make the overbalance l e s s
o b j e c t i o n a b l e , t h e adverse s t i c k foslces were c o m s n t e d
on by t h e p i l o t i n t h e s e manewer$. Furthermore, when
h i g h normal a c c e l e r a t i o n s were reached during recovery
. from rolls a t Vi = 210 miles p e r hour, the s t i c k tended
t o whip v i o l e n t l y f r o m one s i d e t o t h e o t h e r . Vihether
t h f s was a m a n i f e s t a t i o n o f t h e overbalance accompanying
h i g h a n g l e s o f a t t a c k and a c c e n t u a t e d by the h i g h e r
speed o r whether t h e ' e f f e c t r e s u l t e d from yaw due t o
r o l l i n f ; f s not known.
( c ) The time r e q u i r e d t o reach maximum r o l l i n g
a c c e l e r a t f o n a f t e r f u l l a i l e r g n d e f l e c t i o n was reached
i n the rolls f o r c o n d f t i o n s 1 and 3 was extremely s m a l l .
I t i s known t h a t t h e s e time incTements were much less
t h a n the maximum allowable given by r e f a r e n c e 1. The'
v a r f a t i o n Of r o l l f n g accelaratTon w f t h time was always
in t h e c o r r e c t d i r e c t i o q up t o t h e time o f maximum
rollfng velocity.
( a ) With power o f f , ' gear down, qnd f l a p s e i t h e r up o r
down a t 210 t o 150 p e r c e n t o f t h e r e s p e c t i v e power-off
s t a l l i n g speeds, t h e a i l e r o n s were n o t s u f f i c i e n t l y
e f f e c t f v s t o meet the requirements. I n these copdftions,
20

full a i l e r o n d e f l e c t i o n s t o b o t h r i g h t and l e f t produced

aversge v a l u e s o f pb/EV of between 0.06 and 0.065 as
ccmparcd w i t h a s p e c i f i e d minimum o f 0.07 ( d a t a shown i n
f i g s . 4 8 and 4 9 ) .
With f l a p s and g e z r up, t h e rolling v e l o c i t y
obtained by a b r u p t full d e f l e c t i o n o f t h e a i l e r o n s a t
a l l speeds between 110 p e r c e n t of t h e power-off s t a l l i n g
spesd and. t h e speed a t which a s t i c k f o r c e of 50 pounds
would be reEched was such that pb/ZV was approximately
0.06 as compared with the minimum requirement of 0.39
( f i g . 5 1 ) . The speed ,st whiclh a s t i c k f o r c e o f 50 pounds
would be r e q u i r e d t o h c l d f u l l a i l e r o n d e f l e c k i o n was
about 240 m i l e s p e r hour i n d i c a t e d a i r s p e e d , which i s
somewhat i n excess of 80 p e r c e n t of maximum l e v e l - f l i g h t
speed.
A i l e r o n e f f e c t i v e n e s s n t speeds npproaching t h e
maximurn p e r m i s s i b l e d i v i n g speed was n o t i n v e s t i g a t e d
because of s t r u c t u r a l deformation and b u l g i n g of t h e
a i l e r o n a t speeds i n excess o f V i = 410 m i l e s p e r hour.
These phenomena a r e bol.ieved r e s p o n s i b l e f o r t h e l o s s
i n pb/2V of about 20 p e r c e n t for a given a i l e r o n
d e f l e c t i o n a t t h i s speed. The b u l g i n g of t h e a i l e r o n
f a b r i c a t Vi E 410 m:les p e r hour was determined by
v i s u a l o b s e r v a t i o n from t h e c o c k p i t .
%

'viith f l a p s and g e a r do'm, power off, a t 110 p e r c e n t

of tho s t a l l i n g speed, pb/2V f o r full a i l e r o n d e f l e c -
t i o n vas such t h a t t h e product p x b was eqilal t o
about 18 f e e t p e r second as compared w i t h a minimun
requirement of LO f e e t p e r second.
The a i l e r o n t r i m - f o r c e c h a r a c t e r i s t i c s were d e t e r -
mined by trimming t h e a i r p l a n e f o r z e r o s t i c k f o r c e a t
maximum l e v e l - f l i g h t speed w i t h normal r a t e d power and
theil obtatiijng continuous r e c o r d s of t h e a i l e r o n s t i c k
f o r c e as t h e a i r p l a n e ' s speed was slowly changed f r o m
s l i q l ~ t l y.above tl:at o f t h e s t a l l t o Vi 410 m i l e s
p e r hour i n l a t e r a l l y l e v e l f l i g h t . One r u n was made
with r a t e d power and o n e with power o f f u s i n g t h e same
t a b s e t t i n g . i k t a f r o n - t h e s e t e s t s showed t h a t t h e
a i l e r o n t r i m f o r c e change w i t h power. o r speed was
n e g l i g i b l e (under 2 pounds) for speeds up t o V i = 400
m i l e s per hour. A t Vi c 410 m i l e s p e r hour, however,
a sudden e r r a t i c change i n t r i m occumed reyuirj-ng a l e f t
s t i c k f o r c e of between 5 and 8 pounds. This phenomenon may
have been caused by t h e d i s t o r t i o n of t h e a i l e r o n f a b r i c
t ?*
21

prevfoirslg mentioned. %cause the t r i m r u n s were n o t

extanded t o cover s?eeds m...ich i n e x c s s s o f V i = 410 miles
p e r h o m , f t is not; ?,cssfkLe tc, s t a t e whether o r n o t the
trix f o r c e a t t h e hi$iest ~ a ~ , m i s s f b d
l ei v i n g speed
( V i = 468 mph) would be under the naxirrian allowabls *,ralue
o f 10 pounds.
3. Rud.der and a i l e r o n tr.irming d e v i c e s

The rildder and a i l e r o n t r i x i i n 9 d e v i c e s would r e t a f n

a given s e t t l n g indafinitsly a3 r e q u i r e d .
C. Stalling Characteristics
The s t a l l i n g c h a r a c t c r i s t L c s of the P-Z9D-1 a i m l a n e
were i n v e s t i g a t e d f o r f i v e d i f f e r a n t a i r o l a n e configura-
tions w L t h t k s c 3 n t e r of g r a v i t y a t 25.1 p e r c s n t mean
aerodyna:nic chord ( q e a r u p ) a t a n e s t i m a t e d mEdF7iGh.t;
g r o s s v e i 3 h t o f 7650 pounds.
1. S t a l l s ent.sy.ed from s t r : a i z h t f'lfght
Table I V p r e s e n t s the a i r ? l a n e coiiffg.trr;ations i n
which s t a l l s e n t e r e d f'rom s t r a i g h t f l i g h t were rnada.
The ,f'lrst f o c r c o r f i z u r a t i o m s l i s t e d are those for which
t h e s t a l l i i ~ preqiiirsments of' r13.f.=rense1 shoul? be s a t i s -
fied. A l l the s t a l l s V ~ I Y L ? aonrosch~dby crusinF the
speed t o d r o p off slov2.g whfl3 Laterally l e v e l , s t r a i g h t -
f l . f @ i t was nlaiataFned b y rnfnfmurri use of t h o cDlitro1s.
When tkAe f'irst s t a l l b r e a k occui-md, one o f th4 f o l l o w -
i n g t h r e e rrocedures f'cr c o n t r o l manipulatLon was used,
e a c h pyocedura bei.ng inszd in a t Least two a t a l . l s i n each
c o n f i g w a t l o n : (1) A l l t h r e e c o n t r o l s were f i x e d ;
( 2 ) t h e rudder was f k e d and the u i l a r o n s weiie usad i n
an a t t e r m t t o c o n t r o l th; l a t a r a l a t t f t u d g while thc.
e l e v a t o r was f w t h e r r a i s e d ; o r , ( 5 ) the i.ii:.ler.o.i.is w e ~ e
f i x ~ 3 dand the r-;Lct?..=r was -iISad i n an a t t e m p t t o c o n t r o l
t h e l a t e r a l a t t i t u d e w h i l a thy e l e v a t o r was f u r t h e r
raised. A d i s c u s s i o n o f the s t r a i F h t - f l i g h t s t a l l i n g
cbarac t , a r f s t . i c s f o l l o a s
22

--t
I
I

--i---

M
cl
 23

( a ) The appearance of the s t a l l was always marked

by the simultaneous occurrence o f a m i l d r o l l i n e i t h e r
d i r e c t i o n and a downward p i t c h i n g motion, If immcdiate
a c t i o n was taken t o e f f e c t recovepy b y use o f t h e con-
t r o l s a t t h e f i r s t s i g n of s t a l l i n g , tile a i r p l a n e s t i l l
r o l l e d through 8 c e r t a i n angle dependin3 on the a i r p l a n e
configuration. The a i r p l a n e would roll i n e i t h e r d i r e c -
t i o n f o r any given i ' l i g h t c o n f - i g w a t i o n and t u f t s t u d i e s
nade by th'e p i l o t i n d i c a t e d t h a t the small degree of
asyliuie t r f c a l , stalling was c r i t l c a l l y afPec t e d by the yaw
angle e y i s t i n g - a t the time s t a l l i n g occurred. A t the
s t a l l , t h e t u f t s always suddenly raversod d i r e ' c t i o n
simultaneously over l a r g e varyin: a r e a s o f both wings f r o m
t h e r o o t o u t t o w i t h i n about 4 f a e t o f t h e t i p s . The
ti:Js were never observed i n a s t a l l e d c o n d i t i o n , After
the i n i t i a l roll occurred, t h e a i r p l a n e ' would tend t o
r e t u r n t o l a t e r a l l y level f l i i g h t w i t h o r without use o f
t h 3 c o n t r o l s < a n d then a l a t e r a l and p i t c h i n g o s c i l l a t i o n
would 6nsue ag the s t a l l progressed t o hfgher normal.
a c c e l e r a t i o n s and a i r s p e e d s ,
(b) I n every ' c o n d i t i o n t e s t e d , t h e s t a l l developed
abruptly, There was no warning of' ths approaching stall
e i t h e r i n the form of b u f f e t i n g and shaklng o f the a i r -
plane o r c o n t r o l s , o r i n the f o r m of a marked I n c r e a s e
in the rearward movement o f O F f o r c e on the c o n t r o l s t i c k .
A t t h e s t a l l break, the a i l e r o n s f l o a t e d i n such a manner
that t h e s t f c k tended t o move i n the d i r e c t i o n o f the
i n i t i a l . roll. T h i s a c t i o n occurred too l a t e t o c o n s t i t u t e
a warning, however. The movements of the c o n t r o l s re-
q u f r e d f o r t r i m p i n g d u r i n g the s t a l l approach were never
grsot enough t o be considered i m p o r t a n t a s s t a l l warnings.
Figure 52 1s a time h i s t o r y of a s t a l l showing t h e typical
absence o f warnink and m s u i n g motions o f the a i r p l a n e
when the c o n t r o l s were f i x e d at, t h e s t a l l . break.
( c ) , I n any bonclition, a t any time a f t e r t h e s t a l l
occurred, pecovery could be e f f e c t e d 1;r;ornptly by aFply-
i n g down e l e v a t o r . The a i l e r o n s w e w r e l a t l v e l y i n -
e f f e c t i v e i n controlling tho l a t e r a l a t t i t u d e d u r i n g
the s t a l l . If the e l e v a t o r was h e l d f i x e d o r r a i s e d
t o a greate.r angle, t h e airplane. mould u l t i m a t e l y r o l l
a g a i n s t f'u11 a i l e r o n c o n t r o l , The rudder appeared t o
be s l f g h t l y more e f f e c t i v e than the a i l s r o n s . However,
u s e of the rudder g e n e r a l l y r e s u l t e d i n extreme o s c i l l a -
t o r y rolling v e l o c i t y and s i d e s l i p v a r i a t i o n s , An ex-
ample oi' the l a r g e amplitude o s c i l l a t i o n s o c c u r r i n g i n a
r u d d e r - c o n t r o l l e d s t a l l is shown i n f i g u r e 55.
24 *

(d) '7T-e r o l l i n g and yawlns moments due t o s t a l l i n g .

landings .
i n iar,dings were i n v e s t i g a t e d by performtng f u l l y s t a l l s d
U a c c n t r o l l a b l e yawfng moments were n o t ex-
.
periariced d u r i n g s t a l l e d landfiles, b u t the r o l l i n g motion
was objectionable
2. Stalls er,tered from t u r n i n g f l i g h t
S t a l l s fron! t u r n i n g flight were xade w i t h t h e a i r -
plane i n aach of t h e f i r s t f i v s c o n f i g u r a t f o n s Given i n
table IV. F o r t h a flap-down c o n f i g m a t f o n s , t h e t u r n s
were e n t e r e d r',yorn t r i m a t an f n d i c a t e d speed of aSout
150 mfles per'hour. For the f l a p - u 2 c o n f f g u r a t i o n s ,
the correspondins t r i m speed was about V i = 230 infleS
p e r hour. A f t e r i n s t a b i l i t y due t o s t a l l i n g w a s
.
encountered, the e f f e c t i v e n e s s of a l l tha c o n t r o l s was
inve s t 3. gate d
The s t a l l i n g c h a r a c t e r i s t i c s i n t u r n i n g f l i g h t were
v e r y similar t o those of s t r a i g h t f l i g h t : The s t a l l e d
t u r n s :Ilere c h a r a c t e r f z e d by l a t e r a l , d i r e c t i o n a l , and
pitclifng o s c i l l a t i o r p which i n c r e a s e d i n i n t e n s i t y w i t h
i n c r e a s e d up-elevator d e f l e c t i o n ; the a i l e r o n s tended
t o f l o a t i n the d i r s c t i o n of t h e r o l l , the adverse
s t i c k f'orces being g r e a t e r because o f the h i g h e r speeds;
and t u f t s t x l i e s i n d i c a t e d t h a t the flow breakdovm
occurred i n a similar manner t o that observed i n the
stalls entered f r o 2 straight f l i g h t , A time h i s t o r y
o f a s t a l l e d tuim made w i t h the a i r p l a n e i n t h e c l e a n
c o n d i t i o n u s h g r e t e d power i s skiown i n f i g u r e 54.
There was no adequate warning of the approaching
s t a l l i n any a i r p l a n e c o n f i g u r a t i o n s p e c i f f e d i n t h e
requirements of r e f e r e n c e 1. In t h e c l e a n c o n d i t i o n
with engine i d l i n g , t h e r e was a s l i g h t shuddering of
t h e a i r p l a n e f m i e d i a t e l y before the s t a l l occurred.
Recovery could always be efi'ec t e d promptly during
s t a l i . e d tI-i.rns by anplying down e l e v a t . o r , The a i l e r o n s
a:id i-duddeii were e f f e c t i v e i n c o n t r o l l i n g the l a t e r a l
a t t f t u d z f o r sorxe t i x e a f t e r t h e i n i t i a l s t a l l o c c u r r e d
but contf_n_ueda p p l i c a t i o n o f u p - e l e v a t o r s o w led t o
excessive yawing and i.olling.
Thesd t e s t s i n d i c a t e t h a t the a i r p l a n e dolss n o t
make a good gun p l a t f o r m a t a n g l e s of a t t a c k v e r y near
t h a t o f the s t a l l because o f t h e l a t e r a l i n s t a b i l i t y
 .
t c 25

i . which accompanies the s t a l l . Although the s t a l l c a n

occur without complete l o s s of c o n t r o l , and recovery
i n p o s i t i v e , the r o l l i n g t h a t occurs r e s u l t s i n d f r e c -
t i o n a l ' changes t h a t would make following. a t a r g e t most
difficult.
D. C o n t r o l F r i c t i o n
The f r i o t i o n i n each of t h e t h r e e c o n t r o l systems
was determined by o b t a i n i n g continuous sychronized
r e c o r d s o f c o n t r o l p o s i t i o n and f o r c e a s t h e c o n t r o l s
were slowly moved through t h e i r d e f l e c t i o n ranges.
These t e s t s were made under s t a t i c conditions w i t h the
temperature a t about 700 F, The friction.characteristics
o f t h e e l e v a t o r and a i l e r o n c o n t r o l s are p r e s e n t e d
g r a p h i c a l l y i n figure 55.
When the c o n t r o l f r i c t i o n o f the P-39D-1 a i r p l a n e
i s compared w i t h the maximum allowable s p e c i f i c a t i o n s o f
r e f e r e n c e I, the r e s u l t s . m a y be expressed i n t a b u l a r
f o r n as f o l l o w s :

Friction a t Maximum allowable

Control neutral deflection friction a t neutral deflection
' * -
(Ib) (W
Elevator 167 2.14
Aileron 2.3 1.37
c Rudder 2.0 10.00

CONCLUSIONS

Results. f r o m the f l y l n g - q u a l i t i e s t e s t s made w i t h

the Bell P=39D-1 airplane (A.A.F, No. 41-28378) may be
summarized as follows :
A. Longitudinal S t a b i l i t y and Control C h a r a c t e r i s t i c s
1, The s h o r t - p e r i o d , c o n t r o l - f r e e l o n g i t u d i n a l
o s c i l l a t i o n s damp o u t completely i n l e s s than two c y c l e s
i n a l l conditions t e s t e d .
b 2 . The center-of - g r a v i t y p o s i t f o n s ( p e r c e n t mean
. aerodynamio chord) a t which s t a t i c l o n g i t u d i n a l s t a b i l i t y
i s n e u t r a l , a s dqtermined by t e s t s a t two ceiiter-of-
g r a v i t y p o s i t i o n s , a r e a s follows.
4
 26

Airplane Sticlc-fixed Stick-free

condftfon CL c .e. COT.
-- ----
~axiaurtil e v e l - 0.2 (trim) ,3.0 36.7
flight speed e 8 33.8 30.2

-
Clinibing
,
..8
0.45 (trim)
---*i--
32.5
32.5
32.0
32.5
--
75 percent
r>atad --ewer 0.25 (trim) 1 23.2 33.4
cruiai n g .b
, .._. I 22.6 30.2

Crufs!ng maxi- 0.45 ( tr3.m) 32.0 30.2

-
m u ~ nr m g e .8 31.7 29.0
\ 0.2 (tl4rn) 35.6 38.1.
Glidfng .8 4E.. 6 31.8

Wave-off I 0.75 ( t r i m )
1.2 I
I
35.0
34.6
^-I_

Landing 0.75 (trim) 39.5 27 .?

approach 1..2 36.0 27.2

Landing 0.75 (trim)

I Z6.Q
36.0 I 34.0
24.0

.
2. A l a r g e i n c r e a s e in stfck-free s t a b i l i t y is
exuerienced a t high speed. I t Is s u s m c t e d t h a t t h i s
incresne 5.11 s t a b i l i t y is due t o bulgfng o f the e l e v a t o r
fabric o r derormation of tha tail p l a n e .
4. A loss ir! s t R b i l i t ; p due t o f r e e i n ? the e l e v a t o r
is s q e r i = n c e d i n a l l f l i q h t conditions a t low and
illoderate s p s e d s , A s c l o s e l y a s 1.s d? t e r q i n a b l e from
t h e d a t a o b t a i n e d r h i s l o s s amounts t o a shift in t h e
n e u t r a l p o i n t o f about 3 p e r c e n t r e a n aeroriynamic chord.
-
3. I n t h e c l e a n , rzted-yDwari c o n d i t i o n , the stick
r ? o v e m n t s r e q u i r e d t o change the C T from 0.2 i n s t r a i g h t
P l i c h t t o CL i n s t e a d y turning Fflight
: a t about
rnax
1C,COO fl3et a l t i t u d e for the two c e n t e r - o f - g r a v i t y
nositions t a s t e d are:
 27

Center-of-.p-avfty positim, Rearward s t i c k movement,

percent X.A.C. in. et s t i c k grip
20.2 1.0
25.1 2.2

6, I n tho c l e a n , rated-poner condit'ion, ttie ale-

v a t o r s t i c k f o r c o g r a d i e n t s as 1:ieasuped fn s t e a d y t u r n -
i n g i'l-ight a t a b o u t 20,030 f e a t a l t - f t u d e f o r tha t;vo
center-of-ci-avity p o s i t i o n a t e s t e d a m :
- -
C 3 n t c ? r o f c r a v i tp go s i t i on,
p e r c e n t F.A.C.
30.2 1.C
25.1 7 1.

7. The e l e v a t o r c o n t r o l I s srnn1.J f o r landing and

take-off w i t h t h e c e n t e r of g r a v i t y a;iyvhere i n the
permfsyiblc range.
8. The e f f e c t i v e n e s s o f the l o n g i t u d i n a l t r i r i i i n g
ccnti?ol is adgquate,
9. A t Vi: = 1 2 5 miles p e r h o u r the changes in s t f c k
f o r c e r e q u i r e d t o t r i m . duo to c h ~ n q . s a f n f l a p , gear, and
power a m iiever more than 3 ?ouids.
10. The 3 l e v a t a r trirrming d e v i c e ~111.keep a g i v e n
setting indefin5tely.
11. I n t h 9 r a t e d - ~ o w s , rc o a d f t i o n s the p i t c h h g moment
a u e t o sideslip i s s-uch. ticir,t mam t h a n lo ch.anSa f n e l e -
v a t o r mgl-e is r e q u f r s d t o t r i m when t h e s i d e s l i p 3.3
changed fron: t h a t f o r s t r a i g h t , laterally h v e l f l i g h t
t o an a n g l e corresponding t o a change t o the rl.ght i n
rudder angle. F'cr a l e f t rudder d e f l s c + , f o n o f 5' from
the same t r f n ; with r a t e d power, hnd for -?os~er-oPf'ia
e i t h e r d i r e c t i o n , Less tha9 '1 change i n 3I.evator a n g l e
f s rzq:l.lred t c mafntafn t h e f n i t i a l speed.
B o L a t e r a l and D f r e c t f o n s l S t a b i l i t y and C o n t r o l
1. The spiral dfver;go:ice 1 s n o t o b j e c t i o n a b l e .
2. The c o n t r o l - f r e e , s h o r t - p e r i o d , lateral and
d i r e c t i o n a l o s c f l l a t i o n s damp t o one-half' amplitude
28

in less than two c y c l e s I n a l l c o n d i t i o n s t e s t e d .

O s c i l l s - t i o n s of t h e c o n t r o l s damp c o n p l e t s l y w i t h i n
cgcl-e but the a f l s r o n s do nol;. r e t u r n t o t r i m a f t e r
being z b r q t l y d e f l e c t e d and raleasc3d a t low speeds .
3 . !When the a‘il.ei.ons a r e f’u11y d e f l e c t e d w i t h t h e
Tudder held f i x e d fn i t s .trin: .Dosition a t 120 p e r c e n t
of t h e stalling s p e ~ d ,e i t h e r in ths c l e a n o r l a n d h g
condition of‘ f l f ~ y h t , the maximwi angle o f s i d e s l i p
developed i s l e s s t h a n 20°.
4. The y a x k i g moment due t o sideslip i s such t h a t
the a i r p l a n e e x h i - b f t s s a t i s f a c t o r y v a r i a t i o n s o f rudder
angle? with s i d e s l i p a n E l e fn a l l conditions t e s t e d
except in s n a l l ranges of s i d e s l l p a n g l e s ncar t r i x i n
the c l e a n c o n f i g u r a t i o n , e i t h 3 r w i t h m t e d power or
w i t h powsr o f f . M,ld rudder-force r e v e r s a l s occur o r
a r e i.mnina;it in s f d e s l i p s t o 3Ptherl d f r e c t f o n a t low
speeds with r a t e d power, e i t h e r with Plaps lip o r down.
5. The s t i c k - f i x e d d f h a d r a l e f f e c t I s n e u t r a l t o
negative i n c e r t a i n rang33 of l e f t s i d e s l i p a r L s l a w i t h
r a t e d 2owar a t l o w s p e c i s with I”1.a.p~a i t h o r up oil down.
The s t i c k - f r e e d i h e d r a l e f f e c t i s n e g a t i v e I n all f’lftTht
c o n d i t i o n s bolow kn i n d i c a t e d speed o f about 200 miles
per hour.
-
6. With rxdder f i x e d , t h e r o l l i n ; ; v e l o c i t y never .
)

revei-”ses ?us to p w r e s u l t i n g fron fv.11 a i l e r o n d e f l e c -

.
t i o n , Lhe r e e u c t i o n -7.n r ’ o l i i n y v e l o c i t y due t o t h i s e f f e c t
befn.; s l i g l i t

7. !!Tie s i d e f o r c e due t o z i d e s l i p i s always i n t h e

c o r r e c t d-frectTon.
8. The r u d d e r - c o n t r o l ciinr8cterfstj.c:s a r e s a t i s -
f a c t o r y i n a l l r e s p s c t s for overcoming adverse a P l e r o n
yaw, f o r maintaining s t r a i g h t ground p a t h s durl.ng t a k e -
o f f and 1and.fng runs, and for maintaining s t r a i g h t f l i g h t
p a t n s with t h e w h g s l e v 3 1 a t any permissible s p e d i n
any co nfi p w a t ion.
9. Although the response t o abrugt a p p l i c a t i o n o f

i s i n s u f f f c i e n t in n e a r l y fill f l - f g h t condL tl.ons

a i l e r o n d e f l e c t i o n a t l o w speeds producss average v a l u e s
.
a i l e r o n c o n t r o l i s s a t i s f a c t o r y , the a i l e m n e f f e c t i v e n e s s
Full .
of pb/2V of about 0.06 or 0.065 i n any a i r ;lolane
 29

. configuration as compared t o d e s i r e d values of 0.09

and 0.07' :for the xaneuvering and landing condi.tions o f
flf&it, r e s p e s t i v e l y . At an indicated airs'i3eed of
410 m i l e s p e r hour, pronounc3d bulglrrg of the a i l e r o n
f r b r i c was noted. *

10. The a i l e r o n s are ovarbalanced tkroughout t h e

l e v e l - f l i g h t s,peed range; t h i s ovei-!xlQnce covers a
progre,asfvely s m a l l e r percentage o f ths t o t a l cie.flectfor,
range ,as t h e speed increases. ASo~re zkximwn l e v e l -
f l i g h t speed, the overbalance e n t i r e l y disa2psars. The
speed a t w h i c h f u l l . a i l e r o n d e f l e c t i o n i s accompanied
by a s t i c k fame of 50 pounds i s abov.t 85 :je:.i::ent of the
maximum l e v e l - f l i g h t speed.
11. I n s t r a i g h t , l a t e i - a l l y . l e v e l flightJ the v a r i -
a t i o n of a i l e r o n stic% f o r c e r e q u i r e d t o t~fn?with a
g i v e n tab setting i s d e s f r a b l y sraall. up t o about 400 mfles
p e r hour h d f c a t e d a l r s p e e d , A t V i = 410 R i l e s p e r
hour, howewr, a sudden .*,ncreasa in s t i c k f o r c e o f 5 to
8 pounds t o the l e f t is r e q u i r e d t o m a i r i t c . l f ; i t r i m .
12. The rudder and a i l e r o n t r h u n i n g .-ce s r e t a i n
any g i v e n s e t t i n g I n d e f i n i t e l y .
C. Stalllng Characteristics
1. The s t a l l always occurs fibruyjtl.;T :,;.!-%he s s e n t i a l l y
no warnlng whether e n t e r e d from s t r r , i g h t o r -ti.r:mlng f l i g h t .
2. Recovery from a s t a l l e d ccndlt;i.cn ctin always be
promptly e f f e c t e d by the a p y l i c a t f o n of' down e l e v a t o r .
3 . lincontrol-lable gawinp :?mtions a r e clot encountered
i n s t a l l e d landings a l t h o u g h the ~ o l l t ~ f. s~ :ibjectlonable
g .
4. Tke a i r n l a n e does n o t c o n s t i t u l e 1 ,;ood gun
p l a t f o r m i n the r e g i o n of the s t a l l B ~ c r l v s sa b r u p t r o l l -
ing occurs w3en t'?s a i r u l a n e , s t a l l s ; this s w 3 ling r e s u l t s
t a r g e t ve r2y dEff f c u l t.
i n d i r e c t i o n a l c h a n p s which voiild nako f'c~1?.o1vfng a
30

D. Control F r i c t i o n
F'rFction In the e l e v a t o r and rudder c o n t r o l systems
i s d e s i r a b l y small. The a i l e r o n c o n t r o l system . f r i c t i o n
i s a3out twice a s great as t h e maxinun arno-mt considered
de s ira'cle

Langley Memorial A e r o n a u t i c a l ,Laboratory,

N a t i o n a l Advisory Committee f o r Aeronnu.tfcs,
Langley F i e l d , Va., September 2 1 , 1943.

-
4 31

Name and type ... . . V-1-710-35

;.o....o....a...o.....r... B e l l P-3cD-1
( A 11 IT', NO 41-2clS7S )
Sngine
Ratfng :
............................... Allison
Take-off..................... 11.50 h p a t 3CQO rpm a t
s e a Zevsl
Maxfnnm contiwious ........... lGOO h p a t 2600 rpm a t
10,800 Si;
Milftary .................... 1150 fip a t 30G0 r p ' i a t
12,000 re
Supercharger ................ S i n g l e - s t a g e , s i n g l e - s p e a d
Supercharger gear r a t i o , . . . . . . . . . . . . . ........... 8.8:l
Propel-ler ...................., ... C u r t i s s constant-speed
D i m e t e r ............................... 10 ft 45 in.
Number of b l a d e s ................................... 3
Gear r a t i o ...................-..... .............. 1.8:l
Fuel c a y a c i t y (without belly t a n k ) , g a l ............. 120
Of1 c a p a c i t y ( i n c l u d i n g 2 g a l . i n p a r h o x ) , g a l , . .. 11.7
Weight ampty, l b .................................. 5599
Normal gross weight, lb ............................784'7
Y

PerrrxLssihle c.g. raiig9, p e r c s n t I\!.;.A.C.

Weight as flown ' f o r t e s t s ( a t t a k e - o f f )
........ 23 tc 31
c.&. a t 30.2 p e r c e n t @,A.C. ( g e a r up),lb ........ 7600
(gear up),lb ........ 7800
c

a t 2 5 . 1 p e r c e n t N.A.C.
wing l o a d i n g (normal gross weipkt) , l b / s q f t ...... 36.72
c.&.

P o x s r l o a d i n g ( n o r m 1 gross w e i g h t , 1003 lip) ,lb/hp 7,83

Over-all b g f g h t (taxyini: position) ........ 3 ft 3-g 1 in.
Over-all l e n g t h
Wing:
............................ 30 ft 2 in. I

Span, f t ........................................
Area ( h c l u d i n g a i l e r o n s and s e c t i o n . through
34.0
fu-sslage), s q ft ..............................
iiirf'o€l section, r o o t ...................... 212.2
NACA 0015

Aspect r a t i o
......................
A i r f o i l section, t i p
.................................... WkCA 23009
mea^ asrodyiiamfc chord, f't
Leading edge M.A.C.,
......................
..
i n . aft L a E . root chord
5.42
6.72
5.41
Taper m t i o .....................................
....
Dihedral ( a t 30 p e r c e n t c h a s d , ugper szzrface)
3. .37
'4
I w f d a n c e from t h r u s t axis ....................... 2'

a
32

Wing f l a p s ( s p l i t , t r a i l i n g - e d g e t y p e ) :
Area, sq f t .................................... 26-20
Span ( a l o L i ghilige line), ?A.................... fy&
Travel, deg
Aflerons :
.................................... 43
.................
Length (along hirige I f f i e ) , i n .
Area ( a f t hinge l i n e , each, including tabs),sq f'c 5.91
79.55

Balance t a b s , inboard m d outboard

...............
Ffxed balance a r e a ( e a c h ) , sq f't 1.82
.......................
Area ( e a c h t a b ) , sq f t
.........................
Span ( e a c h t a b ) , i n .
0,473
22.69
Horfzontal tail:
Span; f t
Area, sq f t
.......................................
.................................... 40,04
13

.......
Incidence f r o m t h r u s t a x i s , deg, L.E. up %
1
..........................
S t a S i l f z 3 r a r e a , sq f t
E l e v a t o r a r e a ( a f t hfnge l i n e , i n c l u d l n g
23.30
..................................
t a b ) , Sq f t
................... 12.49
..................
E l e v a t o r balance a r e a , sq f t
E l e v a t o r t r i m t a b area, sq f t
Dfstance e l e v a t o r hinge l i n e t o 1eadLng
3-65
0.119
edge N.A.C.,
Vertical t a i l :
..............................
ft 18.58

Area, sq ft;
...........
V e r t i c a l span (along kinp l i n e ) , f't
.................................... 5.63
19.01
........ 4
O f f s e t f r o m t h r u s t a x i s , d e @ , L.Z. l e f t
................................
F i n a r e a , sq f't 7.94
Rudder a r e a ( a f t hinge l i n e , fncludilig
..................................
t a b ) , sq f t
.....................
Rudder balance a r e a , sq f t
9.49
1.58
....................
Rudder t r i m tab a r e a , s q f t
Distance rudder hinge t o l e a d i n g edge, N.A.C.,
0.435
ft ........................................... 18092

. .

I .

c
I * 33

-'
Anon. . Stability and C o n t r o l Requirements f o r U. 3 .
~

1.
Rimy A i r p l s n e s . Arm3 A i r Forces Speciffcation,
J ~ n e10, 1949.

2, Thcmpson, F. L., and Znlovcfk, John A,: Afrspeed

Measurements in F l i g h t a t Hfgn Speads. NACA A.R.R.,
O c t . 1942.
 1

d
d

8
a,
9
w
0
B
a,
'S
4
F:
0
k
w
 B
a,
.r(
3
k
cd
a,
k

I
a,
a,
k
.G
E+
I
c6

- -
P
15.66 I'

26 44"

L I T
INCIDENCE +ZoA SCALE, iN. NAlmNA1 IOYIWY
Ewmu F a Ulouullct

HIJ
5-7-43

FIGURE 4; - THREE-VIEW DRAWING OF BELL P-39D-I AIRPL.4NE AND

CROSS-SECTIONAL OUTLINES OF AERODYNAMIC SURFACES
(A.) THREE-VIEW DRAWING
 3
6
0
L
0
0,
ru
Q

6 \
-i
-3
-.
1
I u

ii
.
nguie 6 ( c ) . - Variation of aileron tab angles rith ailemn angl9. 1
Bell P - 3 D - 1 airplane, cockpit aileron trim tab
Indicator s e t a t 0.
1
c
W

.
 R g u r e 10. - The longitudinal
as
stability and control characterlstics of the P-39D-1 airplane
measured In straight flight. Cllmblng conditions: rated power (2600
rpm, 57.2 in. Hg at 10,000 feet), forces trimmed to zero at approximate
m e e d f o r best climb. f l a u s and m a r UD.

.
 I 1 ,

power (2300 rpm, 31 in. Hg at 10,000 f e e t ) , f o r c e s trlmmed t o zero at speed

*

l l ! gear ;tom. I
kg Figure 16. - Theaslongitudinal stability and control characteristics of the P-39D-1 aiwlane
measumd in straight flight. Wave-off condition: rated power (2600
I
_IAvL--L,
rpm, 37.2 in. Hg at 10,000 feet) forces trimned to zero v+th engine idling
at vi = 1 3 0 ~flaps and sear down.
I ,I 1 -7 -, - - L A .?-A& 1 - 1 -J -1.A- - i
*

0
:+cure 17. - Plots showing the s t i c k - f i r e d and s t i c k - f r e e neutral points for
t h e \aA-ious a l T l a n e conditions t c s t e d .
> ^ -< I _ ._ L_ -_I
e
4
0

8
--..
. I'

'.
d

N
0
a

.
3
J

J
 3

N
0
sJ
J
c
1

2.

I
P
.

L Figure 32. - Sideslip characteriatics a t l l v l i c a t e d airspeed o f 205 mph i n

l--
. the power-off, c l e a n condition. B e l l P-J9D-1 airplane.
Figure 33. - Sideslip characteristics a t 1
the rated-power. landing CO1
J
t

L
.

Flgure 77. - Smnary 01 sldealip characteristics showing variatlon of l a t e r a l and

dlrectlcnal atabllitg with :nZ:cctec' c i x ; e a d a s rrsawrrd at
aiGe&:n m & e s r u r r e a p o n a i n ; to z e m ~ i g l eof hank.
c

l m i l a r ring-alleron c m b l n a t i o n a t Mach
0.475. EfPect of balancing tabs
+
.
.
 * s t a l l e d turn nade with Bell P - J 9 D - l airplane
i n clean c o Lition with rated power. Note lack of s t a l l
warning. Note adverse f l o a t i n g tendency of a i l e r o n s a t
l7-l/2 and 28 seconds. Note ternoornry recovery result:%
fran applicationAof down e;le_catof -at 2 l - s e ~ 0 - n d ~ ~ - -
.