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( ,
MI NI STRY OF AVI ATI ON
R. & M. No. 3317
AERONAUTI CAL RESEARCH COUNCI L
REPORTS AND MEMORANDA
Measurements of Free-Stream Turbul ence
in some Low-Speed Tunnel s at N. P. L.
By P. BRADSHAW, B.A. and D. H. FERRISS, B.Sc.
OF THE AERODYNAMICS DI VI SI ON, N. P. L.
LONDON: HERMAJESTY'S STATIONERYOFFICE
x963
NINE SHILLINGS NET
Measurements of Free-Stream Turbul ence
in some Low-Speed Tunne l s at N. P. L.
By P. BRADSHAW, B. A. and D. H. FERRISS, B. Sc .
OF THE AERODYNAMICS DI VI S I ON, N. P . L.
Reports and Memoranda No. 33z7"
January, z962
Summary.
The r.m.s, fluctuation levels in the older low-speed tunnels at N.P.L. are found to be as follows: Compressed
Air Tunnel, 0.3O/o rising to 0"6~o at maximum speed and pressure; 13 ft x 9 ft Tunnel, 0.05 -+ 0.20/o;
9 ft x 7 ft (South) Tunnel, 0.18%; 18 in. Anemometer Tunnel, 0-2/o in the unrestricted tunnel rising to
1~/o when running with diaphragms at low speed.
Introduction.
Detailed measurements of the turbulence in the N.P.L. low-speed tunnels have not previously
been made, and when information about the turbulence in the Compressed Air Tunnel was needed,
the opportunity was taken to investigate some of the other tunnels as well. The results are presented
here with a description of the tunnels and a short discussion of the likely sources of turbulence in
each. Although intended chiefly for the information of those who use the tunnels it is hoped that the
results will also be useful to tunnel designers.
The authors wish to acknowledge the help of Mr. M. T. Gee, formerly of the Aerodynamics
Division, N.P.L., in the planning and direction of the experiments. Messrs. R. J. Easton and
K. W. Stuart assisted with the experimelltal work.
Apparatus.
The measurements in the 9 ft 7 ft, 13 ft 9 ft and 18 in. Anemometer Tunnels, and some
earlier measurements in the C.A.T., were made with constant-current hot-wire apparatus, purchased
from Dr. G. D~twyler of Ztirich. The amplifier has resistance-inductance frequency compensation
and a bandwidth of about 30 kc/s. With the vcire sensitivities and time constants of the present
experiment, the noise level corresponded to about 0.07~/o turbulence. The wires were 0. 0002 in.
diameter platinum. 0-0003 in. platinum and 0-00015 in. platinum-rhodium were also used in an
unsuccessful attempt to avoid wire breakage due to vibration at high pressures in the C.A.T.
Single-wire probes were calibrated in the tunnel where t hey were used, but the cross-wire probes
were calibrated in mean speed and in yaw in a 1 in. square pipe in turbulent flow.
The second set of measurements in the C.A.T., reported here, was made with DISA 55A01
constant-temperature anemometers. The noise level is quoted by the makers as equivalent to
0.06% r.m.s, turbulence with a 6 kc/s bandwidth, and was measured as 2mV with approximately
this bandwidth. It probably increases proportional to the square root of the bandwidth, but should
* Replaces N.P.L. Aero Report No. 1001--A.R.C. 23,483. Published with the permission of the Director,
National Physical Laboratory.
in any case be small compared with the turbulence in the C.A.T.: a good signal-to-noise ratio was
maintained up to about 15 kc/s as can be seen from the spectra. 0.0002 in. diameter tungsten
wires were used. The single-wire probes were calibrated in the tunnel, and the cross-wire probes
were calibrated in mean speed and yaw in the core of a 2 in. diameter jet.
In the 13 ft x 9 ft and Anemometer Tunnels, spectra were' measured on a Muirhead D788A
analyser with a frequency range of 3 c/s to 3 kc/s. This analyser is of the Wien bridge constant-
percentage-bandwidth type with a Q of 10, and its reliability at the low-frequency end of a
wide-bandwidtk spectrum is exceedingly doubtful as the off-tune rejection never exceeds about
40 dB. However, a high-Q analyser is preferable if discrete frequencies are expected. In order to
show up discrete frequencies, the analyser r.m.s, output, proportional to ~ / { f [ u ( f ) ] ~} has been plotted
against logf. Spectra in the C.A.T. and 9 f t x 7 ft Tunnel were measured with a Bruel and Kjaer
2111 }-octave analyser with a frequency range of 16 c/s to 31-5 kc/s: it had been found previously
that there were no sharp peaks in the spectrum and as accurate readings at low frequency were
desired the passive-filter analyser was preferable to the Muirhead type. These spectra are recorded
here in the usual form for turbulence spectra, F = [u(f )]2/ u 2, instead of . v ' { f [ u ( f ) ] 2} oc v' ( f F) ,
being plotted against log f.
More details of the apparatus and measurement techniques are given in Ref. 1.
In the Anemometer Tunnel tests the probes were mounted on a rod secured outside the tunnel
structure: in all the other tests the probes were mounted on a heavy steel bar, freely suspended within
a hollow steel strut screwed to the tunnel structure, as shown in Fig. 5.
Description o f Tunnels and Results.
1. The Compressed A i r Tunnel (Fig. 1).
This tunnel was built in 1930. It has a 6 ft diameter open-jet working section and an annular
return circuit, the whole being enclosed in a pressure shell. The maximum working pressure
is 25 atmospheres absolute and the maximum speed 90 ft/sec, giving a Reynolds number of
1.4 x 107 per foot. A 2-bladed fan is driven by a 400 h.p., 800 r.p.m, electric motor. The tunnel is
largely used for tests of models of prototype aircraft. Since its construction improvements to the
flow have been made by fitting vanes to prevent separation at the annular 180 bend ahead of the
contraction, and by fitting a 2 in. deep precision honeycomb with right-angled triangular cells
having an apex to hypotenuse spacing of ~ in., but the mean velocity variations and turbulence
intensity are worse than in more modern tunnels, owing to the relatively sharp bends and the small
contraction ratio. As far as it is possible to judge, these flow conditions have not caused serious
discrepancies between C.A.T. model tests and full-scale results.
Two sets of measurements of the tunnel turbulence have been made. The first tests were conducted
in May, 1960 with constant-current hot-wire apparatus: trouble was experienced with probe
vibration and wire breakage at the higher pressures, and the compensation time constant on the
hot-wire apparatus could not be reduced below 0.2 milliseconds. The results of these tests
are not presented. The second tests were conducted in May, 1961 with constant-temperature
apparatus, stronger probes and tungsten wire. The probes again tended to vibrate at high dynamic
pressures, and results obtained with severe vibration have been omitted from the graphs. Large-
amplitude vibrations of the probe could be seen on the closed-circuit television screen when they
occurred. The results have been plotted against Reynolds number per foot at the different pressures
but there is no particular reason why they should all collapse together on this scale: the scatter in
the results under similar conditions of Reynolds number per foot, U/v, and working pressure is
probably due to contamination of the wires by dust, as there has never been any indication of
non-repeatability in force measurements on models. Differences in the turbulence measurements
at the same value of U/v but at different working pressures are in part due to the vibration of the
probe relative to the heavy main-tunnel structure, and in part to the effect of vibration of some lighter
parts of the tunnel structure.
The longitudinal component of turbulence lies between 0.3 and 0. 4% at the lower speeds and
pressures but rises to 0. 6% at the maximum speed at pressures of about 200 p.s.i, and above (Fig. 6).
A value of 0. 8% was recorded on one occasion at 350 p.s.i, and high speed, when the probe and its
support bar were vibrating noticeably: this was the worst fit of vibration noticed, but there is
undoubtedly some contribution from probe vibration in the results at the higher pressures. As there
was no trace of discrete frequencies in the spectra (Fig. 8) it may be assumed that the probe was
responding to random excitation as a solid body rather than suffering from prong resonance as was
found with the weaker probes in the first tests. The probe stand was attached to a lighter part of the
tunnel structure than that normally used for mounting models: it is unlikely that buffeting of the
stand contributed any greater proportion of the apparent turbulence reading in the C.A.T. than in
the other tunnels for which this stand was used.
The tests were made with a large swept-wing model in the working section, well behind the probe.
As seen in Fig. 6b, no very significant increase in turbulence resulted from an increase in model
incidence from zero to 22 .
The lateral component was also measured, on an axis parallel to the axis of the probe stand so that
any vibration of the probe arm with respect to the stand should have had little effect. Again, the
recorded turbulence increases with increasing pressure for any given fan speed (Fig. 7), and again
the spectrum is largely composed of low-frequency contributions (Fig. 9). It is felt that these
low-frequency components of turbulence and vibration might cause discrepancies between flight
tests and C.A.T. model tests in respect of maximum lift. A 0.5 % vertical-component r.m.s, intensity
implies an r.m.s, incidence fluctuation of 1o ~ will be not , and deviations of incidence up to +
uncommon, so that an aerofoil set' at a mean incidence just below that for maximum lift will stall
prematurely: the average lift obtained will therefore be too low. At high working pressures but low
wind speeds the v-component r.m.s, intensity rose to 0.5 or 0. 6~, but the observations have been
omitted from Fig. 7 because in practice the corresponding Reynolds numbers would be obtained by
running the tunnel at a higher speed and a lower pressure. The u-component, however, did not rise
to a similar extent.
The conclusion from the C.A.T. tests is therefore that the apparent turbulence rises considerably
at the higher speeds and pressures chiefly because of vibration.
2. 13 f t x 9 f t Tunnel 2 (Fig. 2).
This is the largest tunnel at N.P.L., with a 13 ft x 9 ft octagonal working section. The maximum
speed is about 240 ft/sec, but during the laminar-flow stability tests for which the tunnel has been
frequently employed it has been found necessary to keep below 180 ft/sec in order to avoid
premature transition. A honeycomb is fitted but there are no screens: the contraction ratio is only
4:1. The tunnel' s unusual features are twin two-bladed fans in parallel circular ducts, and a freely
rotating four-bladed windmill mounted in an octagonal section: the windmill supports have given
trouble on several occasions and the windmill itself has recently had to be re-balanced.
3
(86834) A*
The longitudinal component of t urbul ence rises from 0. 04% at 10 ft/sec to 0. 16% at 240 ft/sec
(Fig. 10). Ther e are pronounced peaks in t he curve at 72, 120, 144, 180 and 208 ft/sec, the last t hree
of whi ch were f ound to be caused by wi ndmi l l vibration as shown by t he out put from a resistance
strain gauge bonded to one of t he support struts. It is of course probabl e t hat t he 72 ft/sec and
120 ft/sec peaks were also caused by t he windmill, but the strain-gauge out put at t he l ower speeds
was difficult to measure. A frequency spect rum at 141 ft/sec is shown in Fig. 12.
Fr equency spectra showed t hat t he windmill cont ri but i on at t wi ce and four times t he shaft
frequency is appreciable even at airspeeds away from t he peaks in t he intensity graph. The fan
cont ri but i on is also noticeable but in this case no resonances were detected. The t wo motors are
remot el y controlled t hrough a single pilot motor, wi t h manual adj ust ment for synchronization whi ch
has only to be made occasionally. No t endency to beating was noticed and small departures from
synchroni sm deliberately i nt roduced had no effect on t he t urbul ence: t he effect on mean speed
variations in t he worki ng section was not measured.
The lateral- and vert i cal -component intensities (w, v) rise steadily from 0.06~o at 10 ft/sec to
0. 23~o at 210 ft/sec (Fig. 11), wi t hout any marked increase at the critical speeds ment i oned above.
A frequency spect r um at one of these critical speeds showed a fairly small wi ndmi l l cont ri but i on
(Fig. 13).
It is clear that t he ' t urbul ence' in this t unnel is chiefly an inviscid mode of longitudinal pulsation
caused by t he wi ndmi l l and, to a lesser extent, t he fans. The wi ndmi l l cont ri but i on is undoubt edl y
increased by t he peculiar siting of t he windmill in an octagonal section so that at t he sides of t he
t unnel the blade tips are well clear of the walls whereas t roughs are needed in roof and floor to
prevent fouling: t he airspeed over the tips of t he blades therefore fluctuates severely during a
revolution. I f the wi ndmi l l were removed, t he t urbul ence level woul d be expected to decrease
appreciably and might permi t laminar-flow tests up to the maxi mum speed of t he tunnel, but some
attention woul d have to be given to t he corner vanes in order to produce an acceptable mean velocity
distribution. The component s normal to the airstream are probabl y caused largely by worldng-section
vibration.
3. 9 f t x 7 f t Tunnel ( Sout h) 2 (Fig. 3).
Ther e are t wo 9 f t x 7 ft Tunnel s in t he same building, identical except t hat one has right-hand
corners and the ot her left-hand. The maxi mum speed is 230 ft/sec. The contraction ratio is 4:1, t he
same as t hat of t he 13 f t x 9 ft Tunnel , but t he 9 ft x 7 ft Tunnel s have practically no settling
length after the honeycomb. The l ongi t udi nal -component intensity rises only slightly wi t h speed
from about 0. 17% at 60 ft/sec to 0. 2~o at 200 ft/sec (Fig. 14), and no resonant peaks were det ect ed
even t hough this tunnel, like t he 13 ft x 9 ft, has audible resonances at several speeds. Clearly t he
chief sources of t he velocity fluctuation are unsteadiness in t he ret urn ci rcui t (the corner vanes are
known to be inefficient) and t urbul ence shed from t he honeycomb. In t he 13 ft x 9 ft Tunnel , t he
long settling chamber reduces t he latter, and t he higher power factor ( 0. 32 as against 0. 22 for t he
9 ft x 7 ft Tunnel , due to t he absence of a diffuser before the first corner) may help t o reduce
t he former.
The l at eral -component intensity also rises slightly wi t h speed, from about 0. 18% at 70 ft/sec
to 0. 22% at 200 ft/sec (Fig. 15). The spectra (Figs. 16, 17) are unremarkable: t he longitudinal
component has a large l ow-frequency cont ri but i on absent from t he lateral component, so t hat t he
ret urn-ci rcui t unsteadiness, whi ch doubtless originates as a fluctuation in fl ow direction caused
by separations from corner vanes and diffuser walls, is reduced by t he honeycomb to a longitudinal
pulsation wi t hout any large fluctuations in flow direction. A similar but less pronounced effect is
not ed in t he C.A.T.
4. 18 in. Ane mome t e r Tunnel 8.
Thi s t unnel has an open circuit, wi t h a contraction ratio of 3. 2 to 1. A honeycomb is fitted in t he
settling chamber. The fan has t wo blades. The maxi mum speed is 85 ft/sec: as the t unnel is frequent l y
used for anemomet er calibration down to very low airspeeds, perforat ed diaphragms can be fitted at
t he rear of t he worki ng section to improve speed control by using a low-blade-angle fan and keeping
its t hrust and speed high; sensitivity to draughts in t he room is also reduced.
The l ongi t udi nal -component intensity in t he unrest ri ct ed t unnel (Fig. 18) has a peak of about
0" 28% at 25 ft/sec and t hereaft er remains approximately constant wi t h speed at about 0. 2% : slight
peaks are noticeable at about 45 if/see and 67 ft/sec, caused by resonances at t he fan-blade frequency
as seen f r om t he measured spectra (Fig. 21).
The lateral- and vert i cal -component intensities (Fig..~20) decreased wi t h increasing speed f r om
0. 35% at 20 ft/sec to 0. 27% at 75 ft/sec. The spect rum (Fig. 22) indicates one predomi nant source
of turbulence, dear l y t he honeycomb.
The l ongi t udi nal -component intensity wi t h di aphragm 2 fitted is about 0. 1% at t he lowest speeds,
less t han t hat of t he empt y t unnel at t he same fan speed, but rises to 0. 25% at t he maxi mum speed,
whi ch is now 13" 5 i f/ see. The spect rum at this speed shows a very large cont ri but i on at t he fan-blade
frequency, wi t h noticeable component s at twice and four times t hat frequency.
The longitudinal component of t urbul ence wi t h di aphragm 3 fitted rises from 0. 2% at low speed,
wi t h occasional peaks, to 0. 5% at t he maxi mum speed of 3. 8 if/see. The fan-blade frequency and its
harmonics again make t he largest contribution to t he spectrum.
Wi t h di aphragm 4 fitted, t he longitudinal component (Fig. 19) rises from about 0. 4% to 1. 3% at
t he maxi mum speed of 1.27 ft/sec: t he speed ranges of t he various diaphragms overlap so t hat t he
regions of ver y high t urbul ence need not be used for normal runni ng. The fan s haf t frequency now
appears in t he spectrum, indicating purel y mechanical vibration due to unbalance of t he fan or motor.
Spect rum peaks were also observed at certain fixed frequencies wi t h all t he diaphragms. The
most i mport ant of these are at 33, 50, 60, 75 and 130 c/s approximately, and probabl y correspond to
structural vibration frequencies or alternatively organ-pipe acoustic oscillations. The distance
f r om t he di aphragm position to t he fan is 9" 2 ft and t hat to t he bel l mout h 11 ft, corresponding t o
half-wavelengths of 61 and 50 c/s standing waves.
Conclusions.
Tunnel
C.A.T.
1 3 f t x 9ff
9f t x 7f t
18 in. Anemometer
U U
-+ : increasing speed
0"3 ->0"6
0'05 -+0"18
0"18
1 "0 ~ 0"2
0-3 ->0-7
0"06 -+ 0-23
0-20
0"3
Special Causes
vibration at high pressures
windmill (z7 component only)
fan vibration when diaphragms installed
for low-speed running
(86834) A* 2
Tunnel Hot-wire System Spectrum Analyser
C.A.T.
13f t x 9f t
9f t x 7 f t
18 in. Anemometer
const, temperature
const, current
const, current
const, current
B + K passive fikers
Muirhead Wien bridge
B + K passive filters
Muirhead Wien bridge
I n all t hese t unnel s, par t i cul ar l y t he C. A. T. and 9 f t x 7 f t Tunnel s , t he t ur bul ence is hi gh by
mode r n st andar ds because of t he absence of dampi ng screens, compens at ed i n t he case of t he
13 f t x 9 f t Tu n n e l by an unusual l y l ong set t l i ng chamber .
I nst al l at i on of screens woul d be ver y difficult i n t he C. A. T. but less so i n t he 9 ft x 7 f t or
13 f t x 9 f t Tunne l s : t he 18 in. Tu n n e l was desi gned t o accommodat e screens i f r equi r ed.
Th e analysis of t he t ur bul ence in t he 13 f t 9 ft and 18 in. Tunne l s also i l l ust rat es t he i mpor t ance
of t he f an and] or wi ndmi l l as a sour ce of di st ur bances. Thi s is a di ffi cul t y c ommon t o all f a n- powe r e d
wi nd t unnel s, even wh e n a l ow r a ndom- t ur bul e nc e l evel is not speci al l y r equi r ed, as unpl easant noi se
or even st r uct ur al fat i gue may resul t : unf or t unat el y consi der at i ons of space and expense of t en
pr ohi bi t t he use of a suffi ci ent l y l ow f an speed t o avoi d vi br at i on.
6
No. Author(s)
1 P. Br ads haw and R. F. J ohns on . .
2 E . J . Ri char ds and F. Cheer s . .
3 C. Sal t er . . . . . . . .
R E F E R E N C E S
Title, etc.
Tur bul e nc e meas ur ement s wi t h hot wi r e anemomet er s .
N. P. L. Not e on Appl i e d Sci ence, No. 33. H. M. S. O. 1963.
Not es on t he N. P. L. 13 f t x 9 f t and 9 f t x 7 ft Wi n d Tunnel s .
A. R. C. R. & M. 2136. Jul y, 1945.
Low speed wi nd t unnel s for speci al pur poses.
NPL/ Ae r o/ 155. 1947.
O0
!
)
FIG. 1. Plan view of Compressed Air Tunnel .
f
- ~ oi.io,g
~k. " [ Wor ki ng I J
~_~" I s ec t i on ~ I Contraction
rot i o I
~.~- . I ~ 1 4 : 1 I
k . " I
(9 Ho t - wi r e s t a t i o n j
~a,,-,ectiono, ? " / X I I h , ~'~'~'~
w i ' n d m i l l / I / ~ ) k I\ ,"~
L_-~--=-z-~7 1 _-~.~_ ,_~ . ~ 7
40J ~j j
~ j Co r n e r
. ) j ] V Q n l ~ s
Ho n e y c o mb J j j
%
J
1 3 0
FIG. 2. 13 f t x 9 f t Wi n d Tu n n e l .
, , , w 0 m , , / 1 ~ Mot.
f ( . r . 1 1
~-"- l I ~ j , ~ a n a o
'2- Working I
1
k . ~ - R r a t i o 4 : I i ~ctJon
J j ,
I
H o . ~ y o m b ~
2 " ~ ~ ' ' "
Q Ho t - wi r e s t a t i o n
8 3 1
FIG. S. 9 f t 7 f t Wi n d Tu n n e l .
G
3 " 0 8 ' t o w e l l
I
I
J A r c a r a t i o
J 3 . 1 6 : I
I
t /
1 1 ' 0 2 t
FIG, 4,
I Hot-wire
I s t a t . i o n
I
I
S c r e e n s
, I
\
D i a p h r a g m
M o t o r
18 in. Anemometer Tunnel,
9 ' 2 0 1 l - -
T o w i n d o w 4 ' l O t
, s t e ~ l
3 II x I " )
H o l l o w
s t e e l
a e r o f o i l
s t r u t
I s u p p o r t s
S c r e we d t o f l o o r
F I G . 5 . Hot-wire mounting strut.
10
0 . 7 "
0 . ' 6
02 5
5- % o
0 " 4
0 " 3
0 " 2
0 ' 1
o o o ~
" . _ ~ ~ " i I ~ "
~ - - o~_~ . . . . ~x ~ : ~
4
I 2 3 4
xj
; , / - / o
a" ~f / 0
7
%
f
/
/
f / 2- - - - - -
0 >
o Pressure 97"6 p.s.Eg.
x, + EO0 p.s.i.g.
n 208 p.s.i.g.
0 553 p.s.i.g.
The curves indicate the trends at approx.
[ 00, ZOO and 350 p.s..i.g.: the tunnel is not
normal l y run at less than hal f the maximum
speed at any pressure.
I I I . I I
8 9 10 I I 12
U
Reynol ds no. per ft~ ~-- x I0 -6
FIG. 6a. u - c o mp o n e n t r . m. s , i nt e ns i t y i n C. A. T.
0,7
0"~
0'$
U
0"4
0 - 3
0,2
O - i
x
x
0 I 2
x Zero incidence~L
22 e i nci denceJ 200psi9
4 5 5
x ~6 6
u
7 8
Fr o. 6b. u - c o mp o n e n t r . m. s , i nt e ns i t y i n C. A. T . : ef f ect
of c ha ngi ng mo d e l - wi n g i nci dence. 49 s we p t wi ng, ar ea
31- f t ~, a s pe c t r at i o 3.
11
( 86834) A * *
0"7
0"6
0 5
Vo
U~
0'
O.
o
o
/ /
2~
!
/!
o
J
/
J
~ x ~ o 50 I~s,i.g.
x 1 9 0 l~s.l.g.
* 3 4 0 Rr~i.g.
x
0 . 1
2 3 4 5 6 U - 67 8 9
x l 0
FIG. 7. v-component r.m.s, i nt ensi t y i n C. A. ~ ~.
I Z "
12
0-001
0 ' 0 0 0 1
0 . 0 0 0 0 1
0"000001
\
F a n b l a d e ~ ~
f r e q u e n c y
I 0 7 p . s j : ~ "
78 f t / s ~ c
7 0 0 r.p .m
I I I I I I i I I I I I I I I I
I 0 I 0 0 I 0 0 0
t c 1 $
I I I I I I I
I 0 0 0 0
Fla. 8. u-component spectrum in C.A.T.
1 3
0"001
0"0001
0'00001
0o000001
I0
32 7 p.s.i.g.
45 f t / sec
400 tp.m,
\
I I I f I I f I I i | I I f I I ! f I l i t
I00 lO00 IOOO0
f c/ t
Fi e. 9. v-component spectrum in C.A.T.
1
0 - 2
0 . 1
/
o u - p r o b e
[]A t x - p r o b e
o
o
L J U
o
0 20 40 60 80 I 00 120
FIC. 10.
140 160 180 2 0 0 220 2 4 0
UZ-- f t / s e e
1/
u- c ompone nt r . m. s, i nt ens i t y i n 13 f t 9 f t Tunne l .
0. 3
O ' Z
0 , 1
/
/
x v - c o m p o n e n t
1- w - c o m p o n e n t
X ~
j
/
ZO
FzQ. 11.
40 60 80 - I 00 120 140 160 180 Z00 2ZO
u 1/o
.-~- f t / s e c
v- and w- c ompone nt r . m. s, i nt ensi t i es i n 13 f t x 9 f t Tunne l .
i 5
200
150
( ~ F ) ' / ~
I 0 0
50
Bl ade f r equenci es
I Z 3 4
Wi ndmi l l
I / I I I
I 2
I I Fans
a r b i t r a r y
s c a l e
Speed 141 R / s e c
Fans 540 r.p.m.
Windmill 223 r . p. m.
.-A
S J\
\
, t , i t i l l t i i v i , , ,
I 0 f c / s I 0 0
\ _ _
i , . . . . .
I000
b i t r a r y
tale
/
Bl ade f r equenci es
2 3 4
] I Wi ndmi l l
, , , , , ,
10
I 2
I I
I
Speed 141 f t / s e c
Fans 5,42 r . p . m.
Wi ndmi l l 223 r.p.m.
i00 f c / s I000
(
. . . . . . i0000
FIG. 12. u-component spectrum in 13 ff x 9 ft Tunnel. FIG. 13. v-component spectrum in 13 f t x 9 ff Tunnel.
0.~
0 . 2
U
0. 1
g} u-probe
x x probe
O O
o x
[ ]
D XO
0
XO n
O
O
rl
x
o
n ca
ta o
o
o
SO I 00 U f t / sc 150 ZOO
Fl a . 14. u- cor n ~onent r . m. s, i nt ens i t y i n 9 f t x 7 ft Tunnel .
0 . ;
U
0 . 1
FIG. 15.
X
X
50 I 00 u ft /sec 150
v- c ompone nt r. m. s, i nt ens i t y i n 9 f t x 7 f t Tunnel .
200
17
O 0
O . 0 0 1
0 - 0 0 0 1
0 " 0 0 0 0 1
0.000001
I0
\
Speed 1 6 5 f t / s e c
i i I i r I I I 1 0 0 I I I I I I t i
I 0 0 0
f cl s
I I i I i I I I
I 0 0 0 0
Speed 165 f t / s
I I I I i I I I I I I I I I I I I I I l I I
I 0 0 I 0 0 0 I 0 0 0 0
f c/~
Fla. 16. u-component spectrum in 9 ft x 7 ft Tunnel. FIG. 17. v-component spectrum in 9 ft x 7 ft Tunnel.
0 " 4
0" 3
0.2
0"I
0"5
U%
0'2
0"I
I !
- 5 -4
DOWN
Ver t l cal t raverse Jn working secti on
At U =59.4 f t / s e c
I T I I I !
- 3 - 2 - I I 2 4
inches UP
U % ( o n ~ e n t ~ a i ~ e )
] ~ , , I Ou: put meter r eadi ng
f l uc t uat i ng between these I[ml'ts
/ f - - - ,
t t ~ . I
I0
FIc. 18.
20 3 0 4 0 5 0 6 0 7 0 ~ 8 0
u-component r.m.s, intensity in Anemometer
Tunnel. Unrestricted tunnel.
O f t / s e
J-2
t . 0
0,8
0, d
0"4
0-2
~-/o
/
x- ~x )
/ T \ /
' x~ / x ~ ~-- ~. .
x._~
0-1
FIQ. 19.
0' 2 0-3 0"4 0"5 0-6 0' 7 0' 8 0"9 I ' 0 I . I 1"2
U t t / s e c
u-component r.m.s, intensity in Anemometer Tunnel. Diaphragm No. 4.
i 9
0 . 7
u_,v , ' ~ %
U U U
0 - 5
0 " 4
0 " ~
0 , 2
0"1
v w
I
u - p r o b ~ me a s u r e me n t s
( f o r c o mp a r i s o n )
' f K K T
,5.
.,,. O t,.
A
o"'- o . _ O , _ j ~ . o
0 I0 20 30 40 50 60 70 80
U
FIc. 20. v- and w-component r.m.s, intensities in
Anemometer Tunnel, and u-component measure-
ments with x-probe. Unrestricted tunnel.
f t ] 5 ~ C
20
150
100
50
arbl +. rary
s c a l e
0 A
FI G. 21.
Fan-bl ade 't'requency
I
S p e e d 46. 4 f t l ; c
Fan 1500 r.p,m.
. . . . . . i o . . . . . . ; o o
f c/s
i i s i , ~ i . . . .
I 0 0 0 - I 0 0 0 0
u-component spect rum in Anemomet er Tunnel . Unrestricted
tunnel.
150
I00
5 0
0 3
a r b i t r a r y
scal e
Fan-blade frequency
I
J
IO
1 ~ r i i , ,
S p e e d 45"8 f t / s e c
Fan 1538 r.p.rn.
, , r i i , , , , i r l l
f c/s I00 I000 l O 0 0 0
FIG. 22. v-component spect rum in Anemomet er Tunnel. Unrestricted
tunnel.
21
(86834) Wt . 64/ 1857 K5 4/ 68 I-Iw.
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