-.

REPORT No. 351

FULL SCALEWIND TUNNEL TESTS

OF A PROPELLER WITH THE DIAMETER CIIANGED

BY CUTTINGOFF THE BLADE TIPS

By DONALD EL WOOD

LangIey MemoriaI Aeronautical Laboratory

393

REPORT No.351

FULL SCALE WIND TUNNEL TESTS OF A PROPELLER WITH THE DIAMETER -.

CHANGED BY CUTTING OFF THE BLADE

By DONW H. WOOD

SUMMARY

Tests were “conducted in order to chdemnine huw the

characterieiica of a propeller are afixted by cutting OJ

the tips. Ilte cliizmeter of a standizrd 10$oot metal

propeller wae dunged eucwwirely to 9 fed 6 inches, 9

feet O inches, 8,feet 6 inchm, and 8fee# O inchm. liizch

propeller thus formed tom tested at four pitch ~etti~s

in the Propeller Research Tunnel of h Nat@ud Aduieow

Committee for Aeronautics using an open cockpi.tfudqe

and a D-19 engine.

A wnall los~ in propuleire eficiency ti indicated.

fiamp[ea are giren ~howing the application of the reds

to practical probienw

INTRODUCTION

In the early days of aeronautics it was common

practice to adapt propellers to airpknes by cutting

off the tips until the desired revolutions were attained.

This procedure often Ied to freak designs and, of oourse,

at times was the mrong thing to do; but the designer

lacking test data and in many cases pressed for time

and money, found no other course possjble. ‘iWth

the adrent of adjustable pitch metal propellers

designed by later and more reliable methods, it may

appear surprising that the practice still continues.

The explanation is that a modern propeller will not

be far wrong when initially seIected, and with the

K@er cost of metal over wood propeIIers, it is some

times more economical for manufacturers and customers to make changes in this manner.

Site accurate measurements of the characteristics

had not previoudy been made, the tests kcribed

here viere conducted in the Propeller Research Tunnel

of the National Advisory Committee for Aeronautics

at Langley FieIdz Vs., with a vie= to determining

quantitatively the propulsive efficiency, thrust, and

torque of a propeIIer as its diameter was successively

reduced. For each diameter the propeller was tested

at four bIade settings.

APPARATUS

The. Propeller Research Tunnel, the balances,

torque dynamometer, and testing methods have been

described in Reference 1. The torque dynamometer

was instalkd in an open

425-horsepower engine.

TIPs

cockpit fusehige with a D–12.

This fuselage mounted on the —

balance ready for &s is shown in F&e 1.

The propeller used, designated as No. 3792, had

adjustable akminum alloy bIades. It was furnished

by the Bureau of Aeronautics of the Navy Department. InitialIy the diameter was 10 feet. The other

diameters were obtained by cutting off 3 inches from

each tip and then rounding with a circular arc tangent

to the Ieading and trailing edgw- The upper surface

was then rounded off for about one-half inch in the

lsxger diameter and 1 inch as the diameter became

less and the thiolcness greater. The propellers thus

obtained form a series of five &meters from 10 feet

to 8 feet. The appearance of the bIades is shown in

Figure 2. Figure 3 is a detail drawing of the bIade

with the successive tip radii indicated. Nondimensional bkde form and thickness curves derived from

the drawing dimensions are given in Figure 4. Each

diameter propeUer was tested at pitch settings of 12,

17, 23, and 28 degrees at 0.75 of the radius. The

rmiking pitch distributions are pIotM in F~re 5.

The usuaI washout of pitch near the hub is to be noted

and also the smalI differenoeain pitch distribution for

the different diameters.

METHODS

The torque as measured is the net torque on the -

engine. bearem. The engine was entirely incIosed in

cowling which was supported free of the dynamometer.

Consequently no correction for torque due to the

slipstream is required and the torque as read is used

in the computation of coeflicientts.

The resultant horizontal force of the propelIer-body

combination, which may be either a thrust or a drag,

-was measured on the reguk thrust baIance ~iference 1]. This resuhant force R may be considered as

made up of the three horizontal, components-

,

T= the thrust of the propeIIer operating in front

of the body (the tension in the crankshaft).

D= the drag of the airphme or fusehge aIone

(without the propeller) at the same air

395

.—

.—

.-

.—

—

...

—

-- -—

—

.—

-

.—

.-

-.

—

- -—

--

—.

.—
396 REPORT NATIONAL ADVISORY COMMITEEE FOR AERONAUTICS

velocity and density, that is, the same This propulsive efficiency inchldes the increase in

dynamic pressureq. drag of all parts of the airplane (in this cam the fusehge) affec~ by the slipstream, and also the effect of

AD= the increase in drag of the fuselage with the %ody interference on the propeller thrust and

propeller, due to the slipstream. ] power.

FIGVRXI.—Fuselagemcmntedforksts

Then R= Z’-D--- (1)

To obtain the propukive ef3ciency, which includes

any propeller-body interference, an effective thrust is

used which is defined as

Effective thrust= T- AD

or from (1) =R+D

The propulsive efficiency, then, is the ratio of the

useful power to the input power, or

Propulsive = effective thrust x velocity of advance,

efficiency input power I

RESULTS

The observed data are given in Tablo I with the .

standard nomiimensional coefficients computed from

them. .

effective thrust

~P= @D4

effective thrustX velocity of advance

$’= input power
FULL SCALE W’TND TUNNEL TESTS OF A PROPELLER

where D is the propeIIer diamet~r and n the revoluJ_

5 f)p

tionsper unit time. The coefficients for each diametei

* C& ~-@

.,

and pitch setting were plotted against ~. Typical where V is the vehxity of adv~ce

397

—

and P represents

exampk of these plots are given in Figures 6 to 9, the power absorbed ‘by the propeller. I%pellers

inckive. The coefE&mts read from the faired curves operating at the same vaIue of G are operating under

at even velues of-&re given in Table II. I

&e con~tions of power, velocity, and revolutions,

and can be fairly compared. F~g 27 gkes the enFmuu l–PmpelIersMa9 of ffm dfamtem

velope of the efllciency curves of Fqgw 22 to 26,

-r7 Figures 10 to 21, incluei~e, gke the thrust coefEoient, power coefioient, and propulsive e%iciency

curves for the dWerent diameters for comparison.

The curves for one pitch setting for tdl the diameters

are pIotted on the same sheet.

k Fwes 22 to 26, inchsive, the vahms of propul- T.

sive efficiency and $~ are pIotted against the coefficient

inclusive, and aIsc the ~ for maximum efficiency

plotted against the coeflioient CS.

DISCUSSION

When thediameter of a propeller is reduced in the

manner desoribed, changes in pkn form and thickness

—

—
398 REPORT NATIONAL ADVISORY COti~EE FOR AERONAUTICS

-------------- ~= .-

---- .-: .+”; ., .:

~

42—.— —.— .—. — -

:

--_-T--- ----

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,.

------------ .

.-j

. — ~p”r

*.-— .?&j-”..——

FIGCEES.—Detaildrawingw!th the mccsssIvetip radii indicated

For Oi?ihlfk? see hlbk, Pflge 16.

40 I I I I I I i t

.10

-J/o’o”aro ---”-“--9’6”dm — -4’0”U7-Q 1-–– 8 ‘c%. --—--8’o’-d.b.

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,:AC, -- _..-~-- --- ,32

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/- -

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--~ ..

,.24

h

.

G ;

f6’

.08

.— ___ —. .— ..— -----__

i7-

0 .1 .2 .3 4 .5

;

FIGrRE4.—BladeformcurvespropellwNo. 8792 D-diameter. b-bIade width. h-blade thiokume. l?= tip mdbrs- D/Z. r-mdlm

- .-

.-.

.—.—

.
FULL SC!A.IJ3WIND TUNNEII TESTS OF A PROPEJ.JJEIt 399

I

10’’O”dia. ~x~

I

/.4 I

9’6”

I

9*O=“ v

1.2 :

8’6- - A

I

8.& .. -- -+----

t.0

.8

5

.6 /

4

I

~ (

.2 .

1

0

I t

J J .2 .3 .2 .-G 6“7 .8 -9 Lc

G

F-mumL—Pitchdkhibutcq propdk! h-o.m

——

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FIGCB.X11-Ro@kr”No. =92 Dlanmter,S feet (W at 0.77I/)]~: FIGGZX7.—ProFelk No. K%?. Diametar, S teet (1~ at 0.7&R)
REPORT NATIONAL MWISORY COMMITTEE FOR AERONAUTICS

./4

5 c,

./2

W

.to _ c, 9+G~

7 lo”

.08 .8

d

=3 L’

.xx

L.t

.06 ~. #

.6 *

*@

/’ .

n

,

\l ~

.04 / .4

.02 .2

/ 1

0 0

0 “2 .4 .6 1.0 12 L4 L6

v;8m

FIGUBE&–Pro@er No. 8792. Dknnekr, 8feet(W at 0.75It)

.12

.10

\

/.0

?

.08 \

*

.8

v @-* e \-

3“

\

c

w .06

#

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c

\

.6

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/y

\

\

~

.04 4* .4

.02 .2

/2

o ho

\

020

.2 ..4 .s .8 1.0 lz .t4 M

V/nD

FIOUEEk-l%opefk No. .?792.D!ameter,8 feat(W at 0.75R)
FULL SC~ WIND TUNNEL TESTS OF A PROPELIJ3Ft 401

.16

./4

.12

.10

c,J)&

.m

.04

.02

0

1 I

a;& TO-dia

b.9’6” - —

c,9“L7”-

d.8’C -_

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~,

-.

b ‘..>.

\

~\

\

.xy.

a

k\\ .,.

‘\>.

.2 .4 .6 .8 f.c

v/nD

Fmuaalo.—PropeIk No.aioz (’mata76R)

A .8

(17”at 0.75R)

a,iiruam.

-b.9°C -

C,9’0” - --l

.16 ! 1 .-, -. ,- 1

<.

\

.f4 “ , d,8’C ‘_

e‘. e,8’0- “

—. . .

Z- -y’ <%

.12

\\

c Y. ‘“.\ [

./01 I I I h I\..! 1 I

b, I \l I I I I

&-t--+=+--~_ -}.m I I

I

I

-. \ “.

\

\

a

.

. .C@ \

. ..’& .

Yb\v <

\ ‘.:, b,

.,

I

‘$:~.

.W ‘.>.\\

,.\v,

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~,v., 04

.a?

\

o .2 .4 .6 .8 /.0 !2 L4

v/%lD

.—

—

.-—

.

,-

.— —

—-——

-.

-.

FImax lZ-PmpaUer No. Si92 (&at 0.75Ii)
REPORT NATIONAL ADVISORY COM.MITTEE FOR AERONAUTICS

.16 I I

a, 10’O”dti.

‘\ ~ 2::%: -

.. . A Q*C” “

.14 “,U “

‘-. ._, -.

\ <,

e,c?’0” “

\

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.—..— . \ ‘. ‘->

-.. -’-.< .,. \; ——

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.10”

,

----

--------b-- “,:;.,

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\

‘.,y.\

G .B

a \

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> ‘% IY ~ ,. ,+ .,

%

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.06

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‘~,yt

.04

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0 2 .4 .8 .8 /.0 [2 f.4

v/nD

FIGrRE U.—PropellerNo. $792 (28°at 0.78i?)

f6 I I

-—

0, iO’O”dti

b,9’6” “ —

C.9’0” -

./4 d,8’6” ‘:

e,8’0” -

‘.12

1 b

a,10’O”dk.

/0 .10 b,9’6”-

C,9’0”“

d,8’6” u_

e.8’0”=

Cp08 .08

I - -“

. . ...-.——

e.,

,06

>. ,+ - - -

.06 “ -: -- -’ --- ~~~ .,.-.

-> ‘.

Cp ‘~ ‘“–-—-$ . —..

---------- N \.*

.04 .d+

-g?.“-.:\\’ N

2 y ‘.

.02 ‘0 .02

0 .2 .4 .6 .8 n: .2 .4 .6 .8 1.0

V/nD v/nD

.

—

Frcu.um14.-PropellerNo S792 (MDat 0.75RI ~OUEE 16.–PKoIMMNo. 81QZ (IF ●t 0.76i?)
I?CJLL SCALE ~D TTJNNIZL TESTS OF A PROPE_ 403

18 I

I

1 )

a,kTO”dia.

-b.9’6- - —

c.9.0- “

.!4 d.8.6” -_

,

,!2

10L

‘\ c, .06[’--! -!. I 1 r=d \l I !

I r. i r--l -ddl-. I I I

Illltl

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1

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---

.h. c--. k +. t“

.06 - == —! . \. p. .,1 I

>

‘.

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\\ \ \\ , ‘.

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y .\f\

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o .2 .4 .6 .8 f.o f.. [4

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~QCEE 16.—ROPdk No. 8iWL & d 0.78~

./s t I

:[ ..

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a,[0’~dh

L ‘.. I

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./4 \

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-.-

% !.

-1 Y ~ ‘\

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●.+

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=.

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---

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0 .2 .4 .6’ .8 ID 12 L4

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~QUEZ 17.–Ro@k No. 8iW. (ZI3”St 0.78i?l

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4M3U+31-27
404 REPORT NATIONAL ADVISORY COMMITTEE FOR M3RONAUTICS

,’.c

!“

I I

O, 10”O”dio. I

b, 9’6- ~~— + --- c,9’0”“

8 ~“ d,8’6--——

1[ 0..

I

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~ ! ~~

v

II I I

, I , 1 I , b, I

,1

:1

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a ,2 4 .s ,8

W-/D

~GUBEI&-Propeller No. 9792. (12”at 0,76R)

Lo I I

o,lO’OOdia.

b, 9’6” “

C.9’0= “

1 1

-.

FXJUEZ19.-Pro@kz No. 8792. (17°at 0.76R) ,

i.o. 1 1

0, 10nPdia

b, 9’6” -

y

(b c,940” “

.8

.6 /’

k $

\\$

n r

.4 4

~l\,

/ p

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1

0 .Z .4 .6 .8 1.0 L? 1.4

v/nD

FKK!RBZa.-pr’opalhrNo. 3792. (2.Fat a76R)

Lo I I

a, 10’O=dia.

-b,9’6- m

C,9’0” “ a,

.8 _: ::3: ;

.- P~\

.6 t“i\

~

.4

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Ifkb

0 ..? .4 .6 .8 1.0 12 f.4

v/nD

FIGURE21.-Prope7lerNo, 8792. ~“ at 0,75R)

..
FULL SCA.IXIWIND TWf’WDL TESTS OF A PROPELLER 405

1.

M

7

L4

L2

Lo

.8

.6

.4

“2

o .4 .8 L2 L6 2.0 2.4 2.8 0

c=

FIIWEX 22.-Propelk No. 6i92 Diameter,IOtit

f

~

cl

Fmcn 24.-l?ro@Ier No. 37%!. DImneter,9feet

.— .-

—----

=

,-

—

—.—

.-

—

.— ..—

.-

-

-=

.-

. —_——

c,

FtGmE Z&—propeller No. 679!2.Dfamder,9&t uIn&m

T

G

F[acmz 3s.-PIopellec No. 6792 DIamet=, 8 feet6 IncIIEs

—

v

n—B
406 REPORT NATIOW” ADVISORY COMMITTEE FOR AERONAUTICS

result. (Fig. 4,) The bIade width becomes more

nearly uniform from hub to tip as the diameter is decreased, It is, therefore, impoasible to attribute the

change in characteristics entirely to any one of the I

variables, body interference, plan form, or thickuess.

Tests previously reported (Reference 2) were made

with the diameter as the onIy variable and an approximation can be made as to how much of the change in

body interference is due to change in the rdative diameter of propeller and body only,

First considering all the propellem at the same pitch,

it appears from F~ures 18 to 21, inclusive, that each

decrease of diameter causes a corresponding drop in

maximum e%iciency. The 20 per c6nt change in dim1.0

.8

.6 1.6

v

.4 i,4

.2 12

0 Lo

.8 $

.6

.4

.2

0 .4 .8 L2 /6 2.0 “2.4 2.8 0

c=

mm 26.-Propoller No. am Dirurrd.fir,s feat

eter from 10 feet to 8 feet results in about 6 per cent

drop in maximum efficiency. The indications are

(Reference 2) that about 2% per cent of this is due to

increase of body interference caused by the relatively

larger body, the remainder, 3j+ per cent, to change of

plan form and thickness. There is some lack of tiformity in the curves in that there are slight shifts in

the ~~ for maximum efficiency, but these are within

practicaI limits and the experimental error.

& ia to be expected from an increase of blade width

near the tip and thickness near the hub, large increases

of thrust coefficients and power coefficient.sare noted,

(Figs. 10 to 17, inclusive). At the ~ for maximum

efficiency the thrust coefficient is 51 per cent higher

for the 8-foot diameter than for the 10-foot diameter.

Likewise, the power co&cient ti 60 per cent higher.

At the lowest pitoh setting (12°) the thrust coefficient

is 33 per cent higher and power coefficient 56 per cent

higher. The resuhk are in agreement with those of

Reference 3, rdthough the differences are greater due

to the tider range of thicknesses and blade widtha in

these tests,

However, it is usuaUy the problem to find the propeLIerfor a given engine power, revolutions and forward velocity. In this case the coefhcient C8 connecting th~e variables is very useful. The value of

C. is fiked at the start for a given case, and from the

diagrams, Figures 22 to 26, inclusive, the’ cfllciency is

c=

Prourm27

determined. The pitch setting required is obtained

by interpolation between the settinga plotted.

Ths application of these diagrams maybe best illustrated by means of examples.

Example I: ●

Au airphme with an engine developing 425 homepower at 1,900 revolutions per minute flies at 150

miles per hour. A 10-foot propeller similar to No.

3792 is available. Should it be cut off and what wiIl

be the resulting efficiency?

. .

Inserting the vaIues from the problem and convert@ to consistent units:
FUT.J.JSCALE WIND TUNNEII TESTS OF’A PROPELIJ3R 407

From the Iower curves of Fwe 22 at Cs= 1.394 and

~ =0.695, by interpolation the pitch setting required

is found to be 19 degrees. At this setting and

CS= 1.394 the efficiency is found to be .795 from the

upper curves.

The best efficiency at this Cs is S05 at 22 degreea

setting. Referring to the lower curves at this setting

v

and C%, ~ = 0.745.

Solving for D

220

D= 31.7x 0.745 ‘9”34 ‘eet”

For beat results then, a propeller geometrically simihr

to No. 3792, but 9.34 feet in diameter shouId be used.

The dHerence between this and 10 feet suggests the

possibility of advantage by cutting off the propeIler.

From Fiie 23, which applies to a propeller cut to

9.5 feet, at C~ 1.394 as before and now

v 220

iiD=31.7x9.5=0”73?

the efficiency is found ta be 0.785 at 21° setting.

This is 1 per ccmt 1=s than the 0.795 efficiency for

the 10-foot propeIIer. Therefore, the 10-foot diameter propelIer set at 19° is better than the cut-down

propeIIer. lf the best propeller (9.34 feet at 22°)

eflkieucy is corrected for increased body interference,

using values from Reference 2, the efficiency is

0.805– 0.008=0.797. The 10-foot diameter propeller

at hand is practically ideal for the purpose and shouId

not be cut.

I?xample II:

An airplane fitted with an engine demloping 300

horsepower at 2,000 revolutions per minute flies at

130 miks per hour. How should a 10-foot diameter

propeller be cut to adapt it to the airpkne?

J

We ha-re Ca= b

000’37+3%Y=,26,

(–)

2000 2 -

300x 550x 60

88

v 130‘m 191 and nii ‘2000 ~xlo ‘33.4 x 10‘0”572”

From the diagrams, Fwe 22, the propeIIerwill have

an efficiency of 0.750 at 14.5Qsetting. The best proT’r

peIIerwouId have an efficiency of 0.79 at a ~ of 0.66

with a dimeter of 8.65 feet and a pitch setting of 20°.

Correcting for body interference as before, the efEciency becomes 0.790– 0.017 = 0.7i3.

l?rom the diagrams, Figure 25, for propellers cut to

8.5 feet diameter at Cs= 1.268 and

v 191

XD=33.4W5=OJ374’

we find the e.ftlciencyto be 0.760 at a setting of 18.5°.

Site the dimneter is not criticaI, a 20 per cent change

causing only 2j4 per cent change of efficiency, it is

sufficient to use this diameter. In fact, if the diagrams, Figure 27, for 8-foot diameter propellers are

used in the same way, the efficiency drops to 0.74.

The diagrams, F~e 24, for 9-foot diameter propellers

give an eficiency of 0.76, the same as the 8.5-foot

diameter.

For this application we may use the 10-foot diameter

propeIIer cut down to 8.5 feet and gain about 1 per

cent in eflkimcy. This propeIIer will be onIy (0.773

– 0.76=0.013) 1.3 per cent Iess eflicient than the best

propeIIer, one of 8.65-foot diameter geometrically

simiIar to the 10-foot diameter.

lhmple IIt: “

An airphine is equipped with a 600-horsepower

engine turnimgat 2,400 revolutions per minute. The

estimated speed of the airphme is 180 miles per hour.

How should a 10-foot diameter propelIer be cut to

adapt it to the airpIane?

d

es=6 o.oo-o~x%)=,,,g

(–) 2400 2 .

600x550 x 60

88

V 180‘m and --=0.660. m=2400~xlo

F~e 22 indicates that the propeIIer wiU have an

efficiency of 0.765 at 16.5° setting.

II we cut the propeIIer to 8 feet the diagrams, Figure

26, appIy.

(7s= 1.419 as before.

V 264

~=~8=0”825.

IMiciency= 0.76 at 23° setting.

R appears that the cutiown propeIler is practically

as efficient as the 10-foot propeller.

lt is possibIe to select another propeh which, at

tit sight, is better than either of the above. From

the diagram, as in pretious examples, we iind that a

—-

—

——

-.

—

..

-—

—

——

—

,-

--=_ .—
408 . REPORT NATIONAL ADVISORY COMMITTEE FC)RAERONAUTICS

propeller 8.7 feet in diameter geometrically similar to

the 10-foot propeller would have an efficiency of 0.805

when set at 22.5°. When coriectad for increased body

interference the efficiency is (0.805– 0.019) =0.796.

There is another factor, however, not covered by

the above charts which must be taken into account.

Tests, soon to be published, have shown that above

1,000 feet per second tip speed the efficiency fda off.

The tip speeds follow:

10 feet diameter FX 10 x40= 1,258feet per second.

&7 feet dirimetir TX 8.7X40=1,093 feet per second.

8 feet diameter TX 8 X40=1,008 feet per second.

The efficiencies computed for the 10-foot and 8.7-

foot diameter propellers will not be realized in practice.

The 8-foot diameter propeIIer, therefore, represents

about the best propeller for the application.

When propellers are operating at high tip speeds the

increased body interference and adverse eflects of

thickness and plan form of cut-off propeIIeraare less

than the tip-speed losses and a net gain in efficiency

will result if a smaller diameter is used to reduce the

tip speed.

CO~CLIJSIOIY

1. Changes of 20 per cent in the diameter of a 10-

foot propeller due to cutting off the tips resuh in a loss

of about 6 per cent in masimum propulsive efficiency

at the same pitch setting.

2. The drop in efficiency isaccompanied by increases

of from 30 to 50 per cent in thrust coefficient and from

56 to 60 per cent in power coefficient.

3. A propeller adapted to a given engine and airplmne by cutting off the tips wiII only be SIightly less

eficient than a specially designed propeller,

4. The practice of cutting off propellers is justified

by these tests.

LANGLEY MEMORIAL AERONAUTICAL LABORATORY,

NATIONAL ADVISORY COMMITTEE FOR AERONAUmcs, LANGLEY) VA., December 10, 1W3.

REFERENCES

1.‘W&k, Fred E., and Wood,Donald H.: The Twenty-foot

Propeller Research Tunnel of the National Advisory Committee for Aeronautics. N. A. C. A. Tcclmicd Report

No. 800 (192S).

2. Weicfi, Fred E.: FullScale Tests with a SW@ of l%opcllcrs

of“Different Diameters on a Single Fuselage. N. A. C. A.-

l&hnical Report No. 339 (1929).

3. Weick, Fred E.: Full Scale Tests of SeVmal Propellers Having Different Blade Forms. N. A. C. A. Technical

Report No. 340 (1929).

0rdhate8 of ecctiom at vanbua radii for propellerblade per dratoing, Figure 3

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FIJLL SCA.IJ3 W17SD TO_NINEII TESTS OF A PROPELTABLE I.-OBSl=ZWD TEST D.kTA

409 —

Propeller No. S79~. Diamdm, 10 fed Propeller No. S79g. l?iamdm, 10f~

SET AT 28° AT 0.75R.

—

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Propeller No. S79i2. LEamder, 10 fed

—-

Propdler No. S?OR. fimeter, 10 feel

.

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—

- —
REPORT NATIONAL ADVISORY CO~EE FOR MZRONAU’HCS

TABLE I.—OBSERVED TEST DATA—Continued

Propeller No. s79% l)iameter, 9 feet 6 kchea Propeller No. 979A Diameter, Qjed 6 inche8

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Propeller No. 379S. Diameter, 9 jeet 6 inches

-

Propeller No. 379A l%metw, 9 jed 6 imdw

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—

--- —
411 FULL SCAIJ3 ~m ~ TESTS OF A PROPELLER

TABLE I.-OBSERVED TEST DATA-Continued

Propeller No. S79A LXamdw, 9 fed Propeller Xo. 379A Diameter, 9 M

6ET AT 23° AT 0.76R. SET AT 1’2AT 0.76R.

c%

.-——

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REPORT NATIOh-AL ADVISORY COMMITTEE FOR AERONAUTICS

TABLE I.—OBSERVED TEST lYATA-Continued

Propeller No. SW8. Diamder, 8 feel 6 inches — Propeller .Vo. S79g. Diameter, 8 jeet 6 inch

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SET AT 17° AT 0,i6 R. _

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FCLL SCALE TTJ2%D TIJ’NIKEL TESTS OF A I?ROP2=JJZR

TABLE I.-OBSERVED TEST DATA-Contbud

413

Propeller Ko. S792. Diameter, 8 fed Propeller No. S792. Diameiw, 8 ~~

.-. SET AT 23” AT 0.7SR SET AT W AT 0.76B.

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I

_—
REPORT NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

TABLE 11.—FINAL ADJUSTED COEFFICIENTS

Propdkr No, S78% Diameter, 10 fed Propeller No. 378A Diameter$ 10 feet

12”AT 0.76R. W AT 0,76R.

.—=

—

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Cr CP

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1.627

L 640

L 760

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Prowller No. $788. D&zmekr, 10 jd

17”AT 0.76R,

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Propeller No. 8798. Diameter, 9 feet 8 inches

1P AT 0.75 R.

v

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Cr dL14 0.10 0.0%s9

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Propeller No. i97EIg. Diameier, 10 jeet

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I
FULL SCALE WLN’D TUNNEL TESTS OF A I?EOPEXCJZE

TABLE IL—FINAL ADJUSTED COEFFICIENTS-Continued

Propeller No. 379A Diameier, 9 jeet 6 inohes Propeller No. 979A Diameter, 9 fe8t

1P AT 0.7SE. W AT &76E.

I

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Propeller No. S799. Diameter, 9 feet

W AT 0.7SR. .:

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Propeller No. 379A Diameter, 9 feet 8 inches

0.10

::

;:

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Propeller No. S79B. Diameter, 9 feet

5S8AT 0.76R.

— . .—.

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EF AT 0.75 R.

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:=

O.mw

.rsa

:%

:&x .am

.02s2

.0189

.Olm

.0121

.We4

.—

—. .-’
416 REPORT NATIONAL ADVISORY COMMITTEE FOIC .4ERONA17TlCS

TABLE 11.—FINAL ADJIJSTED COEFFICIENTS-Continu~

Propeller No. 379A Diameter, 8 jeet 6 inches Propelkr No. S79.?. Diameiw, 8 jee[ 6 hch88

1P AT 0.76R,

I

Z“ AT 0.75 R,

Ca 7

I ---1 Ca

v

nii

-

Cr c, I c,

~ (L;:

%

.2$

.86

.40

:#1

.65 i :%

o.Om LIZ&

.0370

.0867

.0342 :%

.0326 .671

.C006

:E

:&l .680

.6222 .5Ea

.01s9 .6s5

.0154)

.0112

.624

.208

am

.!2W

.68a

.401

.595

.708

. m

.940

I.m

L 219

L 890

L686

0.10

. lb

%

.90

.85

.40

:%

.$

.65

.70

.76

.80

.%

.96

1.w

1.06

1.10

L 16

M

1.s0

L86

L 40

1.46

.—

o:moJ

,166

.Za6

.233

.346

.404

.470

.640

.600

,687

.602

.WO

.?lb

.787

.768

.na

:%

.786

.6W

.797

:%

:E

.ma

.!210

Propeller No. 3798. Diamder, 8 feet 6 inchw

17° AT 0.76 R,

G CP “Ca

~;:

.20

%

.86

.46

.45

.&)

.66

.611

.66

.70

.76

:8

,03

0.1117

. Ioai

.1046

. 1W9

.oa5--

. owl

.0838

. G768

. @372

.W81

.W86

.0410

.0991

.0246

, OIiO

:E

o.rmo

.0688

.0588

. as77

.0672

.0506

.W48

%iJi

:%

.0205

.0264

.0210

.0161

.0118

(LM

.256

:f%

.669

.610

, :g

. ~1

‘:i61

.767

“.724

.648

.486

.lw

a 175

.204

.262

:&

.622

.716

. W

.918

LOW

L 148

1.271

L406

Lb%

Lm

;M

Propeller No. 3792. Diameier, 8 je.d

12° AT 0.76R.

‘l-dC’L-lQ-l

~g

.m

:E..35

.40

.45

:E

.60

.66

Propeller No. 3798. Diameter, 8 jeet 6 inches

W AT 0.76R.

cd

. — —

PropellerNo. S7M. Diametw, 8 jeet v

a

“c? CP

a 0689

.mw

.awl

.W87

.0881

.LW76

.owe

.Cwl

:%

.O.8w

.0774

.0786

.0089

. Cwl

. woo

.0641

.Wso

.04m

.O&

,0228

7

:;:

:8?8

.4W

.4W

:%

.625

:s

.7XI

.745

.766

.778

.744

.785

.778

.760

.em

.:%

17° AT L76 R.

0:;g

%

:;

.45

.E.&l

.66

.70

.76

.80

:SJ

1:E

1.06

1.10

1.Ill

a 162

:%

:%

.662

.786

.818

:=

1.@b

L 181

1.276

?%

1.618

L748

;%$

2.240

2 Klo

c1

0.172

.259

. a46

.465

:K

.70s

.7W

.697

H%

L24!2

L 361

L 620

:: E

9.110

Cr c? r

aowo 0.143

.0048

:E

:E .4W

.W22 .404

.647

:%! .W

.0676

.0540 :%

.0491 .707

.W42

.0242 :%!

.0202

.0z04 :=

.659

:%! .496

.0146 ,186

y;:

. .n

-“::

.86

.40

.46

:i’i?

, .60

-.66

.70

.76

,8J

:.

-. WI

0,1218

.1179

.1138

. Iml

. la26

. mm

.0880

. Ml

.0720

.0w2

.(586

.0447

.0843

:%

. MS8

.CW —.—

.
FULL

TABLE

SCALE WLTD TUNKEL TESTS OF -4PROPELLER

11.—FINAL ADJUSTED COEFFICIENWontinued

Propeller No. 3T9E. Diameter, 8 feet

23”AT 0.7SE

Propeller LVo.i97W. Diameier, 8 feet

28°AT 0.7SR

i-a- .s

.al

.

.

Iwia

Iws !ii :%

i-.

.?m

S61 $.626

.40 .Isio .12&s .426 .6W

.IwO .U52 .4W

:2 .I#35 .U43 .S4a :%

.5s . ma .m .sss .83s

.m .Iz8 .Uas .619 .ml

.66 .lm .W45 . e49 .W7

.70 . llm .1210 .m L0S7

.ia .lwa .I137 . i(m L MI

.&l .lws . Ha7

.s5

LW7

. OwI . IOU :Z LS25

.W .C6so . IrMa .mo L 414

.0w5 .Wm L(3W

i% .0732 :Z LW5

L05 .0059 :E .275 LiW

LIO .05&6 I :%7 .m L811

LIS . OW . W

Lm .M5 .0w9 .749 H%

L26 .Wa .Wzo .723 am

.02az i .Oew .(F4 Zaw

R .Om .610 261S

L40 .Olw ‘ :=

.~ I -02w :E am

!47W

L 45

417

——— .—. —

.—.—

. . .

. .—

-

-

-

..—

.—.

.-—