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National Advisory Committee for Aeronautics, Technical Notes - Pressure Distribution on Wing Ribs of the VE-7 and TS Airplanes in Flight - Part II; Pull Ups

This paper is the second of a series of notes, each of which
presents the complete results of pressure distribution tests made
at Langley Field by the National Advisory 00mmittee for Aeronau—
tics, on wing and tail ribs of the VE—7 and TS airplanes for a
particular maneuver of flight. The results for pulleups are pre—
sented in the form of curves which show the variation of pressure
distribution, total loads, normal acceleration and center of
pressure with respect to time.

The data presented herein are the complete results of pres—
sure distribution measurements made on wing and tail ribs of the
VE—7 and TS airplanes in pullrups. The results for the high
speed pull-ups, in which the maximum loads were experienced, have
already been given in Technical Report No. 257 (Reference 1), but
because the purpose of that report primarily was to present the
pressure distribution for the high and low angle of attack condi—
tions with special attention paid to the maximum loads, only a
small part of the total data obtained was discussed. It is be—
lieved, however, that the pressure distribution for other maneu—
vers than those for which the maximum loads were experienced are
of interest and value, and in order to present these results com—
pletely, this series of notes is being issued. The methods of
testing, the apparatus, and a discussion of the accuracy of the
results are given in Technical Report No. 257.

The locations of the points at which pressures were measured
are shown in Figures 1 and 2. On the VE—7 airplane a rib in the
upper wing only was investigated in addition to the tail rib. On
the TS airplane, both upper and lower wing ribs were investigated,
the two ribs chosen being in the same vertical plane. It should
be pointed out here that too close an application of the results
should be avoided since only a single rib in the span of each
wing was investigated. The rib chosen in each case was located
outside the slip stream and inside of the aileron to avoid dis—
turbances as much as possible. The pressures on the wing ribs
in the slip stream are probably of a greater magnitude than and a
different distribution from those at the rib investigated, and
those in the outer region of the wing, also, differ in.magnitude
and distribution because of the wing tip and aileron effects.