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f:ON·:f~~L,· AW~{ No. 5',!20

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N j\. C A LIBPJ\RY

LANGLEY MEMORiAL AErWNA1JTICAL U;.I3()rU~TORY

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3 1176 00094 5403

NATIONAL ADVISORY COlVIMITTEE

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N~V 13 1945

FOR AERONAUTICS

SUBMERGED-DUCT ENT~ANCES

By Charles W. Frick, Wallace F. Davis, Lauros M. Randall, and Emmet 1. Mossman

Ames Ae~onautical Laboratory Moffett Field, Calif.

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Washington October 1945

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NAGA ACR No. 5120

NATIONALADVISORY'COMMIlTEEFOR AERONAUTICS

ADV~NCE CON1IDENTIAL RE?ORT

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AX EXPERIMLNTAL INVESTIGATION OF NACA

SUBMERGED-DUCT ENTRANCES

:By ,C·harles ,We Frick, "/allace F. Davis, . Lauros M •. ,Randall, and Emmet A. Mossman

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The results, of a ~reliminary inv~stigation of submergedduct ~ntrances ~re preiented. It' is shown that an entranco

of t h is typo p o sso s s e s d o s Lr-a b L e c r LtIc a L s p o o d and pres'suror9covory characteristics when used on a fuselees or n8c&11e'

in A. r eg I o n 'o'f 101tli'ncremental ve Loc I t y a n d thin boundary

Lc.y e r , Th..ede~ta ob t a i ne d indicate that s ubm e r-g e d ven t r s.n c e s

are mos~'~~it~~le' fo~ use with~internal-flow sy~~ems which' diffuse th\~ air 0:n1y a small 'amount: for example; those used with jet motors ' .... hich have a'x'ls:1:..r10w compressors. \'ihere c o m-« plete diffusion of the air is reauired, fuselage-nose or winglead1n::g':""ed_g'o '{nl\3t's may 'pro;v'e:\t6"~'bf/ superior.

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The results of the investieation have been prepared in such a<lorrn a s to permit their-use by a designer arrd the appiicitio~ of ihese data to a specific design is·discussed •

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nrTRODUCT ION

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The use of the jet-propulsion motor has greatly intensifred the need for" eificientair-inductiori 'systems."for· :t:J:ig~-speed aircra.ft.A.lt-hough the air q uan t t t f e's 'used"by" iuch ~otors are not 'g~eat11 in ezcess:of the ov~r~all ai~ '. requirements of' convention~1 ~ircraft ~ng±~es oi ~auivqient high-;speed.thrust, the p e r f o r m an c e of a ,jet motor is aff~~ted to ~ much greater extent by ptess~re losees in

the·air-inq.'uctionsystem r e s u Lt Ln g from poor design. At high speed; a loss in totql pres~ure of 10 p~rceni of the free-stream d y n am f o pressure for the air s up p L'I e d to the jet motor of a typical fight'er aircraft ma.y result in a

2

'CONF IDElTT 1.4.1

NkCA ACR No. 5I20

loss in thrust equivalent to about one-tenth of the airplane dr~g. When it is realized that very few of the air-induction systems of existing jet-propelled ~ircraft have total pressure recoveries of more than 65 percent of the f r e e=s t r e am dy n am Lc pressure, it becomes a p p a r e n t that there is q great need for improved designs.

The ~htiona.l Advisory Committee for Aeron"',utics, working closely with the' Army and ~r'1.vy, has been conducting extensive researc~ on the problems of jet-motor ~irinduction ~ystems at it~ v~rious l~~oratories. Results

of ttis research c~ncerned with fuselage":"nose inlets and external scoops have been published in references 1 and 2.

As a part of this research program, the Ames Aeronautic~l Laboratory has undertaken the investigation of air inlets submer~ed ~~low·ih~ ~urface of the body itito which the ent~~~ce is placed.' This type of air inlpt i~ rtotrtew,' hqving b'een test~d first during the dti~t~ent~y r~a~arch of referenc~a~Submerged and semisubmerk~d'inl~ts ha~~ ~lso received consiaerab1e attention from va~i6us ~ir~~~ft ~ari~factur~is. It is the ~urpose of th~invkstig~~ion reported h~rein to trovide fuor~ complete'information on

, en t ran ce S '0 f t his t yn e S 0 as t 0 d. e fin e the i r r e 1 a t i V' e ',' ::ib e!', its ,c 0 in P 0. red wit h - other types of, i n Le t s .

A s t u d y of' the geometric: ch ar a c t e rLs tLc s of submerged air inlets indicated the following possible advantages:

1: R~duction of the lengt~ &f th~ the e Li m Ln a-t d-on of d.uctlngbend.s' w i t h reduction in pressure losses compared 0- fuselage-nose inlets

internal du6ting and

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a o av a n r::: in fe l.gn" a n

t 0 a Will g-l e ,'l din g- e d g e

::;. Reduct ion in ext e r n a I d r a g when c o mp.a.r.e.d. wit-h ex=--ternal fuselage scooFs

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'3'.- Ea.si'ero,tt-,dnrnento'{ high c r f t d c a I speed at high- '

s ps e d at t itude~than- for external f u s e La.g e scoops FInd, a wi'd-er rarig e of cdrpl,:l,ne at t Ltu d e for high c r d tnc a I speed than for

3, wing leading edge or: fusel~~g"";-nose e n t r un ce

It 't~i S o e Lf eved .t h a.t ~'{~e"5<: ·.:~C.7 r_~, g:= w o u Ld f a v o r ·the',

use: of "He'll e n t r anc e s £'0::- ce r.ta Ln "ir-L'_c .. c tI o n s y s t em s , provide'd.'t~~~,t des:gnm,:HhodscouJ.d be es t ab L'i e h.e d to eliminate the dh~tacteristic'low pres~ure recovery.

NACA ACR No. 5120

CONF ID£NT IAL

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MODEL AND APPARATUS

The general Lnv e s t d g at t o n of the submerged entrances was ;:',8cle in the A-.c) 2 '.- by 1. 5-f 0 0 t wind ch a n n e 1 s h 0 w n in

figure 1. This wind channel is of the open-return type

and is powered with a high-capacity centrifugal blower c~pable of producing a maximum 'airspeed of 180 miles per hour in the test section. The air stream itself is very smooth and p r o b a b Ly of' 10111 turbulence' b e c au s e of the contr~ction ratio of 13.0 to 1.0.

Measurements of the tunnel air stream indicated an

a p pre cia b 1 y t h i c k boundary on t he W A.ll S 0 f the t est sec t i on •

In order to obtain the thinnest boundary layer possible, a false wall wns built into the wind-tunnel test section SO th~t the tunnel-wall boundary layer passed between the

false and true walls of the tunnel. The model submerged duct w~s placed in this false wall as shown in. figure 1.

Air flow into the m0del duct entrance was controlled through the use of a small cent~ifugal blower.

The model of the s u bm e r g ed-vd u c t e n t r an c e was so designed that the contours of the lip, the angle of the entrance

ram p (fic. ~.) ').nd the divergence of th e r am p C01.:1d be cha n g e d without removine the other duct parts. The openings tested were of il-SQu'1.re-inch area, one of 4- by l-inch an d the

o the r 2- by 2- inc h .d i ill ens i on . }5' 0 r 11 11 t e f\ t s, the air d r 9. w n into the entr~nce was exoanded to a very low velocity in an 80 conical diffuser of l~~O to 1.0 area ~atio. Figure 2 sho~s a view of one of the entrances tested.

A specific a pp.Lf c a t d'o n of the results of .t h e general investigatio~ was test~a on a 0.25-scale mo~el of a fightert~,":)e a:.rc::2.:':-'; i:;';.·tlteAmes 7~'Jy lO~foot ".lind tunnel NO.1. Vie_ws of the s u om e rs e d duct for t ht s model ore s h o w n in figures

3 (a) an d (b):

T~S~S AND TEST METHODS

Measurements of the p r e s s vrr e losses of the air f Low i n g into the su bn e r.ge d duct for t h e .t e s t s t n t n e A:::''''',2 1- ".:;y 1.5-foJt wind channel w e r e m e.de bo t h at .. the e n t r o n c e a n d « t the end of the diffuser. The placinc oi the tot~l-pressure tubes

a n d the st'Jtic-.pressure tubes in the e n t r an c e is s h o vrn

CONF IDE1:T IAJ:,

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CONF IDENT 1AL

lL~ c A, A CR No.5 1 2 a

in figure 4. Pressur~ losses at the end of the diffuser were me~sured with total-pressure tubes. It should be noted th~t all measurements of the pressure recovery at

the end of the diffuser we~emade while the pressuremSRsuring rakes were located ±n the,duct inlet. The pressure losses resulting from the drag of these rakes are of considerable magnitude qnd the data obtained for the diffuser are of comparative value only. This in no way detracts from th~ value of these measurements since they are used for comparing the effects of v~rious changes to the entrance. Data useful to the designer were obtained with the rakes at the duct entrance by plotting contours of pressure loss in the entrance from the measuted values

,obt~in9dwith the pressure-measuring tubes of figure 4 and integr~ting these pressure losses to obtain the averag~ loss. Losses measured with these rakes represent the values obtsined ~ith lOa-percent diffuser efficiency. Data for other diffuser efficiencies may be com?utod from these measurements. For all tests, the inlet-vSlocity ratios are mean v~lues determined from air-auantity measurements made with a calibrated venturi meter located in the air duct le~di~g to the centrifugal blower.

Pressure-distribution tests were made over the lip and the ramp of the entrance to permit an estimation of the critic~l speed. ?ressure dRta~~btRined with flush orifices w e r e u s e u w i t h rsi'"re:lce 4 to o b t a.i n r v a Lu es of the c r Lt d c a L Mach numbers for various operatin~ conditione.

The effects of r em o v i ng v t h e b o u.n dan y-t La y e r- of the surface ahsQQ of the 8ubmergBd duct were determined by testi~~ suction slots at various locations ahead of the duct entrance. A small centrifugal blower wns used to provid~ su~tion .• Air quant1ties were me~sured with a cpli~

··o.2'!;.te·i.'rsntul'i •. },.·s:cetch of the boundary-lAyer-cor.trol teat duct is shown in figure 5~

~early all tests were made by holding the tunnel airspaed const3nt a~d varying the air quantity flowing in the d u c t to v''l,r;/ the i!llet-velccity ratio. A rev.[ t e s t s were IDede at very high inlet-velocity r0tios by reducing the

t un n e 1 ''; i r .8 IJ e e d •

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flow into the in:ets ~ith an air numn connocted to a ch~nnel

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in the s~ar of the tip-supportsd model. T~e inlet-velocity

NACA ACR No. 5I20

CONA' IDENT IAL

5

ratio was held constant while the ~odel angle of attack

was varied. Pressure losses were me~sured at the simulated entrance to the Halford jet motor with a rake of 17 totalpressure-measuring tubes in each duct.

RESULTS AND DISCUSSION

General Investigation

The Ln v e s t Lgo.t f o n of the submerged-duct e n t r a n c e s in the small wind channel was divided into phases, each concerned with one pqrticular design vari~ble. These variables' were as f o Ll o w s i

1. Rq.mp design

2. Lip d. c sign

3. Entrnnce shape and aspect ratio

4. Bo~ndary-layer thickness

Thediscus~ion deals with each of these variables separately. Portions 01 the discussion are also devoted to the few tests of boundary-layer control and to the external-dr~g characteristics. Figure 2 defines the various elements of the submerged entrance.

Rc;·m.1L,Q,.9..fli.s..l'h- During the, p r e Li m i n e r y tests of the submerged entrances~ the pressure recov~ries obtained both at tho cnd of the diffuser and at the duct entrQnce were disappointingly low. A maximum valu0 ·of pressure recovery of about 57 percent w a s m e c.s u r e d after c om p Le t e diffusion a t an inletvelocity ratio of 0.5. The pressure recovery decre~£ed to zero when the i~let-velocity ratio. was increased to a value

of 1.3. Th.e s n t ran c e tested co n s I s t e d of r', 1- 'by 4-inch

o p e n i n g a t the end of a 70 ramp b o u n d e d b y straight p a r a Ll-e-I walls. Since at inlet-vglocity ratios of less than 1.0, mere air enters the u~stream end of the ramp th~n flows into the

e n t r c.n c e with r e au Lt a n t s p t Lla g-e over t he sides; ari d , since the stre~mlines of the flow diverge ~s the opening is ':lpproached, it weB suggested that some improvessnt might be obtaine1 by diverging the walls of the ramp tofit the streamlines more closely. Tests of the first divergent walls s h 0 ''1 e d :'. sur p r i sin g i ':1 ere .:; s e i nth e pre s :, ur ere c 0 v e r s 0 f 8

to 10 percent ~t inl~t-ve:ocity ratios of less than 1.0.

In order to invcstig~te th!s further, tests of v~rious straight divergent w~lls And one curved divergent w~ll qS shown in figure 6 and t~ble I'w~re made. The results

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CONFIDENT rA1

N~CA ACR No. 5I20

of these tests are s ho wn in figure 7. Th'e best pressure recov~ries were' obtained with the curved divergen~e 4 which gave ~.m~ximum pressure' reco~ery of 73 percent at an inletvelocity ratio of 0.40.' Improvement was also found at inletvelocity ratios greater than unity. It should be explained that the neasure of divergence used in this investigation is the ra t Lo of -I:;he widtl1 of the entrance of the ra mp to the width of the submer2ed entrance. An axaminntion of the pressure-loss data ;f figure 8(a) obtained in the duct entrance sho~s that the effect of the aivergent walls is to reduce appreciably the losses Guffered by the air entering the duct. Th~ improvement of flow losses found at inlet-

v e Lo c i t y r a tc o s of 1.0 or greater indicates t ha t fitting the c o n t o ur of t:h!8 r am p wa Lls to the a t r oam Ld n es ,.does not g i v e

a full explanation of the reduction of pressure 19sses. It is surmised that the divergent walls of the ramp act to reduce the am o un t of b o un da r y+Lay e r air which flows d o wn

the ramp, thereby increasing the pressure recovery at all inlet-velocity ratios.

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It was notiaed, however, that while the pressure losses were much improved over the entrance as awhole~ higher losses tha~ those obtained with no divergence were found

in a small region close t.) the sides in the upper half of the opening just bel 01.\' the lip. This effect, is shown by

the data of figure S(t). taken for the pressure rake mounted one-~alf inch f~om the opening. Flo~ studios indic~ted that t h e s e p.r e a a u r e losses were o-riginating in ,'C1 short stalled region along the walls o'itt·s r amp , Att2rnp.ts n a d e to

Lm p r o v e this condit ion byroll:1dihg~ the ei;_;6s of the walls resulted in even 'greater Lo s s e s ; It was f'o un d t h at by

p La .. cing s n e.Ll, ridges or deflectors of a m a x I mum height of one-half inch along the top of the divergent walls as shown in Sigure 9, an appreciable gain could be' obtained at inlet~ v e Lo cI ty r n tLo s greater than 0.6. These d a t a are shown in-

f Lg u r e 10. The c o m b t n a t Lo n of the curved divergericeand 'd.e'fl.ec.t.ors Ln c r e a s e s the maximum pressure recov,ery·aft-er: diffusion from ,57 percent (fig. 7) to 78 percent; (fig. 10) at 'a~ inlet-velocity ratio of 0.4 and from 20to 36 percent at an Ln Le.t=-v e Lo e Lb y ratio of unity. The effect of these

d e f 1 e c t or s . 0 n th e los s e sat the sid e s 0 f the e n t r a n c e i s shown in figure: 11~

The'foregoing results were obtained. with ~ r~mp angle of 7 o. . I twa S 11 e c e s S "" l' J~' the ref 01' e ,t 0 d e t e r 1:: in G the e f f e c t a f changing the ramp angle on t~e pressure losses and to find out wh,ether the use ~f diver§ence w~s as efficacious with greater ramp angles as for 7 •. The results of fig~re 12 show that, with parallel side walls, an appreciable

CONF IDENT IA1

NAC,A ,A,CR -.No,. 5,120

• . ,0 ON]' IDEN'r 1AL

7

,improvement in the pres~ure recovery is experienced with increasing ramp angle ~speci.ally at the ~nlet-velqcity ratios grea.t~r t h a n unity. The results ,ot:tests';of v a r Lo u e ra.mp ,

an g 1 e s ",, i t h d ~ v erg e nt, ", a 11 s pre s ~ Il t ~ din f i gu r e' 13 S 1:1 o'\'( t hat ,

for ,;r:a.m,p a.ngles up to :100, the, u s e of divergent wa.l,ls ,

.r e su Lt.e i Ln a reduction qf the pr e ss u'r e Lo s s e s , For 15° ,i

a large loss in p r e e s u.ret r e c cv ery was experienced. The ", ~e~ults of these tesis i~dicate that,as a ramp angle 1ncrea'Ses, the divergence used should 'decrease. Figure

14(a) shows the effect of ramp angle On the pressure distribution along the ramp_ Figure 14(b) shows the pre~sure distribution nlong the ramp as it varies with inlet-velocity ratio.

~1.E_~..£.~1~~- In'designing e. satisfactory lip for the t·! submerged duct,. two requireuents must 'be 'saiisfied. 'Fi~si: t h e lip must h av e a shape,thatwillgiva a high,critical:',' speed att~e lo~ {n1ci~v~lbd1iy ratios ris8d in high~sEe~~~': flight; and sacond, t~e 11p'ihape mus~ be sucb that ~o stalling of th~ internal :flo~ will occur at hig& inletvelocity r~~ioi or even a£ in~inite inlet-velocity ratio correspondin~ to 'the st;t{c ground operation of the jet motor. With these criteria in mind, seven lip shapes

were 'tested. ' Li~e "drawings of. t he s e iahap e s 'are giv~n in figu:re 15, and 't's.blesI'I(a) .and Il("o) 'give t.h.e i r ordinates'.

'The'resu1ts of test~'6t ~hes6 lip stlape~ are'given in table

II!~ The fitst'li~ teited was poo~ in all respects; ,

es p e c1a11y ins o'f~r as' th e at a.Ll in g of. th e in te r n a L" flow w~s concerned.' Addtn:g' c u rv e trure to' the 'inner surface ,( lip

2):1mpro'Ved t h e-e e ve t a Ll Ln g tendencies, 'but th e critical speed W8,S s't,ill very;:poor'~( Adding curvature to :the out er sur r e e s

, t 1 i P i 3) did not', lm1' r 0 V' e) t fi e; c r it i C r.>,1: .. S pee d a. n d ill a d e the ~ :

f~t~rn~1-f16w'ldssei ~uch ~r~a~er. 'Adding e~r~ature tG~both the inside a n d outside s u r r a c e s tli'p 4) "'increase the crft:!.:cal speed and eliminated stalling of the lip except at inflnite inlet~vald6i~y:rati6. Changin~ ~he"no§~iriditis (lip 5) did

'n6t imprcr¢~ tliis 'cdnditiori, but~~n'1nGrease in c~mbe~ zad 'an Ln or-ea s-e f"n -n os e r a d Lu a resulted 'in 'an> entirely sa.tisfA.ctory lip (.lfp6).: A 'further attempt' t'oimprvve this 1'ip by increasfn'g t'he 'li--p' r a d f u st r e s u Lt e d in ti'sti11 f''Ilrther de-',:

c r e a a e fn critical speeds .It ,ts' c ori c Lu d ed v t h a t j : forth'e'

duct- :'te:s't~'ed, 'lip 6 '111\$ entirely :s·atisfqcto!"y'. :-:" '

'It w a s .an t Lc Lpa t e d that changing the 'ramp of the"s'ub...;.;..'· metged 'enir~nces might have an appteciable eff~ct on'th~ arigle of f1ov/-at't'ne lip and thereby O'n"the c r Lt Lc a Lrsp e e d , 'Tes,t's

of lip 6:',wit'h .9,'ramp angle of',?,,:) 'g.hbwed a decrease in the::'

: COnF IDENT:IAL

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OONFIDENT IAL

NACA ACR No. 5I20

m~~i~U~ criticalsp~ed from Mer at 0.92 to a value of Mer of 0.83 at an inl~t~r;velocity ratio of 0,94 when divergence 4 -r e pl.a c e d the non,~1i-;v'~'r!,gent: ramp walls. It' 'Il~S surmise-d that the increased p re eau r e r.e c cv e r y with the d i v e.r g e n t wall wa.s Ln c re a s t n.g ,the' an.g}e~,'of.f;low at t he lip. While the value of ~-1cr . of 0.,83 ;1's q u t te high. under n o r ma.L c cn d t tLo n s , the fact

that these submerged in.lets probably will be used on ,su,rfaces over which the velocity is greater than free-stream velocity makes the attainment of the highest p09sible critical speed for the lip necessa.ry for a satisfactory airplane installa-

t i o'n .

In order to counteract the increased angle of flow, the lip of' the duct wa s. given 3° of d o w n incidenc.e. ':Che effect oI'thi~ change in incidepce may be determined from a comparison :of:'thepressure-distribut1on data of fi.gures 16 and 17 whi~bshow the lip pressuredistr1bution wtth zero incidence a n d witb3° d o wn incidence, The ef f e c t of the change, on the

cr1tic:aL~ach;1l;:umber is sh o wn in figure 18. The ma x tmu m

c rt tic.al'~ s:p.;e'edwith,:3,o 'of do ... ax . incidence is increased' t·o: a value: or ,M"cr: o;f"O:.,9"2 at an,' inlet-velocity ,ratio'p.:f.O".8,5.

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~ It "w!3.s a'nticlp'ated'Iurther t h at a chang'e' i n- ramp angle migh't have:' 'an app,r'eciahleeffect on the" critical Mach number o f the 1·1p:by, ~hahgi'n,gt,h"ea.ngle of' fl,ow.,'D"Etta obtained for lip 6, ah'b~lh' i tl 1'i g:iir es- 1'6,' 19', ,and2,Oj' i nal cat -e~ a at z a b~ e·

e f' f e ct at .ramp;..a.,nglecha:'nge on. tll~ pres's.ur·e·disttibut1oh'

,ove'~:th'e:;li'p·.' 'It:lsuo:ssi.nle to c o m'p e n a a t e- for the'eha:hge," ''In';ramp:': anig'l:e by'- changd.':h"g': the in'cid:ence,of the lip'.·:· Th-1.'s is b eTt"eve d '.iIlor'e' de s i rab Hr: ,t,han 'changing' the: ce mb e'!"0 f·: .tI:le;; Ii 'P',' its elf· -s i n'ce it·1 s .. ' po s s i-b 1 e'·t h-a t the can't :ou'I- s·; o-f :t h-e 11 p'~m-at be '<!h'aflge·a_,.:,e'no11g:h t:·,,'; ·ea'use. 'stall'i,ng' o,f the inte·r'nal'-fl·o'W··at.::

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- .~.: ': :--:.: -:. -, .. .'; .-:~ ~~ • _ .; •• ., :. • .. c

T 'n e·~o·r i gl~riA·1'.:· 1 ip:s< U se d' f 0 r,f. t 11 e S1.1 b mer g ed 'd u ct -'8 -~» as' ~

shown' b:r'<fi~:ure,~ 15·( a)","p-t-otruded .s L ight ly abo\r,e': t h e : 'sUI'face,' Thisc;e'ffk;ct· i's en'ot: d. e t:ri m-e n t aI, ,'but is is 's omewhat i: eas i et" , to fair~· t'h.i3: e;nas;\' or' t'h',e·: Ldp and ,:to' c han g e rd t s- incid ence);: ~ i ft't:; i"8 l,:Q'\.!·e'r '3 d un til it s, u pp e T' '~m r:f ace ' become S,' ta n ge nt' " to the 'su'l-fa'ce, tn,to:·;r,..,hich,th~ submerged duct'ie,;lrlact§d,:'::as shown by figur~s,a ~hd-15(b)~"iTe;ts of"thi.s ~~r'ngement sho~ed the same characteri8tics as for the original lip'-'10catlDn'~, O:rttln,,,,,tes' ,fhr'tlie Lt p' so ~i.ac'ed' are·,'giveh

': in t ab Let II.(:b)·,': The'seiiips;"'Nilen 'r e La t e d ' to . t h e depth' of". tha~~odel.du~t:ent~nn~e, are believed to re~resefitJthe

unp·er·'l.1init' o fr de.s tr a.b.Le lin size, Teets ofsubrueI'ged ,,'

CON]' I DENT! .~L

NACA ACR No. 5120

. CONF IDElifT L\L

9

inlets designed for a specific airplane d Ls cu s se d lator indicate th~t ·the ratio of lip size to duct depth may be reduced to about ·two-thirds of that used for the lips of tab 1 e s ' r r( 8.) and I I \ b -) •

En!.t..e.nC.8 ·~.E~.£L.r.!2:1.i.£. A. few tests were m a d e to deter-

mine the effect of entrance aspect ratio on the preosurerecovery characteristics. Comparative' results ~re shown in fi~ur~ 21 for the 1- by 4-inch opening (for which most 6f the research W'lS conducted) and a. 2- by' ?'--il1Ch opening. The effectiveness of diverging the walls for the 2- by 2-inch ogening is of comparable magnitude to thnt found for the

1- by 4- inc hen tr Y Q The m a x j,m urn pre s sur era C 0 v e r y W h ieh

may be realizod for the 2- by 2-inchopening is slightly

less than for the rectangular Opening. The d~ta of figure' 22 indicate t h a t the loss in p r e s s u r e r e cov e r-y: resulting

from a thick boundary layer is somewhat less for the sauare. opening.

~f~ of_]_Q1I:.n(1~rY l'3.yer th ickne~.li. All the tests dis-

,cussed above were mnde with the normal boundary layer of the false wall of the wind channel noted as boundary layer 1 in figure 23 •. In order to ascertain the effect of b o und a r-y+ layer thickness and to provide data applicable to, submergedduct installations far aft'on'the fusel~€e of an ~irplane, tests were also m ad e with the t w o . o t h.e r b o un d e.r y-e Lay e r thicknesses shown in figure 23. Results of the£~ tests

a r e shown in fi'gure 24'. As e xp e c t e d , t h e se t c i c k e r boundary layers appreciably reduced the apparent pressure recovery

at the end of the diffuser.

In 0rder to ascertain the effect of the deflectors on thepr~ssure recovery; tests 'were made with both normal and' -sx t s nd e d deflectors. (See fig. 10.) The results of t h es e tests are shown in figure 25.' It may 'b e seen that. for the t h i n n e s t boundary layer, the normal d e f Le ct o r s s h.o v e d an appreciable improv~~cnt while the extended deflectors improvei the pte~aur~ recovery only for a small~range of low inlet-vclobity ratios. With boundary layer 2, the usc of

e x t e n d e d d e f Le c t o r s ' very appreciably Ln c r e a s e d the pressure r e c 0 ii e r y. " 'oj it h b 0 un d 9. r y 1 a.y e r 3, the i:n p r a v em en t res u 1 tin g from the use of ~eflectors.was less. This decreqse in the effectiveness of the deflectors is believed due to the fact that the b0undary. lay~r was very, t~ick.

As will b~showu later in this report, tests of a specific model with a boundary layer thinner than any of those mentioned in the precedi~g paragraph showod a decrease in

CON]' IDE"l~TIAL

10

CONFIDENTIAL

NACA ACR No. 5I20

pressure recovery resulting frQmt~e extension of the deflec-

tors. Im p r o v em e n t resulted f;r6m the usc o f n o.r m a L .d e f Le c t o r e ,

It may therefore be c o n c Lud e d that 1 for all b o un d e.r y-e'l a ye r

t hie kn G sse s, the l~ Q e f 1 e c tor s s h 0 u 1 d be use d , ~~·tli-i? t hat the deflectors should be extended only when the boundary.layer is. as t h i c.k .or thicker than boundary layer 2. In any spe9ifi6.application, the controlling parameter to be used

in applying the results of this investigation. insofar as

the thick~ess of boundnry layer is concerned, is the ratio

of "boundary-layer depth to the depth of the submerged entrance.

~da1:.Z=~A,VRr cQll1;.J:.:Ql..... - :Soundary-layer-control tests were made ~ . .,.ith. a suction slot located. at various positions along the r am p , as s h o w n in figure 5. The effectiveness

of the boundary-layer control was found. to be best when the sl.ot w a e Lc-c a t e d in the ramp ·near the inlet. The d a t'a obtain~d with the best slot (slot 4, fig. 5) are givan in figures 26 and 27. These data show thatc if the flow in

t.h .. s b o un d a r y-c Lay e r s u.c t t o.n s Lo t. is about 20percen .. t -o f the (10'11 tntothe submerged inlet, the best results are obtained. However, the improve,ment obtained by use of b o un d a ry+-La y e n> control is no greater than 1s obtained 'byextending the··

deflectors. It is believed that the use of extended

de~lectors will show an over-all increase in airplane

p e r r o r-m anc e i g re a ter .t h an ·for boundary-layer c o n tr o L, It

is e xp e.c.t e.d , ,h01.oJ.6'Te1', that. if the wa11:s of the ramp -have no ~ivergence, the effectiveness of the boundary-layer contro~

will. be m~ch greater. . ...

Drai::..!. - No drag m e a s u.r em cn t s were made in the g e n e r a I investigation in the.Ames 1- by l.5.-·foot .. wind channel. ~.t is imp~ssible to distinguish betwe~n the ext~rnal and internaldrag of a s ub a e r g e d inlet Ln the'same'manner as for an inlet in the Le a d i.n g e c.g e of a ';iin~g 'or streamline ·bo(ly. Nearly a1.1 the ai:r\'1hich, suff:ers a Lo s s in momentum cue t othc p r e s o n oe of t h e, s u b m er g o c, inlet f.lows into the e n t r an c e o.f the du c t where 'that ·loss. in. a om e n t um ,appears as a pressure Lo s.s ,

For t h e .basic au bn e r g e d d u c t 'it- might be said that the ,

e x t.e r na I drag i-s a neg8,ti-,r:€ .o uan t I t y since there probably

is an improvement of tte fio~ behind the inletbeca~so of, the r0mov~1 of the bound~ry 'layer.

It is f::::~P,.,ct,; .. , h ow e v er, .that th.eUS0 of deflectors ...,ill result i::1 ;;() ... } ':, .. ·!ll external d r ag ; but in v i e w of the large i::c:"e;;.s.38 :r.. press.ur'3!'ecovery r e s u Lt Ln g f ro m their use, it is tplieve~ ~hey will result ina l~rge net gain.

CC~iF In ENT. IAL

NACA ACR No. 5120

CONF !DENT IAL

11

, ."

Application to a Specific Design

As mentioned p~eviously, the result~ of the general investigation were applied to a specific a i r p La n e design 'and tested on a 0.25-scale model in the-A~es 7- by IO-feot wind tunnel. The airplane used for this purpose is a high-speed fighter a Lr p La n e powered with a Halfor·cl-jetmotor. From

the results of the basic research, twin submerged entrances were designee to supply air to the Halford unit at an inletv e Lo c t t yvr at Lo of 0.70a·t an airspeed of 475 miles p er -hour at 15,,000 feet altitude. The internal ducting was of

c o n s t a n.t area back to the tw t n entrances of tee jet m o t o r ,

Pressure losses, inthe·c',ucting as d e.t e r mLn e d from bench tests were foun~ to be 10 percent of the dynamic pressure of the ai~ flowing in the duc~. Views of the stibmerged inlet a.re shown in figure 3, and a dimensional sketch is g iv en in fi.gur e 28 ..

". The results .o f test's' made for the basic submerged duct and r cr. the ·inlet with normal d e f Le c to r s are shown in figure- 29 •. 'T:rre use of the deflectors. a-ppreciably fncreased the -p r e s s u re r e c ov e r y at the high inlet-velocity ratios. ~xtend:ing t h-e c:eflect:ors had a deleterious effect on the pressUre recoyery. Since t~e bbundary layer was very thin, these results substantiate the theory that the extended deflectors may improve the pressure recovery only if the boundary layer is thick.

The results of tests in which the angle of attack was varied are shown in figure 30. It is. interesting to note that the variation of pressure,recove~y with angle of attack is small. This represents a considerable improvement in flow characteristics over those obtained with an inlet in the lea~ing edge of a wing or streamline body.

----The estimated. variation of critical Mach number with an inlet-velocity ratio based on measured pressures is giv~n in figure 31. The deorease to a maximum Mcr of 0.79 at an inlet~velocity ratio of 0.95 from the valu~ of 0.92 for the basic lip 6 repres'entsthe effect of the, adc1.1tion of the incremental velocity'over the fus~lage. The critical speed of the submerged inlet is much greater than that of other basic parts of the aircraft. The lip used was given approximately 20 of down incidence. .

It m~y be concluded that the application of the results of the ge~cr~l investigation to a specific design presents no

CONFIDENTIAL

12

CONF IDENT IAL

NACA ACR No. 5120

a d d i t Lo n a L problems. It is considered, however, th a t the use of deflectors on the submerged duct for this design was made even more necessary because the duct was located in a

curved surface. ~.

E~timation of Compreasibility Effects

'I:, ,.,." .. ,',

It is anticipated that the pressure losses of the air entering the. submerged inlet will be appreciably greater at high-speed-flight Machnu~bers than those measured for low speeds in the r e s e en ch of this report, especially at low inletvel 0 cit y rat i 0 s ~.' . The e f f e c t s 0 f C 0 ill pre s sib 1 i t y I fur t 11 e r m 0 re, will vary w i t h the,·t.h:l:ckness .. of.the.boundary layer of .the s~rf~ce into whicb the submerged'ihlet is placed since the

pre s sur s . los s. e s . at'. t.h e .: i n let are a fun c t ion 0 f bot h th e .

b o n d a r y= La y ar- thickness .an d the pressure gradient along:

the ra~p. At constant inlet~velocity r~tio.the effect of

c omp.r e s s.d b iLd t y ,i,s!t:o i.ncrease t h i s -p-r as s ur-e r.g r a d t en.t •. In

lieu of high-speed tests, it is possi ble .t o est Lm a t e ·the

Mach number effects by considering the incre~se in the ramp

p n e s.s ur e gr aCr i,:&n t, :wi·.th JI/fa: ch .num b er equ i vB,1 en to,t 0 . the in cr ea s e in the ramp"p:r.es.s,ur~.:g.:racli.ent with d e c r e a.s Ln g; inlet-v:e-I.:oci.t,y

r a t io c.; ;;'~".:l';"~ ! •.

For

..

a COIl S. tan t .. :b.o:u.ndary-laye r t h Lo.kn.e ss

it is

convenign.t

to wr it. r,1

.\- ..

. ,.

:" .

.. "; L:;H~ "\ ..... (d) t ' •. ' ., _ ..

( --- j = ff -:-- ') =. :f {M).-·

" <i';' j' Y A \ d x )

f ~ , .~ . . -......- - .. ~ '1' . "J -:- .:-

V .:

:! -.' .•• ~ .' 0, , .. ~ ..

. ", ... }-

. . .

a no.

',,' .. . ~ ~ ..

".l

r> •• . ..1, . i t, ~

s~bscripts; in~lcato th~ pa~R~etGr

COD.9 t a.nt;

'(.'.

CO:t:TF IDS1·1T rAL

NA CA A OR IT o , 5 12 0

1·,her e

t. , •. A, .': .',

o.n d

or

CO::.~F ID.dlUT IAL

13

. 3 ... 5.... .'

- 1 ] } :'~(l)

The 8 1:' t r ~.:i c e p r 8 s s u'r e los s e s i 1'1 t e r m s o f f r e e- s t rea m dyn[l,mic ~)r"!:):;"\'1.r", m8.Y also be wr Lt t a n as

then

r f 11

(_V~)

~ = f(N)

Vo eff

.:. ,. '

O "'r2:

. ;...,.'

CON]" IDENT IAL

:3 • 5

1~!''t" (2)

I i " )

14

C ONF I DE NT I AL

NACA' ACR No. 5I20

These concepts of effective pressure loss and effective inlet-velocity ratio per~it the use of measured low-s~eed pressure losses in estimating high-speed pressure los~es for similar submerged-duct desig~s. -The ~easured low-

speed losses are considered to be effective values. If, for the duct design considered, the variation of Mach number with airspeed and the variation of true inlet-velocity ratib '~ith airspeed are known, use of these data will give an estimate of the variation of the pressure losses at the inlet with airspeed.

FiF.:ure ~:.;) shows the e'rr ec t Ive ·ltflet-ve·.!.oclty ra cr o as a functi~n of Mach number for various values of true inletvelocity ratio. These data indicate the necessity of keeping the high-speed inlet-velocity ratio at a rather high value so that the effective inlet-velocity ratio does not become too small.

Estimation of Total Pressure Losses

In order to estimate the total pressure losses up to the fa ceo f the jet - mot 0 reo III pre s s 0 r, the follow in g e x- .. pression may be used: ....

Values of n may be obtained from bench tests of model due t s or m a =l b e, est i ill at eel - f r am ex i s tin gd at a . Its h 0 u 1 d be notect that, if the internal ducting consists of a diffuser of large expansion rati~, the effect of tte

boun d a r y layer along the ramp wall willQ.E:;_to decreas~ the. diffuser efficiency below the value obtained for the ldeallzed

entrance conditions.

Data for Use by a Designer

: .

FrOB_the preceding discussion of the research the following-summary may be ~iven:

1. Ramp design

(a) The use of divergent walls for the r~mp improves

CONF ~DE:~T TAL

HAC.A ACE. lTo. 5120

15

the pressure recovery to such magnitude as

to make them mandatory f or all installations. The curved divergence shows the best charac-

. teristics.

,(b) The ramp angle may be varied up to 100 without incurring serious pressure losses. For a 100 ramp, the pressure Ivsses are slightly greater than for lesser ramp angles. If

a 100 ramp is used~ a lesser divergence should be used than for smaller ramp angles.

2. 1 i P d 6 sign

(a) Lip shape 6 is satisfactory from the standpoint of critical speed and internal-flow losses.

(b) The effect of increasing the di7ergence is to increase the angle of attack of the lip at

a given i~let-velocity ratio. This effect is believed due to increased divergence of the streamlines at the entrance resulting from increased pressure reco7ery.

(e) The effect of increasing ~he ramp angle is to decrease the angle of attack of the lip.

(d) For any ramp angle selected, similar criticalSPeed characteristics may be obtained by selecting the proper lip incidence.

(c) The use of a lip submerged below the surface into which the entrance is placed so that the lip contour becomes tangent to the surface at its maximum thickness is believed to be more satisfactory than the protrudin,g lip. Further investigation o±~-this point is needed.

3. Entrance aspect r~tio

(a) Use of a square e n t r an c e in the place of a rectangular one of asp~ct ratio 4.0 shows slightly greater pressure losses. The data covering aspect r~tio effects are meager and further research is neede~ for deter~iaing optimum asp0ct :ratios.

COleF IDZlrT LU.

16

COE? IDEETIAL

lTA CA ACE. No. 5 I-:;O

4. Boundary-layer thickness

(a) Increasing the boundary-layer thickness appreciably reduces t he pressure recovery. This loss may

be reduced by increasing the length of th~ deflectors along the top of the ramp walls.

"

5. Boundary-layer control

(a) The use of boundary-layer control needs further investigation. For thin boundary layers the use of deflectors is believed sufficient to insure good pressure recovery.

6. Estimated Mach nuober effects

(a) A rough approximation of Mach num~er effects sufficiently accurate for 'design purposes may be made by using the Lo w+s p e e d pressure-loss characteristics as effective v~luas which are corrected for Mach number effects.

In order to make .the'results of this ~esearch available in a convenient form, the following design data have been

pr ep ar e'd from results obtained by m e a s u rezt e n t s of pressure 10ss9s at the duct ent~artce whicll may lie usod'to estimate pressure losses at the entrance for 3ubmerEed entrances with ramp angles up to lOa with divergent ramp walLs equivalent to those of divergences :3 and 4 of this roport,' The losses were measured.with lip 6 but maY be used with Rny lip design that does not cause stalling of the internal flow from the innersurf~ee of the upper lip.

P'r e s s u.r-e-c Lo s s data f' o r the ail" ,ent'cringthe, submerged inlet 'are given in figure 33 for t h.e ba-s i c submerged inlet \dthout deflectors-for the thinnest boundary layer wh i ch ha.d a total depth of 0.8 of the duct d e p t-h ,

Figure 34 presents data for the 'basic duct entrance with nor ill a 1 de f 1 e c tor s wit h the s am e bo un dar y 1 aye r as for fig ur e 33.

Figure 35 presents data for the basic submerged entrance \dth extende.d d e z' Le c t o r s i'or a b o un d.a r y-e l-av er thickness to duct-depth ratio of 1.2.

ligure 36 p r e s en t e d a t a for the basic s u.bm e r g e d entrance l,dth e x t e nd e d d e f Le c t o r s for a bc un d ar y-e Lay e r thickness to duct-depth ratio of 1.8.

lTA CA A OR 1:T o , 5 12 0

CO?;71 IDErTT IAL

17

These data are values determined by integration of contours of pressure loss in the entrance for the average inletvelocity ratio of the entrance.

Critical-speed characteristics of the lip are given in fisure 37 for the lip-angle relation·with ramp angle shown.

Des i_En c~ n~ id ~r 9. t i ~~.§__f or _J~ t:::.:e r 0'0 ~_l18d a.!E._~£' af ~ - Th e design of submerged entries for the airplane'of fig~re 38 is discussed to illustrate the considerations believed necessary f or a successful s u bme r g e d-cd n Le t design. This air-

p La.n e is p o w e r e d with a 3000-pound static-thrust jet motor requiring ~O.l pounds of air per second at an airspeed of 55C nilos per hour at 25,000 feet altitude. The air enters the jet motor at a velocity of 385 feet per second.

The location of the entrance ahead of the wing on the flat side of the fuselage is desirable because of the thin boundary layer that exists in this region and because the influence of the velocity field of the wing is minimized.

In general, it is believed good practice to locate submergedair inlets in a region of relatively low veloctty. The attainment of a high critical speed for the lip is made easier s r n ce the Ln c r em en t a L velocities are smaller and the.

initial velocity of the air, which is slowed down on entering the duct, is .less t h a n for a h I gh+v e Lo c d.t y region, resulting in a less severe pressure gradient and a.higher pressure recovery,

. The selection of twin entrances located on ~~he.sides.of the fuselage is dictated by space considerations •. It t9 possible that a single entrancacould be placed ,in the bottom of the fuselage though this. is o~jectionable because stones or debris may be t h r own into the .:entran.ce by the

nose wheel. It should be noted that, for a lll1l_du,c~ .in.a.t.L11111tiQn., there is d an g e r offlo,Y' instabilit~rouo<.tt'rlng with consequent duct rumble if the inlet-velocity ra.tio in any flight condition !'Jl.lls b e Low the value for maximum pressure recovery. This con.dition, when it exists, is usually found in gliding or diving flight with the motor throttled or off., The instability, wh~ch consists of flow into one entrance and 9ut of the other, may be eliminated

by c Lo aI n g off one en tr an c e in these flight conditions or

by making the ramps of the entrances movable so that the entrance area may be reduced and the inlet-velocity ratio increased. The instabi~ity may also be removed byproyiding small s c o t Le r s in each duct .wb i c.h i ar e actuated when the throttl~ is closed or by pr o v t d t n g air bleed in the critical fligh~ conditions.

.COH7 IDEl~jr IAL

18

comr IDE "!:TT rAL

nACA AeR' l'J'o •. 5 I20

T::is"instability' of f Lo w has been found :for only twin::!.}}cl_installations and is a function of the positive variation of pressure recovery with inlet-velocity ratio. Similar instability consisting of flow into one side of the entrance and out of the ~theT, of course~ may' o~cur with·a sipgle entrance if the' total-head pressure distr~bution across the entrance varies greatly at any inlet-velocity ratio. Such a condition may be eliminated by the proper selection of the entrance location.

The entrance. selected for the airplane of fi~fire 38 consists of:a"7° ramp with curved divergent walls'similar

to divergence' 4 •. Lip 6 was used and vias giYen 3° of d o wn incidence. A high...,..speed Ln Le t=-v e Lo c d t y ratio of 0.7 was selected to give high critical speed with good pressurerecovery characteristics. This selection fixed the diffuser expansion a t 1.5 to 1.0. Since the boundary-layer thickness. calculated by the methods of reference 5 was found to be

less than the thinnest bou~dary test~d in the research covered by this report, the data of figure 34 wers'used to estimate the variation of pressure recovery with inletvelocity r a t I o ,

Figure 39 shows the variation of the inlet-velocity ratio with airspeed at 25,000 feet ·alt±tride. The effective inlet-velocity ratio and the M~ch number v~riation with airspeed also are giv~n.

Figure 40 shows both the estimated pressure losses at th~ duct entrance for this condition and the total losses to the entra~ce.of the jet motor for ~~ assumed efficiency of the inte~~al~ductirig of 85 ~ercent~

Field of Use for Submerg~dInlets'

. 'The results Just discussed give some" t nd i c a t ion of the· usef~lnes9 of submerged' inlets relative' to oth~r inl~t types. The'submerged:" inlet is essentially a'hit;h' inlet-

v e Lo c t t y+r a t f o i t yp a in contrast to "wing-leading·-edge .

---- and fus e lage-no s e ' in"le'ts:'--Tlffs chara c t 91' is tic· 1 im its t'n e most efficient Use of submarg~d inlets to in'ernal flow systems wlii6h require only a small amount of diffu~ion, such as the internal duct ing ',for jet motors of the a7ialflow type.

Submerged inlets do not appear to have desirable pressurerecovery characteristics for use in supplying air to oil coolers, radiators, or carburetors of conventional reciprocating engines. The reauire1 diffusion of the air Rnd the

~TACA ACR l~o. 5120

1,9

range of inlet-velocity ratios is too great to give desirable characteristics at all flight conditions. It should be noted also that for jet motors which consume air at low velocity from a plenum chamber, fuselage-nose i~lets m~y prove to be superior to submerged inlets insofar as pressure 16sses are concer~ed.

In conclusion. it should be stated that submerged entrances have a definite advantage over other in~et ty~es

for certain inlet and air-flow requirements. The'design

of such inlets is more critical than that of other types because of the effects o.f b oun d a r y-e La.y.e.r thickness and local velocity fields. The dosign data presented may be used to g-ive an accurate estimate of the c ha r a.ct e rLs t d c s of a

s u bm e r g e d+du c t entrance wh i c h do.eanot depart greatly from those studied herein, provided (1) that the boundary-layer thickness is 'considered in terms of the du c t-e e n t r an o e depth, and (2) that the inlet-velocity ratio used in e s t t m at i'n g characteristics is based on the local velocity over the surface into which the entrance is placed.

CONCLUSIONS

The results of the investigation of submerged air inlets s h o w that

1. High pressure recovery at the sub~erged entrance may

be o b t a a n e d at inlet-velocity ratios less than unity (VAlVo NO.7) for thin boundary layers.

( 2. The reduction 0: pressure recovery resulting from

thick boundary layers may be minimized by use of deflectors.

3. High critical c o mp r e s s t b Lt t y speeds (Her - 0.8)

J may be obtained without sacrificing internal-flow characteristics at high inlet-velocity r~tios.

4. The variation of pressure recovery and critical speed with angle of attack at constant inlet-velocity ratios for fuselage side entr~nces is small, a characteristic which makes submerged e n t r an c as more desirable than wing-leaclingedge inlets for maneuvering aircraft.

A~es A0rcnautical Labor~torYI

Jational Advisory Comm1tte~ for Aero~autics, ~offatt Field, Calif.

corr IDEtTT IAL

20

. con]' IDZNTIAL

<lifAC.A ACR If('l.' 5120

1. Baals,~onald D., Smith. Norman F., and Wright, John B~: The Development and Application of High-Critical-Speed Nose Inlets. N~CA ACR No. L51'3 Oa, 1945.

"

2. Smith, llormanF .• and Baals, Done,ld D.: Wind-Tunnel Investigation 0: a. H:tgh-·Critical-Speed. Fuselage Scoop including the Effects of Boundary Layer. NACA ACR No. L5BOli, 1945.

3, Rogalla, F. M.: Intfrnal-Flow Systemifor Aircraft.

N~CA Rep. No. 713, 1941 •

. ~ ,

4. von Karman, Th.: Compressibiliti Effects in Aero-

d yri am Lc s , Jour. Aero. Se1., v o l . S,no. 9, July 1941, pp. 337 - 356.

5. Jacobs, E. N., and von Doenhoff, A. E.: Formaulas for Use in ,Boundary-LaYer Oa Lc u Lat Lo n s on LowDrag Wings. NACA ACR. Aug. 1941.

C'ON]' IDENT rA1

NACA ACR No. 5120

C01!7ID3NT IAL

21

APPEND IX

COEFFICIENTS AND SYMBOLS

x distance along ramp

H total pressure, Ib/sq it p static pressure, Ib/aq it V velocity. it/sec

p air density, slugs/cu ft

q dynamic pressure (1/2pV2). lb/sq ft

P pressure coefficient (Pt - po)/qo

Ali loss in total pressure (Ht -Ho). Ib/sq £t

n ducting efficiency

nD diffuser efficiency factory M Mach number

Mcr critical Mach number

~ angle of attack of model wing. deg

Subs er ipt s

A station at the duct entrance

L station at which the pressure measurements were made o . free stream

&v average over duct section D diffuser

c compressible

i incompressible

CONF IDENT IAL

22

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TABLE II(b).- ORDINATES FOR SUBMERGED . LIP 6 IN INCHES

uuter Inner
Station surface surface
0 -0.240 -0.240
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NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

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.,

....



CONFIDENTIAL

NACA ACR No. 5IZO

CONFIDENTIAL

I
I

I
;

-, _\ /
d
<, '\ {
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a
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....

CONFIDENTIAL

Fig. 11

o

N

.. ... o ... o OS> .... .... <I> -e

c ...

.... aI a ... o c

C> o ~c

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OS>

.... o

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p

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o

NACA ACR Ho. :5IZO

CONFIDENTIAL

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d
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NATIONAL ADVISORY COMMITTEE' FOR AERONAUTICS

t L V ~ ~
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a NACA ACR No. 5IZO

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k
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to
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p., -.4 CONFIDENTIAL

-.6


1
VAlVo = .7
0 False wall
~ 5° ram~, divergence 4
0 70 ram~, divergence 4
r--- 0 100 ram~, divergence 2
~ 'V Airfoil shaped ramp
_...., (9.1°), divergence 3
l ~ ~ ~
.......
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0/ 1\ \ r-.
\' -, ~
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<, ........ .:::._ ;:--0, '~
-=:~
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(a) I
7° ramp ,I
divergence 4
VAlvo
0 0
~ .5
0 .8
0 1.0
'V 1.5
J
/
/
/ NAT ONAL ADVI ORY OMYI TEE
FO AER NAUT CS
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(b) 1"-, ~
~ -.4

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o

.2

-.2

o

.2

.4

.6

-4 0 4 8 12 16 20

Distano"! from start of entrance ramp, in.

(a) Effect of ramp angle. (b) Effect of inlet-velocity ratio.

Figure 14.- Tne oreS8ure gradient alon~ the ramo floor.

CONFIDENTIAL

Fig. 14

NACA ACR No. 5I20

Fig. 15

CONFIm;:iTIAL

~-::=

--

~~---

~---

----

6

Sta. J)

, ,

7

,-Surface re!~rence line -

NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

(a) Jiormall1ps

,-ata. 4.50

sta.o",

,-Burface reference 11~~ _

(b) Submerged I1p

F1gure 15.- L1p .hapes tested with toe Bubffierged duct.

CONFIDENTIAL

NACA ACR No. SIZO

CONFIDENTIAL

Fig. 16

-.6


./"'"'. VAlvo
o 0
'\ + .S
Ll. .7
0 .8
\ 0 l.0
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1\
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r-- r-- -..... r--+-
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I - t~
/
v- +---

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6
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/
/ NAT ONAL ADVI aORY ~OW4I rUE
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8 +
/
I /
+
I
V
- -1.4

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.

.,

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o o

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~ 0

t>.

1.

o

.2

1.4

1.6

.4 .6 .8 1.0 1.2

Distance from leading edge of lip, in.

Figure 16.- Pressure distribution for various inlet-velocity ratios with lip 6 at zero incidence for a 70 ramp angle, boundary layer 1.

CONFIDENTIAL

NACA ACR No. 5120

Fig. 17

CONFIDENTIAL

-1.

I/¢.__ t--
<,
/ -, VAlVo
'. () 0
I <, + .5
" {; .7
2 f "0 .8
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o 1.2
r <,
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i, -,
8 ,
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6 \
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d +
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+ 1.0 DNAUT Ires
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II
,., -1.4

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o o

<I> J.< ::s CII CII <I> J.< Po.

l.

o

.2

.4 .6 .8 1.0 1.2

D1etance from leading edge of lip, in

Figure 17.- Pressure distribution for various inlet-velocity ratios with lip 8 at ~30 inoidence; 70 ramp angle; boundary layer 1.

1.4

1.S

CONFIDENTIAL

NACA ACR No. 5120

CONFIDENTIAL


P:l
~
E--<
H
::21
~~
Po OH
...... E--<
....-4 ><:::>
fH ~~
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~ON '~aqwnu qO~N 1~o~~~~O CONFIDENTIAL

Fig. 18 CD

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IX. 'd NACA ACR No. 5120

p., -.4

.. 0: .,

.... o ...

""

"" -.2 .,

o

o

CD

...

::I

<II

: 0

... p.,

Fig. 19

CONFIDENTIAL

-1.4


VAlvo
+ .5
I L> .7
0 .8
0 1.0
o 1.2-
r--
+-......_
/ -,
\
\ ,
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--
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--
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I / + NAT ONAL ADVI ~ORY :::001 TEE
/ FO R AER NAUT OS
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+ V I
/ I
Ii
VI -1.2

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-.8

-.6

.2

.4

.6

.8

i.o o

.4 .6 .8 1.0 1 a

D1stance from lLad1ng edge of lip, in

Figure 19.- Pressure d1stribution for var10us inlet-velocity ratios with l~ 6 at ~ero 1ncidence for a 5° ram~ angle; boundary layer 1.

.2

1.4

1.6

CONFIDENTIAL

NACA ACR :10. 5120

Po -.4
~
...,
~
III
.....
0
or<
....
.... -.2
III
0
0
III
~
::s
<Il
<II
., 0
~
Po Fig. 20

CONFIDENTIAL

-1.4

I
VAlVo
~ 0
I + .5
I A .7
0 .8
I I 0 1.0
0 I 0 1.2
Q I
/ \ I
J
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t--
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/
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I
!AT ONAL ADVI~ORY olOn rTEJ:
fO .u:R NAUT CS
.
1 -1.0

-.8

-.6

.2

.4

.6

.8

1.0 o

.4

.6 .8 .1..0 1.2

Distance from leading edge of lip, in.

flgure 20.- Pressure distribution for various inlet-velocity ratios with lip 6 at zero incidence for a 10° ~amp angle; boundary layer 1.

.2

1.4

1.S

CONFlDENTIAL

NACA ACR No. 5120

CONFIDENTIAL

......._
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~
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NATIONAL ADVISORY COMMITTEE
FOR AERONAUTICS _.. ~ ...........
~~ r;:: V
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Ob/av - t 'A:r<lAOOG~ G:rnBSG:rd~otmVuAa CONFIDENTIAL

o .-<

o <0

Figs. 21,22

-

o .... ...,

'" ,...

<0»

.... ..... o o ..... CD po I ..

'<1'4> ......

s:: ....

o .-<

r::SJ.

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~~

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...... ... 'd

-

o

.... ..

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<0>-

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po I ..

.... .,

• .-<

o H

o

NACA ACR No. 5I20

CONFIDENTIAL

I
.> ->
I I I ~ V
.> V
I
I / / V
).// L -:
/ ---- V /
I / /" ./'
)/ f/ i/ -: -: f
-:
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as / /'
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1/
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/
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....
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k /
.,
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§
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V -: bY' V
./
Va /;; /~ ,/
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I o (l)

o to-

o t')

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o ....

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ObiHV COHFIDlCHTIAL

1igB. 23,24

N ....

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~

8

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+' o ;3

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k

CD ~ <D

• <D 8 o .0 ., ;3

.... 01

k

;3 .Q 01 0

.... .Q



k .. 0 I> .... o

~

o

NACA ACR No. 5I20

CONFIDENTIAL

~-
V :::::: V
t') .,-::::~ ..-
k ~~ .> v-
., k::;:::
» +-----
cd
..... ~ P I-+_""- ---
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k 'Os'" ----= --
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Ob/H~ - t 'A~aAooai a~n~8a~d:o~WUUAa

CONFIDE~TIAL

o '"

c

.....

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Fig. 25
"1
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a
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to
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NACA AC~ ~c. 5I20

CONFIDENTIAL

\ !
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> »
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Fig. 26

~
k
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llACA ;'CR No. 512Q

CCNFIDENTI;,L

I I
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'A~aAOOa~ a~n8Ba~d~olWUuAa CONFIDENTIAL

o N

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"b /HV' - 1:

Fig. 27

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NACA ACR No. :5120 ~ Fig. 28
0 CONFIDENTIAL
..
so:
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NACA ACR No. SI20

.6 .8 1.0

Inlet-velocity ratio, VAlVo

Fibure 29.- Variation of dynamic-pressure recovery with inlet-velocity ratio for various deflector configurations. Submerged-duct installation on a .2S-scale.model ot a fighter airplane. Pressure tubes mo~.ted in entrance for comparison purposes only.

>. f.o Q)

bo o

~ .40

.,

~

.. CD Q) f.o

'r .20

o ....

~

Q >. CI

CONFIDENTIAL

F1ga. 29,30

0
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A '<, r-, G
r-- 0 Extended deflectors <, ~ <,
o Normal " r-,
-,
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-. -,
~ -. -,
~ -.
.,
0 ~ o

.2

1.2

1.6

.4

2.0

1..20

I .! I I I I I
VAlVo VAlVo VAlVo
0 .2 Il .8 d 2.0
[J .4 (] 1.0 if 2.2
o .6 A 1.2 0 2.5
~ 1.4 x 3.0
J-
v-: "--- --.. ~ k>-
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-" FO RAm ::>NAUT Ircs
--I~
x ......
I I -,,_ ~
~-- t":-- X
x-x 1.00

.80

..... 60

o

-.20

-.40

-4

2 4 6

Angle of attack, ~, deg

Figure 30.- Dynamic-pressure recovery of the .2S-scale model of a fighter airplane with submerged-duct entries.

o

8

10

12

-2

co~nDENTI":"L

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fool IACA .lCR:1o 5I2O

riga. 31,32

COlnDDTIJ.L

1.0

\
Outaide o! lip-, 1\
~ r-- \
-- ~
.. ~
<, r-,
Inaide o! lip __ "'-. r-;
I -....... r--
:---

I
1 o .2

.4

.6

.8 l.0. 1.2 1.4

Inlet velocity ratio, VAlVo

Figure 31.-Var1ation of criticaJ Kach number with inlet-velocity ratio for the submerged-duct installat10n on the • .J5-scale lIIodel of a fighter airplane; matched operat1ng

1.6

1.8

2.0

condit1ona.

HATIOBAl. ADVISORY COOIT'l'EE FOR AERONAUTICS

.1
VAlVo
l.0
, .9
-.8
.... 7
-.6

-.5
. ...•.
'.4 - ---
r--- -
r-- r--
~
~ '<,
<, .1

.2

.8

.9

.4 .5

Mach number, K

F1gure 32.- Variat10n of effective inlet velocity witb Mach number.

.3

.S

.7

COIiJ'IDDTIA.L

NACA ACR No. 5I20

Figs. 33,34

CONFIDENTIAL

.50

40


I /V
Thickness of boundarl laler ... 8
Depth of duct entrance
At infinite velocity ratio, LlHll <u •• 066 /'" V
/'" V
/'" V
V V
./
/ V
\ L -: I
I'-"" ..... 30 ....

It

--

{j

i

_.20

.10

o

.4

.8

:".2

2.0

2.4

2.8

3.2

1.6

(V I.lvo) et!

r1gure 33.- V&»iation ot effective entrance-dynamic-pres.ure 10 •• es with effective inletvelocity ratio; no deflectors.

NATIONAL ADVISORY CO~ITTEE FOR AERO!lAUTICS

.50

.30


Thicknes_ of boundarl laIer .8
Depth of duct entrance •
At intini te inlet veloc1ty ra.tio, LlHI/CIA • .066
)
I
,
-: V
LV
V V
/ V
1'-, 1./
K V V
l-- 1.---

- a

-

~

<J .20

.....

.10

o

.4

.8

1.2

2.0

2.4

2.8

3.2

1.6 (VA/Vo)et!

Figure 34.- Variation of effective entrance-dynamic-preBsure 10B8eB with effe~e lnletvelocity ra.tio; normal deflector •.

OONFIDENTIAL

NACA ACR No. 5I20

CONFIDENTIAL

1igs. 35,3&

.50--

I I I I I

Tbickness of b0undary layer

Depth of duct entrance = 1.2

/

At infinite velocity ratio, 6Hl/qA = .066

.10

\

-,

V /

.40r--+--'_--~-+--~--~-+--~--~-+--~--+--+/-r-r--+--4--~

I

/

'..__ _------

-r--_--

o

.4

.8

1.2

2.0

2.4

2.S

3.2

1.6 (VA/voleff

Figure 35.- Variation of effective entrance-dynamic-pressure losses with effeotive lnletvelocity ratiO; extended de~lectors; boundary layer 2.

MATIO.AL 4DVI80RT CO¥KITTII FOR AERONAUTICS

---- r--
--
-: V
I /'
/
V
V
V
V Thickness of boundary layer • 1 8
Depth of duct entrance •
/ At infinite inlet velocity ratio, t:.Hl/ Q.A. .066
1\ //
\
... .50

.40

. 10

o

1.2

2.0

2.4

2.8

3.2

Figure 36.- Variation of effective entrance-dynamic-pre8sure 10s8e8 with effective 1nletvelocity ratio, extended deflectors; boundary layer 3.

.8

CONFIDENTIAL

NACA ACR No. 5120

~ o

::I • 8

Fig. 37

CONFIDENTIAL

1.0


Outsid e of 1i 1)- V r\
/
v- v- I "" .. ~
---
~ ---- '~
~
Inside of li1"- ~
I
I
Critica1-s1'eed characteristics given by 111'
angle to ramp angle relationship given below.
I I I I J t 1 J 1 .2 o

.2

.4 .6 .8

Inlet-velocity ratio, VAlVo

1.0

. 1.2

NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

-4

~"
-. r-,
"", r-,
<, r-,
- ......
-. o

:3

6

Ramp angle, deg

Figure 37.- The variation of the angle of lip 6 with ramp angle for tne attainment of similar criticaJ-sneed characteristics.

10

12

8

CONFIDENTIAL

NACA ACR No. 5I20

Fig. 38

CONFIDENTIAL

NATIONAL ADVISORY COMMITTEE

FOR AERONAUTICS

~



- ~ ~~e::;====:{;:-t

<1 1Ir-...__L__

"



CONFIDENTIAL

300 400

Velocity, mph

Figure 39.- Variation of inlet-velocity ratio and free-stre&lIl lLach number with velocity for a fighter-type aircraft o~erating at 25,000 feetj duct entrance area ~ 1.389 square feet.

1.2 1.6 2.0

Inlet-velocity ratiO, VA/Va

Figure 40.- Variation of estimated duct pressure losses with inlet-velocity ratio for a figcter-tyoe aircraft operating at 25,000 feet; ducting efficiency, .85.

NACA ACR No. 5120 3..6

1.0

1.2
a
0"
....._
;:x::
<1
"tl
c .8
a:I
0
0",
....._
...:
;:x::
<l
.4 a

~ 2.0

... ,., .., .... o a ....

~ 1.6

I +'

'" ....

c

o

CONFIDENTIAL

Figs. 39,40

3.2

\ I I
I !
\ I I I
I
I I I
1\ Inlet velocity r at i o , (VA/Vo)
---- Effective inlet velocity ratio,
\ (VA/Vo)eff .
---- Free stream Mach number
I \ i I
i
\ I I I I I
I
I
! I !
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I
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2.8

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1.2

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.4

200

600

o

100

500

NATIONAL ADVISORY COM1LITTEE FOR AERONAUTICS

v
- -Losses at duct entrance, 6HA/Qo V V
- Total losses at entrance to jet motor, lIH/qo V V
1 I
I I .: V
i I -: /
I i -: V /
i -:
V / i"", _ - Normal deflectors
-: \
/ V, I
/ V ~-No deflectors \
/ \
~ ~ -> I - 1-- I---'-
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- \ -
- ~ -
~ -_ ,__- - -
!- 1---
- - f-- .4

.8

3.2

2.4

2.8

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