Correlation of predicted and experimental lateral oscillation characteristics for several airplanes Page: 4 of 34
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NACA RM A52J06 3
Its horizontal and vertical tail surfaces are swept back 400 and 330,
respectively. Airplanes A, B, and G have low wings; airplanes C and F
a have low midwings; airplanes D, H, and I have midwings; and airplane E
has a high midwing. Six of the airplanes (A, C, F, G, H, and I) are
single-seat fighters; B, D, and E are two-seat night or all-weather
The flight data available from reports by the Armed Services and
NACA were not sufficient to conduct an adequate survey. Consequently
the manufacturers of each airplane were contacted to obtain the neces-
sary information. The manufacturers were requested to furnish flight
data of the type desired and information on the mass and geometric char-
acteristics and wind-tunnel tests comparable to those of the test vehicle.
The wind-tunnel test results were available in reports (some unpublished)
from the NACA and other wind-tunnel facilities. The desired flight-test
V information was requested to be in the form of time histories of controls-
fixed lateral oscillations at several altitudes over a range of speeds.
These time histories were to furnish, more specifically, the period and
time to damp to half amplitude of the lateral oscillations.
The manufacturers furnished flight data together with static wind-
tunnel data and geometric characteristics for airplanes A, C, D, E, F,
and H. Additional flight data were obtained from Armed Services reports
for airplanes C and D. Wind-tunnel data and geometric characteristics
were furnished for airplanes B, G, and I by the manufacturers. Flight
data for airplane B came from Armed Services reports and for airplanes
G and I from NACA tests.
Appendix A presents a complete list of the symbols used in the cal-
culations and the presentation of the data. Figure 2 shows the system
of axes used for the calculations. The method of calculating the period,
P, and the time to damp to half amplitude, T1/2, is outlined in detail in
appendix B. References 1 through 4 were used to estimate the rotary
stability derivatives, neglecting frequency effects (reference 5).
Reference 6 was used to estimate the effect of Mach number on the rotary
derivatives and the low-speed static stability derivatives. The airplane
was assumed to be rigid (no aeroelastic effects), and all controls were
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Heinle, Donovan R. & McNeill, Walter E. Correlation of predicted and experimental lateral oscillation characteristics for several airplanes, report, December 15, 1952; (https://digital.library.unt.edu/ark:/67531/metadc59423/m1/4/: accessed April 18, 2019), University of North Texas Libraries, Digital Library, https://digital.library.unt.edu; crediting UNT Libraries Government Documents Department.