January 28, 1937.

Supplement to
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FLIGHT
ENGINEERING SECTION
No. 132 ( V o ' ^ ™ e , X 1 V ) 12th Year January 28, 1937

IMPROVED LATERAL CONTROL

By PHIROZE P . NAZIR, M.Inst.B.E., A.F.R.Ac.S.

(Continued from page 39)

CEW discoveries of recent times have caused more interest
than the cut slot and trailing flap control combination
devised by Mr. Nazir and tested in model form at the Queen
Mary College under the guidance of Dr. N. A. V. Piercy.
The rolling moments obtainable at angles beyond the stall
are far greater than any hitherto recorded, as far as we are
aware, and the invention certainly appears to merit the closest
investigation. Asa first step it is suggested that the model
should be tested for drag, and following that a wing should be
built and tested in flight on a full-size aeroplane. It is to be
hoped that Mr. Nazir will find the means of carrying out
such a programme—ED.
Effect on Control of Stalling of Tapered Wings
It has been shown recently by experiments with tapered
wings, both in the wind tunnel and at full scale, that they
are subject to a much earlier and more rapid stalling than
rectangular wings. It has also been found that the area
occupied by the early stall is mostly near or at the control
area itself, namely ailerons or control flaps of the wings,
resulting in a detrimental effect. This is shown in Fig. 3.
(a) Is the top view of the wing with ordinary
aileron flap.
(b) Is the Nazir Trail flap.
It will be seen that the tip stalling has encroached
upon the wing, occupying the control area (ailerons) in the

The System of Control at all Speeds

AN aeroplane in the course of a flight is called upon to
L\ vary its incidences considerably in order to fly at
* both high and low speeds. The aerodynamic require-
ments, however, are fundamentally opposed for the
two cases of speed, and consequently two different classes of
device, used separately, have hitherto been found necessary
at different speeds, namely :—
(1) Flaps which are effective at high speeds.
(2) Slots which are called into play at speeds near
the stall.
Each of these devices is useful only in its individual
limited sphere and cannot be utilised outside it. I t is a
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ell-known fact that the front slot itself reduces lift at the
smaller incidences and, therefore, is not efficient at high
speeds. The flap, on the other hand, is not good at slow
speeds. I t occured to me that a single control device,
consisting of a combination of flap and slot could be
feigned for use at all speeds. This is now possible by The Nazir cut slot and trailing flap control. Many appear
USI
ng the flap at small incidences and the slot at large to be under the mistaken impression that the trailing portion
j^gles only with greater movement of the control column. of the wing is hinged. This is not so, the only movable
r
°per synchronisation of the slot opening is essential parts being the trailing flap and the shutter which opens
"° a s not to reduce lift at small incidences. and closes the slot.