1、CASE FILENATIONAL ADVISORY COMMITTEEFOR AERONAUTICSREPORT No. 650THE AERODYNAMIC CHARACTERISTICS OF SIXFULL-SCALE PROPELLERS HAVINGDIFFERENT AIRFOIL SECTIONSBy DAVID BIERMANN and EDWIN P. HARTMANFILE CTo b= mtt_m1939:rII_5-06503)P_tB_tt_I.e.Ikr sale by the Superintendent of Documents, Washington, D.
2、C. - . Price 10 cents(Subscription price $3 per year)Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-AERONAUTIC SYMBOLS1. FUNDAMENTAL AND DERIVED UNITSLength .Time Force Power .Speed .SymbolPvMetricUnitmeter second weight of 1 kilogram_ :_Abbrevia-ti
3、onIIISkghorsepower (metric) kilometers per hour . i k.p:ia_ - -meters per second . m.p.s.EnglishUnitfoot (or mile) second (or hour) .weight of 1 pound .horsepower miles per hour feet per second Abbrevia-tionft. (or mi.)see. (or hr.)lb.hp.m.p.h.f.p.s.w,g,/,2. GENERAL SYMBOLSWeight=ragStandard acceler
4、ation of gravity=9.80665m/s 2 or 32.1740 ft./see. 2W_tass_- gMoment of inertia-ink _. (Indicate axis ofradius of gyration k by proper subscript.)Coefficient of viscosity_, Kinematic viscosityp, Density (mass per unit volume)Standard density of dry air, 0.12497 kg-m4-s 2 at15 C. and 760 man; or 0.002
5、378 lb.-ft. -4 sec. 2Specific weight of “standard“ air, 1.2255 kg/m a or0.07651 lb./cu, ft.3. AERODYNAMIC SYMBOLSS, AreaSw, Area of wingG, Gapb, Spanc, Chordb_, Aspect ratioV, True air speed1 ,_q, Dynamic pressure=_p_L, Lift, absolute coefficient C_-a_D, Drag, absolute coefficient CD=_SDo, Profile d
6、rag, absolute coefficient CD0=_/)_, Induced drag, absolute coefficient CD_-q_Parasite drag, absolute coefficient CDp=_D,ILC, Cross-wind force, absolute coefficient Cc=_sR, Resultant forceit0,it,Q,ft,Vl#Cp,eL,l!,OLO_O_a,Angle of setthag of wingsline)Angle of stabilizer settingline)Resultant momentRes
7、ultant angular velocity(relative to thrust(relative to thrustReynolds Number, where l is a linear dimension(e.g, for a model airfoil 3 in. chord, 100m.p.h, normal pressure at 15 C., the cor-respoading nmnber is 234,000; or for a modelof 10 cm chord, 40 m.p.s., the correspondingnumber is 274,000)Cent
8、er-of-pressure coefficient (ratio of distanceof c.p. from leading edge to chord length)Angle of attackAngle of downwashAngle of attack, infinite aspect ratioAngle of attack, inducedAngle of attack, absolute (measured from zero-lift position)Flight-p_h angleProvided by IHSNot for ResaleNo reproductio
9、n or networking permitted without license from IHS-,-,-REPORT No. 650THE AERODYNAMIC CHARACTERISTICS OF SIXFULL-SCALE PROPELLERS HAVINGDIFFERENT AIRFOIL SECTIONSBy DAVID BIERMANN and EDWIN P. HARTMANLangley Memorial Aeronautical Laboratory130644-39-1Provided by IHSNot for ResaleNo reproduction or ne
10、tworking permitted without license from IHS-,-,-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICSHEAl)QUARTERS, NAVY BUILDING. WASHINGTON. D. C.LABORATORIES, LANGLEY FIELI). VA.Created by act of Congress apl)rovcd March “3, 1915, for the ,_upervisi(m and direction of the scientitic study of the l)roblenls
11、 offlight (V. S. Code, Title 50, Sec. 151). Its membership was increased to 15 by act approved March 2, 1929. The menll)crs areappointed by the President, and serve as such without compensation.JosEVlt S. AMES, Ph.D., Chairman,Baltimore, Md.VANNEVAR BUSH, Se. |)., Vice (!hairman,Washington, D. C.CHA
12、RLES G. ABBOT, Se. I).,Secretary, Smithsonian Institution.HENRY It. ARNOLD, Major General, United States Army,Chief of Air Corps, War Department.GEOR(;E H. BRETT, Brigadier General, United States Army,Chief Matdricl Division, Air Corps, Wright Field, Dayton,Ohio.LYMAN J. BR1GGS, Ph. I).,Director, Na
13、tional Bureau of Standards.CLINTON _1. tESTER, A. B., LL. B.,Administrator, Civil Aeronautics Authority.ROBERr II. |IN(KLEY, A. B.,(hairiimn, Civil Aeronautics Authority.JEROME C. IITNSAKER, Sc. D.,Cambridge, Mass.SYDNEY M. KRAUS, Captain, Ullite(l States Navy,Bureau of Aeroaautics, Navy I)(partment
14、.CHARLES A. LINI)BERGtl, LL. I).,New York City.FRANCIS W. REICltELDEitFER, A. B.,Chief, Unite(1 States Weather Bureau.JoHN H. TOWERS, Rear Admiral, bdted States Navy,Chief, Bureau of Aeronautics, Navy I)epartmcnt.EDWARD WARNEIL Sc. D.,Greenwich, CoraL.ORVILLE WRIGHT, Sc. D.,Dayton, Ohio.GEOR(_E x,V.
15、 LEWIS, Director of Aeronautical ResearchJOH.,“ F. VICTORY, SecretaryHENRY J. E. REID, Engineer-in-(?harge, Langley 3lemorial Aeronautical Laboratory, Langley Field, Va.Joii.u J. IDE, Technical Assistant in Europe, lari.s, FranceAERODYNAMICSPOWER PLANTS FOR AIRCRAFTAIRCRAFT MATERIALSTECHNICAL COMMIT
16、TEES( !oor,lil.tli,. ,f lde._cmch Necd,_ of Mililmy attd ( _iril A_,ialioulcelmralion of I_e,_eareh lroyram,_All,wation _( lroblem._lrvrenlion of Duplicalio_(,n._i,hraliou of Inventi._sLANGLEY MEMORIAL AERONAUTICAL LABORATORYLANGLEY FIELD, VA.Unified conduct, for all ag(!ncics, of scientitic researc
17、h on thefundanlental problems of flight.5-24-39AIRCRAFT STRUCTURESAIRCRAFT ACCIDENTSINVENTIONS AND DESIGNS()FFICE OF AERONAUTICAl, INTELLIGENCEWASHINGTON, D. C.C )llectlon, elassifiedioll, eoIni)ilation, _,_1 dissemblation ofscientific and technical i,formation on aeronautics.Provided by IHSNot for
18、ResaleNo reproduction or networking permitted without license from IHS-,-,-REPORT No. 650THE AERODYNAMIC CHARACTERISTICS OF SIX FULL-SCALE PROPELLERS HAVINGDIFFERENT AIRFOIL SECTIONSily Davt_) ll.:)_,fAxxand ,ovIP. taltT,_fA.%_SUMMARY|im-lur_l_! h_sl,_ are r_,porled q si: 3-bhule lO-o,)tpr.p_llcr,_
19、,qwrahd b_ front ,! a llqu;d-cmh,1 c_lflinenacdlr. Thr prOl_clhr,_“ u_rre idrldical r,rccpl .r bladeah/.il ,wcl;,mx, mhich mort: Clark , If. A. F. 11,N. A. C.A. /+/Jt;, N. .1. (l. 2._00 3._, N. A. (. A. 2RzO0,aml N. .1. C. .1. ;._OIL 77: ra*_g, ,! blade al_91e, ;n,e._l;-gated c,rl_ mhd .O.m 15 to .I
20、0 .f.r oll propdler,_ e,rr tl_e low-camber,wct;,m,_. An a;_ctl,q,_;,_,!f the re._ullx ;mlicatrd that blade._eetion,_ for cotdrdlablr propeller,_ which are n.l limited indiameter xhouht be ,_elected chieflII on a ba,six qf mi,dm_tmdrag (which affcct,_ ma,rimum rflicD_w?/) bmsmuch a,_ thema,rimum Lift
21、 or._c;rtd,_ had onl?l a ,_mall rffrct .,_ theIn w-off characf_r;._fic,_ within the ra_ige i_o,edigatedb_cau,w stalli_i.q, in gr_rral, did ,rot recur. N_cti,nu.forJi,r_d-pitcb prolMhr,_ uh.uld be sdct_d o_ a ba,_is q bothm;_imum drag and ma,rhnum l_(t, particularl!t ftr blade-a_(llc sdlit_gx qf 20 a
22、nd ocr the hi.qher bladea t_,nrli(uh)ry for metal controll,d)e pro-pellern. Tl)e relative merils of the two se(tions forpr()pel|er use have been fahly well established by bothhigh-sl)e(,(l qirfoil and full-scale propellm tents. Theairfoil tests r(,l)orie( in reference 1 sh(wed the (%rk Y,_ectk)t) tf
23、l“ with lixed-lfit(h lrol)elers. Thel)ropeller results of reference 2 quali(a(ivey sub:stantiate the airfoil results. The l)rincil)nl )hysi(al(lifter(race between (he (we sections is (he shape of themean camber lines; the cnml)er line of the R. A. F. (isection is )igber thn) th_t of tb(, Clark Y, pm
24、tir_fimlyfor the nose parts of the se(:tions.The present investigation was ma.de to de(,rmi)e theaerodynamic qualities of six propellers |roving (lilrerentsections. The Clark Y and the R. A. F. (; see(i()ns wereincht(ed for eomlmrative l)urposes. Two of the otherprol)eers were denigne(l by the Burea
25、u of Aeronautics,Navy l)epartme)tt; the X. A. C. A. 4400 st,ties sectipelh,r )a(lius) Ires a highCL and a fnirly hw CD., and is therefore a g()(leomlmmfise l)etw(,en the (lark Y and tlm I. A. F. (;sections. 1)_ reference 4 the N. A. (. A. 240!)-34 sect|tinis recomnwn(h,( for propelers, particularly
26、b(eaune ofits low (+ :rod delnyed COml)ressii)ilily stall at hivhspeeds. The sect, ion is best suited for ,., m(| a. high (r_,:o,. (See referenf the h,st chamber.The propeller speed was measured by a calibratedelectric tachometer.The engine was h(,used in a mtcelle representative_,1“ the /yl)e us(d
27、for liquit-eo(_led engim,s. (Nee fig.) The n,eelle is oval in (ross section, 43 imhes inheight, 38 inches in width, mid 126 inches i_t length.A scale drawing of the mmelle is given in reference 6.All six i)rol)ellers tested have three bh, les, are 111feet: in diameter, nml are identical in shape exc
28、el)t forblade sections. Table gives the 1)rineipnl physi(alcharacteristics itch is different forall of the propellers except for the 5S68-9 and the 5868-R6.The propellers of X. A. (!. A. section were designed withthe blade angle of each section, measured froni the ltnglefor zero lift, the sanle, as
29、for propeller 5868-9. =,ks arestllt of this lnetlmd of desigrl, all the propellers havethe same ettective l)it, eh distribution along the bladebut, of course, the pitches measured with respect to thechord lines are (Iiirerent.()rdiniites for the (qark Y and tit(, Ik A. F. 6 propel-er sections ille g
30、iven in l.ilt)le II ttlitl i,hose hlr the follrpropellers with the N. A. (_. A. sections liie given intable Ill. The outincs ()f elieh blilde section for the0.70 riidhls are given in figure 4.The tnet.ho(l of testin; hi the Iiropeller speedIiiay l)e eolnliuted frolil tile relat, ionKr. I). nl=_ l,/I
31、U)where K 1,000 for 1“ 115 nliles )er hour and l): 10feetRESUI,TS AND DISCUSSIONThe results are re(hieed t(-+?“_ p 1+e)-I - p 1+21) I(_ eilfille )oveerC,I“n := (,+2 _+l)whereT is tension in propeller shaft, 1)oumls.AD, increase in body dra_ due to sipslreanl, lmutlds.p, niiiss density .f the air, sl
32、iigs per cubic h)ot.,w, prot)ell(q“ roiil ionn speed, revohililade sections drawn to scale for the I).71) radius,(_liarts fur selecting or itch propellers. The ulated in six t.ltt)les and are awlilable on rc,A(YII;I_ISTI(_S OV IIOP“,I,I,I_,IS HAVIN(; I)IVFEI_I_NT AII_FOII, SI,;CTI()NS 190 .2 .4 .6Pr
33、ovided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-20 IE1)OIT NO. 650 NATIONAl, AI)VISOIY COMMITTI,:I . 1:O1 AI:I()NAUTIUS.6_7.4/.0 ./ / .- -,7C+-/7 ,/ -0 .2 .4i.6/5.8- T -_ ,oo, ?1 r?- _ o O., I i- _: 21.0 1.2 1.4 I.U 1.8 2.0 2.2 2.4 2.6 2.8V/nD-VI(;UIt_
34、: 26. l,lli(,ieney curves for propeller 6623-D (N, A. (!. A. 6t00 seer, ion).8lliUltl; 27. Thrust-coetlJcient (urves for propeller 6628 l) (N. A, C, _,. 6100 section),2.6“ 2.8Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-AJ:JOJYXAMI(_(_HAjCtICJ.tCR
35、JSTJ(_,_ OF H()IJ:SIJJgIS _VJN(_ J)JJ,J,J_JJ,_N|“ AJJIF()JL ,J:(.TI()NS _|0 .6 ZO/i/0|_Ilil:lll: 7_, l)e:il_n charl f_)r llrolleller 1_1;7: l) (N, .It. (. _l. fllOll ,kt3. itl .Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-22 IIyed in the I)ropelle
36、r _.A._6 _ I_- Clorl_ Y_L_ _ JN A C A, Z400-34i i_- Clor/_ Y A(A.C.A Z400“34. R.A 6 N,4.CA 2R, O0NA C.A. 4400 /V.A.C.A. c_4OO -(b) _- _-_-_ - _ -_ -_(a) Colilltrison O thickness-f()rm CllrVes.(b) (omparis(m of carol,or lines for 0.751LFI(IURE 29. (Olllll_trisoll of tllickll(SS-orlIl Cllrves all(| ea
37、Tlbcr tileS. “llc (!ht_rdlines for tho R. A. F 6 and the Clark Y se(tion_ have been shifted to bring theleading :rod trailing (,_ g _s of the ealnbor lines to)zethcr.the h)(al in(hwed veh,ei(i(,s are k(pt small. m_smuchas eompressibilit,y h)ss(,s result from h)eal veh)eitiesexceeding the velocity ()
38、f sound, the (ritieal sl)eed forthis section is delayed t() high(,r vahms. The trailing-edge portions of the R. A. F. 0 and the CIHk Y sectionsare slightly t hM_er than the others, but this differencein thickness (iistribution of the sections is i)robal)y ofsmall importance.Ex(el)t for the thickness
39、 distril)ution ()f the N. A. (.A. 2400-34 section, the only essential physical differ-ences l)etween the see(i()ns are the shal)es of the rot,ancamber lines. The (aml)er lines f()r the N. A. C. A.sections are mathemntically (terived curves and thecaroller ratios remain the same for all thickness rat
40、ios.n the design of the l)resent propellers of N. A. C A.section, the blade sections at (lifferent radii are thick-ened or thinned with resi)eet to the 1)asie section fromthe mean camber line, which remains constant. Incontrast to this method, the Clark Y and the R. A. F.6 sections are thickened or
41、thinned from the chord line,which is also the lower surface. The mean carollerlines are therel)y different for each section thickness,the amount of eamt)er t)eing prol)ortiomd to the td(k-hess. In or(ter to avoid differen(es in effective pitch(list ribuli()n for all the l)rOl)ellers, the section |)l
42、adeangh,s were corrected for (lifferences in the angles forzero lift.The mean camber lines for the stati()ns at 0.75 radiusare plotte(t in figure 29 (b). Those for the R. A. F. 6anti the Clark Y sections have been i)lotte(l with respectto lines )assing through the intersections of the camberlines an
43、d the leading and trqiling edges and not withrespect t.,. It is to be exl)eeted,therefore, that the maximum prol)eller eftieieneies willreflect (ilrerenee,_ in the l)rofile drag and that tlt(:etlicieneies at low wdues of V/l_l) will reflect differencesin maximum lift, mul in (lrag at high wdues of l
44、ift In(he selection of the sections, eonsi(leration was given to:the mininmm drag, (l)e maxinmm lift, the aero(lynamiemolnent, an(l the sl)ee(t at which the eompressil)ilitystall oecmre(I. The N. A. C. A. 2R:00, the N. A. C. A.4400, and the N. A. C. A. 6400 see(ions constitute a seriesdiffering esse
45、ntially in mmun( ()f caroller and, (onse-(lu(n(h disl)lay dilreretwes in C,. and () . . TheN. A. (. A. 2R=()0 sec(i()n w.ls chosen in pr(,ference tothe N. A. (. A. 2400 se(ti()n f(w the 2-l)er(.ent-eand)ergroup l)eeause it has a h)wer ().,. :m(l it was thoughtthat (h(rc might t)e some l)raetical adv
46、antage in treeinga zero change in _wr()dynamic moment for controllablepropellers. The N. A. (!. A. 2400 34 section wasseh,eted because of its delaye(l eoml)ressil)ility stall.Comparison of propeller eharaeteristics.-In orderto stu(ly the influence that the different sections exerton the l)ropelh, r
47、characteristics, sut)erposed sets oferayes of the thrust, the power, and (he efficiency aregiven for three pitch-diameter ratios for zero thrust(figs. 30, 31, an(l 32). The pitch-diameter ratios of0.82, 1.2(_, ,m(l 1.83 c()rrespond to )lade angles of 15 ,25 , and 35 , resl)ectively , for the Clark Y
48、 i)r, peller.The t)l:t(le )ingles for the other proi)ellers are slightlydifferent, as may be noted.Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-AI,R()I)YNAMI(_ (!ItAI_ACTI,;IIISTI()S O1: PI()Il,l,l(i (|o._igli power (leithlent.) willdeternline differences in (litinleter, so that for it giventnke-off speed th(r( will lie diflerences hi
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