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At least 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1923

The new French high-speed wind tunnel

The plans for the wind tunnel at Issey-les-Moulineaux are discussed in relation to concerns about the Law of Similitude and propeller speed.

WIND TUNNELS - ISSY-LES-MOULINEAUX (FR )↗
NASA NTRS1942

Preliminary Results of Flight Tests of a Conventional Three-Blade Propeller at High Speeds

As part of the program of flight tests of airplane propellers to determine compressibility effects at high speeds, preliminary flights have been made with a conventional three-blade propeller (Hamilton Standard 3155-6) on a Bell YP-39 airplane. This preliminary report presents the high-speed data obtained thus far with a brief analysis of the results.

Vogeley, A. W.↗
NASA NTRS1937

Tests of a Wing-nacelle-Propeller Combination at Several Pitch Settings up to 42 Degrees

This report presents the results of tests of a 4-foot model of Navy propeller No. 4412 in conjunction with an NACA cowled nacelle mounted ahead of a thick wing in the 20-foot propeller-research tunnel. A range of propeller pitches from 17 degrees to 42 degrees at 0.75r was covered, and for this propeller the efficiency reached a maximum at a pitch setting of 27 degrees; at high pitches the efficiencies were slightly lower. The corrected propulsive efficiency is shown to be independent of the angle of attack for the high-speed and the climbing ranges of flight. A working chart is presented for the selection of similar propellers over a wide range of airplane speed, engine power, and propeller revolution.

Windler, Ray↗
NASA NTRS1941

Progress Report on Cowlings for Air-Cooled Engines Investigated in the NACA 19-Foot Pressure Wind Tunnel

At the present time there is considerable demand for improvement in the aerodynamic characteristics of cowlings for radial air-cooled aircraft engines. During the past year, numerous cowling arrangements have been investigated in various departments of the NACA laboratory. Although a few full-scale investigation have been carried out, most of the studies have been preliminary in nature and have been confined to the investigation of model arrangement in wind tunnels. Because of the existing national emergency it appears advisable to release immediately to the aircraft industry the information available on the more promising of the arrangements that have been studied. An investigation having as its aim the improvement in performance and flying qualities of single-engine air-cooled military pursuit airplanes is being conducted in the NACA 10-foot pressure wind tunnel. As a part of that investigation, studies have been made of the relative merits of a conventional NACA open-nose cowling arrangement and of a less conventional but better streamline NACA high-speed cowling arrangement in which the cooling air enters the cowling through an opening ahead of the propeller, passes internally through an element of the cowling which rotates with the propeller, and thence past the engine cylinders to the exit at the rear of the engine. These investigations indicate that at airplane speeds of around 400 miles per hour there is not a great deal to be gained in high-speed performance through the application of the latter cowling arrangement, but at speeds in excess of about 450 miles per hour a very appreciable gain is indicated. Present indications are that improved engine cooling can be obtained throughout the speed range as well as ground cooling through the use of the high-speed cowling. This paper summarizes the results obtained from wind-tunnel tests of models of the two cowling arrangements.

McHugh, James G.↗
NASA NTRS1959

A General Method for Automatic Computation of Equilibrium Compositions and Theoretical Rocket Performance of Propellants

A general computer program for chemical equilibrium and rocket performance calculations was written for the IBM 650 computer with 2000 words of drum storage, 60 words of high-speed core storage, indexing registers, and floating point attachments. The program is capable of carrying out combustion and isentropic expansion calculations on a chemical system that may include as many as 10 different chemical elements, 30 reaction products, and 25 pressure ratios. In addition to the equilibrium composition, temperature, and pressure, the program calculates specific impulse, specific impulse in vacuum, characteristic velocity, thrust coefficient, area ratio, molecular weight, Mach number, specific heat, isentropic exponent, enthalpy, entropy, and several thermodynamic first derivatives.

Gordon, Sanford↗
NASA NTRS1947

The Effect of High Solidity on Propeller Characteristics at High Forward Speeds from Wind-Tunnel Tests of the NACA 4-(3)(06.3)-06 and NACA 4-(3)(06.4)-09 Two-Blade Propellers

Tests of two-blade propellers having the NACA 4-(3)(06.3)-06 and NACA 4-(3)(06.4)-09 blade designs (blade activity factors of 179 and 263, respectively) have been made in the Langley 8-foot high-speed tunnel through a range of blade angle from 20 degrees to 70 degrees for free-stream Mach numbers from 0.165 to 0.725 to determine the effects of high solidity and compressibility on propeller characteristics. The tests are part of a general investigation of propellers at high forward speeds. Results previously reported for similar tests of two-blade propellers having the NACA 4-308-03 and NACA 4-308-045 blade designs (blade activity factors of 87 and 133, respectively) are included for comparison. The results showed that the 0.06- and 0.09-solidity blades, although producing efficiencies of the order of 90 percent, were less efficient than blades of conventional solidity. The variation in average blade lift coefficient with solidity at a constant blade angle and advance-diameter ratio through the speed range of these tests was found to be analogous to the variation of wing lift coefficient with aspect ratio, indicating that high-solidity blades may be desirable at very high speeds. Because of power limitations of the test equipment, conclusive evidence of the possible favorable effects of increased blade solidity at high speeds was not obtained. Further tests are desirable.

Delano, James B.↗
NASA NTRS1938

Tests of Five Full-Scale Propellers in the Presence of a Radial and a Liquid-Cooled Engine Nacelle, Including Tests of Two Spinners

Wind-tunnel tests are reported of five 3-blade 10-foot propellers operating in front of a radial and a liquid-cooled engine nacelle. The range of blade angles investigated extended from 15 degrees to 45 degrees. Two spinners were tested in conjunction with the liquid-cooled engine nacelle. Comparisons are made between propellers having different blade-shank shapes, blades of different thickness, and different airfoil sections. The results show that propellers operating in front of the liquid-cooled engine nacelle had higher take-off efficiencies than when operating in front of the radial engine nacelle; the peak efficiency was higher only when spinners were employed. One spinner increased the propulsive efficiency of the liquid-cooled unit 6 percent for the highest blade-angle setting investigated and less for lower blade angles. The propeller having airfoil sections extending into the hub was superior to one having round blade shanks. The thick propeller having a Clark y section had a higher take-off efficiency than the thinner one, but its maximum efficiency was possibly lower. Of the three blade sections tested, Clark y, R.A.F. 6, and NACA 2400-34, the Clark y was superior for the high-speed condition, but the R.A.F. 6 excelled for the take-off condition.

Biermann, David↗
NASA NTRS1948

Correlation of the Drag Characteristics of a Typical Pursuit Airplane Obtained from High-Speed Wind-Tunnel and Flight Tests

In order to obtain a correlation of drag data from wind-tunnel and flight tests at high Mach numbers, a typical pursuit airplane, with the propeller removed, was tested in flight at Mach numbers up to 0.755, and the results were compared with wind-tunnel tests of a 1/3-scale model of the airplane. The tests results show that the drag characteristics of the test airplane can be predicted with satisfactory accuracy from tests in the Ames 16-foot high-speed wind tunnel of the Ames Aeronautical Laboratory at both high and low Mach numbers. It is considered that this result is not unique with the airplane.

Nissen, James M↗
NASA NTRS1957

Free-Flight Skin Temperature and Pressure Measurements on a Slightly Blunted 25 Deg Cone-Cylinder-Flare Configuration to a Mach Number of 9.89

Skin temperatures and surface pressures have been measured on a slightly blunted cone-cylinder-flare configuration to a maximum Mach number of 9.89 with a rocket-propelled model. The cone had a t o t a l angle of 25 deg and the flare had a 10 deg half-angle. Temperature data were obtained at eight cone locations, four cylinder locations, and seven flare locations; pressures were measured at one cone location, one cylinder location, and three flare locations. Four stages of propulsion were utilized and a reentry type of trajectory was employed in which the high-speed portion of flight was obtained by firing the last two stages during the descent of the model from a peak altitude of 99,400 feet. The Reynolds number at peak Mach number was 1.2 x 10(exp 6) per foot of model length. The model length was 6.68 feet. During the higher speed portions of flight, temperature measurements along one element of the nose cone indicated that the boundary layer was probably laminar, whereas on the opposite side of the nose the measurements indicated transitional or turbulent flow. Temperature distributions along one meridian of the model showed the flare to have the highest temperatures and the cylinder generally to have the lowest. A maximum temperature of 970 F was measured on the cone element showing the transitional or turbulent flow; along the opposite side of the model, the maximum temperatures of the cone, cylinder, and flare were 545 F, 340 F, and 680 F, respectively, at the corresponding time.

Bond, Aleck C.↗
NASA NTRS1950

Data from Tests of a 1/5-Scale Model of a Proposed High-Speed Submarine in the Langley Full-Scale Tunnel

Tests of a 1/5 scale model of a proposed 153-foot high-speed submarine have been conducted in the Langley full-scale tunnel at the request of the Bureau of Ships, Department of the Navy. The test program included: (1) force tests to determine the drag, control effectiveness, and static stability characteristics for a number of model configurations, both in pitch and in yaw, (2) pressure measurements to determine the boundary-layer conditions and flow characteristics in the region of the propeller, and (3) an investigation of the effects of propeller operation on the model aerodynamic characteristics. In response to oral requests from the Bureau of Ships representatives t hat the basic data obtained in these tests be made available to them as rapidly as possible, this data report has been prepared to present some of the more pertinent results. All test results given in the present paper are for the propeller-removed condition and were obtained at a Reynolds number of approximately 22,300,000 based on model length.

Cocke, Bennie W.↗
NASA NTRS1939

Tests of Airfoils Designed to Delay the Compressibility Burble

Development of airfoil sections suitable for high-speed applications has generally been difficult because little was known of the flow phenomenon that occurs at high speeds. A definite critical speed has been found at which serious detrimental flow changes occur that lead to serious losses in lift and large increases in drag. This flow phenomenon, called the compressibility burble, was originally a propeller problem, but with the development of higher speed aircraft serious consideration must be given to other parts of the airplane. Fundamental investigations of high-speed airflow phenomenon have provided new information. An important conclusion of this work has been the determination of the critical speed, that is, the speed at which the compressibility burble occurs. The critical speed was shown to be the translational velocity at which the sum of the translational velocity and the maximum local induced velocity at the surface of the airfoil or other body equals the local speed of sound. Obviously then higher critical speeds can be attained through the development of airfoils that have minimum induced velocity for any given value of the lift coefficient. Presumably, the highest critical speed will be attained by an airfoil that has uniform chordwise distribution of induced velocity or, in other words, a flat pressure distribution curve. The ideal airfoil for any given high-speed application is, then, that form which at its operating lift coefficient has uniform chordwise distribution of induced velocity. Accordingly, an analytical search for such airfoil forms has been conducted and these forms are now being investigated experimentally in the 23-inch high-speed wind tunnel. The first airfoils investigated showed marked improvement over those forms already available, not only as to critical speed buy also the drag at low speeds is decreased considerably. Because of the immediate marked improvement, it was considered desirable to extend the thickness and lift coefficient ranges for which the original forms had been designed before further extending the investigation.

Stack, John↗
NASA NTRS1941

Cooling Tests of an Airplane Equipped with an NACA Cowling and a Wing-duct Cooling System

Cooling tests were made of a Northrop A-17A attack airplane successively equipped with a conventional.NACA cowling and with a wing-duct cooling system. The method of cooling the engine by admitting air from the propeller slipstream into wing ducts, passing it first through the accessory compartment and then over the engine from rear to front, appeared to offer possibilities for improved engine cooling, increased cooling of the accessories, and better fairing of the power-plant installation. The results showed that ground cooling for the wing duct system without cowl flap was better than for the NACA cowling with flap; ground cooling was appreciably improved by installing a cowl flap. Satisfactory temperatures were maintained in both climb and high-speed flight, but, with the use of conventional baffles, a greater quantity of cooling air appeared to be required for the wing duct system.

Turner, L I , Jr↗
NASA NTRS1958

Extreme Speeds and Thermodynamic States in Supersonic Flight

The increasing importance of high-speed flow leads to similar problems in various fields of research which are summarized in what follows. Typical of all cases is the conversion of high kinetic energy into extreme thermodynamic states with temperatures of several thousand degrees, frequently connected with dissociation and ionization of the gas involved. There is also a characteristic small sensitivity to the processes discussed in the case of gases of low molecular weight (light gases). The penetration of meteors into the atmosphere of the earth at astronomical speeds results in temperatures higher than those of the surface of the sun. Such temperatures may be produced in shock tubes, with light gases used as the driving gas. For supersonic fighters the problem of propulsion is less difficult to solve than the problem of large heating, on the surface and in the combustion chamber. Finally, for the space-travel rocket, astronomical speeds have to be reached which require the lightest possible gases as propellants. Here again, dissociation processes in the combustion chamber are of considerable importance.

Oswatitsch, Klaus↗