Flight investigation of NACA Ds cowlings on the XP-42 airplane

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Material Information

Title:
Flight investigation of NACA Ds cowlings on the XP-42 airplane
Series Title:
NACA WR
Alternate Title:
NACA wartime reports
Physical Description:
17 p., 9 leaves : ill. ; 28 cm.
Language:
English
Creator:
Johnston, J. Ford
Voglewede, T. J
Langley Aeronautical Laboratory
United States -- National Advisory Committee for Aeronautics
Publisher:
Langley Memorial Aeronautical Laboratory
Place of Publication:
Langley Field, VA
Publication Date:

Subjects

Subjects / Keywords:
Airplanes -- Motors -- Cowlings   ( lcsh )
Aerodynamics -- Research   ( lcsh )
Genre:
federal government publication   ( marcgt )
bibliography   ( marcgt )
technical report   ( marcgt )
non-fiction   ( marcgt )

Notes

Summary:
Summary: The results are presented of a series of flight tests of the performance and cooling characteristics in high-speed level flight and in climb of the XP-42 airplane equipped with a short-nose low-inlet-velocity cowling and an axial-flow fan mounted on the spinner. This cowling is one of a series being tested in an effort to improve the performance and cooling characteristics of air-cooled engine installations. The results of the tests indicated a maximum speed of 330 miles per hour at 890 horsepower at 16,000 feet, which is above the engine critical altitude.
Bibliography:
Includes bibliographic references (p. 10).
Statement of Responsibility:
by J. Ford Johnston and T.J. Voglewede.
General Note:
"Originally issued January 1943 as Advance Restricted Report."
General Note:
"NACA WARTIME REPORTS are reprints of papers originally issued to provide rapid distribution of advance research results to an authorized group requiring them for the war effort. They were previously held under a security status but are now unclassified. Some of these reports were not technically edited. All have been reproduced without change in order to expedite general distribution."

Record Information

Source Institution:
University of Florida
Rights Management:
All applicable rights reserved by the source institution and holding location.
Resource Identifier:
aleph - 003805098
oclc - 123906718
System ID:
AA00009440:00001


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NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS






WATllIME REPORT
^ ORIGINALLY ISSUED
January 1943 as
Advance Restricted Report

FLIGHT INVESTIGATION OF NACA DS COWLINGS (O THE XP-42 AIRPLANE

II LOW-INLET-VELOCITY COWLING WITH AXIAL-FLOW FAN

AND PROPELLER CUFFS

By J. Ford Johnston and T. J. Voglevede


Langley Memorial Aeronautical
Langley Field, Va.


Laboratory


WASHINGTON


i ACA WARTIME REPORTS are reprints
S advance research results to an authorized
.| viwly held under a security status but a
al ly edited. All have been reproduce

:. .: :.;t ;; ;': hr ,,..',':". ", l i .. ..


of papers originally Issued to provide rapid distribution of
1 group requiring them for the war effort. They were pre-
re now unclassified. Some of these reports were not tech-
d without change in order to expedite general distribution.


L 243.


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NATIONAL ADVISORY COMMITTEE FO'R AEROITU TICS


ADVANCE RESTRICTED REPORT


FLIGHT II;VESTICTI IOT 0 i'TACA DS C0..tLI:''S C: '?: i?-.42 -'IRYFLA::

II LOW- ITLET-VELOCITY COWLI ;I0 WI;'? AXIAL-FLOW FA.T

A:-D PROPELLER CUFFS

By J. Ford Johi'tton unI T. J. Voglewele


3UI-,'.ARY


The -esult. .-Ar:. '.re-ientei of a srtrie of iifht test
of the p-lrforinm nce mn-i -oolin. ; c.hiracteriL ti.?s in h ,fi--r:-peed
level ili{,;ht a..i: ia climb of the X?-4? air',.i-.,; e ui-p ed
wit' n 3hort-rioe lo'r-inl ll es-v lo: 1it"j colo i --. nrid on axial-
fl fan mounted on the- ?pii er. T.i i c. C -1 .1- i .', .o .
ceriezs tali,. te-t. in an *-fiort to ii.ro'r t .:i: p. rforriance
and cooli.r ch3arr cteristic? of -ir-cou'ledi C.-r:i E in t; 11-i-
tionz.
t i n ziS,

The result.: of t L t -Lts i diicntt,.d m-:,:::i U.:u .3 ,.ed of
230 miltcs aer nour n't .'90 h, rs;oJ.,e',r .,t 1 ,0iC0 feet, .l'ich
is above tH;ie en, in. criti.l al 1 tu.1?.

resaouro 2.- a t- ,a t r... t- i,.1 c to the cyvlinder
baf f 1 s r .. rr, *. ? t 1 in. C i c o li -- ir pr.--
eur oA L.. r ,-"., I' .i in :-. r.Ld level li ,ht
ant'i faLr y ..v. .i L l i ib .: ir. cl i :..i' T'h .s. iront pr k-
sure.s ava 'r e _." 7 : .. a c7--T r..m i,.., a t p. re ; .re in
the !irh;--peed :.n Li.t 92: p: r,e i in f ] -.".o'c r limrb a;t
155 ,r.i]ie per hour, .ai. lu p-'2r. en r in f'2. 1-po ,-r cli .b at
140 ij,ileC1 per 0ov1.

Cylin er-h ? td tm: r.ture v r. 1. ll Jt'o13 their sp.-;-
ified I i ti un...-r all c. editionn but r:at i- m : a -~.ni r--
base tEmp r:tu in the n h-sop,. coi. x- cJa .
their psc: ifiel l irit ,'h. i n' corr :c I t c Ar-,; smm:-r air.
Cyl ini r-base t t t retv isn li m b '.: ro :e fr inn .

.'h~a t;L c;-l nd r baff:.i;. '.o m c.d re n, rly -L:jndi-
ard by r.e:,-val of the p~ 2iL 1 z-al ina Ctri-p- at the bottom
of the bafiles on the. cyli: dcr bt..rrels, maximum baPs-ti.mpcr-
atur: inlic tion.s were rld~uced 1:1'- F. A reduction of this












magnitude brings base temperatures below Army limits in
all conditions.


INTRODUCTION


The TACA i. conducti.ig an exte.isive series of flight
tests, as outlined in references 1 and 2, in an attempt to
improve the cnnracteristics of radial air-cooled engine
installations.

In order to differentiate readily between the various
installations tested, tost numbers have been assigned to
each airplane condition. They pre as follows:

Test Typ- of cooling ani flight condition

1 Long-no-e high-inlet-velocity cowling with small
co-l flaps; high sped

2 Lonp-nose high-inlet-velocity cowling with modi-
fied cowl flaps; climb

3 Short-nose high-inlet-velocity cowling with small
co'l flaps; high speed

4 Short-nose lov-inlt.t-volocity cowling ,ith fan,
e'iff n.n' sm.-il c:'wl flaps; high speed

5 Short-ios.e' low-inlet-v.locity collin.; with fan,
cufzs, .nj rmoidified cowl fla.ps; cl-imb

6 Short-nos: low-inl,'t-vulocity cowlin. with fan,
cu'ifs, and molifiel cowl flaps; high speed

7 As in ttst 6, but with baffle senil strips at
ba.e of c:-lind._.rs r.move.l; hi5h speed

Thb results of trsts 3 and 2 -Ir djasribor in reference
1, and thr'i sc of tep. 3 i ref.irenc 2.. The present paper
covers th. r-sults of t .;-ts 4 to 7.

The ,iesi; n of the colrin-; ani1 ..ngine installation ,vas
a 3:'ojct" of the Air-Cosold Zngin2-Installation Group sta-
tioicd -it the Iab:~ tor., Tni mcn.3jrs of this group associ-
atod within this pr)j.,ct i:-clud d Mr. IIowtrd S. Ditsch, of the
Cu:tiss-vrlic.ht Cornoratijn; M1 Pae'r Torraco, of the Republic












Aviation Corporation; Mr. William S. Richards, of th3 Wright
Aeron-:utical Cor-oratiJant nd Mr. James R. Thompson, of Pratt
& Whitney Aircraft. The Army Air Forces, Materil Commrnd,
sponsored the investigation :.\nd supplied tha ::P-42 airplano.
The Curtiss-W'right Corporation, Airplnn.a Division, haadlcd
the construction as well as the structural and detail design
of the cowling and supplied personnel to assist in the ser-
vicing and maintenance of tie airplane and cowlin.; during
the tests. Pratt & Whitney Aircraft prepared the engine and
torque meter for the tests and assisted in the operation and
servicing of the engine. The propeller, cuffs, and spinner
were supplied by the Curtiss-Wright Corporation, Propeller
Division.

This paper was originally issued (March 28, 1942) as a
memorandum report for the Army.


XP-42 AIRPLA:4E :'ITH Sil.RT--TOSZ LOW-

IITLET-VELOCITY COJLITG AiD FA':


The XP-42 airplane: used in the tests is dcscribod in
references 1 and 2. Figure 1 is a dimension. drawing of
the short-nose low-inl_,t-valocity cowlina and fan installa-
tion. The outer cowling is th-. samr as that of the short-
nose high-inlet-velocit;' installation; but the inner section
has boon modifiEd b'y the use of a smaller spinner, the fan,
and a straighter diffus.-r section of ;r eter inlet area de-
signod for on inlet-velocity ratio of 0.3. Figures 2 to 5
are photographs of t'.. cowling as instnlled on the airplane.

The fan had 30 blades, each inches long, 3 inches
root chord, and 1 inches tip chord ard set at an angle of
approximately 46 to the plane of rotation. The diameter
of the spinner at the fan-blade root was 28 inches and the
gap between the t ip and outer surface of the diffuser 'as
5/16 inch. The results of wind-tunnel tests of a similar
fan are given in reference 3.

The cowling ,'as originally equipped with only two
cowl flaps on either side. These four flrps were found
to be inadequate for cooling in climb; ani three fixed
cowl flaps, whose setting could be changed on the ground,
were added to each side for the climb tests. The added
cowl'flaps are shown in the closed position in figure 3.












The airplanee as prepared for the tests, weighed 6000
J.* nds.n witil pilot and full tanks. The airplane was
equipped with a standard aerial but had no provision for
guns.


TZST APPARATUS AUD PROCEDURE


The installation of the test equipment is described
in reference 2.

After preliminary ground-cooling and flight checks,
the maximum speed was determined by making level-flight
runs at full power at and above the engine critical alti-
tu'-l, as described in referen-d 2. The cowl skirt was then
cut for the installation of additional coul flaps, and climb
tests weru madj with the cowl fleps fixed open.

The first of tncsc climb tests was a sustained climb
to 20,000 fc,3t at approxiuIet-'l 155-miles-per-hour indicated
airspeed, an en ;ine s-peed of ?350 rpin, and 40 inches of mer-
cury manifold pressure to full throttle, with the carburetor
setting in Putometic rich. The second climb was to the same
altitude at. 140-miles-per-hour indicated airspeed and an en-
gine sp:ed of 2550 rpm iii full rich. The manifold pressure
was kept at 432 insh-s of mercury fur altitudes below 7000
feet, then at 41- inches of ,liercury to full throttle. All
recordia.i- in trumwnts excej-t the manometer, used to record
cooling-air prcssur3s, wr:rc l.ft on Lhroughout each climb.
Th,: menometer waE left on for 40 seconds of every minute
durinC the climb.

After the climb toats, th, co'l flaps W3re fixed closed
and additional high-speed rutn.; .r.: mad3 to determine the
effect of th. add.d cowl flaps on thu maximum speed of the
airnlpnc.

Nino of the fourteen small sealing strips between and
at the bass of the cyli.ud.-rs were then rcmov.cd, and high-
sp>,c' r,.un w.r.z m .i in order to determine the effect of
th. sEaling strips upon the observed cylinder temperatures
and cooling-air pressures. Tne other five sealing strips
were not removed because the,.; -er- difficult to reach with-
out remo-al of much of the exp,:riieiital pressure tubing,
ignition har;ess, and other aippratus. The strips remaining
in placc were between cvy.inders 12 and 13, 11 and i, 1 and
2, 2 an.t 3, and 9 and 10. Ea.ih strip was 2 square inches
in area.













SYMBOLS


qc airplane impact pressure, inches of '.pter

Ap average pressure drop across engine, inches of ,ater

C free-air density ratio

Q volume flow of free air, cubic feet par minute

In propulsiv, efficiency of propell-r rn-d -.hrust stack
combination

S wing area

CD drag cozfficiont of airplane

bhp brake horsopo-or

V true airspeed


RESULTS AND DISCUSSION


The data obt-inAd during the high-3pcAd runs and during
the climbs are pr'csnt.e-d in t:'.bljs I and II. The important
climb-test dt.'. are sho,.wn in lfi!urL 6 in the form of time
histories of the climbs.


Maximum Speed

The values of maximum speed obtained from level runs
at full throttle near and above the engine critical alti-
tude are plotted against density altitude in figure 7.
In the same figure are plotted the observed brake horse-
power and t-wo parameters reToesentative of the aerodynamic
refinement and of the effective power, respectively, as
explained in referenc?3 1 and 2. These data are presented
both for the airplane with the original cowl flaps (test 4)
and with the modified cowl flaps (tests 6 and 7).

The series of sped determinations 'ith the original
cowl flaps gave much more consistent results than waer ob-
tained with the modifi-d cowl flaps.













The observed difference in speed for the two installa-
tions was 3 miles per hour, or 1 percent of the speed. As
may be seen from figure 7, this speed loss is the result of
a loss in botn power and aerodynamic cleanness. The values


of the parameter -


show a loss of approximately


1/3 percent or 1 mile per hour, due to power and the values


of the oarameter 32.73 1/
YSCD/


show a loss of 2/3 percent,


or 2 miles per hour, due to increased drag.

The speed co.iparisozos of references 1 anO 2 are ex-
tended in figure 8 to include the observed m.a::imum spaod
values for the present installation with the original cowl
flaps. The v:'.lues show:' for the previous XP-42 installa-
tions (tests 1 and 3) were chosen as being most nearly rep-
resentative of tioe bast performance o. each installation.

Because of the difference in power output from the
enine in e3ch series of tests, the three X7-42 installa-
tions cannot be cor.pered directly in terms of observed
maximum speed. Examination of figure 8 show that, if in
each case the engine nad delivered its ratAd military power
(1000 hp at 14,500 ft; hp = 1564), tne speed comparison
would be:
would be:


Installation


Observed maximum
speed


(mph)


Maaximum speed at
1000 hp at
14,500 ft
(mph)


XI-42 :'ort-r'oso
lo a-inl t loc itty
with fan (test 4) 330 337
XP-4*. short-:noe
hig h-inl t-vtlocity
(t:st 3) 336 L39
XP-4.' long-nosc
(test 1) 538 344


The ._ngine poreJr obs.rvcd for the present installa-
tion includes the po'-er absorbed by both the fan and the
propeller. Although the .'n tcsts reported in reference 3













did not include the blade anile used in th, present fan,
extrapolations from those t~ets indic,.te tiht the- fan
absorbed approximately 20 horsepower in high-spccd lecel
flight, or the power equivalent of 2 miles per hour in top
speed.


Pressures and Temperatures

The distributions of engine cooling-air pressures for
tests 4, 5, and 7 are show. in figure 9.

For the hniih-sp2ed condo ition, the cooling -7,ir orec-
sures on the front of the engine are very nearly uniform,
both as to v -riation of pressures around the engine and
as to variation of pressures with the location of the point
of measurement on the individual cylinder. The pressures
noted on the exhaust side of the barrel of cylinder 3 may
be expected to be low because the points of measurement lay
in the wake of a large igFition-cable co.inuit and next to
a hole in the baffling. The variation of pressures at
different points on a given cylinder may be expected to be
smaller with this cowling than with the cowlirn.-s previously
tested because of thj relatively, low velocity of the Intcr-
ing cooling-air jet.

In the climbs at 155- and it 140-miles-per-hour indi-
cated Piropeed, the v.?riation of cooling-air pressures on
both the front and the rear of the en. .inc was somewhat
-reaLer than in the high-speed condition; and, as the angle
of attack increased, there "as an increase in both front
and r:.sr pressures at the bottom of the engine as compared
with pressures observed near th- top of the engine. It is
to be noted that, as the po',er iropp-.d off nt altitudes
above critical in cl :ib, av,.rn F front pressures decreased
end average ren;r pressures incr c-asd.

The 'distribution of c.ylin.lr head and barrel ter:pera-
tures is s.lown in fic:.re r1, to be very nearly th'e sam.. at
full throttle both in hign si;ee-i -nd in climb when the
c:.rbar,:to.-rniixtur- control is i, ..utom-,tic rich. Figure 11
indicates thnt this dlistribi.tion p.'ttt rn Zr.-.mains constant at
.ll altitudes in th-t carburetor setting. Comparison of
figure 12 uith figure 11, how:-v,-r, sliows th.1.t, -lthough the
temperature distribution in full rich is similar at low
altitudes to that in automn:.tic rich, it becomes markedly
different at high altitudes as the fuel-air ratio increases.














This change in temperature U.istribution takes place with
no change ir cooling-air pressure distribution during the
climb. (See fig. 9.)

In general, there is no apparent corralption bet;reen
individual cylinder temperatures and the pressure drops
across tho-e cylinders. The effects of the small observed
variations in coolin g-air pressure are obscured by varia-
tions in other factors, such as mixture distribution, charge
weight, cylinder construction, and baffling. Th3 results
discussed in the preceding paragraph indicate that, for very
rich mixtures, the fuel distribution is the predominating
factor in determining the tcmper:Lture distribution.

The cylinder bafflss p:.vided witf thi; engine differ
from the baffles ordinarily us-ed in that they fit closer
to the fin- and include small caalin:; -trip; bet,'een ad-
jacent cylinder barrels from the bottom barrel fin to the
mounting flarge. In t'is test and in previous tests with
the samE baffli-n (refurunccs 1 and 2), cyliider-hcal tom-
p-rstures wcLre well b-lor their specified Army limit but
cylinder-barrcl te-.:poratures exceeded their limit in the
high-sp ud level-flight condition and were ;airginal in the
climb condition.

It ,was thought thst a more nearly atondard baffling
arrangement, p.rmittin- a flo,. of cool air around the un-
finnod portion of the barrel and on the thermocouple, might
result in lower .emporaturL indications on the barrels.
Those bnffle seals which cold be reached .osily wera there-
fore removed for a series of high-speed runs (test 7). Fig-
ure 13 shows a comparison of the head and barrel tempera-
ulres observed during these runs with temperatures observed
while the b-ffle seals vere in place. There was no change
in average or in maximum cylinder-head temperatures, but
the maAimum barrel temperature was reduced by 150 F to 200 P
and average barrel temperatures were reduced by 100 F. Fig-
ur. 9 and table I show that the cooling-air pressures on the
front of the engine did not change. The roar pressures,
however, increased by approximately O.Olqc, presumably bo-
cause of thj increased air flow wh.ro the baffle seals wore
removed.

The. removal of the baffle-snal strips brought all ob-
served Lsrrel temperatures below the Army limit. (see fig.
13.) Whether t:is procedure resulted in a cooling of the
barrels or of thu thermocoupl.s is not established, but the













apparent reduction of temperatures so achieved would have
been sufficient to reduce barrel-temnerature indications
below the Army limit for this and all previous cowling
arrangements in all climb and level-flight tests. Aver-
age and maximum cylinder temperatures during climb have
been plotted in the time histories of figure 6. In order
to facilitate comparison of thjse temperatures w- ith their
specified Army limits, thesc temperatures have bren re-
plotted in figure 14 in oF above free-air temperature.
Cylinder-head temperatures were well belo- their limit
but maximum cylinder-barrel temperatures were marginal.
The shape of the cylinder-head maximum-temperature curve
for the full-rich climb was caused by a chcngf of the maxi-
mum temperature from cylinder 13 to cylinder 9.

In the present installation, the amount of cooling-
air flow through the engine could not be calculated from
the pressures observed at the survey rakes in the annulus
because of the twist imparted to thj air by the fan. Ex-
cept for the case '.here the baffle seals are rer.oved, the
air flow can, however, be calculated on zth assumption that
the orifice coefficient, based on avera,- front ind rear
pressures for the present installation, is the snme as that
of the short-nose high-inlet-velocity co-,ling installation
(reference 2). For that installation, the air flow could
be calculated from the equation


.Ap /qc
= 412'0 / /-


where

Q volume flow of free air, cubic feet per minute

Ap average pressure drop across eruine, inches of water

qc airplane impact pressure, inches of wat;r

C free-air density ratio

0n the basis of the praeedin: equation, the cooling-
air flow through the engine in high-spoed level flight with
both the original and the modified cowl flaps was approxi-
mately 21,100 cubic feet of free air per minute in the
range of altitudes tested. The inlet-velocity ratio was
then approximately 0.33.










10


CONCLUSIONS


1. The maximum speed of the XP-42 airplane obtained
with the short-nose low-inlet-velocity cowling, the axial-
flow fan, and propeller cuffs vas about 2 miles per hour
less than that obtained with the short-nose high-inlet-
velocity cowling, and about 7 miles per hour less than
that obtained with the long-nose high-inlet-velocity cowl-
ing at the same power and altitude.

2. Cooling-air pressure recoveries on the front of
the engine were 87 percent of airplane impact pressure in
the high-speed condition, 99 percent in the full-power climb
at 155-miles-per-hour indicated airspeed, and 105-percent in
the full-power climb at 140-miles-per-hour indicated airspeed.

3. Cylinder-head temperatures were satisfactory in all
conditions, but maximum cylinder-base temperatures exceeded
the Army limit in the high-speed condition and were marginal
in climb. A more nearly standard baffle arrangement, obtained
by removing the scaling strips from the bottom of the cylin-
ders, reduced the cylinder-base temperature indications below
the Army limit.


Langley Memorial Aeronautical Laboratory,
National Advisory Committee for Aeronautics,
Langley Field, Va.



REFERENCES


1. Baile-r, F. J., Jr., Johnston, J. Ford, and Voglawede,
T. J.: Flight Investigation of the Performance and
Cooling Characteristics of a Long-Nose High-Inlet-
VWlocity Cowlinr on the XP-42 Airplane. NACA A.R.R.,
April 1942.

2. Bailey, F. J., Jr., and Johnston, J. Ford: Flight In-
vestigation of NACA DS Cowlings on the XP-42 Airplane.
I High-Inlat-Velocity Cowling with Propeller Cuffs
Tested in High-Speed Level Flight. NACA A.R.R., Jan.
1943.

3. Bell, E. Barton: Test of a Single-Stage Axial-Flow Fan.
Rep. YTo. 729, NACA, 1942.




































































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9 e ea Mf7 d.5 87 *7 87 f6 87 .86
p.p 9p. ,- 8 .9' 9' St a8' as 8/
92 9 ; 9)- ;k 9 3 92 ..92 .I0 92 .9R
as so 95 84 85 8-f 84 4 6W .* 84
as &a e9 as 39 *7 s as as as 69 .3s
&7 a86 6 87 .87 87 1\96 eg e6 .a 97
90 9 93J ?* 9) 31 92 92 91 92 92
84 94 64 8J as e5 s ? sF 6s7 a5 9S
,f9 ,*if .. de 4-3_jr .a a5 so-a
j." 3 5 82 97 37 87 a6 78 87 &d 67
e. S-' 89 8,r 89 .e 8 8& B7 87 8e
-" d -6. 3 J 6 ej 6 y s as 8323
Sc / 8p e. 8J 81 63 B .2 3 s7 ew
*F 867 69 9' 59 87 6& .86 6 687 68
tC 3' .JO 90 9/ 9s 9, 90 9 9 92
u44 .- 4 5 6 55 95 6.7 64 &.- S5 65
S C r &4 86 861 3 85 6w .66

.r7 6- Ia7 S9 de i l6 7 8' PF 9S
1 o2 ^-' >* : ao .3 "* 49
24 44.94.. 4254 15 94 34 94 -a-..f.
3s 5 a-- o I 5 c -' L P 5S5 6s
9 7 9c 1 t ,609 9C .- 89 90

Sr B r 6 '

r 'r -. .
7 -s- ?* -* a--


.. ;.






L-: :1











NACA
rT,'.2'.- lo (c&r-ciuded)


S- /4 a 6-/5 7- 7
/. .- 4 ._...


-8 2.: ..22- .736 2.') L- ..2 -5 6.- '.6 3'8
J.. ./ZI 7 : "*a S J J1 5 3 0 jf' -
#4S.,r*9. ..64 .. a. 6i 5 .'.,r as --' s9 T;, ,.,. 4-. #_' .
-/j -9 -6 -J 0 -.. .- 36 -, 4 -. -
058 .5/4 593 .6 'd 5 85: -E 3L0o 62.. C.'' 64., _. .fa

-.- 2 ,.6d ,
805 876 866 .9 3 928 3 ,-' a"5 i -. 3 ; .9L 8 r B S ?. -'0 j.
343 35.7 Jl, .-a 3.- l'9 .- .'5 734 j 74 -7 4
-- AfaC ,e/8 'c .r ,', s :-
r O;a/- ?%' /s -Se>s
Ienmvsw


Pressure taoia, P/9a


i5 .7 j1 3 37 J7 7 T '7 J5
.37 .Jo J7 Ji 2 3 i j. 26
37 Y. 5 3. 5 36 JC 6 .6o j6
39 B 36 36 Y Yd -- *3
.J9 .3J .39 -3 ? -'w .6 38
40 .26 45 JSi .. ji 7:s n j
.40 ib .o40 .3 Jai'? -
3J J9 J 7 |71 J1 .ri 6r
.38 t.7 J7 j? .7 7 27
6 6S7 4.9 97 S7 e7 -
78 77 79 76 76 7!, 77 7

.a4 LW a8 0j 07| a-ld 6, 68;
.BB ea d9 ad do i *2 i b@ sa
P.d d S6 85 sF e d- ;
a9 .aa 69 09 39 .&3 a- 1s
9 9 60 91 i9 .90 90 ..3 8&9
.91 .30 / 89 90 Z! .90 90
aeB.&A ,a_9S 7 H9
87 66 eSS a8 5o R e A
&Z 93 a.' 79 .0 .-3 .t.7
93 9, 9a 9 .2 9. 92
aj ,ea? P .? -ie' f. &_ p 3
90 69 sC 16d 89 8 &-4 6
986 7 87 76 3i0 O 86 i
9- 91 .9 9 93 3. 3
9 94 9f5 9 -41 3. 2 JJ S1f


an 3so .9 A? 9S s e' .E. 88

84 F 40 *'- .- -. A
82 83 94 z9 a 3. 5 --


SJ 1 9/ 90 .9.' .A' s- S
8as 95 NQ 4 d9 ? .r c* 5 5-
a96 a5 46 82 c a :J -
_afd.ste -1 _z-2 .7
.8a .87 w f / d 67 .&e 7 7
99 90 93 q- 9 -3 91 -z





.gy d9 o9t 21 -i. __
83 92 : -. .? r
9/ 90 7. C9 .. .
7.' 68 7i 2 ( E I c 2 c. s i'
6' 9- a. -
;- u s i a .. ,


-- .'9
?d T
,7 :'
.if .-a



-3 4J


-^, .?,
33 -?ri



9- )o


3 -' -c
-- --






d






52 9!
d' -'
Sd,.di6


Sr 4
?.7. I .
3a.



, a-i




a ,











ar I


4- f lan


.c '" .'ss3


-'0 lsoo


5- .524
,' '4
a 3, .0,.:


cZ ZL *C -2
Cr 9; 9, vJ
397 __ J2J
C- --- 25


/8
/3-57


.d6 '38 -.j1 i
192 qa 1 9
4M4 9t2- *4406- H4I-


.'* -,0
975 t3S; 7A6 50
.J 4:s5 -0 3a,
---


A.- *Jre a 'C d 1


rrrr .. f: .


^i) f.^'.~t ,r. r- ^ .,
rCr7-


-=:3 _________________________


Pressure.5c 'as, 9/.


-- --8a -R -30,4 i -.6
i-,' -: .4 -5


- -. -6 7 -,.es >. 6 -"5
- a -si -*a -or -. s
i- -1 -- .7 6 -


;. *. -.Jo -.. -f
'- 7 -18 -JO -B -E
-.7 -" i..
.36 9 7** sC6 L
._ 75 _80 0
4 3" 90 90 .97 96 94
'- 0 V. d.? -2 .1 S
'i 95 St 9? 13 4 59
3 Ap 9.r .6 -* -J' 0
-"- a0 00 X o 90 i
:-. 97 ?9497 .'CC .9 99


9- 95 9p 8 95 .9 aS-
34 9 & e6 77 62 .Si .&4
S'J /.'7 /.'3 /.00
3ris 9 96: 9 967' S



.rJ .0 9 .7 .'06 -:6


I ;7 J ', 7 :. ,Z? ,'
i/ ? 3 97 M C/ l0
8 99 -' 9- ;0 97 fl?
J S .7 a 76 OZ .92 97


-7 *99 97 1 .O C49


S9. 39 9 356 95 90
S- 4 92P 90 -1 .- ..'Q?


-' 92 J ? .-. L





C J.. 7 '07


7 e 7., 76
-. 5 0 "
L5 5' 56' 5) ;5 53


hodifid Cow FAqcs f4p)





I -


k










1,' NACA
robUeZb. -Pressure dat -
________________________ ___________________ ___________-SPCO /JrCII7 _L_ ~ ~~~
rest /i/ghf 4- 4-7 .4-
.,P-Z Alrp/one Run / 2 3 4 / 2 J 4 / 2 3 I r
Slwrt'-nase /aw-4-Ie/st-
v e/oity cow/rvg W//il rue AirsreeMnnoh 359 323 33 0 33 30 J 329 J A 31P 2JJ 3UP Ja9
/a 0r7t P Cuffs 4, IrInoct ,press. HA. 37o6 wJf J3a a *e 4 Jd 3/4 30aco94 Jc4 J3* JA2 jad 2
A4/m pressure in. /4 i6.9 a AI Cs .'9f tSrdJli /l 4 / lV MQgt nri tr MaW ea
Amsrbent-owr femp,*F -// -/ -'9 -23 -r -13 -0J /0 / -4 -8 -wa
densiy rfo sss.J .M .ssa .57 1 9 .s-arla 621ar.s92 .51 .sar j
Density a/lfrude ft 137501 47s o/ sar Isw7Srors t53a D 6WSAm sosesrs oo mafa
rpm
bA p 946 9r 90ea 17 SJ3 tss 792 767 92S 1T7 Il7 792 749
fan7ifotldpressi in. H J396 JEL6 s/ .ru lJ/ J.3 .15. 3/ .I96 J4 ".S JUss f*t
-u- rOrrrnao/ Co/ ps /f/Cosed) --



Pri sure Acrho, p/4


.I-' .I Ar.fr
A-'Z A-rTP














ates AM Annulus
., J




Locrlarw of Pressure
Tulis th Annu/us


eG1, Cooke'rs-Assure Tu/bd rawtfons






o o-rpio ---
0-sr
sdt d
.mcI fu.


4 pP








9 -











"*..i:
j ^
^-ffft, .

A\\1 r
j\\i3


~urve
5airi


Right
R.%/' ty


Left
rXEcY


3urr e




3utJ r


i. s3 as

Ms .S, a'
I 9' 90

77 7W 77
7v a" so
77 7R 77
e3 of e.
JW FS S3
f9 .W .S'Y
74 95 Ta-

go go '79
O ff1 7/


as &a. a0s a
us r s- 1f
rV .r7 .19 ff
vS f 92 9/
9A S fV .97
7W 77 7F 79f
Sb sv s/ .20



mo Sto as



O t F .e/ .7


as as ds is .0C



ev av .Fr ss or
?7 mV 77 IN a
s dw 0 .S/
72 7W 7W "9 7W
.A9 AV W AV .9
.s# BY M M .rf
RfS F5 .W .OW
92 91/ 5" 90 9w
SW 96 92 .9P .9qw
Po W0 2w 0 o .9
o go so A" sa
.I f1 fO0 i F/

S3 y rJs as .&V
sr ft &v .9- .Ar
zz 92 .4' 99 .V
9 93 .9 93. .94
sr .99 Ol e '7 la
e3 ff3 3 .9W Sv
c-4 re -r ev as
66 ff5 S A' S

Sy1r I fvf vp
/l, 6"' .w/ MV ,Az
27 Aes 5y7 Se y

@., 9/ 90 0a 02


-r 64 a S d 94 .T s 60 dC .I .5 -5 de I" S5
4c '.< i do 9/ 9d 0 s / 6 -.e- .. .f/


Cork&retAr JCcaqo Afessare C -4" r 96 97 97
mube iocofabns Z .aV ai 9A
Sc- s r oo .S, 'A ap
4 47 ft/ 5 .wi 0/ /al
4c C-3 ,a s5)_ wo, le.
cP-3 o0 L'V 5 Cr 5 9e. o tr/ Fv
o C o2oiE0cC .S 5'C.o' q ;'7 *-
csA h- r 7 / 7r ?7 75 7F
fbft )l 7if 7F ZN

C 7Y Z7mcae/ oreqs.
~____~*_____ ____y____ -r n crt m/ aJ.. AV 4g C


97 9 9VI .97
c2 9 7or /9v
i.re w far v! -/ / /0 02
,0Z /,ff/ -e
e ro 0i' tsz
7i' 7t 7F 79
77 PS 79
79 77 72? I


"S .5- .s' ..Js .jr

TV *rv7 w .v .fr
999 W 9? f E

/0' /2 .10/ 402 zt
/n2 (a/ 92 AM
2/ 27 .A/ .2r 2z
`V -V .79 .79 .79
pr 9V .7 70 7v
V9 79 77 ;'S 79


se -r cre


re S __c .-A It& -_ 4_ -..e -_ ?A.












Table Jb. -(Conc/uaded)'
.... Ir.


d-/4 6-/S 7-/7 5-// 5-/7
/ 2 345 5 /234 51 3 4- 7 3 7


320 aat 3a7 J3a 36 79 J323 316 35 536 3 3J?6 3 nd oirSpeedrpnMh 'fS *f5- 1'2 '32 /& 'Jr 'J6 '36
o30 3/ .3.0ee 315Js 342 303 33.r -7'4s5?346 Ji/ .3 C If a9c 0A #C 92 99 f4 9
1M7/f9lhf.6f/da if ? /s. U/S *ftI 'O S J64 '6i6 a6S ro *.aS prfsSitu e /ltulde .; 2-SOO-.. 30o- *"oddedo- 97i.- 44di- Olo
-i3 -9 -6 -3 O -/ -/9 -Z6 -/9 -/4 '0 -II *.6 -/9 1f ? e, 5fr S 0 3 00 dj0 l o6 .3 1 0s0-100&4 0 "Aa
3-S .*S74.5f i .43 .60 S3o IS "0D ..s65 -dI .sai 571 .sso Av Pfee an tFemp, o F is5 a -2 /6 S *-a -6L
iat,7600i6s5o015Z50sai4s50fo'.7s50olS0 dOi5 JJOqjAY9so0 'roo .i 00 bthp 0we sga PI7 *'0 9>7 9f5i n9o rT
26-0 ---- J .nq*of A ron l9 H 977y J37 ij 3X 4L-* f-.J 3s5 34a
l.S J35r IeS 2P7 1722 91/914 2F 2 994 ?42 I.7i 19, rry F30 F 2 r-a I 2sPO
3Jr J3? JLrJ'399JI3 J7L J37 J7 37193j9 .9 lJ 179 3Jr7 .Lr3 9
*-- -fAo/' /oea tamW .'.S -s ,'C'c -*- f,?d (ow/ F/aps dfpen)

3alVm.e& seat


Pressure re-.a0, P/, e- r a/,-e, Fat, tfyc.


A3 -.33 aF J/' 82

5r .1*s 19 et 1,
9. 'v' 931 w/ 0r
9' s. PF .g6 / a
77 i7 77 7S 7d!
5Z 7 7q 7 7 77
7.-.-M 79 -'7 -
25' 6'V 5 y rp
r ,.- f/ s ,-

..1 '?5 96 i'5 Vd
aV/ 9 9 71 "? /






JW 9-i 00 FW V
90 2/ fl/ '9 ; 7


aiv a-i si F,
9 ,s a' ge 7 .-






#5 9.4 JC 23 94








89 .1 s-. -- ,J






97 /7 .7 7 '-'r
i4 ?7 97 f3 Z < 9


















4a9 /& V -.''

Vi 90 9 .2 A.'2


"5 9 77 /
1- / i9 -9 7 17'
*'- ," ~P 77 / *


Its e < 61-1

. i8" 3 ..1






. 9 ..- -. Y






7 .t .71 7Q
052 "9 7 7 L



9. '4 ;., .-.-



ra a
. J aJ-I 9-'
11 '/ -'-/ -



.4 7
6. I.

*. i .' if 2 '


6 ;. -,
--- .4:*


4" 09

Ibi A.


' /
- ,.d

* / '
/ .t


89 *.9 SS A8
a S3 Asr a,

'ae .*..V 97 esr

Ro .9 V3w a
4 69 70 70
f 7 72 73
77 S 77 7S'
93 s9 5F 94
/O/d 10/ '
'/6 I/C ml "s

/jd/ Ifl IOU VI6
?Z 73 73 70
77 78 79 Sa
so 75 aV sZ
V3 74 ?S 7r

-. t93 ff 97
/0 o 9 /W /O3
it we -as t S
S.? S41 .r






//7 4/7 id ? /A
%er 2 f 9 ff 9 t
93 97 9M /1o
,/ .9.3 H "0/-
4S 47 47 48
-74 J73 7S 3 9


J.z .33
//112 /
//7 1//
/23 //i'
/W //14

Ar .7-q


so a6
7e "
7S 66


.37 J7
mar -w


//.- '
H/ /.aP
i/a tda

.43 620


.7 ,S9


r .*i far I

A'00 /.A S
0-F Tf r .V
.d4 .a- .a
As, ra,, ?a
6. .4 ,1
6I- J7z,.; m-2v
97 95, .9 .*
'*-4 t.L f f7
_24 1I/ 1S"t LAt
2A 4 'r //7 5/f
s" vv Ao -A
.69 .f9 .77
Op f3 .a
3W, rd .--- <_ar


Iv -AV .Sf


M' tP -n ted
.7W .76 .50 J.3
Aw .ar eC9


"n4 At -e MI


AIf /J4 i/I & A
Ize /-w /// AW
/// /as ZAP 40f
I/i ao/ 107 jof
' //.3 far e'"
.49 -s Off9 .-F
4,y n a sa-
-


,lW mz9f Ad eA4
f.7D / /.A /40


/fPd 1'/ AM Alf

6f ..3- .33- .5"'

X7 39 41 .45
.S 41 Br *6


7' 97 9/

.'.w */r ,00
/' 'Ei. .o
.' .' .



/7 7f "-
7L 7a /V


.I.7 .
.7 -




/0. '0/
F.' So
.


-*. .s, J3 .7 Js ,. _T', 9 5-


NACA

..._ LH r SPEED
LEVrL. RFdHT or corr uJE -


f3 .J."
**.- sl


7,. 2-


7 -79




#2 1
i's
e! 4 p

^s- Ir


, i ta
A< Fy

,s'


re- 7.'



f-' 94
r W :


.t L' *,




C.' .-' .:'


.~87 ~4._h3~,~L11~L~L~


jr.. "?













--


Teas Flight
?un


Trse oraijeedf, mph
q,,impoa pres.r., m H,O
A/m. zrersure, in. 149g
Ambient oir temp., "
r. density roalo
Denzsf oltifude, ft
.9,aa- -
Sbp
/Aonmo/d pres.r., ,' Hg


4-S


----Hr JPrfD
4- 7
/ 2 i s


2.


j32 J30 J30
Js4 J36 JJ.4
. 4J '6.1f leaJ
-.'5 -/e -J
6J4 6/4 .'9S


JJO JJ0 J29 Sjz
JL6 J1 4 305J94
'S I 1- 04.6 4 IE J..iJ
. -Jr IJ -is
.7 jra ~s.ZsA


-PJ4 .54 2.S4 ..0
370 J67 J67 774
.47 347 47 354

J40 338 .7JU 33B8
395 J39 J99 #F2
354 j49 175 JSB6
J 3. 390 J90 jYR
395 J39 390 390'
3S J93 858 s 90
- e' 797 J7C7 3"0


Cyrd're'-- fa;At of r eweraest

/ 5 ~ae tlwm carpb' aof 7en s A ply

3



2
4



. 7




I








/2


12
13
.14
5
6
-7
6
9,
/0
I/
/2

'.3


.. 4 4 ..


rtge rLIeT----
4 90
I .J 4 __


JI/ J29 JJO J.I8sJ3
J6. jj14 J 2.2 3j0.2 9
SarT i.1-O MA l.oI .J"4
I0 r .- -a -.r
AsL ..Fag .rea .s51 .ju


NACA




6-/ J 4
/ L .,, .. ,.


U4 .328. jZ7.33JO aM
i./ JZ J..0 34.8 j J
.Jr 14.9r ,s.64 M. J.w
-3J -0 -6 -J 0
sJ e F70 saB .4s .Wa.S


'S vd'sisw74 o 1 sissa Am. Wose 2aisistJa learmoMrolssosw4 eira .me rreoa m^I L
<----------------------------z TR fi I----------


AP -A aorp/one -
iSat -nose /o0 -
i. m/- AE4it1y caw/
with fan on cffs.











S" : ,'" -.-,-T -


__ __ __ __- -- -- -


'.?7 g72 ?g8774_&2 g9 28'
'94 a, *6 '79 '99 197
.7 .5C io /0 .' '7
5 i 5/ 54 S S
5' 54 54- 54 5. -."
Si 5. 5. 5. 62 6Z
4. 5 -2 .7.2 3
:J. JJ 310 S 5'
O -2 -c 16 3
4 7 ,4 2 .72 .75
6 e s 6
a -* IM 9
.6 -2
.* -S de de
;7 '* 29 .: .; 4 'j.
'9' 9i/ *' 89. 9?9 t.
,' .j 75 75 9* 95
c9 66 c' t3 90 SOC
-S 54 .5 J0.' o 7


//O Itakedp prt-
Mix/tre a 6Slhar- rin
aue/ a suchan s.'de ofpw,'np
pressure *
.n cerit/ret/or fF/oa ctamnber
// .'rOaf? spwr, po/l eR/bow
/; "- Pa .
Pecofdee Free a/r-
Air h. carburetor .scoro
tW annular r0-are
/' frogt of cy//. */
/w ew frofm oil/ coo/vr
O'-,n .-'ne

ef/ ouaP /

/4wS ocknp,. t
co r/af /s in//rumentf co7nor7Lff/it2


344 J47 JM .760 .358
?67 JaS j67 376 372
J.v7 33J J38 344 -44

Jj9 340 A. 34" 139J
395 355 397 4007 Ja7
s58 354 356 361 .s56
397 390 j390 395 3.79
251 790 86 .790 o W6
J,79 J.86 3J. 390 736
16' 370 JW j7 3 J.5


.2. j95 :-97 193 J8S 3J35 3A2 J93 j97
_379 38' 38 36 776 379 J8/ 306 3&3
.85 FB.3 27 J.e59 BO 278 '62 2' 287
B7?7 2-7 287 r89 395 2?5 da7 2.6' 287
78 .72B 7 78 ge = ; .276 2 78 260 27 8
273 7'* 27. 2R76 i.776
.?'73 71 27, ?73 269 269 269 27i 72
.s 7 285 28s 9BS .3 e 32 2.72 f5s 2We
259 ?.55 I


278 '6 ?.765 7
-296 34 -. 4r 296
306 J.36 3., 306
27e P7.73 ?J .7S
2E96 296 299 .10'
28' 285 26'7 286


267 2 8


275 276 276 2& ?7'
B289 92 9c 294 292
30, 30 )30 303 30:
27i 2 7'j 7717 273
S94 2S.e P96 t 96 .796
o80 260 a285 8s 8ss
26' 8' 2a' 29' 28'


*34 ,94 .O1

59 5.. 54
'jl .'2 ,'J4



62 62 '65
5 2 34
4"7 47 I
5 .6 72
, .75
.'S **





.97 .97 9.



e- t 7


9: .97 .4 292
'19 '-4 i/.f *'.
.A7 5 6.2 Ct
.,. ". ..- <

61 66 62 6J
3J0 f:- *e?
57 52 5L 47
*d .'3 3 2

d7 '6 5 8F
.**7 J .*< 5
'77 6 26d .5/
.;3" /..', .^? 13.
.J 39 .94 9.5
51 .'d 97 ?7
eS 82 9. 7dS
7. on 6c/ **
fe oC' Ic. r


0Ls 83s 868 896 2t
43j 3f7 7./ J.S Ja8
_ ---- .od35e5.
\_-_____f__ d


.5 399 3.79 393 S3..
356 54 JS 31J500
337 J.fS .: 337.727



.W J8S0 JS7 .259
.250 344 348 3J44 .-
37 J7 37J 3 37.7 37
Jr6 ., 375 37;7 369
3'5 J37 373 .-d9 369
J59 156 .35 JS6 n3.
386 36% J96 6BO38J7f
.767 9 369 365 JAY
284f 79 279 27- 79

478 73 275 73 -27
742 A 7. 27, 27/
26Y 264 264 264 P6,
7' 7 2 79 er 77
'SC 247 247 245 24
274 ,71 27, J70 219
291 26 26 aa ~a9
299297 297 294 e9
P72 ?. 271 271 69
291 290 2gS0 9 86
S2 79 279 2R Z77
I".4 296 .782.04 2B'
'9j3 9j .93 .91 '93
'30 .'30 .30 133 13
.5 .5 .58 58 6/

55 58 se 59 6'
*2 .'8 IS ?4 4
46 43 49 5 .53
5 9 '& 15 *e
I '8a 'w & -
9 5 .8 ?2 1'4
.2 I/B 2.' 4 27
*e 4 R4
?9 y '3 IJ9 i 36
2'5 .!e ,95 199 B95
7/ 06 9 ?4 1
". 73 -. 79
f9 ;6.. Y 63 6
.2p 55 95 :-&- 6f


751/e r I- r7Tmpe r-60ure. Baia


946 9/86 &S5 66 ?I-J J25 79. 769S933 877 8J3 752 769
396 J36 J637/ JSC 16 J46 Jd6 JZ.l36 37. J6 8 JJ.s. JJ I
------OrIgi'nal cowl flaps (C/oed)d)-


Tempe.rofura, "F


324 Ji7 724 J7B
A. 347 J5a J.9
340 336 .J3' .277

528 j26 .756 3,6e
378 376 Je, 3s*
340 3J3 3J 3325
L6.5 .67 369 Ym
j7. ]'* 374 376
Ji' 360 3.c a st9
1347 12 Y46 75.,
.;d J56 .7 37.,
J37 .24d. .I 355
Z69 .6. Z69 72e
-2P ?77 2 7 74 c74
.69 d67 R67 267
267 265 267
264 06.6 62 %2
274 ?72 276 ?76




-5. 39R 294294
26 ?260 265 R65
e'6.' 28ciO 263265
i 9 .BI 2 J3 RBS
!Z69 Z67 '2 274T


, I













NACA
Nr,-sro S Table nM (cow.c/uded)
LEVEL PL'&airfal061r00/.


S6- /IS
/2 J f J"

354 3J3 JS 378
42 Ja3 JJs J 7

" -*A -Re -17 -14
s rs .ss 60a .5ar
MM/m.orw MOM l 1mov


7-17
/ J 4


J36 JM8 -
157. 4.6
s.6s Mse -
-0o -II
.ess .6s5
-ao slw


19/4 Sd4 81 896 B4ZIJJ 83/ 858 63JO 8&/
3JS7 JJ317 3) 39. 3993 4J 324 JS7J4.4
cow/ flapo (Closed )
1 j_ Baffle fova.r removed


Te.mperraure, p -


317 3.73 33/J 374 9.9 38 322 3372 37 733
3.7 J48 7 3 34J/ J7 337 JJ9 Js' .34' 3V
.58 33 31J 33/ 3-9 330 340 V .7 .39 32
.9 7 37 7 37/ 3?7 369 373 375 379 J.73
./9 3.3 J.24 J3 .32o jdE 328a s7o 3.-2 I2.
792 W3Z J31 375 373 J31 .1,/ 383 3SB 35a
.40 J4 45 u3 9 .737 3.4, 339 3j5! ,-4 .'49
.357 J 366 360 356 362 366d 3jA6 7.? ,7?3
.59 70 J7 6 366 62 36 7 J360 375 J7.'
.j7 36 .J966 J0 JS 760 Jd 3 373 .-77 7.'
42- JS7 35 JW 339 343 49 3356 S60 356
.0.3 372 374 37, 35 y6 4 .762 3'. :-s 17
33355_ 356 35424 J99 aJ9 J4 356i 362 J 8
R66 7S Z76 R268 2dd 27' 7' 7 5 7s;" c5s
1 '2 277 279 R2.5
RA3 269 70 64 64 3Fd 064 ?.9 ?7. 2469
267T 266 26 .59 -26, R i 258 .6 O 2262 cd6
256 260 253 .55 .39 02503 Z.f -5 &*s-
269 T7S 7W4 268 d2' 26. 262 .'e4 W6 i 4

260 269 268 259 26. R260 e22 .64 64 262
e77 285 -65 P76 278 .?75 075 E77 279 77
2.5 2942 93 285 32B7 273 27' 2'7 279 77
26O "646 264 a599 69 58 '2J 6 260
279 8S 287 S78 ?76 160 264 6E 26* 66b
204 76 876 &6 6& 2 69 7.i' e 75 F 7j
266 277 76 g72 "0g?58 60C 24 .267 264
i79 Ja 17 70 8B0 SC 1/BS /97 6~' 'I7 05S
itf /.'9 6&b 1.19 /2/ i'03 IF6 /2 33-3 **Y
-47 47 *7 4' J;53 SC .5 i '5 5-' 5 bd '56
117 5i9 .55' .' *e6 i 5 Ji 5J3 .'o *.
47 47 47 .5JO 56 5. 2 5.'7 5J S I
7 4 7 'O0 6 .: /
38 38 32 4. 4 44 47 r? d* 4
3 -2 -a / 4 a 7 5 -

7 7 .'0 -o c I C 1
I/ 7 4 .3 .7 / 9 ,a #. 7
/0 4 1 7 ,'C : '0 7 J
/36 /136 ta9 j33J '.6 05 .29 .? Z--- t*
,/6b 199 '9! *'8 *F9 In .*;2 ,S; .-& .a .1-
s0 o 0 77 e0 2o z-4 e4 64 64 6
62 6 u2z 62 e1 /.' /. B 6 -" 63s

1 4, 47 49 -;E lea (fr ee C. /
41 4. 4/ 4. 44 _.' .*r s :


Ind oirsree'd nph

Presi ure a/h/itde
rangp. ft .
Ar free air tem', IF-

manifold press ,,n. ~e



R pe i
fTeflm


M ------ *( I,"B ------- *

5-// 5 /1
o A c d e a h c d

Jr r5d 3 I54 52isR 37 31 J7 37 /3S J_.
'Izz ; /.' 118 i 5 93 83 9.J 8.0 9.J
rIo- 6447- 'o100- fOw 4A 0 0s'- a61o- aie= se- = m
Meas se is reo sicm Mewom sIwascnm IMene ar6ana
19 Z6 /8 6 -6 is 7 -6 -18 -z7
900 82 S920 840 760 975 930 830 7/0 600
J5 J33 398 JSJ J/6 4Z. 4/6 36, J/7 2Yf
5-5 -40


o /&I
/--- odrcfied cowl F.os (Oen---



,fl rOa rs "F


30 336 J3A4 336 134'
0'6 40 3Ir6 J7 J.57
.-0 328 347 347 34_
d--; 351 .768 'a 38
?7. J2W 3JR 33 JJ34
-7'4 355 .172 385 337
9t2 -.9 23J8 J35 J-57
J'.? i'. 37 .-g,7 359
?0' 34. S Jr' 374 376
-2?5 -44 36' J'E? JI
-.a .T.O 3W.' 27 376.

46. '253 376., 164
?2 7 3e 6' J29 a ;
? J:.e :-3 ?l. f6T


aj.'. 27;, 7 2 2 7



. 7 4' '6 36 'E
33JO 32 24' 5 2' .2'
95o 34 260 267 369
0C 260 7 a 4cd ?95
65 ?84 294 294
3 2- 7 26C 0293 7'



.'t S j t 6' 751
1 J a 2 7;` 7j ^ 9 S

,I 2 '9 '



' 4I 4* 43
I i .7 : i *5 \
5 7' f l3 241
j J .


.950 3J0 .o0 71 27375
30 J344 .-36 .326 JI
296 .330 3'9 309 296
3s3 336 34L2 4*w aj2
aiA 200 307 300 290
3. 339 357 357 34.'







Jo J365 3/J 90 2691
3..' e349 _JM 20 2,
4U3 '67 60 E-.3 48
,.4j aS ecO 025 f45
3- 2 ?60 i. 256 B48
.3e 5 3:2 F435 4WI
i,8 37 243 239 335
4.;2 50 2fe .54 '50
3?4 2 F. ;JO 06
J20 ,'50 25. 256 5:F
248 267 75 7> 6 7
50 269 -73 2.67 260
3.9 .256 23 24, P.3J

4? 's5 E314 3- e241
64 267 258 2.7 24J
'5 .6d9 .' '5.5 .755
//7 /'6i '7 .0l 96
3' y"' j7 J7 3'7
45 4:l' 63 46 37
18a q4 36 J. Jo
J-3 4 '4 i -7
54 .48 yf9 j2 3'
'9 *' -?2 -.' -d.


Z 7 O. 3 -j
I.' -V *1 9 7
V' 46 4W 4 3 '39
"p 42* /lj5 .., /J, 5, S
!4r9 .7:i 9 *3.) /76
74 54 2 4et '- 6
C ec 5? 52 6fh iC.
*C 'J 4I 4t 27 4s
'9 .J 4. 4. ) /


-I -II
4 -.4

4, /8/
r5 45
.. ?- |


i









NACA


V


/


Z'






-T


Fiq. I








Figs. 2,3


C -


-, -.'.- .-


Figure 2.-


Front view of XP-42 airplane with short-nose low-inlet velocity
cowling and fan (test condition 6).


a-mVV_.


- I. ;p ju -_.Fl
a6 -~.*;c-~r~-
.4 .,1h6


Figure 3.- Three-quarter front view in test condition 6.


__ C


NACA


'.' ;' 5


* ". :" k" ".o : .
MON* *..
N!


.*..









VACA Figs. 4,5
















4 e r r v










1 4-




Figure 4.- Three-quarter rear view n test condition 6.


Figure 5.- Close-up of cowling and fan (test condition 6).








NACA


"0 2 4 6 6 /0 ~
,,me, rl' '
(a) /55mob,:automiac r.cA.
a. 6 -.;me h'sfor/es oF orinbs .:, test 5.


2 4 6 8 *,
.7m. e, m 'n
i' .,"0,mph; fu, rich. -
(1,eas&u-, w...f scale)


F,q-6








NACA


N 28


-0- Or/g/w7/ col/ f/qoas
-- oa / "
-FI


320 'I --------1...:.........
/2 /4- /6 /2 20 22. ,
Pens?5iy oafude, ff
Figure 7. High-speed performance of XP-42 aIrplane In teat. 4.,
Mnd .

* \ S \, -/P 42 r


. .

I

c~C


x ,
--- + --
I ^'\ 7

N ** 7KQK N
t K"
1- 1 \ -


*-4
-


12 L
36A
goe


rFig. 7,5











'3
u
In
a
c.-




i

3
c2
q
^,


t D


rCr NOS WO/'-'-IN-

S OGQ COWL FLA,/ ;
'O ,.r ,$'.~ os *.-yv
O/VS A5 --


. I I





^ ^LA


igu 8. op on at i pd' o a Ir'plans5.
Figure 8. Compariuon at high speed. of several airplanes.


/80c


I. % I "%






NACA












/20


-_q =354n/// 401954o
- /so0 /t e680 rpm.
I I I


- 2540 pm
I I


vt Iv -I


./115W f.


t'4


s550 rpm.


B/soffe seo/s Hf 1 n .-7 '


-------
20






0 -I3/00 0eF__ 6 rpmI D r -20

it .3
1 fl z54v ?W z m


Baffle seck/s
^ re/noved Above crt -co/ a/f/tuae


------ -4--

lC _a c p1 I I

SAverage front pressures
SA-a o Frorm lop group
_I Q From m,,de /roe r/p

/ 3 / / 3 5 7 7 /J / 3 7 9 3
ur/// 9.-i- (Mesure e oo/- preW wu)
1ionre 9. D/7 e coo//v /r- pressure oeAtr/t/ba/'S .


Fig. 9
Intfked-t 1 ExhaW l/b&











__ x _0
--0w q/e pressure Vh 940ry 9s3
a Redr pressure




v--h p--- T-- C??0lt, 9


1A


0


A-


39O0 f't.


-.


-f







Fls. 1A13
o -t- Hiqh speed /aev/ / / PM 5/ft pr5s /t
as /S mcpj ch/nb,1' 7 fo /S *FVt *


&45eS5




Keascr-e / *
\.^scale /'


/ 3 5 7" I// is /
q/inde~r
Fqure /0- Comparison of cylnder temperfure distribuion
for climb and hilah peed at full power in
aufomotic rich (Test and S).


- --Arm
___---A-rmmrl imlrn'


A-------
- -----Ara
a ------- "
I I


Ini tempercrture, baffle seals in ploac
... romo dl
e temperature, baffle seals in place,
** removed
i I I i I I


.2 i4 /6 /6 260 P22x
Pressure altitude, ft.
Figure 13.- C linoer temperatures with Oand withou- baffle
seal strips in relation to Armu limits (fests 4,6, and 7).


NACA







Fiqs. I~I12
1-

1 5



.4




l-
I I





-m







o
C41
-A -4


ur 'w L ,agdsicw


(Heosure Mil/# 4 sca/e)









IiACA Fig. 14



I_ O


S -I 4
rX 0
-4 r, 0



S/ *.i.. ,-4 ...* i -1 g


S I ,



4I d- 1 I .3










IE
------ I ------
II I-
_d ,.I., 4. _____, r


1 I -

E! r4,
S ,'\ ,, .-. ,


,,-L--- oca I i I I o o o .. ..
--7-------r- ----t'-, k '
,\', Id > .1 1 0
!\ i, < \ \1 t o 1

f ---1 .. 1 -- -- 3 i c '
I j V9
o- o o 4' o I




0 0 !l 0


-4-Ut------^- -^ \ \\\--t- ^ ---- ^ i


























I



-













































































































































i





;i

i.;








31 ; 27 ,


.I



UNVERSg OF FLORIDA '
DOCUMENTS DEPARTMENT
120 MARSTON sCIENCE UBRAf
P.O. BOX 11711.
*~ oeo101 3 7011 USA -|
GAINESVILLE, FL 32611-011 USA







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