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By Robert T. Taylor
Lanqley Aeronautical Laboratory
Lanqley Field, Va.
Washington
January 1958
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TECHNICAL NOTE
fllffll11illfl~l
0066878
4126
m A WING
By Robert T. Taylor
..
Reduced propeller tip losses and the ability to control the slipstream diameter make the shrouded propeller attractive for the production
of' high static thrust for vertical ascent. Several pJ.ans for adapting
shrouded propellers to use in vertical-take-off aircraft have been proposed. One plan (ref'. l) involves an installation 'Where a propeller is
located in a wing with its shaft axis perpendicul.ar to the wing-chord
plane. Thus shrouded, the propeller would be used to power the aircraft
in vertical take-off' and landing and, as the aircraft gained sufficient
forward speed, its weigl:It would be transferred fran. the propeller to the
w1Dg. This application implies a minimum shroud. length for a given
NACA TN 4126
SYMBOIB
A
rt
Tu
TP
Ts
,to,
hp
Ts +
Tp 1 lb
NACA TN
..
4126
13 -75
1'lu
T 3/2
merit),
_...;u=---==
11ooPyp ~
uOOP{PAE
Subscripts:
CCI
NACA TN 4126
Shroud-lip radius, R
Shroud length ahead of' propeller
Shroud length behind propeller, 'Z.
Dif'f'User included angle, deg
. .. . . 0.03D00 toto0.125D
0.25D
l.03D
and
o, 7,
'
and 14
'
!~
= 1.00.
Figure 5 is a. cross plot of the data. from figure 4 at several propeller blade angles and shows the dependence of static thrust efficiency on
the radius of the shroud lip. Relatively severe losses in attainable
efficiency are associated with values of lip radii bel.ow about o.o6D.
Examination of the entrance flow by insert1Dg in it a. wand with tufts
attached while the propeller was opera.t1Dg showed that the flow enter1Dg
the shroud had separated from the lip surface when lip radii bel.ow about
o.o6D were used. It is enuthasized that these results apply only to data.
obtained under static conditiona. Inasmuch as this type of configuration
will acquire forward speed in flight, the velocity a.eross the entrance
perpendicular to the propeller axis may require that a. vastly di:f'f'erent
form of lip be used.
Figure 6 shows the e:f'f'ect of changes in shroud-lip radius on the
ratio of propeller thrust to total. thrust Tp/T. These points were taken
at vaJ.:ues of blade angle for me.x1mum. static thrust efficiency. With the
largest llp radius, tbe thrust load is equ.aJ.l..y divided between the propeller and the shroud, as would be expected for a straight shroud
( 9 0) As the Jip ra.dius is reduced, however 1 the load carried by
the shroud is eJ.so reduced because of the previously mentioned separation.
It is interesting to note, hmrever, that even with a. sharp-edged entrance
(R/D 0) the shroud still carries about 30 percent of the tota.l. thrust
NACA TN 4126
Effect of Propeller Location in Shroud
'
A comparison of curves of static thrust efficiency plotted againstpropeller blad~ angle for two propeller-p~anepositions at two values of
lip radius ratio is shown in figure 7. The data at R/D = 0.0625 showed
essentially no change in static thrust efficiency when the propeller was
moved 0.25 diameter into the duct, whereas at R/D = 0.0156 the one point
taken showed a decrease in efficiency of about 6 percent. Readings taken
with the smaller lip radii were very unsteady, and considerable scatter
was present in the data. In general, the advantage of locating the propeller 0. 25D inside the shroud is negligible.
Effect of Shroud Length Behind the _Propeller PJ.ane
The effect of varying shroud length behind the propeller plane on
the static thrust efficiency is illustrated in figure 8. These data were
taken with lip radii t~t gave the highest ef:ficiency. At the power
loadings used (about 0.3 to 3.8 horsepower ~er sq ft of P!opeller disk
area) 1 the losses in static thrust effici_ency associated with decreases
in shroud length from 1.03 to 0.03 propeller diameters appear to be
relatively small. No evidence of any appreciable loss due to friction
on the internal surface of the shroud at the power loadings investigated
is apparent. A loss of this type would show up as an increase in efficiency with a decrease in shroud length. ~ losses shown for short
shrouds seem to be due to a shroud length insufficient to allow the pressure rise of the propeller to develop as ax~al d:yna.mic pressure. This
type of loss may be more severe at power loSdings higher than thbse used
in this investigation.
'
I>
..
NACA TN
&
..
41.26
CONCWSIONS
NACA TN 4126
2. Relatively minor losses in static thrust efficiency were associated with decreases in shroud length from. 1.03 to 0.03 propeller
diameter&
.
REFERENCES
3.
NACA 'EN
4126
&
..
~ = 0.0156; ~ = 1.03
NA.CA. TN
lO
41.26
I
>
'
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l
..
. _
"
'-,
Figure L- Concluded.
St/tNI B-8
llllt/Mfr:lltllteo ,.,.,..
,.,.,- - - - f,
48
l/./
.......... 1//f1'-'-'
:\...'1..'\:
ZJ
.It:: 1
R~movoble
sflons
(b) Sketch of' shroud configurations
..
...
NACA TN
13
41.26
~deg
---
.36
- - brr,
.32
.28
.24
.20 ~~
20
.16
/6
'=:5
2'
12
.12
.08
.04
.2
.6
.8
1.0
~D
Unsllrouded
IJ
.0/56
.03/3
0625
1250
LO
.8
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,...
.:..
{ 1?:
'
~
'!"
-.,.
"":::::::,. .A.
..:..
r-o
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,,
~
............
'e
0
0
Figure
12
/6
20
~Ttl ,deg
24
28
32
40
...
,976 ,deg
24
----- 20
--16
10
B
~--::;
.6
/ - -
--
1---
---- --
----
::;..-
02
Figure
04
06 ~0 .08
.10
.12
.14
1.0
.8
Cl
1\
I'="
..,;
.G)
I"
.4
.2
0
Figure
6.-
.02
.06
~0
.08
...
.04
DEJ,X"Imnm
.10
'Jl,/T
'
.12
.14
2""
1.0; .!
An
D
1.03.
..
,.
~0
.0625
d .0625
Propeller position
~0
Propeller position
At entrance
.0156
At entrance
.2 5 0 downstream
rt
f) /56
. 25 0 downstream
If)
.8
~
B
4.r.1.
""""
~--- r<:>
-cJ
E(
0
0
ll':l.gure
12
7.- Effect
16
20
~751 deg
of propeller
24
28
32
36
NACA TN
18
4126
..
13.75' deg
.1250
24.7
24.7
c .0625
-
lO
B
w
...r.t
1.;.
.6
"
2
.2
.6
.8
1.0
12
Yo
Figure 8.- Effect of shroud l.ength on stati_c. thrust efficiency with no
diffusion in shroud.
..
..
B,deg
0
7
<>
14
lO
.8
w-- -v- ~
A.
.6
.2
10
1.2
l4 AE 1.6
lB
2.0
Ao
Figure 9.- Variation of' static thrust efficiency w1th sbroud-exi.t area
ratio. ~ = 0.1250;
75 = 24. f>.
a.
AE)Y,
---- -TuT = 2Ao
-
(Ref4)
0
D
D,deg
0
7
<>
/4
2.0
~
l5
~T11
lO
~
_c.,
..., ~
<T
...
--~
------
--
.5
Figure
1.4
1.6
lB
10.- Variation of tbrust ratio T/T.u_ With exit area ratio AFJA:n at constant power
and
pxjmnn
afiicienq-.
Tp
T
lO
.8
0
IJ
<>
8,deg
0
7
14
\\
' r,
'
.6
''
''
'' '
''(
>-.
~'13.. ,...
-...
""()
---..o._ 1"--
--~
.2
11
.6
.8
lO
12
l4
1.6
IB
Ao/Ao
Figure 11.- Variation of propeller tbrust ratio
NACA TN 4126
22
~ Bolon~
I
.L!
Lower
surfocrlt.sx48
Upper
surface
48x41
ground-proximity tests o
If)
.5
Lo
TtO
-.5
-1.0
0
;r---
()
25
.50
.75
1.00
L25
~0
Figure 1,.- Effect of prox:lm:l.ty of ground
Blibmerged in
*"
1.50
175
2f)()
225
a Wing.
0.28;
0.125.