copy h0.

UNCLASSIFIED
"

R M No. A A
f

' RESEARCH MEMORANDUM

TESTS OF SUBMERGED DUCT INSTALLATION ON A

MODIFIED FIGHTER AIRPLANE IN THE AMES

"

40- BY 80-FOOT WIND TUNNEL

BY
1
f Norman J. Martin
' 4
1
Ames Aeronautical Laboratory
Moffett Field, Calif.

1 NATIONAL ADVISORY COMMITTEE

1. FOR AERONAUTICS
8
WASHINC3RIN
December 11, 1947

UNCLASSfFIED
 NATIONAL ADVISORY COMMITTEE FaR AWCUUTICS

TESTS OF SUBMERGED DUCT INSTALLATIOH ON A

MODIFIED FIGHTERAIRPLBNE IN THE AMES

An i n v e s t i g a t i o n of ftn HACA suhetrged intake installation on

a m o d i f i e d f i g h t e r a i r p l a n e was oonduoted t o determine the full-
soale aerodynamicoharaoteriatios of t h i a i n s t a l l a t i o n . In a d d i t i o n ,
t e a t s ,were conduoted on t h e Butmerged i n l e t w i t h r e d s e d entrance
l i p s and d s f l e a t o r s t o d e t e r m i n e t h oonfigiration whioh would
r e s u l t i n the best dynamio pressure reoavery measured a t t h e i n l e t
for this i n s t a l l a t i o n w i t h o u t a mafor rework of the entrance.
-
S t a l l i n g o f t h e a i r flow over t h e inner l i p surfaoe a r e a t e d
exoessive dynamic pressure losses with t h eo r i g i n a le n t r a n c e . The
r e v i s e d entranoe produoed a 12-percent inorease i n dynamio pressure
recovery at the design high-speed I n l e t - v e l o o i t y r a t i o and r e s u l t e d
i n an improvement of t h e c r i t i o a l - s p e e d oharaoteristios of t h e
entranoe lip. A oamplete r e d e s i g n o f t h e entranoe inoluding a
decrease in ramp angle and adjustment o f l i p oamber i a necessary t o
8eoure optimum r e s u l t e from this auherged d u o t i n s t a l l a t i o n .

INTRODUCTIOH
An i n v e s t i g a t i o n of' NBCA-type s u h e r g e d a i r i n t a k e s i n s t a l l e d
on a m o d i f i e d f i g h t e r a i r p l a n e was oonduoted i n the Ames 40- by
80-foot wind t u n ~ e l . The apecifio purpose of the I n v e s t i g a t i o n m e
to provide i n l e t d a t a f o r applioation t o p e r f o r k n c x estimates of
the airplane. In additfon the i n v e s t i g a t i o n was t o serve a more
general purpose o f providing full-saale information on t h i s t y p e of
inlet+

UNCLASSIFIED
2 7 NACA RM NO. A7129

. Beoauee of s t r u o t u r a lr e q u i r s m e n t s ,t h e subnmsrged i n t a k e s
W n i s h e d by the mnufaoturer deviated oonsiderably Prom .the design
reoammsnded a8 optimum on the basis of s m a ~ l - s o a l e t e a t s ( r e f e r e n o e r
1 and 2). The extent of these deviations oan be seen i n f i g u r e 1.
These deviation8 from optimum design reduoed oonsiderably the value
of the i n v e s t i g a t f o n i n providing needed full-soale information on
flushinlets. The e v a l u a t i o n o f t h e Reynolds number e f f e o t a h 0
oould not be expeo<ed t o be s a t i s f a o t o r y , beoause t h e i n t a k e s a s
i n s t a l l e d d i d n o t o o r r e s p o n d exaotly t o a n y m a l l - r o a l s i n s t a l l a t i o n
that had beeninveetigatad. The objeotive of the tests leas there-
f o r e r.eduoed to an e v a l u a t i o n o f t h e o h a r a o t e r i s t i o s of one s p e o i f i o
f i l l - s o a l e f n s t a l l a t i o n p l u s the e f f a o t s of minor modifioations
whioh oould be m d b on it.

SYMBOL8
a angle of a t t a o k referred t o Fuaelage oenter l i n e ,
degrees

Ct lift o o e f f i o i e p t
G)
H t o t a l pressure [p+g(l+q)). pounds per square foot

AE l o s s i n total pressure, pounda per square f o o t

L lift of a i r p l a n e , pounds

P statiopressure. pounds per e p r e f o o t

P preasure o o e f f i o i e n t
(9)
P mass density of a i r , sluga per oubio foot

9 dynamio pressure (hp),pound8 p e r square foot

S wing area, square feet

V veloaity, feet per eeoond

a veloaity of sound, f e e t per eeoond

.
HACA BM NO. 117129.

VxbO
-
i n l e t - v e l a o i t y ratio
3

ldEI/qo dynamio pressure-reoovsry ooeffloiant

(l+t.r). o m p r e s s i b i l i t yh o t o r (1+ y P + Y l +
4 40
.ma)

Subsoripts

x o o n d i t i o n a t entranoe

0 f'ree-stream oondftion

The m o d i f i e d f i g h t e r a i r p l a n e with n u a h i n t a k e 8 r e p l a o i n g dng

leading-edge Intakes i s a s i n g l e - p l a o e f i g h t e r a i r p l a n e d e s i g n e d t o
be powered w i t h a r e o i p r o o a t i n g forward engine and a j e t - p r a p u l s i o n
engine i n theFuselage. A three-vier drawing shorrfng t h e p r i n o i p a l
dimensions of t h e a i r p l a n e is presented in figure 2. The inoidenao
of t h e wing r e f e r r e d t o the a i r p l a n e r e f e r e m e l i n e is lo.
Tests o f t h e su'tansrged duot entranoe mere made r f t h the
p r o p e l k removed and t h e J e t engine replaoed by a variable-apeed
axial-flow blower. This axial-flow blower prodded a meam of

7
v a r y i n gt h ei n l e t - v e l o o ir a t i o from 0.4 t o 1.6 (based on a t o t a l
i n t a k e area of 1.47 sq f't at t h e f r e e - s t r e a m v e l o o i t y of the t e s t s .
The a i r flowing i n the intake 8ystem was disoharged at t h e rear o f
the a i r p l a n e by means of a t a i l p i p e s i m i l a r t o that existing on
the airplane

Pressure reoovetry a t t h e e n t r a n o e waa measured by a rake

oonaiating of 1 8 9 t o t a l - p r e s s u r e t u b e 8 and 38 statfo-prea8ure tubes
(fig. 3). The t o t a l - p r e s s u r e tube8 -re oonnehted t o an i n t e g r a t -
ing r a n m e t e r . S t a t i o - p r e a s u r e d i s t r i b u t i o n -6 obtained by meam
of f l u s h o r i f i o e e b u i l t i n t o the airplane and oonneoted t o -tor-
h - g l a s s manometers. A l l pressuremeasurmenta uera reoordsd
photographially-

Modifioations were mde t o t h e o r i g i n a l i n l e t by r o t a t i n g t h e

entranoe l i p outwardand ohanging t h e dsfleotor length and height.
A ompariaon o f the original installation and the f i n a l form of the
r e d i s e d l i p i s shown i n figure 4. A photograph of' t h e revised
i n s t a l l a t i o n is shown i n figure 6. The a o n d i t i o n of a simulated
baaio fuselage w i t h o u t s u b r g e d d u o t s w a s obtained by i n s t a l l i n g a *.

f l u s h o o v e r p l a t e whioh e f f e o t i v e l y s e a l e d t h e s e e n t r a n a e s . A
photograph o f the a i r p l a n e with the flush o m e r p l a t e i n 8 k l l e d i s
shown i n f i g u r e 6, Eoundary-layermeasurements were made on t h i s
simulated baaio fbselage by means of t h r e e r a k e s i n s t a l l e d a t t h e
e n t r a n c e l o o a t i p n , one a t t h e o e n t e r l i n e of the ramp, one 10 inohes
above t h e o e n t e r l i n e , and one 10 inohes below the o e n t e r l i n e .

TESTS

Tests were f i r s t oonduoted on t h e s i m u l a t e d ' b a s i o f u s e l a g e t o

determine t h e pressure d f s t r i b u t i o n a n d boundary l a y e r of t h e
basio fuselage a t the entrance looation t o ompare with those of
small-soale tests. Followingthesemeasuremnts, t e s t s were made
on t h e o r i g i n a l submerged e n t r a n o e t o d e t e r m i n e v a l u e s of dynamio
pressure recovery a t t h e s u b e r g e d d u o t e n t r a n o e and preasure
d i s t r f b u t i o n a l o n g t h e oenter l i n e o f the ramp and m e r the fnner
andoutersurfaoesoftheentranoa lip. Following the d e t e o t i o n
of s t a l l a l o n g t h e i n n e r s u r f a c e of t h e o r i g f n a l l i p , a series o f
developmental t e s t s were made to d e t e r m i a e t h e b e a t l i p a n g l e a n d
d e f l e o t o r size f o r t h i s submerged d u e t - i n s t a l l a t i o n . A l l data
were obtained throughout the angle-of-attaok range of. - 2 O t o 6 O
a n d i n l e t - v e l o c i t y r a t i o r a n g e of' 0.4 t o 1.5 a t a stream v e l o o i t y
of approximately 100 m i l e s p e r hour. The d e s i g n high-speed
i n l e t - v e l m i t g r a t i o is 0.7.

BESULTS AND DISCUSSION

The arithmetio average values of dynamio p r e s s u r e reoweriea

a t t h e submerged d u o t e n t r a n c e f o r t h e o r i g i n a l a n d m o d i f i e d
i n s t a l l a t i o n s a r e p r e s e n t e d in f i g u r e ,7 f o r z e r o a n g l e of a t t a o k
and are t a b u l a t e d i n t a b l e I f o r o t h e r a n g l e s of a t t a c k . Preasure
d i s t r i b u t i o n s over the o r i g i n a l and modified entranoe l i p a are
shown i n f i g u r e 8. The r e s u l t s of measurements of theboundary
layer on the siiaulated basio fuselage a t the entranoe looation are
shown i n f i g u r e 9. The c r i t i c a l Mach number o f the l i p s ( f i g . 10)
were determined from n e a s u r e d p r e s s u r e c o e f f i o i e n t s a n d oomputed
following the method given in referenee 3. P r e s s u r e d i s t r i h t i o n
over the basio fuselage and along the o e n t e r line of the ramp are
p r e s e n t e d i n f i g u r e 11 for z e r o angle o f attack.Tabulatedvalues
f o r o t h e r angles of a t t a o k are presented i n table 11. .

For t h e o r i g i n a l i n s t a l l a t i o n t h e dynamio pressure-reowvery

o h a r a o t e r i s t i o s were v e r y u n s a t i s f a a t o r y . A t zero angle o f a t t a o k
t h e dynamic pressure reoovery was 79 peroent at an i n l e t - v e l o c i t y
r a t i o o f 0.5, 76 percent a t an i n l e t - v e l o o i t y r a t i o of 0.7, and
18 percent a t a n i n l e t - v e l o o i t y r a t i o o f 1.5, Small-soale tests
( r e f e r e n e e 2 ) have i n d i o a t e d that muoh higher mximum pressure
 recoveries and much amaller deareases fn pressure recovery with
i n c r e a s e s in i n l e t - v e l o c i t y r a t i o can be obtained k m i n e t t l l l a t i o n s
of t h i s same general type.

An i n v e s t i g a t i o n of t h e pressure d i s t r f b u t i o n o v e r t h e l i p
revealed that stall was ocourring wer t h e l i p inner surface (fig.
8 ( a ) ) at a p p r o x i m a t e l y t h e d e s i g n i n l e t - v e l o o i t y r a t i o of' 0.7,
thereby preventing a reasonable dynamio pressure reowery (obaerve
difference in pressure diatribution beheen unstalled inner l i p ht
i n l e t - v e l o c i t y r a t i o of 0.6 and s t a l l e d l i p a t i n l e t - v e l o c i t y r a t i o
of 0.8). Visualobservation o f the manometer boardsmeasuring
t o t a l p r e s s u r e d i s t r i b u t i o n aoross the intake confirmed t h e exist-
ence o f t h i s s t a l l e d c o n d i t i o n n e a r t h e l i p i n n e r s u r f a c e , It was
f e l t t h a t t h i s s t a l l e d condition might be due t o a n u n s a t i s f a a t o r y
l i p shape, l i p a n g l e , ramp angle, d e f l e a t o r s h a p e , o r a ombination
of t h e s e variables. Bemuse the modified f i g h t e r a i r p l a n e employ-
i n g t h e s e inlets was near t h e f l i g h t - t e s t i n g s t a g e , it was deoidsd
t o try to prevent the l i p s t a l l by ohanges n o t r e q u i r i n g a major
reworkof the inlets. The modifications were l i m i t e d ,t h e r e f o r e ,
t o lip-angle changes aQd d e f l e c t o r changes.

The f i r s t change made t o t h e i n l e t s was t o remove the defleo-

t o r s . This change r e s u l t e d i n no improvemnt i n the dynamio
pressure recovery (fig. 7) and s t a l l continued t o occur on the
innerlipsurfaceatinlet-velooityratiosgreaterthan 0.7. Then,
' with the deflector reinstalled, the lip angle was changed as e h m
i n figure 4. T h i s oh4nge c o r r e o t e d the i n n e r l i p stall although
peak negative pressures s t i l l were looated over the inner l i p
surface. (See l i pp r e s s u r ed i s t r i b u t i o n s o f fig. 8 ( b ) . ) The
e l i m i n a t i o n of s t a l l improved t h e dynamio, pressure reoovery by
5 percent(from 76 peroent t o 81 peroent) a t the design i n l e t -
v e l o c i t y ratio of 0.7 and r e s u l t e d i n much g r s a t e r improvement at
h i g h e r i n l e t - v e l m i t y r a t i o s where s t a l l oacurred previously
(fig. 7 ) .

lVith t h e e l i m i n a t i o n o f l i p a t a l l , t h e mxt problem ~ F L St o

determine the possfbility of r a i s i n g the general l e v e l o f t h e
pressure recovery by either ,furt-her l i p a n g l e change or by
modification of thedeflectors.Sinoe the l i p a n g l e had a l r e a d y
been changeda8 muoh as possible without oausfng a smrious
p r o t r u s i o n o f t h e l f p o u t e r s u r f a c e from the f i s s l s g e s u r f i o e ,
a t t e n t i o n was turned t o possible modifications of the o r i g i n a l
d e f l e c t o r s whiohwere a8 i n e f f e c t i v e w i t h t h e r e v i s e d l i p 8 as w i t h
the o r i g i n a l l i p s i n s t a l l e d . I t was a n t i o i p a t e d , from c o n s i d e r a t i o n
of the results o f small-soale t e s t s , that a r e v i s i o n o f t h e d e f l e c -
t o r s would r e s u l t i n a n improved dynamio p r e s s u r er e c w e r y . Suoh
was found t o be t h e oase. The final form o f the revised d e f l e o t o r s
R -
improved the pressure reoovery an a d d i t i o n a l 7 peroent (from 81.0
NACA RIA NO. A7129

p e r o e n t t o 88.0 p e r c e n t ) a t a n i n l e t - v e l o o i t y r a t i o o f 0.7 (f'ig. 7).

However, a t inlet v e l o c i t i e s g r e a t e r t h a n 0.95 the use of the
revised d e f l e c t o r s r e s u l t e d in a deorease i n pressure reowery. It
was observed that t h e revised defleotore produoed an i n o r e a a e i n
domflow angle with oonsequent increase in negative preasure peak
v a l u e s on the l i p a t i n l e t - v e l m i t y r a t i o s g r e a t e r t h a n 0.8. The
i n c r e a s e i n t h e negative pressurepeaks near t h e l e a d i n g edge o f
the entranoe lip inoreased the adverse p r e s s u r e g r a d i e n t i n t h e a f r
moving over t h e l i p ' %mersurfkoe. This inoreased adverse pressure
g r a d i e n t . o v e r t h e l i p inner surf'aoe tended t o produoe l i p s t a l l and
l o s s i n dynamio p r e a s u r er e o w e r y e The deorease fn dynamio preasure
recovery with inorease in inlet-velooity ratio did not occur in
small-saale t e s t s o f d e f l e o t o r shapes. However, small-male t e s t a
mare made w i t h lower ramp a n g l e s and lesa l i p oamber and d i d n o t
e x h i b i t the8e negative pressure peaks .over the l i p i n n e r surfaoe.
Therefore, it ma oonoluded that i f f'urther improvement in pressure
recovery i s desired a completerework of t h e i n l e t s will be
neoessary, the required rework aonsisting o f a deorease in ramp
angle and an adjustment in lip oontour to eliminate the high
negativepressurepeaks on t h e l i p inner surf'aoe.Withthe
exoeption of d e f l e u t o r shape, t h e reworked I n l e t would correspond
t o the i n l e t o r i g i n a l l y r e o m e n d e d on the b a s i s of small-scale
tests.

Revision of t h e submerged duot entranoe also rersulted in an

fmprovement i n t h e o r i t i o a l - s p e e d o h a r a o t e r i e t i c s of' t h e i n l e t l i p .
As f i r s t t e s t e d , t h e l i p s exhibited peak pressure8 on the i n s i d e
and o f suohmagnitude that o m p u t a t i o n s i n d i o a t e t h a t t h e o r i t i c a l
speed would have been exoeeded a t the designhigh-speed operafing
c o n d i t i o n s( f i g . 10). Withtherevisedentrano'sthepeakpressures
were reduoed t o such an e x t e n t that t h e oomputed c r i t i c a l speed o f
t h e l i p s remained above t h e d e s i g n o p e r a t i n g speed a8 shown i n " .
figure 10.

C ONCLUS I ORs

Be t h e r e s u l t o f t e s t s oonduoted on a m o d i f i e d f i g h t e r a i r p l a n e
with flushintakesreplaoing wing leading-edgeinlets,oonolueions
were made as followsr

1. Excessive dynamic p r e s s u r e losses w i t ht h eo r i g i n a l sub-

merged d u o t e n t r a n o e r e s u l t e d f r o m stalling of the a i r f l o w o v e r t h e
l i p i n n e r aurf'ace.
 2 . A revisior- t o the entranoe l i p and deflectors resulted in
a12-percentincrease in dynamic preasure recovery a t the design
i n l e t - v e l o c i t y r a t i o of 0.7 and much larger increases in dynamic
pressure recovery a t higher i n l e t - v e l o c i t y r a t i o s .

3. The modified entkanoe resulted in 811 improvement of the

critical-speed characteristics of the entranoe l i p s .

4. A oomplete rework of the entranceinoluding a deoreaae

in ramp angle and adjustment in l i p camber is required t o seaure
optimum results from this submerged duot i n s t a l l a t i o n .

Ames AeronautioalLaboratory,
Kational AdTisory Committee forAeronautias,
. MoffettField,Calff.

1. Frick, Charles a., Davis, Kallaoe F., Randall, Lauros M.J and
Ko8SmBn. Emmet A. : An Experimental fnvestigatfon of XACA
Submerged-Duet Entranoes. M C A ACR No. 5120, 1945.

3. von K&&, Th. I Compressibility Effeots in Aerodynamics.

Jour. Aero. S o i . , vol. 8 , no. 9 , July 1941, pp,. 337-356.
8 NACA RM BO. A7129

TABLE 1;- T I E VARIATION OF DYNAMIC PRESSURE RECOVERY XTH THE

ANGLE OF ATTACK AWD THE I&X,ET-VELOCITY RIITIO, PROPELLER
REMCNED, KODIFIED FIGHTJ3R AIRF'LANE.

NATIONAL ADVISORY
COWMlllEE FOR AEROWAUTICS.
NBCA R3d No0 A7129 9

a n -20

NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS.
 10 W C A RM Ho. A712 9

TABLE 11.- Continued. Modified Fighter Airplane.

.-.- I .

a - bo

i, '.".
-2

31
3&
a3H
50H
64
66:

NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS.
TABLE 11.- .Continued. Modified Hghter Airplane.

r '1

I I

NATIONAL ADVISORY
COMMITTEE FOR AEROMAUTICS
 12

TABLE 11,- Continued. Modiffed FighterAirplane.

Distanoe
forward

leading

-2 0.516

31 i -e193
I

-.
-3"- 193
-.193

NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS.
HACA RM go. A7129

NATIONAL ADVISORY
COMMITTEE FOR AERORAUTICS.
 ,, . .. . .. . . .. .
" ' I
, L
I I
Fig. 2 NACA RBA No. A7129

.
 -
NACA R M No. A7129 Fig. 3

Figure 3. - Submerged-duot-entranoe rake i n s t a l l e d

on modified f i g h t e r airplane.
 ". . .. . ... . .
... . . . . . .

, 8 1 * I 1

_L..

1
8

1
. . .. . . " - . .. .. . . .. . . . .
I
I b I W I

Figure 6.- Revised l i p and defleotor i n s t a l l a t i o n on m d i f i e d fighter airplane submerged dud.

.... . . . .... . - . . . . .. .. . . .. . .. ... . . ., ,,
. .
, I
I

F
F

figure 6.- Simulated basio'f'uselage installation on modified flghter airplane i n the Ames 4C- by
80-foot wfnd tunnel.
NACA R M No. A7129 Fig. 7
Fig. 8a NACA R M No. A712 9

-0

c
 MACA R M No. A7129 Fig. 8b

NATWNAL ADVISORY
COYYlTTEE W AERONAUTES

J '
Fig. 9 NACA R M No. A7129

NATIONAL I D W S O W
COMMITTEE FOR ALROWAUTICS
 1 C b

.. . . .. . . . ... . . . .. .. . . . . . .. .
. . ... . . . . .. . . ... .

*n

c b b .j.
 c "
. . .
. . . . . . . . . .

. . . . . . . . . ...
. . . . . . .

" .

. .

F
i
. . . . .
. . . . . . . . . . . . -. ...
,~ ........ . . . .

.
..... ..