NACA RM NO.

~~8~27
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NATIONAL ADVI/

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3 1176014379748 -;-,-,-. _ RJQJJ-ICS

IES-EQCHMEMORANDUM for-the Bureau of Aeronautics, FIJIGEl!TMEASDepartment of the Navy

S OF THE LONGITUDllUL STABIIJTY AND CONTROL OF THE GRUMMAN F8F-1 AIRPUNE TED NO. NACA 2379

CaCTERISTICS

By Arthur

Assadourian i

and John P. Reeder

This paper presents the results of flight tests to longitudinal stability and control characteristics and acteristics of the Grumman F8F-1 airplane. The lateral stability-and control characteristics were reported in

determine the the stalling charand directional reference 1.

With the normal center-of-gravity position, approximately 26 per' cent mean aerodynamic chord, the airplane was unstable below the trim speed of 180 miles per hour and neutrally stable with stick free from to 340 miles per hour, while with the stick fixed it was unstable below 220 miles per hour, end neutrally stable above 220 miles per hour The airplane was stable when in the normal rated-power clean condition. in the gliding condition and unstable below the trim speed in the powerapproach condition, stick fixed and stick free. The instability in the rated-power and power-approach configurations was considered acceptable because of the light stick forces involved. The airplane was generally stable in the rated-power clean condition, stick fixed and stick free, in accelerated turns for the range of conditions tested. However, in the case of the aft center-of-gravity position (27.4 percent M.A.C.) and the lower speeds, the elevator control force became zero at the highest accelerations reached, a condition the pilot considered very The elevator deflection available was always sufficient and the power of the elevator trimming tabs was adequate except that the airplane could not be trimmed below 14.0 miles per hour in the landing condition. The nose-up change in trim due to adding power in the landing configuration The stalling characwas considered large enough to be objectionable. teristics were acceptable and recovery was normal. Changes in longitudinal trim in the form of normal acceleration and pitching induced by yawing velocities and sideslips of the airplane were deemed unsatisfactory.
180
ObJectionable-

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NACA RM No. StiH27

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A series of flight tests have been made at the Langley Flight Research Division at the request of the Bureau of Aeronautics, Department of the Navy, to determine the flying qualities of the Grumman F8F-1 airplane. This paper presents the test results necessary to determine the longitudinal stability and control characteristics end the stalling characteristics. These tests were made between February and June of 1947The range of Mach numbers covered in this investigation was approximately 0.10 to 0.62, and no attempt was made to investigate compressibility effects at higher M&h numbers. The lateral and directional stability and control characteristics of the subdect airplane have already been reported (reference 1). Also presented in this paper is a discussion of the normal accelerations induced by yawing velocity and sideslip which were considered ob,jectionable by the pilot for this airplane. A discussion of the undesirable accelerations has been included with a view towards formulating some flying-qualities requirements lim iting themDESCRIPI'ION OF AIRBLAKE The Grumman F8F-1, number 94873, used in this investigation was a production airplane with a modified vertical tail (configuration 3 of A three-view drawing of the airplane is presented in * reference 1). figure 1. The airplane was constructed of m?tal except for the control surfaces, which were covered with fabric. TriI&ng tabs were provided All the on the rudder, both elevator surfaces, and the left aileroncontrol surfaces were aerodynamically balanced, the elevator having the overhar@ng type, the rudder a horn type, and the ailerons the Frise type balance. In addition, both ailerons had sprFng tabs, and a bob-weight was installed in the elevator control system which required a pull force on the control stick of approximately 5 pounds per go Cross sections of of elevator the control surfaces are shown in figure 2. The variation position with deflection of the control stick is presented in figure 3. Elevator deflections were measured with respect to the stabilizer, the incidence of which was O.y", leading edge up from the fuselage reference line. The airplane was designed to Incorporate a belly tank, but all the tests reported herein were made with the belly tank off. General specifications of the airplane are given in table I. A more complete description and photographs of the airplane are presented in reference 1. lXSTRUMERTATION Standard NACA instruments were used in the F8F-1 airplane for the flying-qualities tests and the instrumentation is described in detail in

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NACA RM No. SL8H27

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referenCe 1. Airspeed was measured with a swiveling static head, mounted one chord length ahead of and slightly below the right wing tip., and a shielded total-head tube, also mounted ahead of the wing tip. The airspeed system was calibrated for position error by means of a trailing 4 airspeed bomb. . Calibrated airspeed as used herein corresponds to the reading of a standard A-N airspeed meter connected to a pitot-static system that is free from position error and is defined by the formula vc = 45 .08fo& where V, is in miles per hour, qc is the difference between total pressure and correct static pressure in inches of water, and f, is the compressibility correction factor at sea level (reference 2). Control-stick forces were measured by means of a strain-gage apparatus installed in a control column, replacing the service stick and having the same length, approximately 16.5 inches from the hinge line to the center of the grip. Sideslip angles were measured by a yaw vane mounted one chord length ahead of the left wing tip. The sideslip data were not corrected for any angularity in the flow existing at the yaw type airplanes showed that the vane. Previous tests made with similar correction would amount to no more than 2 . TEST RESULTS AND DISCUSSION The results of the tests cations of reference 3. are evaluated .

in terms of the specifi-

Dynamic Longitudinal
Oscillations

Stability

Short-period were induced in the rated-power clean condition at several speeds for each of two center-of-gravity positions at an altitude of approximately 10,000 feet. The procedure used was to trim the airplane, then abruptly pull up to approximately 2g and release the control column. Time histories of these pull-ups are presented in of the elevator occurred in some 4. Very small oscillations eases, particularly at low speeds, but were satisfactorily damped. The period of the elevator oscillation was short enough so that the airplane did not respond, as shown by the records of normal acceleration. No unusual rough-air effects.on longitudinal stability were noted by the pilot.
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NACA RM No. SL8H27 Static Longitudinal Stability

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The static longitudinal stability was measured at two center-ofgravity positions, approximately 26 m a 22 percent M .A.C. (mean aerodynamic chord) with landing gear up. The forward shift of the center of'gravity due to lowering the lanaing gear was approximately 0.7 percent M*A.C., whereas fuel consumption could cause forward shifts of as much as 3 percent M .A.C. The weight of the airplane at take-off was about 9500 pounds. In the presentation of the data, account has been taken of the effect of varying fuel loads on weight and center-of-gravitfposition. c Figures 5 to 7 contain plots of the variation of elevator angle, elevator control force, aa sideslip angle in straight flight against calibrated airspeed. For this series of tests, the pilot held the airplane at essentially zero angle of bank and, therefore, laterally level flight can be assumed. Plots of the variation of the elevator angle with normal-force coefficient and the variation of elevator force divided by the impact pressure Fe/qc with normal-force coefficient are presented in figure 8 for the three conditions tested. The stick-fixed and stickfree-neutral points were determined from the slopes of these curves. The neutral points for a given lift coefficient are defined as the center-of"e m a dEk/% gravity positions at which the slopes are zero- The aeN dCN determination of the neutral points in the rated-power clean, gliding, snd power-approach conditions for several normal-force coefficients is shown in figure 9. Figure 10 shows the variation of stick-fixed and stick-free neutral points with normal-force coefficient. It should be noted that the neutral points are accurately determined only when their locations are reasonably close to the range of center-ofgravity locations tested. W h e n the neutral points are far removed from the normal center-of-gravity lim its of the airplane, however, their exact location is of little practical significance and they serve mainly to show whether or not the airplane is stable rather than the degree of stability. The degree of stability in these cases is better indicated by the curves of elevator stick force and elevator angle against airspeed. The requirements of reference 3 state that with the center of gravity at its rearward lim it, the variation of elevator angle with speed must have a stable slope within the speed range specified for a given flight condition, and the variation of the elevator stick force with speed shall be such that push forces are required to increase speed from trim and pull forces to decrease speed. Information received from the Grumman Aircraft Engineering Corporation indicated that the normal center-ofgravity lim its were approximately 26.7 percent M .A.C. aft and 21 percent M .A.C. forward, with the landing gear retracted. For each condition tested, data were obtained for center-of-gravity positions representing approximately the fore and aft lim its.

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NACA RM No. SL8H27 ..... .. . . . I .. . .. I .. II. l . .

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5 the static lo&:.

The following tudinal stability

conclusions were reached regarding of the F8F-1 airplane:

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1. Rated-power clean condition-The airplane was unstable up to , approximately 220 miles per hour and neutrally stable from 220 . ' -to 400 miles per hour, stick fixed, %nd unstable up to approximately 180 miles per hour and neutral,ly stable from 180 to 340 miles per hour, stick free, for the aft center-of-gravity position (27.1 percent M.A.C.) when trimmed for laterally level straight flight at 180 miles per hour. For the forward center-of-gravity kosition (22.1 percent M.A*C.), the airplane was unstable below the trim speed and stable above, stick fixed and stick free. 2. Gliding condition.The airplane was stable, stick fixed and stick free, for the aft center-of-gravity position (25.7 percent M.A.C.) and the fo?Xmd center-of-gravity position (22.2 percent M.A.C.) when trimmed for laterally level straight flight at 14.0 miles per hour. 3. Power-approach donditionLThe airplane was unstable below the trim speed of 110 miles per hour and stable above stick fixed and stick free, for the aft center-of-gravity position (24.6 percent M.A.C.). For the, forward center-of-gravJty position (21.2 percent M.A.C.) the airplane was unstable below 100 miles per hour and stable above, stick fixed and stick free0 4. General.The static-longitudinal-stability requirements of reference 3 were satisfied only fop the airplane in the gliding condition and above the trim speed'for the power-approach condition. The instability-of the airplane in the rated-power and power-approach conditions was considered mild by the,pilot a& acceptable because of the light stick forces. The effects of power on the stability of this airplane a&low speed were rather large. These power effects were, however, less than might be expected for an airplane with an engine and propeller of such large size in relation to the rest of the airplane. The power effects were probably kept at a minimum due to the fact that the thrust axis was tilted down 3-60 from a reference line parallel to the airplane when the wing is at the angle of zero lift. , Longitudinal Control in Accelertited Flight

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The longitudinal stability end control characteristics in accelerated flight were investigated in right and left turns made in the ratedpower clean condition at an altitud& of approximately 10,000 feet. Spot records were obtained in steady turns3 at 200 and 300 miles per hour at various accelerations. Figure 11 presents curves of the variation of ' elevator control force with normal acceleration at each speed for two while figure 12 shows the variation of elecenter-of-gravity positions, . vator angle with airplane normal-force coefficient in the turns.
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NACA HM No. SL8H27

The stick-fixed maneuver points were determined for a normal-force coefficient at the middle of the range covered for each speed as the center-of-gravity position where values of the slope a6,/acN are zero in figure 13. The stick-fixed qeuver pointwas at approximately 29 percent M.A.C. at an indicated airspeed of about 350 miles per hour and a normal-force coefficient of 0.3 and moved aft with decreasing speed or increasing normal-force coefficient. The stick-free maneuver points were also determined from figure 13 for an acceleration at the middle of the range covered at each speed. The stick-free maneuver points are the center-of-mvity.positions where values of the slope are zero in figure 13. The symbol n dFe/dn represents normal acceleration in gravitational units. The stick-free maneuver point for a 3g turn at 350 miles per hour was at approximately 28 percent M.A.C. end moved aft as the speed and acceleration decreased. Throughout the test range of normal-force coefficients and accelerations in right and left turns, the airplane was generally stable, stick fixed and stick free, for both forward snd aft center-of-gravity positions,'the stability being more positive for the Forward center-ofgravity position, the higher speed, and right turns. However, in the case of the aft center-of-gravity position (27.4 percontrol force became zero cent M-A-C.) and the lower speed, the elevator at the highest accelerations reached (fig. 11). The pilot considered this condition very objectionable and the requirement of reference 3 which states that the elevator control-force,gradient in steady turns shall never be less than 3 pounds per g was not satisfied. Longitudinal control in landing.The longitudinal control in Figure 14 presents a time history landing was considered satisfactory. of a typical landing from which it will be noted that with the center of gravity at approximately 24 percent M.A.C*, landing gear down, about 16O up-elevator or about two-thirds of that available wss used to land. at about Another landing record showed that, with the center of gravity approximately 21 up-elevator, or 3O less than that avail20 percent, Although in both cases it was not possible able, was required to land. to trim the airl,lane below approximately 140 miles per hour, the elevator control forces were well below the maximum of 35 pounds considered satisfactory by the standards of reference 3Longitudinal control in take-offs.The power of the elevator to control the longitudinal attitude of the airplane during take-offs was Time histories of a few take-offs were presented found to be adequate. in reference 1. The variation with speed of the power Longitudinal trim control.of the elevator trimming tab in terms of pounds of control force per degree of tab deflection is presented in figure +5 for two flight

NACA HM No. SL8E27

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7 possible to trim the elevator control forces to zero center-of-gravity range from the highest speed few percent of the stalling speed for all but the The minimum trim speed for this condition was about

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conditions. It was throughout the test reached to within a *ding condition. 140 miles per hour.

Trim changes due to flaps and power.- The longitudinal trim changes due to flaps, landing gear, and power were measured with the center of gravity at approximately 26 percent M.A.C. (landing gear down) and with the elevator trimming tab set at- 21.2o (full) nose-up at 140 miles per The airplane was trimmed with flaps and landing gear do-urn, engine hour. idling, and successive changes in configuration were made as shown in the table. Position Flaps Down Down Down VP ofPower setting gear Down Down b VP ' Engine idling in. in. Hg Hg 1

Landing

Approximate elevator , control force (1%) 0 ~

Normal rated (41.5 at 2600 rpm) Normal rated (41.5 at 2600 rpm) Normal rated (41.5 at 2600 z-pm)

24.2 push 29.2 push 43.0 push

in.- Hg

The large trim change, requiring an elevator control push force of clean 43 pounds, in going from the landing to the normal rated-power condition did not satisfy the standards of reference 3 which states that it should be possible to maintain a given trim speed using any combination of engine power, flaps, or gear setting without exerting push or In particular, the nose-up change pull forces greater than 35 pounds. in trim due to adding power was considered large enough to be objectionable. Since the pilot observed that the trim change in going from the landing to the normal rated-power clean condition was by far the largest, no other configuration was tested. Pitching moment due to sideslip.In the course of making rudder kicks and control releases from steady sideslips, the test pilot'noticed changes in longitudinal trim causing the airplane to pitch. His findings were verified from a study of the test results which showed appreciable To ascertain the changes in normal acceleration and pitching velocity, extent of these effects, a few additional tests-were made and the results of oscillations plotted in figures 16 to S9. Typical time histories

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NACA RM No. SL8H27

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induced b'y rudder kicks are presented in figure 16, from which type of data the summary plot of figure 17 was obtained. In'this figure, change in normal acceleration is plotted against change in rudder angle. It should be noted that the normal-acceleration changes which occur are dependent upon the time interval the rudder is held in the deflected position and, therefore, the values presented in figure 17 should be considered as only qualitative. The solid curves represent the first acceleration peak after the rudder is kicked. In left rudder kicks, the airplane initially pitched up but then pitched down more violently. The dashed portion of the curves represent this second peak. The pitching motion is caused by the combined effect of the gyroscopic action of the propeller and the pitching moment due to sideslip. In the case of right rudder kicks, both these effects tend to pitch the airplane down. In left rudder kicks, the airplane initially pitches up because of the gyroscopic moments, but then pitches down as the sideslip builds up. Figure 18 presents typical time histories of maneuvers in which the stick WEEIreleased from steady sideslips with the rudder fixed= These results, therefore, isolate the effect of pitching moment due to sideIt is seen from this figure that the acceleration increased as slip. the center of gravity was moved aft. From data of this type, the summary plot of figure 19, presenting change in normal acceleration against sideslip angle, was obtained. The large changes in normal acceleration due to release of the stick were considered unsatisfactory. The results of these tests are to be cbnsidered as a preliminary investigation towards formulating some flying-qualities requirements limiting the amount of pitching motion of aircraft induced by yawing motion. As the results show, the elevator forces required in steady sideslips, though they do not appear excessive, may, if coupled with a low stick force per g gradient, cause high accelerations. Therefore, airplanes having low stick force per g gradients should have corre. spondingly small elevator stick forces due to sideslip. % . h6e were analytically determined using the data obtained in accelerated turns* A correction to account for the moment introduced by the bobweight was applied to the data. The values of the rate of change of elevator hinge moment with angle of attack (2% and with elevator deflection Chg e were -0.0014 and -0.0068 per degree, respectively. Hinge moments.The elevator hinge-moment parameters

a;na c

CONTROLFRICTION The friction in the elevator, rudder, and aileron control systems were measured on the ground at about 60~ F in terms of control forces. As shown on the following page, all three controls satisfy the requirements.

NACA RM No* SL8H27

Control

Friction at neutral deflection (lb) fl$ f6 +12 4

Maximum allowable friction at neutral deflection (lb) +3 t7 +2

Elevator Rudder Aileron

STALIXNG CRARACTERISTICS Time histories of stall approaches and stalls in the rated-power clean, gliding, and power-approach conditions are given in figure 20. The stalling characteristics of the F8F-1 airplane for various configurations were as follows: i 1. Rated-power clean (fig. 20(a)).Stalls in this condition varied somewhat in nature and speed, probably due to differences in sideslip angle and to rate of change of angle of attack during different stalls. In a typical case, however, there was a mild roll to the left which could A very be easily corrected followed by an abrupt roll to the right. steep nose-up attitude gave some stall warning in this condition. The stalling characteristics were considered satisfactory because of the . relatively small initial rolling velocity. 2. Gliding (fig* 20(b)).The elevator control force was in the correct direction but was light. At the stall, the nose dropped abruptly with a sharp roll to the left. The stalling characteristics in this condition were acceptable. 3. Power-approach (fig. characterized by a mild roll The stalling characteristics mildness. 20(c)).Stalls in this condition were to the left accompanied by mild buffeting. were considered acceptable be'cause of their

4. Landing.- Rearward stick movement accompanied by a lightening of the elevator stick forces provided a good stall warning as the stall At the stall, the nose dropped at 94 miles per hour was approached. and the airplane rolled abruptly to the right about 15'. Stalling characteristics in this oondition were acceptable. 5. Wave-off.Stall warning consisted of a fairly steep nose-up attitude and buffeting of the rudder from about 90 miles per hour to the A sudden roll to the right and a severe stall at 78 miles per hour. .a'

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NACA m

NO.s&r27

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nose-down pitching characterized the stallStall warning was considered satisfactory because of the rudder buffeting and the steep attitude. The stall was consfdered unsatisfactory because of the severe pitching. The stalling characteristics were considered acceptable for all configurations, even though definite buffeting prior to the stall was not readily discernible by the pilot in most cases due to the general shaking 6f the airplane at the lower speeds. This shaking could not be considered a good stall warnFng because it covered too large a speed range, from about 115 miles per hour to the stall. Normal stall recovery procedure was used to regain control of the airplane, correcting for the roll at the same time. A time history of a 3g wind-up turn to the stall in the rated-power clean condition is shown in figure 21. No warning preceded the stall which was characterized by an abrupt reduction in acceleratXon and pitching velocity but accompanied by no roll. CONCLUSIONS

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0 stability and (BuAer No. 94873)

The conclusions reached regarding the longitudinal control characteristics of the Grumman F8F-1 airplane maybe summarized as follows: 1. Small-amplitude, by abruptly deflecting damped. short-period and releasing longitudinal the elevator

oscillations produced were satisfactorily

2. In the rated-power clean condition for the range of center-ofgravity positions tested (22.1 to 2'7.1 percent M.A.C.), the airplane was unstable, stick fixed and stick free, below the trim speed of 180 miles per hour. The airplane was stable, however, above the trim speed for the forward center-of-gravity position (22.1 percent M*A.C.), stick fixed and free. 3. Throughout the test center-of-gravity range, both stick and stick free, the airplane was stable in the gliding condition unstable below the trim speed in the power-approach condition. 4. The instability rations was considered involved. fixed and

in.the rated-power and power-approach configuacceptable because of the light stick forces

5* The airplane was generally stable in the rated-power clean condition, stick fixed and stick free, in accelerated turns for the range of conditions tested. However, in the case of the aft center-ofgravity position (27.4 percent M.A.C.) end the lower speeds, the elevator control force became zero at the highest accelerations reached, a condition the pilot considered very objectionable.

NACA RM No. SL8H27

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Y elevator deflection.available for and landing or to reach the stall

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6. There was always sufficient longitudinal control during take-off in straight or+.zrn.ing flight.

7. The power of the elevator triting tabs was adequate except khat the airplane could not be trimmed below approximately 140 miles per The trim change in going from the hour in the landkng configuration. landing to the normal rated-power clean condition was in excess of the the nose-up change in trim standards of reference 3. In particular, due to adding power was large enough to be considered objectionable. 8. Although no definite buffeting was present except in the waveoff condition, the stalling characteristics were considered acceptable and the recovery was normal. 9. Changes 2t-1 longitudinal trim in the form of normal acceleration and pitching induced by yawing velocity and sideslip were considered objectionable and it is proposed that flying-qualities requirements * should contain a provision to limit the change. Langley Aeronautical Laboratory National Advisory Committee for Langley Field, Va. '

Aeronautics

Arthur Assadourian Aeronautical Research Scientist

4John Aeronautical Approved: Chief BKB Melvin of Flight N. Cough Research Division

P. Reeder Research Scientist

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NACA RM NO.~~8~27
REFEZENCB

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1. Crane, H. L., and Reeder, J. P.: Flight Measurements of Lateral and Directional Stability and Control Characteristics of the Grumman F8F-1 Airplane - TEZI No. NACA 2379. NACA RM No. SL7L31, Bur. Aero., 1947* 2. Aiken, William S., Jr.: Standard Nomenclature for Airspeeds with Tables and Charts for Use in Calculation of Airspeed. NACA 'TN No. 1120, 1946. for Stability and Control Characteristics 3. Anon: Specification Airplanes. SR-llgA, Bur. Aero., April 7, 1945. of .

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NACA RM NO. ~~8~27

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13 TABLE I

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GENERALSPECIFICATIONS OF TEE AIRl?L.@E Make and designation e Engine . . . . . . . . . . . . . . . . . . . Grumman F8F-1 (Btier No. 94873) and Whitney R-28OC-34-W Double Wasp

. , . . . . . . . . . . . . . . . . Pratt

Power ratings Take-off . . . . . Military . . . . . Normal maximum (low (high Propeller

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. . . . . . . . . . . . . . . . blower) .* . . . blower). . . .

2100 hp at 1600 hp at 1703 hp 1450 hp at

2800 rpm at sea level 2800 rpm at 16,000 ft at 2600 rpm at 7000 ft 2600 rpm at 18,500 ft Four-Blade - Aeroprop A 642 G-l 65065 Max 63.0, Min 28.5 l-217" 175 100 or 150 100 17 16

Hydraulically-Controlled Constant-Speed

Model ........................... ...................... Bladenumber Basic pitch settings .............. Diameter ........................ Fuel capacity, gal Maintank ........................ Droppable (belly) .................... Droppable (wings) ........... Cil
.

. ........

capacity, gal One tank (in engine compartment)

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War emergency power system fluid, gal One tank (in engine compartment) . . . . . . . . . . . . . . . . General Span (wings spread), ft . . . . . . . . Span (wings folded), ft . . . . . . . . Length (over all), ft . . . . . . . . . Length (tail wheel on ground), ft ., . . Length (tail wheel on ground), propeller Weight for tests, approximate, lb . . . . . . . . . . . blade . . . . . . . . . . . . . . . . . . . vertical . . . . . . . . . . . . . . . . . . . .

35.5 23.25 27-5 28.25 ft 13.67 &GO to 10,000 -_-_ _ _-.. .Jypc.+

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NACA RM'No. SL8E27 GENERALSPECIFICATIONS OF THE AIRPLANE - Concluded

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Wing8 Area,sqft......................... Airfoil section Root Tip ........................... Meanaerodynamic chord, in. ................. Leading-edge M.A.C. aft of leading edge of root chord, Root chord, in. ........................ Tip chord (6 in. inboard of actual tip) in. ......... Incidence, deg ........................ Dihedral .......................... Sweepback of leading edge, deg ...............
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244
modified

in.

23018 23009 87.55 8.17 115 -9 51-5 ;:; 5-l 18.18 40 15 1.4 o-7 *5

wing flaps Area, total, Deflection,

sqft ..................... maximum down, deg ................

Ailerons Area, total, sq ft ..................... Spring-tab area, total, sq ft ................ Trimming-tab area, sq ft .................. Trimming-tab deflection angle, deg ............. Horizontal tail Span,in ........................... Total area, sqft ...................... Elevator area (including tabs) sq ft ............. Elevator trinrming-tab area (total) sq ft .......... Elevator tab range, deg (approx.) ........... Tail incidence, deg . / .................. Vertical tail (configuration 3 of reierence 1) Totalarea, sq ft. ..................... Rudder area, sqft ..................... Rudder-tab area, sq ft ................... Finoffset,deg. ...................... Rudder-tab range, deg (approx.) ...............

189 52.27 18.63 1.0 8 up, 20 down o-5 a.7 8.2 0.8 l-5 +17

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NACA

RM NED. SL8H27

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t$Ai/eron hinge 7 758 70 wmg chord

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reference

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Figure 1. - Three-view

drawing of the Grumman FEW-1 airplane.

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NACA

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ND. SL8H27

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Section views through the aerodynamic F8F -1 airplane.

surfaces of the Grumman

_. .

_ ..__ .-_-. -..- -_--

.-

__,. .__ -.-._ __.__.._ ~... _

~_.

.... . . .:..

.. . . . : . . . . . .. .. ... ..: : .: . . . .. . ..

. 4

/u Afl-

12

cant/-o/
Figure 3.-

- sfick

position

, / l-L

Linkage between the control stick and elevator of the Grumman F8F-1 airplane.

....

. . .* . . : .

. . . . . . . . . . . . . : : 0.0 . . . . . . . . . :

NACA

RM NI.

SL8H27

: . . .

- 540 s Q. e q 0 R 5 2. h 2 40 a

IO

IO

80

2.4
(6) 250 mph.

Time, set
(a) J50 mph. (a) Figure 4.-

Center of gravity at 25.2 percent mean aerodynamic Short-period

chord. clean

longitudinal oscillations in the rated-pawer condition, Grumman F8F -1.

__

_-

,.

-_.

_..

._-

,_-_-_-__---.._

~.

._.-.

.--c-1

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. . . .. . . :.. . . .. . . . . .. . .. . . .. . ; . . .:*

. . . . . . ..

NACA

RM No. SL8H27

BO

J/me, set (6) 250 mph.

. I

(D)

Center af gravity at 20.7 percent mean aerodynamic Figure 4. - Concluded.

chzrd.

... .

NACA
.. . . : . . : . . . . . :.: .. : . .. : . . . . . . . a* . . .: . . :

RM NZJ. SL8K27

$20 pQe k9, 0 +? 5 3 -E h 320

I20

I60 Calibrated

zoo

240 ahpeed

280 , mph

320

360

400

(a)

Center of gravity at 27.1 percent mean aerodynamic elevator trimming tabs set at neutral.

chord and

Figure 5.- Static longitudinal stability characteristics of the Grumman F8F-1 in the rated-power clean c,ondition. Flaps up; landing gear up; 38 in. of Hg at 2600 rpm; oil cxler closed; cowl flaps, 3/4 in. apen; 5000 to 12,000 feet.

. .:.a

; ;**
. .. :

; l... . . . . l . . .

i** . : ..

30

120

160 Cali+7ted

200

240

260

320

360

400

c7/rspee'd, mph
tabs set at

(b)

Center of gravity at 22.1 ,percent mean aerodynamic chord and elevator trimming 2 nose down, Figure 5. - Concluded.

. . . ....

.. . . . . .. : . .... : . . ...I . . ... :: .. . . . .. . ; . l .:.

NACA

RM Nrr,. SL8H27

.$

h -z IO .< L, r

9 % 0 .%I ;3 -8 x ;3 5 IO

i 7 j I I

I I c Cl

I i / ^ (I ! 1 i

30

I 1 / I

20 . 40 I . IO k. 0 I I I
IZO I60 200

I 1 I

/ I i / I 240 airspeed es0 I mph I I Y \I,

/ jI A I

I! I

-=qg+ 320 380 400

IO

Calibrated
(a)

Center 2f gravity at 25.7 percent mean aerodynamic chord and elevator trimming tabs set at 4.5 nose up.

of the Grumman F8F-1 Figure 6.- Static longitudinal stability characteristics Flaps up; landing gear up; engine idling. airplane in the gliding cxdition.

__ __ -. _. . _. -_--.---~-.--F~ _=--. --_.

.__

__.

.--

.
. A.

l .

* . . . . . . :

. l

. : . . . . .* l . . . :

. . . . : . . :

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20

40

60

$a% IO L-Q P 9; 5 b GS 0
160 Colibra 200 fed 240 airs-peed 260 mph

(b)

Center of gravity

at 22.2 percent mean aerodynamic at 9O nose up, Figure

chord and elevator

trimming

tabs set

6, - Concluded.

...

..... . . . . .. . . ... . .... .: . .

NACA RM a

No. SL8H27

.. . 2. .

2 G

x -Q IO 6,s Qc

+. 2 -Q \ %

c lo Y

. p . Q z.! k % 0 ~ 2 . 2 2. -2 kl I. * % 20 3

, :

2%9 2 4! irl

4 f ~10

4;
(a)

80
Culibrafed

120 airspeed

I60
/ mph

200

Center ?f gravity at 24.8 percent mean aerodynamic chJrd and elevator trimming tabs set at 11.20 nose up. .

stability characteristics of the Grumman F&F-l Figure 7. - Static lx@tudinal airplane in the power-approach condition. Flaps down; landing gear dJwn; 20 in. >f Hg at 2300 rpm.
rp _,_ -.______ _.___ __.__ __ __-. ~~I-~ ...~.~~ --..~~.?L..-..~~ -

-w

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airspeed

, mph

(b)

Center of gravity at 21.2 mean aerodynkmic chord and elevator up (not trim ). . Figure 7.Concluded.

trimming

tabs set at full nose

..... . :..

NACA l :* .. .
. . .. .. . . . . ... . : .. . .. .
.

R&I No. SL8H27

l .:l

* . . -a ~ _

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, 2 4 I i % -2 2

, SF
0

percent MAC _ z7./ _ 0 22./ cl I _

CG posi7%ln,
-

$2 B

.4 Norma/(a)

L2 $orce coefficient,
clean condition. a

L6 CN
. I ct

Rated-power

Figure 8.- Variation of elevato$ angle and elevator con&l force divided by Grumman F8F-1 impact preqxre against norrhal-force coefficient. airplane. e ,, .,. / .
- -.__-_ .~.. _, _. .__ ._.___._._.- _ ~_ -._~_- ._..._ .~_ ---~- __ -- .-

. I: .

l * l. . .

NACA
r. . . v . I : 8 .

RM

No. SL8H27

. .-i. . . . . ..
: .. . . . : l ... . . .

-iI 9
9 5% 2 2 lu

0 0
.4 lVormu/.8 force I2 coefficient

/16
I C,

(b)

Gliding conditim. 8. - Continued.

:T d

Figure

-_-

.- _..

_-

.~

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,,--

--

_.

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. .. :: . ..

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a. . . . . : : . . .. . . . : . . . .

NACA

RM

No. S.L8H27

. .. : : : l . . .
.* . .: . : . . .

2 F u 2 2% -k ? 3 ki
4

2
I I =&g&7 I I

0 0 .c? 4 Normu/-force
(c)

L2 66 coefficient

2.0

.L?.4

/ C,

Power approach condition. Figure 8. - Cdncluded.

qs~_ __- -__.. _ _

, --_ .-~-. . . _

.... I . . .. .. NACA RM ND. SL8H2 7

.I<

8.l~

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1.

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.-

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u -2

-4 20
CG posiS~on 0 ;b Figure 9.,

24
pekeni clean condition. neutral points,. . /?.WK~+ *"

(ai. Rated-power

Determination of stick-fixed and stick-free , , Griunman F8?? -1 airplane. 1 .. I .

. ~_. _ -~.^_ .----e--1--...-.. --_ _-_

.--

,.

.----~._.

--_~_-.-

... .. . .. ..

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. l

NACA

RM

No. SL8H27

% 4 e 3 \ 2 C.-s -x q$! a 0
6

cN 0 0.2 --

rJ 0.7 0 /2

._

32 CG poshon
(b)

36 /MAC

perceni-

Gliding condition. Continued. 1 ?

_ __-.._ l _.._-_

Figure 9.-

i
__.--~

1
.- -._ .__..... -_..-_ --~-

.-

-.

_.

d_

,_

. .. . . . . .

NACA
... : . .. ...
. . . . : I.
-0 :

FtM ND. SL8H27

. . . . .
.

CN
% ti $2 \ z VI -21 QYG tl .+a,-, . **-2
-00.5 o/!z

0,

Q/,9 0

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36
CG po5i tion

, perceni P
condition. Cmcluded.

MAC
c

(c) . I *.

Power-approach Figure 9.x

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._ - . _ __~_^.._-..-_ -.--.._-__

. - _ .- - - .-

--- _.- _~_____

. ., . .. .:..

.. . . . . . . . . . . ... . : .. . : ... .. ... ...:

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Condition 0 Rated power, clean 0 Gliding Mower approach

36

I
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32

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ahpeed

4do 240 do
b

do

do do

sb 8&ho Cdibfuted

4do do hi0
f mph 9

do

do 40

&?Q
*/
coefficient, *

Jb Lb

Figure 10. - Summary plots of the variation of the neutral points with normal-force Grumman F8F-1 airplane,, N.

-m-e . : :.. : ..: . .:.. . . : . . . . . . : .:. . . . : : . . . . 0; .: .

I / )

oRight furns 0 Leff fums

s, I I I , I,

60

* P.

I I i 1 < 1 * , 1 i 1 1 -

CG at
to ! I

26.2%M.A.C.I

Change
(a)
P

in

nor-m a/

accelevu

fiun

J9
(b) 350 mph, ;;d v

200 mph,

Figure

11. - Variation of elevator control force with change in normal acceleration for constant airspeed turns in the rated-power clean condition, Grumman F8F-1 airplane.

.
.:,,

. ...
.
. .

- ..:
0.

-.
l *

. . .

i .

l.t..

d
I

(b)

350

mph. CG position , /d MAC.

3
ch % , 9, % z. L 2 P ;; 6

0 Right 0 LetC f

furns turns.

.2

4
Not-ma/

.6

.8

l.0
, CN

1.2

- 7%rce coefficienf (a) 200 mph.

Figure 12. -

Variation

of elevator angle with normal-force cogfficient for constant airspeed turns in the rated -power clean condition, Grumman F8F -1 airplane.

,. . . I O : . 1

.,o. hr.--hAF L i I

3;s

,....: . .

NACA

RM

Na. SL8H27

.
l .. . .

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. .

.
.

vi

.--IL

: . . .

/6

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20
Figure

22 24 26 C. G:. p o.rh% n ~ percent

28 /WAG*

30

13. - Determination of maneuver points for the rated-power condition, Grumman F8F -1 airplane.

clean

.-. -~--~.-. ~.

 ~Lv.h-lrFt:,

32

.:.. ..:
l ***i
l

.
.

NACA

RM No. SL8H27

-h

.,... . . .. . : .. ..l
9

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. . . . :
: . . 0

u, -Q\ 4$j QiiQ tt * \B 2 6 W8 a;$

0 Figure

am,

set

/O

12

/4

16

43

14. -, Time hisbry

> . _ .-_--. ., _ . . . .~.__

of a landing in the Grumman F8F-1 airplane.

..__. -_ -_ .-~.~ -----1 . ._ --_

~_._

~.~--

. . . . .. . . . . . . ..: . : .:.. .. . .. . ..:

.. : .:.

. -... . : ..

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F I2 5 . i : I : I P ..

,w ./
0

-80

/20

/a

200

240

280 uin-peed ,

320

360

Calibra#ed
Figure 15. - Apprximate

mph

400

power of the elevator trimming

tabs, Grumman F8F-1:

.. : t ,.. ,..;
, l *. . .
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NACA

R&l No. SL8H27

... : . .. . . .. .

.. I

G5

3-+.J 'ok 10 0

+4 i7ma

6
seconds

~ '-_Iy r - .---. NACA ----/v( I 10I I 1'2

(a)

Left rudder kick and release.

of oscillations of the Grumman F8F-1 airFiguJe IS..- Typical timF,histories @lane in the clean condition with power for level flight A28-L/Zin. :Jf Hg at 2500 rpm) at 290 miles per hoyr at an altitude 07 5000 feet.
,-_~.~. _. _ . _ ___*__,.-.._-..---_..-_--_... ---.-. -^.- .------- ~- -

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. .

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l . . . . . . . . . ;: t.. . . * .: .* . . .

NACA

RM ND. SL8H27

l:

2 J& cl tTb 2 8% 0 pxt 6 $3

I P\ v I\ I . IWmgifudih/ -

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.--I-

50 .5
0 .5 0 .5.-l--l--l--i-.-I I 0

\J

---

tlk 2-x 10 (i3 0 2

4
Eme,

6
seconds

/O

(b) 4 .

Right rudder kick and release. Figure 16.a Concluded. i k b 1)

.._,

--

- .-

_.

_ _, ~_ -._. -__---.

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1 . . .

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NACA

RM-No.

SL8H27
P

6 TI

CT 0 9 2 5 1. Ql : -1 u
t2u,000 'a/t 0 130 mph
q 2/o 290

Q *\ 0 91 F 2 u -I
12
Left Change in rudder d .angh

CG at.-24.5%

MAC

8,

6
R&h f

/2 ,*

, LI dr / dey

Figure 17. - Summary plot of the change in normal acceleration against change in rudder angle ctbtained in rudd$r kicks. Grumman F8F-1 airplane.

-- -

-. -

. s_--. ._-.___-.__

.-,._ _-- -_--..

.-.__ -_

._ -

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. . . I

l *.*i . .
. . : . . . . . . . . . . . . . . . . . . . . l *

NACA

RM ND. SL8H27

... : ..
.

40 2 k -_ b \ a i r c 0

40

40

40
!,----Righf I I side+ I I

80

------c
rudder --I

2 .; c, 2 3 E gs/

10

IO
4
6

T/in e J set

(a.) CG at 19.8 percent M.A.C.

Figure

(b)

CG. at 26.2 percent M.A.C. - _

18. - Typical time histories of releases from steady sideslips with the rudder fixed and the stick released. Grumman F8F-1 airplane. . .6, .;
., _ . . .__ _ I

~~-.

,... ,. : :

I...: I , . . . . ,... . . I* .* :
PD. . b l

. :

NACA

RM N.3. SL8H27
X MAC

. . . .

7. MAC

. . . . l

1
-.,b _-A .

..-

I
I

d -\ -th

I I I
250 mph

-2.0
10 5

I I
0

\NACA/

LeJf
Figure

57ded//t) anyfe,

5 /3, de9

10

Righ f

19. - Summary plot of the change iri normal acceleration against sideslip angle ,)btained in releases from steady sideslips. Grumman F8F-1.

._

--

.P.-

.-.

-..

. .

,-

---.--

--.

~.

__

. .

,-.-_

_._

~_

^-

.... ....: ... : . : .... .: .*.. :: l .

l . . l ,. . . 2 L . P . . . .

NACA

RM NQ. SL8H27

20

I -.1

zQ-lo -a $s: k
3.

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/-

t--tl--I-I~-I
Zh7/ I
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--

/ ----, I---4 1 -.

0 ;
d 6

4 * ,

12

I6 Time , J.2

2.4 .

28

32

(a)

Rated-power Figure

clean condition with the.center of gravity , mean aekdynamic chord. af stalls in the Grumman
,._. --

at 27.1 percent

26. L I Time history

F8F-1 airplane.

-_- _--__ _ __.~______ ~.._~.___~ ._ ~~

.__ -,... : ,... t. . . :. . . . . .. . .. ... .. . ..

: b. 1. .
t

_-

NACA

RM

No. SL8H27

. . . : . .
l

, hZ0 % & SQ: $$ O % 2

$3 k&O a $G 1

I II I1
I 1 4/&-oLj

I
1

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c..p 10 I~z,Gd+-L r2

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(b)

Gliding condition with the center of gravity at 25.7 percent m .ean I aerodynamic chord. Figure 20. Continued .

._- - __ -. ,...-

._

., __-. - --_-_ _-._ ~. ^..- . - .--,-.

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..-.

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RM No. SL8H27
&Q-z +J$ * 3 2* 2 bQ & 2 2% 22s rrQS-3 3

.:

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2 so 2 P C;=$ &pLO
30 ..$& .p -t..

20

gj b Q-8

6 12 J/me, set

16

20~ .

D, P

(4

lower-approach

condition with tee center of gravity at 24.8 percent n-&n aerodynamic chord. Figure 20. - Concluded. . *

.-
I .

-__. ___,.- -..- -_ ~_____._

....-_

__~ ..___ _ -_-_ -

_ __ _-_ c__-__ . _~--_.. ._

,.....: .

. . . .: . .. . . . . . . . . : : . . . . . . .. ... . .
:. :.: . . . . . . l * . . .

NACA

RM

ND. SL8H27

: . . .

* A B wjj aA* -2 .@a c 2 a p +.. Q, do % gi$ *b i=s 0

f-L I I
Z .

240
P

bbf3 8% .-&qsm 82 -.< a I

I0 4 8 /2 /6

7-w ,-.Y-,-tK+/ -20 24 .- I 28 / e

z

-/

JbO32 Q- -<
.-

Figure 21. - Time hisbry pf a 3g windup turn from 212 miles per hour to the stall in the rated-power clean condition with the center of gravity at 25 percent mean aerodynamic chord. Grumman F8F-1 airplane.

_ _ _-_ ~._ _ .-

-__ -_..

_ .

___-_.. .-_

_~--~--

___

~_^- ..-.