Restriction/Classification

Cancelled
MR No, 2;4~18

i n speed of a g r e a t e r m ame a l t i t u d e an5

explain t b s e v a r i a t i o n s in speed, considerably more

t e s t i n g and ' a n a l y s i s were cam,ied .o.ut, _
. his f u r t h e r study showed t h g t * near t h e hkimum
l e v d l - f l i g h t speed a sudden r i s e i n cD/? ( r a t i d o f a i r -
plane drag c o e f f i c i e n t t o propulsive e f f i c i e n c y ) goourred
t h a t could be explained e i t h e r by an i n c r e a s e i n drag
c o e f f i c i e n t o r a decrease i n p r o p e l l e r efficient$. -:It . .
i s sksown t h a t j s ~ ~ h abrupt Sncrease i n drag c o e r f i c i e n t
i s u n l i k e l y and t h a t t h i s ' e f f e c t i s more probably due
t o r a p i d l y decreasing p r o p e l l e r e f f i c i e n c y . Because no
torquemeter*was avpilable f o y t h e s e t e s t s , th& value of
t h e 'f'l3ght-test d a t a as a measure of changes i n drag
c o e f f i c i e n t o r propelker e f f i c i e n c y was considerably
reduced by apparent inaccuracy i n estimates o f ' e n g i n e
power, Irl s p i t e of t h i s I f m i t a t i o n , however, the
a n a l y s l s of t h e d a t a does i n d i c a t e t h a t &ppreciabbe
l o s s e s i n p r o p e l l e r e f f i c i e n c y were encountered i n the-
maximum l e v e l - f l i g h t - s p e e d condition near high blower
critical altitude.
 A t t h e r e q u e s t of t h e Army Air Forces, Air Technical
S e r v i c e Comand, f l i g h t t e s t s were conducted by t h e
National Advisory Committee f o r Aeronautics t o check t h e
improvement of 3 o r 4 m i l e s p e r hoirr i n t h e maximum speed
of t h e P - ~ I aB i r p l a n e t h a t was i n d i c a t e d by f u l l - s c a l e
t u n n e l t e s t s ( r e f e r e n c e 1) t o b s t h e r e s u l t of s e a l i n g
t h e wing-gun access doors and f l a p - s p a r l i g h t e n i n g h o l e s ,
Because of l a r g e a r b i t r a r y v a r i a t i o n s i n speed a t t h e
same a l t i t u d e and w i t h the' same e s t i m a t e d engine power,
i t was n o t p o s s i b l e t o measure any such small improvement,
I n an attempt t o f i n d t h e cauaes of t h e s e v a r i a t i o n s i n
speed, a i r p l a n e p o l a r s were made a t 5000, 10,000, 20,000,
and 31,000 f e e t , and an e x t e n s i v e m a l y s i s of t h e t e s t
d a t a was undertaken w i t h a view t o i s o l a t i o n of t h e
e f f e c t s of v a r i o u s f ac,tora susp.ected .of c o n t r i b u t i n g t o
t h e i n c o n s i s t e n c y o f t h e ' a i r p l a h e j s performance. The
t e s t d a t a and a n a l y s i s a r e p r e s e n t e d h e r e i n , . ..

AIRPLANE

General views of t h e P-513 a i r p l a n e a r e shown i n

f i g u r e s 1 t o 5. The l o n g a i r s p e e d boom on the.' r i g h t
wing was removed f o r a l l of t h e speed t e s t f l i g h t s .
Additional d a t a p e r t i n e n t t o t h e t e s t s a r e a s fo.llows:
, ,
1, Gross wei h t a t take-off i n c l u d i n g 180 g a i l o n s L ' & f. # %

g a s , ' 8 8 b 0 pbunds. -
2. Engine; ~ a c k a r d - b u i l t R o l l s Royce, model V-1650-3,
AiFe NO* 43-49089.
3. C a r b u r e t o r ; BendEx-Stromberg ~ ~ 1 8 p~
a r t~s 1
l i s, t
No, 395200-6 except with No. 47 bleed i n d e n s i t y
compensating sys tern, S e r i a l No, 142204.
4. P r o p e l l e r ; Hamilton-Standard ~ 6 4 8 7 - 2 4 , f o u r blades,
11 f e e t 2 i n c h e s i n diameter. ( s e e f i g . 1.)
5. Wing-gun p o r t s and wing-rack f i t t i n g s taped over as
shown i n f i g u r e 6 .
6, Free--air r e s i s t a n c e bulb thermometer i n s t a l l e d on
under s u r f a c e o f wing. ( s e e f i g s . 6 and 7. )
7. %peciaL sh0r-t;-boom ~airapesdhead i n f r o n t of l e f t
wing, (See f i g . 7 , )
8. Service airapeed head under right wing, (See g@nar&
viaws ) .
9, Wing s u ~ f a c esmootb&d t o th@@xt@nt o f eliam&%ing
a c c i d e n t a l scrat;obes and Z31emishes acquired a f t e r
manufancture, P r i o r t o f l i g h t s 5, 8, sbnd 5 1 t h e
wing was c a r e f u l l y r e f i n i s h e d , p u t t i n g glazZdg
p u t t y i n cracks and dents and removing protuberances
w i t h sand paper.
LO8 For f l i g h t s 5, 6 , and 7 t h e wing-gun access doors, and
t h e f l a p - s p a r li htening h o l e s were n o t sealed.
8
P r i o r t o f l i g h t , c e l l u l o s e tape was placed over
t h e wing-gun access doors and f a b r i c was doped
over t h e f l a p - s p a r l i g h t e n i n g holes. A l l subsequent
f l i g h t s were made with t h i s configuration.

APPARATUS

S p e c i a l equipment i n s t a l l e d f o r t h e s e t e s t s included
synchronized NACA p r e s s u r e r e c o r d e r s f o r airspeed,
a l t i t u d e , manifold p r e s s u r e , and carburetor metering
pressures ; c o n t r o l - p o s i t i o n recorders on coolant and
o i l s h u t t e r s ; recording revolution counter f o r engine
speed; l i m i t switches on t h e f r o n t of the wheel-well
c l o s u r e s connected t o l i g h t s i n t h e cockpit; thermo-
'couples and i n d i c a t o r s f o r manifold temperatures beeore
and a f t e r t h e a f t e r c o o l e r , and l a r g e s e n s i t i v e i n d i c a t i n g
a l t i m e t e r and s e n s i t i v e airspeed i n d i c a t o r .
O i l and coolant tesnperatures Were measured with the
service installations,
Free-air temperatures were measured with t h e f r e e - a i r
r e s i s t m c e bulb thermometer ( f i g s , 6 and 7 ) i n s t a l l e d an
t h e lower s u r f a c e of t h e l e f t wing, To e s t a b l i s h t h e
r i s e i n temperature i n d i c a t i o n due t o f o r w a ~ dspeed, ths
i n s t a l l a t i o n was c a l i b r a t e d i n f l i g h t a t a l t i t u d e s of
5000 and 30,000 f e e t , The r i s e obtained was approximately
70 percent of the t h e o r e t i c a l a d i a b a t i c rLse and was
independent of a l t i t u d e ( f i g , 8 ) ,
 MR No. L4tI.8

The a i r s p e e d head used f o r t h e s e t e s t s c o n s i s t e d of

a Kollsman head mounted w i t h t h e s t a t i c h o l e s 0.35 chord
l e n g t h ahead bf the wing ( f i g . 7 ) . The d r a i n h o l e i n t h e
head was plugged t o remove t h e s m a l l e r r o r i n t o t a l head
due t o . t h i s cause. The p o s i t i o n e r r o r of the s t a t i c s i d e
of tbe:head was c a l i b r a t e d by o b s e r v a t i o n of t h e a l t . i m e t e ~ : ~
i n f l $ g h t s a t d i f f e r e n t speeds p a s t a r e f e r e n c e landmark
of k n o m e l e v a t i o n . T e s t s were mad8 t o determine t h e
v a r i a t i b n i n t h e p o s i t i o n e r r o r w i t h a l t i t u d e - . because of
t h e change i n t h e p r e s s u r e f i e l d forward of t h e s t a g n a t i o n
p o i n t of t h e wing w i t h a change i n f r e e - s t r e a m Mach number
a t a c o n s t a n t i n d i c a t e d a i r s p e e d . Another boom with t h e
s t a t i c o r i f i c e s 0.94 chord ahead of t h e wing was
i n s t a l l e d f o r t h e s e t e s t s t o measure a r e f e r e n c e s t a t i c
pressure. 8,tatl.c p r e s s u r e s a t t h i s s t a t i o n show n e g l i g i b l e
changes witki changes ' i n IvIacYj'nwnber "(Yief-eeence 2 ) . .
F i g u r e 9 shows .the p b s i t J i o q , . e r r ~ determined
r a t .sea l e v e l
and a l s o t h e ' e r r o r a t 5000"ancl 30,000 f e e t , Tmnd1; d a t a
( r e f e r e n c e 2 ) were used a s a guide Lo f a i r t h e f l i g h t
t e s t p o i n t s . The c o r r e c t i o n i n c r e a s e d with a l t i t u d e
b u t a t 30,000 f e e t amounted t o only 1.4 m i l e s p e r hour
a t t h e h i g h e s t l e v e l - f l i g h t speed.

.,
TESTS

The t e s t prbgram c o n s i s t e d of l e v e l - f , 1 i g h t j high-

speed runs - a t m i l i t a r y - r a t e d power. ( 6 1 i n . Hg .a%'3000 rpm)
o r f u l l t h r o t t l e a t p r e s s u r e a l t i t u d e s ranging from .
29, OM. t o 33,0;0Q feet and ~ p e e d - ~ o - w epro l a r s a t .?jOOzQ rpm,:'
a t p r e s s u r b alt2,tudes of 5000, 10:,0'0*,- 20,000, 'and: f21.5 r i i i i ?
31,000 f e e t . Above 25,500 f e e 6 t h e engine was o p e ~ a t e d --
i n hLgh blower -and below .25,500 f e e t i n low blower. I n
a d d i t i o n , one f l i g h t was inade i n h i g h and low bl.ower a t
25,500 f e e t and one f l i g h t a t 3000 and 2700 rpm a t
31,000 f e e t . The a i r p l a n e was i n t h e high-speed c o n d i t i o n
throughout, f l a p and 'ge'ar up, w i t h t h e p r e s t o n e s h u - t t e r
s e t a t 7.9 i n c h e s gap ( d i s t a n c e from t h e f u s e l a g e & Q -the
t r a i l i n g edge of t h e s h u t t e r ) . The o i l s h u t t e r c o n t x o l
was s e t i n automatic and '.the & & b u r e t o r mixture confir01 .
.vy.as s e t i n automatic r i c h f o r a l l runs,
Records were taken only a f t e r allowing s e v e r a l
minutes t o be c e r t a i n of r e a o h h g s t a b i l i z e d c o n d i t i o n s .
The p i l o t maintained c o n s t a n t a l t i t u d e and a i r s p e e d as
c l o s e l y a s p o s s i b l e by r e f e r e n c e t o a l a r g e s e n s i t i v e
a l t i m e t e r and a s e n s i t i v e a i r s p e e d indf c a t o r ,
MR l o , &Sl8

A
BHP
exhaust j e t t h r u s t horsepower e s t i m a t e d
according t o reiferenos 4 minus horsepower
r e q u i r e d t o s t o p kh@ 1 n ~ a m h - qcharge a i r
r e l a t i v e t o the airplane 2' .
CL
cD airplane drag c o e f f i c i e n t , C D ~+
CDO assumed p r o f i l e - d r a g c o e f f i c i e n t a t z e r o l i f t

aerodynamic refinement p
($)I
airplane l i f t coefficient
5 5 0 , BHP
power c o e f f i c i e n t ,
pn3D5

engine c y l i n d e r diameter, inches

e airpl
FHP engine f r i c t i o n ho
acc cond

IHP engine i n d i c a t e d horsepower

2 stroke, inches

r) propulsive e f f i c i e n c y
p1 p r e s s u r e a t c a r b u r e t o r t o p deck, i n c h e s o f mercury
pm an manifold p r of mercury
 MR go. lih.La.8

s t a t i c pressure of fpee stream

s t a t i c p r e s s u r e r e g i s t e r e d by airspeed head
t o t a l pressure of f r e e stream
P$' - Ps
p r e s s u r e drop from c m b w e t o r top deck t o boost
v e n t u r i t h r o a t , inches of mercury
PHP pumping power of engine; r e l a t i v e n e t power
output of induction and exhaust s t r o k e s .
t r u e impact pressure of f r e e stream
measured impact pressure of f r e e stream
wing area, square f e e t
SHP horsepower absorbed by supercharger
ambient f r e e - a i r temperature
observed f r e e - a i r temperature
Tr - T
\

0
a i r temperature a t c a r b u r e t o r top deck, F
t r u e speed, miles per hour
engine displacement, cubic f e e t
t i p speed of supercharger i n p e l l e r , f e e t per second
weight charge a i r ,flow, pounds p e r hour
weight charge flow, pounds p e r hour
s p e c i f i c weight. of charge a i r a t c a r b u r e t o r
top deck, pol;lnds per cubic f o o t
f r e e - a i r d e n s i t y , s l u g s / p s r cubic f o o t
f r e e - a i r density r a t i o
 Engine Power

Because no t o r q u e m ~ t e rWas avallt3ble f o r t h a s e t e a t s ,

t h e engine power wag e s t i m a t e d from Wright F i e l d power
c h a r t s ( r e f e r e n c e 3 ) a t t h e m m i f o l d p r e s s u r e , engine
speed, and p r e s s u r e alti-tsude of t h e t e a t . The measured
manifold temperature v a r i e d wldely m&ar a p p a r e n t l y
i d e n t i c a l c o n d i t i o n s and i n such a way t h a t t h e e f f e c t
of t h e measured d i f f e r e n c e s i n speed was exaggerated by
t h e apparent change i n power. To avoid u s i n g t h e s e
e r r a t i c manif o l d temperature r e a d i n g s , t h e c h a r t power
was c o r r e c t e d by t h e square r o o t of t h e r a t i o of s t a n d a r d
f r e e - a i r temperature t o observed c a r b u r e t o r - a i r temperature.
The assumption of c o n s t a n t af t e r c o o l e r e f f e c t i v e n e s s w i t h
c o n s t a n t s h u t t e r p o s i t i o n was n e c e s s a r y . When c h a r t
Dower i s used h e r e a f t e r . i t i s t o be understood t h a t t h e
c a r b u r e t o r - a i r 'temperat;re c o r r e c t i o n i s invof ved.
When t h e d a t a were reduced u s i n g t h i s c h a r t power,
c e r t a i n p e c u l i a r i t i e s were i n evidence which could have
a r i s e n from e r r o r s i n e s t i m a t e s of power, A comparison
of the power e s t i m a t e s w i t h t h e measured weight a i r f l o w
t o t h e engine brought out t h e f a c t t h a t n e a r f u l l power
i n h i g h blower a t 3000 rpm t h e s p e c i f i c a i r consumption
i n c r e a s e d f a r more r a p i d l y than could be accounted f o r by
t h e changes i n f u e l - a i r r a t i o , Furthermore, s p e c i f i c
a f r consumption was d i f f e r e n t f o r h i g h and low blower
o p e r a t i o n a f t e r t h e d i f f e r e n c e i n s u p e r c h a r g e r power was
a110 or (fig. 10).
It was expected t h a t an e s t i m a t e of' power based, on
measured charge weight a i r flow might remove some of t h e
p e c u l i a r i t i e s n o t e d i n t h e d a t a based on c h a r t power. The
d l r e c t measurement o f charge weight a i r flow, however,
pradbcbd no more Logic a1 r e s u l t s , Because n e i t h e r method
of poker e s t i m a t i o n i s s a t i s f a c t o r y i n a l l r e s p e c t s , t h e
* -'folldwing a n a l y s i s i s made w i t h r e g a r d t o b o t h methods.
I n t h e appendix ' t h e r e i s g i v e n a d i s c u s s i o n of t h e
metkiod of measuring t h e charge weight a i r flow and i t s
use i n t h e e s t i m a t i o n of engine power.
8 MR NO. TAUS

EFFECTS OF ITiIPORTANT FACTORS ON SPEED

I n o r d e r t o determine t h e e f f e c t of changes i n a
given a i r p l a n e , i t i s convenient t o e x p r e s s t h e
power-drag r e l a t i o n s h i p i n t h e form

V = 52.73

where

V t r u e speed, m i l e s p e r hour
BHP engine brake horsepower
AHP exhaust j e t t h r u s t power e s t i m a t e d according t o
reference 4
minus horsepower r e q u i r e d t o s t o p
t h e incoming charge a i r r e l a t i v e t o t h e a i r p l a n e
LT free-air density r a t i o

7q propulsive efficiency
CD airplane drag c o e f f i c i e n t

S wing g e a , s q u a r e f e e t
I n t h i s form, speed i s d i r e c t 1
BHP + XEBr o1/3
- portional t o two
parameters: t h e f i r s t , (-+) , measures t h e
c o n t r i b u t i o n of t h e e n g i n e , s u p e r c h a r g e r , a i r scoop, and
e x h a u s t j e t s ; t h e second, ( , i s i me asuremen t of
t h e aerodynamic r e f i n e m e n t of t h e a i r p l a n e and p r o p e l l e r .
S i n c e t h e p r o p u l s i v e e f f i c i e n c y e n t e r s i n t o t h e power
parameter, t h e aerodynamic r e f i n e m e n t parameter i s n o t
e n t i r e l y independent. A t t h e h i g h e s t a l t i t u d e s f o r this
a i r p l a n e , however, t h e magnitude of t h e h E ~ / l q term i s
n e v e r g r e a t e r than 17 p e r c e n t of t h e whole power parameter,
assuming a p r o p u l s i v e e f f i c i e n c y of 80 p e r c e n t . An
o v e r e s t i m a t e of p r o p u l s i v e e f f i c i e n c y of 1 0 p e r c e n t would
t h e r e f o r e d e c r e a s e t h e power e s t i m a t e and the v a l u e of
c ~ s by / ~ 2.5 p e r c e n t .
 The p o s s i b i l i t y t h a t d e t e r i o r a t i o n , o f the wing
s u r f a c e might accrount f o r t h e change i n aerodp-iarnic
refinement was i n v e s t i g a t e d , ,-Before f l i g h t s 5 and 8,
which show t h e higher (&)"' values, t h e wing s u r f ace
was f i l l e d and sanded. Before f l i g h t s 6 and 7, and 9 and
10, no a d d i t i o n a l f i l l i n g was done, but t h e wing was
wiped off and any protuberances were sanded smooth, Before
f l i g h t 11, s p e c i a l c a r e was taken i n r e f i n i s h i n g t h e
wing i n an e f f o r t t o r e ain t h e h i g h e . ~speeds of f l i g h t s
1%
5 and 8, but t h e (&) values were again i n the lower
group. Other t h & kLeping t h e wing f r e e from d i r t and
protuberances, no r e f i n i s h i n g was done a f t e r f l i g h t 11
and no f u r t h e r decrease in aerodynamic refinement was
noted.' I n view 'of t h e c a r e taken w i t h the wing f i n i s h ,
i t was considered u n l i k e l y t h a t t h e condition of the
wing s u r f a c e was responsible f o r the l a r g e changes i n
speed and aerodynamic refinement, e s p e c i a l l y sfnce tihe
i n d i c a t e d spread of 9 percent i n ( C ~ / q ) would r e q u i r e
f
about 27 percent change i n t h e p r o f i e drag of the wing
a1ane ,
The p o s s i b i l i t y of a progressive l o s s i n powep ,

output of t h e engins which would not be r e f l e c t e d i n t h e

a i r flow or manifold p r e s s u r e measurements was a l s o
i n v e s t i g a t e d . The spark plugs were replaced and t h e
i g n i t i o n timing and valve c l e w a n c e s were adjusted t o
t h e optimum conditions a f t e r f i i g h t 11. Speed and
aerodynamic refinement; remained t h e same on ~ e subsequent
f l i g h t , f l i g h t 12. Aa a f u r t h e r check on i t s power
outpu%, t h e engine wais r e t u r a e d t o t h e Packard Motor
Company f o r d u p l i c a t i o n of t h e o r i g i n a l run-in t e s t s . The
r e s u l t s of these t e s t s are presented i n t a b l e I. No
s i g n i f i c a n t change i n engine power was noted i n t h e
check runs a t those power conditions f o r which d a t a vrgP2s
a v a i l a b l e from t h e o r i g i n a l run-in t e s t s .
 Because both t h e speed and t h e power e8timate8 depend
on t h e measured value of f r e e - a i r t e m p e r a t u r e , i t was
considered poqbsible t h a t random e r r o r s i n t h e temperature
could account f o r t h e i n c o n s i s t e n t v a l u e s of aerodynamic
c l e a n n e s s shown i n f i g u r e s 11 and 12, The temperature
i n s t a l l a t i o n was checked on t h e ground f o r t h e e f f e c t of
ambPent temperature on the i n d i c a t o r , S i m i l a r ~ e s i s t m c e
bulbs were mounted a t s e v e r a l o t h e r p o i n t s on t h e a i r p l m e
f o r comparison i n f l i g h t , The r e a d i n g of one r e s i s t a n c e
b u l b was checked a g a i n s t an a l c o h o l thermometer d u r i n g
t h e same f l i g h t t e s t s . These checks r e v e a l e d no
p o s s i b i l i t y of random e r r o r i n temperature g r e a t e r than 2' F.
E r r o r s of t h e o r d e r of 10' F would be n e c e s s a r y t o
account f o r t h e s p r e a d of aerodyn'amic c l e a n n e s s shown,
i n f i g u r e s 11 and 12. The v a r i a t i o n of f r e e - a i r
temperature w i t h a l t i t u d e observed d u r i n g t h e i n i t i a l
p o r t i o n of t h e t e s t program i s shown i n f i g u r e 13.
. Airplane po1ars.- A s e r i e s of t e s t s was made a t
31,00?l ' f e e t a t . 3000 r p m and varying t h r o t t l e openings i n
an attempt t o d e f i n e t h e v a r i a t i o n i n aerodynamic
cleanness a t and n e a r t h e maximum speed c o n d i t i o n .
Comparative t e s t a were a l s o made a t lower a l t i t u d e s . The
d a t a a r e p r e s e n t e d i n f i g u r e s . 14 t o 19. Airplane p o l a r s
were c o n s t r u c t e d by p l o t t i n g C=S/Y), t h e i n v e r s e cube
of t h e aerodynamic refinement parameter, a g a i n s t the
square of t h e l i f t c o e f f i c i e n t , FOP the p o r t i o n of t h e
speed range shown f n t h e f i g u r e s , a i r p l a n e d r a g c o e f f i c i e n t
should v a r y l i n e a r l y with the square of t h e l i f t c o e f f i c i e n t .
The d o t t e d l i n e i n f i g u r e s 14 and 15 shows t h e v a r i a t i o n
t h a t might normally,be expected w i t h a p r o f i l e - d r a g .
c o e f f i c i e n t a t z e r o l i f t of 0,017, a c o n s t a n t p r o p e l l e r
e f f i c i e n c y of 0,80, and an a i r p l a n e e f f i c i e n c y f a c t o r
of 0.85.
The d a t a i n f i g u r e s 14 and 1 5 d e p a r t from t h e
expected v a l u e s both i n magnitude and i n s l o p e , The
unreasonable v a l u e s of c ~ s / a~t low speeds a t each
a l t i t u d e i n d i c a t e t h a t t h e power e s t f m a t e s a r e t o o low
i n t h i s region. The i n c r e a s e i n C ~ S / T J as t h e speed m d
power a r e i n c r e a s e d may a l s o be due t o i n a c c u r a c y i n t h e
e s t i m a t e of power but s e v e r a l t r e n d s a r e p r e s e n t which
l e a d t o t h e b e l i e f t h a t o t h e r causes a r e a l s o p r e s e n t ,
The r.apid r i s e i n near f u l l t h r o t t l e a t '
31,000 f e e t shown i n f i g u r e 14 and t o a l e s s e r degree
, I n f i g u r e 15 cou1d be a s c r i b e d *wholly t o inaccuracy i n
 The general trends of t h e p o l a r s i n f i g u r e s 1h
and 1 5 are what would be expected i f bhe drag c o e f f i c i e n t
were i n a r e a s i n g o r t h e p r o p e l l e r e f f i c i e n c y decreasing
with i n c r e a s e i n Mach number; t h a t i s , the values of
C ~ / q l n c r e a s e as t h e speed increasea m d as the
a f t i t u d e i n c r e a s e s . Because a p o r t i o n of the increase
i n cD8/q i s due t o inadequate power measurement and. i s
n o t defined, i t i s d i f f i c u l t t o draw concLusions concerning
t h e remaining por8ion. It i s more probable, however,
t h a t a r i s e i n ~ $ 3 / ~ aacompanying an i n c r e a s e i n Mach
number would be caused by a l o s s i n p r o p e l l e r e f f i c i e n c y
with t h e p r o p e l l e r operating a t t i p Mach fiwbera up t o
1.07 r a t h e r than a r i a e i n a i r p l a n e drag coaff iCien% with
t h e maximum a i r p l a n e Mach number of 0.65..
The ?-percent r i s e i n C s/r] near f u l l t h r o t t l e a t
31,000 f e e t shown i n f i g u r e le i s greatel. than would be.
expected from the a v a i l a b l e t e s t d a t a on p r o p e l l e r s ( r'e f -
erences 5 m d 6 ) f o r a, ahange Ln foxlwmb OF t i p gach
number a f 0.01, Even wf t h ~ o n a i d e r a t i ~ofn t h e fncreeise
of 1 0 percent i n power c o e f f i c i e n t , q deicrea?se in
p r o p e l l e r e f f i c f e n o y of n o t mom than 2 percent; would be
expected, The r i s e In C 8/q Show Sn f i g u r e 1 5 f o r
?
t h e same condition i s of he same order but t h e estimated
r i s e i n power c o e f f i c i e n t i s l e s s , If the 3-to 5-percent
r i s e i n C ~ / q i s actu81ly present as a r e s u l t of
decrease iR p r o p e l l e r e f f i c i e n c y , t h e p r o p e l l e r must be
operating i n a more? c r i t i c a l region with r e g a r d t o Lach
n w b e r md power c o e f f i c 9 e n t thm my p r o p e l l e r blade
form y e t t e s t a d ,
The only appreciable change i n operating condition8
s h a m i n f i g u r e 14 f o r t h e f u l l ~ t h r o t t l eruns a t 31,000 f e e t
i s a ohange i n p r o p e l l e r t i p Uzch number of O,02, Because
t h e b i g h e s t speeds were ob%a%nedw t t h s h i g h s a t f r e e - a i r
temperatures, t h e p i r p l a n e Mach number c h h $ @ d l i t t l e .
For ,the c o n s l x n t p r q p e l l a a rotati.ona+X apw&d used, %ha t i p
Mach number da.creased a8 t h e free-.&r t a m p e r a t w e -
i n c r e a s e d . BecausB t h e e f f e c t on a f f i c j e n c g of change i n
power? c o e f f i a B e n t and @ h a g @i n t i p Mach number a r e
i n t e r r e l a t e d % , t h e same conclusions applf t o ths f u l l *
t h r o t t l e t e s t s as a r e drawn from t h e a i r p l a n e p o l a r s ,
Additional evidence t h a t t h e p r o p e l l e r eff icieficy i s
a f f e c t e d by o p e r a t i o n a t h i g h Mach number! was obtained by
comparison w i t h r e s u l t s of t e s t s 21% 2700. rpm. PolaPs
o b t a i n e d a t 3000 and a t 2700 rpm d u r i n g t h e same f l i g h t
a r e shown i n f i g u r e s 16 t o 19. The r e d u c t i o n f n ~ $ / q
due t o change i n p r o p e l l e r r o t a t i o n a l speed from 3000
t o 2700 r p m i s of t h e o r d e r of 1 0 p e r c e n t , Comparison
w i t h e x i s t i n g d a t a on p r o p e l l e r e f f i c i e n c i e s a a i n
i n d i c a t e s t h a t t h i s change i s g r e a t e r by 3 o r
t h a n would b$ expected, e s p e c i a l l y i n view of t h e
t percent
20 p e ~ c e n t r' n h r e a s e i n power c o e f f i c i e n t when o p e r a t i n g
a t 2700 rprn.;, The f a c t remains, however, t h a t approximately
t h e same speed was o b t a i n e d a t f u l l t h r o t t l e a t
31,000 f e e t w i t h 3000 and w i t h 2700 rpm even thou@ t h e
e s t i m a t e d power f o r 2700 rpm was of t h e o r d e r of
1 0 p e r c e n t l e s s , There can be n o question ,of changes
i n d r a g c o e f f i c i e n t a t t h e same speed and . a l t i t u d e
d u r i n g t h e same f l l g h t ; t h e e x a c t magnitude of t h e change
i n p r o p e l l e r e f f i c i s n c y , however, depends on t h e
accuracy of t h e power e s t i m a t e .
Evidence of l o s s i n p r o p e l l e r t h r u s t as far. inboard
-as t h e 0.6 r a d i u s a t forward Nach numbers as low .-as 0.66
was fo m d i n : a p r e s s u r e survey behind t h e propell@b'
c u f f s r e p o r t e d i n r<ef"erence 7. The c o n d i t i o n s of '
o p e r a t i o n were approxinz'atbly t h e sane as t h o s e - f o r t h e -
high-speed c o n d i t i o n a t T1,000 f e e t , except t h a t t h e
,
d a t a Were taken d u r i n g a shallow dive. ',A

C0NC:f;CTDTNG ?MARKS
* i'

, .
I n s p i t e . oT t h e q u e s t i o n a b l e accuracy of t h e e s t i m a t e s
of power used i n t h e a n a l y s i s of t h e d a t a of t h i s repor.t,
c o n s i d e r a b l e evidence i s p r e s e n t e d whf ch i n d i c a t e s t h a t .
apprec'iable 1os.s-esti n p r o p e l l e r e f f i c f ency were
encountered I n the maximum l e v e l - f l i g h t - s p e e d c o n d i t i o n
due t o h i g h p r o p e l l e r Mach number, The gain i n maximum
speed o b t a i n a b l e by r e d u c b g the. p r o p e l l e r r o t a t i o n a l
speed should be s u f f i c i e n t t o warrant a change i n
p r o p e l l e r r e d u c t i o n g e a r i n g from i t s p r e s e n t value
of 0.477 t o a t l e a s t 0 , 4 2 ~as i s used ~n t b Werlin
68 engine. This change i s comparable t o o p e r a t i o n a t
2700 rpm w i t h t b e p r e s e n t r e 4 z l c t l o ' ~g@ar5n$.
Whether t h e p r o p e l l e r e f f i c i e n c i e s o b t a i n a b l e a t
t h e reduced r o t a t i o n a l speed w e reasanalcxllgr h i g h cannot
be determined d s f i n i t e l y unless prolpsllar t e s t s are
made with a t h r u s t survey and a torquemeter. It i s
recommended t h a t t h i s be done i n o r d e r t h a t t h e
p o s s i b i l i t y of f u r t h e r improvement can be determined.

Langley Memori al Aeronautic a1 'Jaboratory

National Advisory Committee f o r Aeronautics
Langley F i e l d , Va., December 18, 1944

Aemmautical Engineer

-,,---
,, + - , &C

Edward C 1 3. ~ a n f o h h , 111
Aeronautical Engineer
,'
Approved: 77,r 2.$P,~-,.
L,AL
Melvin N. G O U ~ $
c h i e f of'- f l i g h t Research D i v i s i o n
 AFPBNDIX

. C ATJUCATION 0-F BRAKE HORSEPOWR -'

FROM NEASURED WEIGHT N R F50W

I f t h e e f f e c t s of v a r i a t i o n of i g n i t i o n m d k p o r t '

timing w i t h engine speed a r e ignored and i f changes i n

f u e l - a i r r a t i o a r e s m a l l enough s o a s t o have a
n e g l i g i b l e e f f e c t on thermal e f f i c i e n c y , t h e i n d i c a t e d
horsepower of' an*engine may be considered t o vary
l i n e a r l y w i t h t h e amount of a i r consumed, These c o n d i t i o n s
a r e met i n t h e p r e s e n t t e s t s s i n c e t h e e f f e c t of changes
i n f u e l - a i r r a t i o over t h e o p e r a t i n g range i s small and
a l l t e s t i n g was done with engine speeds of 3000 and 2700- rpm.
The weight' fldw of charge ' a i r 'was determined by
measurement of t h e p r e s s u r e d i f f e r e n c e between t h e
c a r b u r e t o r deck and t h e boost v e n t u r i t h r o a t , The
c a r b u r e t o r was c a l i b r a t e d by t h e NACA A i r c r a f t Ehgine
Saboratory a t Cleveland, Ohio. The c a l i b r a t i o n i s
p r e s e n t e d i'n f i g u r e 20 as' an a d a p t a t i o n of t h e method
proposed i n r e f e r e n c e 8 which makes t h e c a l i b r a t i o n
a p p l i c a b l e t o any i n l e t temperature. Because t h e
c a l f B r a t i o n based on c a r b u r e t o r top-deck p r e s s u r e was
not w e l l d e f i n e d i n t h e r e g i o q of maximum power a t
h i g h blower c r i t i c a l a l t i t u d e ( A P / P ~between 0.50
and 0.60), t h e c a l i b r a t i o n based on ~ e a s u r e m e n tof
c a r b u r e t o r t o t a l - h e a d c o l l e c t o r skioh' i n f i g u r e 2 0 :,

was used as a - g u i d e i n f a i r i n g t h e c a l i b r a t i o n used,,

A s p e c i f i c a i r consumption of 5.7 pounds p e r
i n d i c a t e d horsepower hour was chosen from c o n s i d e r a t i o n
of dgnamometer t e s t d a t a on t h i s engine f u r n i s h e d by
Packard Motor Car Company.
The i n d i c a t e d horsepower may be expressed by t h e
following r e l a t i o n :

IHP =
w;
5a
7= BHP + SHP + FHP - PHP
where
IHP i n d i c a t e d horsepower
Wa weight c h a r g e - a i r flow, l b / h r
BHP brake horsepower
SHP horsepower absorbed by t h e s u p ~ r c h a r g e ~
FHP f r i c t i o n horsepower
PHP r e l a t i v e n e t power output of i n d u c t i o n and
elrhaust s t r o k e s
The power absorbed by t h e supercharger was c a l c u l a t e d
from t h e i m p e l l e r t i p speed and t h e mass charge flow, and
i s given by t h e f o l l o w i n g r e l a t i o n basred on mome n t m
considerations :
vt2
SHP = 550 x 3600 x g
a

-
IJV,

where

Vt i m p e l l e r t i p speed, f t / s e c
wc weight charge flow, l b / h r
g a c c e l e r a t i o n of g r a v i t y , f t / s e c / s e c
Supercharger power computed i n t h i s manner agrees w e l l
w i t h t e s t d a t a f u r n i s h e d by Packard f o r a s i m i l a r
supercharger. There w i l l n a t u r a l l y be some s l i p p r e s e n t
which w i l l cause t h e power absorbed by t h e supercharger
t o be o v e r e s t i m a t e d by a few p e r c e n t . This d i f f e r e n c e i s ,
however, l a r g e l y n u l l i f i e d by l o s s e s i n t h e gearing.
In t h i s case t h e s u p e r c h a r g e r power may be ovarestimated
by about 5 p e r c e n t . This means t h a t t h e v a l u e s of brake
horsepower may be 1 p e r c e n t t o o low.
The f r i c t i o n horsepower was c a l c u l a t e d from t h e
following r e l a t i o n which i s d e r i v e d In d e t a i l i n
r e f e r e n c e 9:
-10
HP = 15 x 1 0 nc ( 2 x N x d l 2 *
where
nc number of c y l i n d e r s

Z stroke, in,
'N englne speed, rpm
d cylinder d i m e t e r , in.

The pumping power i s approximated by the d i f f e r e n c e

i n t h e work done on t h e p i s t o n f a c e by t h e charge a t
manifold p r e s s u r e and t h e work done by t h e p i s t o n on t h e
exhaust gases a t engine back p r e s s u r e . For t h e s e t e s t s
t h e brake horsepower was a d j u s t e d f o r d e p a r t u r e s from
60 inches of mercury manifold p r e s s u r e and 30 inches
of mercury bacz p r e s s u r e . The back p r e s s u r e was assumed
t o be equal t o t h e a l t i t u d e p r e s s u r e .

N .
PHP = 70*73 (,man
33,000
- P, - 30):
\
Vd,
. I

where
Pmm . manif 0%-dp r e s s u r e , i n . Kg
., . a *

ps a l t g t u d e p~esqus;e,, i n . H g
i '-
30 r e f e r e n c e m-anifold p r e s s u r e (60 i n . ~ g )- - .
r e f e r e n c e - - a l t i t u d e p r e s s u r e (30 i n . Kg) "

N engine speed, rpm

-.
Vd engine displacement, cu f t
I :' .
This r e l a t i - o n s h f p ' , i s a t b e s t an approximation and may
g i v e r i s e t o a9preciable inaccuracy i n t h e power e s t i m a t e s
where t h e magnitude and t h e charige i n pumping power i s
large. I n t h e s e t e s t s , both the manifold p r e s s u r e s and
a l t i t u d e p r e s s u r e s v a r i e d over a wide range, and a
c l o s e r e s t i m a t e of t h e pumping power may be necessary f o r
c o n s i s t e n t and reasonable r e s u l t s .
 The brake horsepower may be c a l c u l a t e d from
e q u a t i o n (1) by u s i n g t h e r e s u l t s of e q u a t i o n s ( 2 ) , @4),
(5).
2 % ~ i n d i c a t e d ~ p e c i f i ca i r con8umption may be
expected t o v a r y s l i g h t l y from low power Lo h i g h power,
because of changes f n f u e l - a i r r a t i o . The f u e l - a i r
r a t i d as determined from t h e cottipensated alr-metering .
p r e s s u r e 8 and t h e c h a r g e h a i r flow ' v w i a d between a
minimum of 0.075 a t t h e lower powers and a maximwn
of 0.095 a t h i g h powers. This variation would make t h e
e s t i m a t e of power a s much as 2 p e r c e n t t o o h i g h i n t h e
high-power range and a s much as 2 percen,t %oo low i n t h e
low-p owe r r ange ,
A composite power c h a r t i s g i v e n i n f i g u r e 21
w i t h IHP, BHP, and SHP p l o t t e d a g a i n s t weight a i r flow.
It f s n o t a b s o l u t e l y c o r r e c t t o p l o t SHP a g a i n s t
weight a i r flow f o r t h i s a i r p l a n e s i n c e c a r b u r e t i o n i s
accomplished before t h e supercharger. The SHP on t h i s
c h a r t has been c a l c u l a t e d on t h e b a s i s .of a i r flow and
i n c r e a s e d i n t h e r a t i o of 1.085 t o account f o r t h e
weight o f t h e f u e l . The f u e l - a i r r a t i o v a r i e s
from 0.075 t o 0,095 s o t h a t t h e maximwn df screpancy i n
t h e c h a r t v a l u e of SHP w i l l probably n o t exceed f l p e r c e n t
i n SHP o r approximately f 0 . 3 p e r c e n t i n BHP.
It i s n o t i n f e r r e d t h a t brake horsepower c a l c u l a t e d
by t h e weight a i r - f l o w rnethhd 1s more a c c u r a t e , as f a r
as g e n e r a l l e v e l i s concerned, than t h a t obtained from
t h e power 'cfiarts; t h e f a c t t h a t b o t h e s t i m a t e s of power
g i v e r i s e t o abnormally'low-drag c o e f f i c i e n t s i n t h e
low-speed range i n d i c a t e s t h a t n e i t h e r i s a c c u r a t e . Both
e s t i m a t e s a r e used i n t h e a n a l y s i s b e c a u s e ; ' i n g e n e r a l , .
t h e same e f f e c t s a r e shown; t h e d i r f e r e n c e i s principally
one of magnitude.
. .
 REFERENCES
. -3
1. Kelly, Charles H. : T e s t s of t h e North American ?-51B
AiPpf an@ i n t h e NACA Full-Soale Tunnel. EJACA MR,
Army M r Forces, Mwch 15, 1944.
2. Lindsey, W. F. : E f f e c t of Mach Number on P o s i t i o n
E r r o r a s Applied t o a P i t o t - S t a t i c Tube bocated
0.55 Chord Ahead of an Airplane Wing. . . NMA CB
No. L!@29., 1944.
3. Degutis, A. J.: Performance T e s t o'f Packard
Rolls-Royce V-1650-3 Engine. Memo. Rep.
No. ENG-57-3-1011, M a t e r i e l cornhand, Army Air
Forces, Oct. 1 2 , 1943.
. .
4. Pinkel, Ben jamin, 'Turner, 5, Richard, and Vsss , Fred:
Design , o f Nozzles f o r t h e I n d i v i d u a l Cylinder
Exhaust J e t Propulsion System. -hlACA ACR,
April 1941.
.. .
5. Stack, Jahn, Draley, Eygene C., Delano, James B., .
and Feldman, Lewis i I n v e s t i g a t i o n of Two-Blade
P r o p e l l e r s a t High Forward Speeds i n t h e
MACA 8 - ~ o o tHigh-Speed Tunnal.. .. :
I - E f f e c t s of C o m p r e s s i b i l i t y .
NACA 4-308-0 I . ' " ~ N A C A ACR
NO. 4 ~ 1 0 ,lg$.+yade -
I1 - E f f e c t s of Com r 6 s s i b i l i t y and S o l i d i t y .
Naca 4-ro8-ok Blade. N a c A ,&n
. . NO. 4~16,19 . .>-
.P
% ..* .
6. Yogeley, A. W.: ~ ees tes dof a . '
Climb and ~ i ~ h - ~ T .
C u r t i s s No. 714-1~2-12 Four-Blade P r o p e l l e r on
t h e Republic P-47% Airplane. MACA MR, Army Air
F o r c e s , Aug. 31, 194.4.
7. Voglewede, T. J. : P r e s s u r e Surveys behind t h e
P r o p e l l e r Cuffs of a P-51B Airplane a t M i l i t a r y
Power n e a r Maximum T&vel-Flight Speeds,
NACA MR No. ~ & ~ 0 2Army , Air Forces, 1944.
8. VogLewede,' T, J. : A P r o p o ~ e dMethod of Measuring
Engine Charge Air Flow i n F l i g h t . NACA CB
No* rqB25, 1944.
9. S t a f f of Engine Department: Bngine Power a t High
A l t i t u d e s . Rep. No. E.3912, B r i t i s h R.A.E., Dec. 1941.
COMPARISON OF ENGINE PERFORMANCE BEFORE AND AFTm F'LIGHT TBSTS

Original Run-In Tests

May 31, 19t3
i

Super- Engine
charger speed,, 'man' Man, tempet Observed
'/A 1 bhp
gear r a t i o rpm i n , Hg OF

Low 2700 46 168 0,0832 6890 9%

High 2700 46 210 ,0804 6805 837
Low 3000 61 -0891 10190 1367

I
Check Run
October 2, lg&
I
I
1
1
Super- Engine -
charger speed, man, temp
gear r a t i o rpm in. ~g OF bhp f o r F/A

LOW 2700 46 6 0.0769 j156 qgo 985

High 2700 46 210 *0766 6777 871 821
Low 3000 61 192 .0828 10302 1381 1364

Note: Before removal from airplane, t h i s engine had accumulated

50 hours and 45 minutes of f l i g h t time.

NATION& ADVISORY
COWITTEE FOR AERONAUTICS
F i g u r e 1,- F r o n t vlew of' P-51B a i r p l m e , .

Figure 2 , - T h r e e - q u a r t e r f r o n t view of P-51B. a i r p l a n e .

Figure 3. - S i d e 'v,iew :of P-51B a i r ~ l a n e .
Figure 4.- T h r e e - q u a r t e r r e a r view of P-5LB a i r p l a n e .
Figure 5,- Rear view o f P-5lB a i r p l z n e ,
F i g u r e 6.- F r e e a i r r e s i s t a n c e b u l b thermometer i n s t a l -
l a t i o n and s e a l s o v e r wing gun p o r t s and wing f i t t i n g s .

Figure 7, - S n e c i a l short-boom a i r s p e e d head.

F f g u r e 8.- F l i g h t c a l i b r a t i o n of' f r e e a i r t e m p e r a t u ~ ~ e
installztion.
Figure 9.- 'Posit.ion e r r o r of s t a t f c p r e s s u r e o f . s h o r t
boom a i r s p e e d head.
-
F f g u r e 10. V a r i a t i o n of weight a i r f l o w w i t h I n d i c a t e d
horsepower a t 3000 rpm b a s e d on Wright F i e l d power'.
c h a r t s and c a r b u r e t o r a i r t e m p e r a t u r e .

F i g u r e 11.- E f f e c t of d e n s i t y on performance n e a r h i g h
blower c r i t i c a l a l t i t u d e . Brake horsepower from
measured c h a r g e a i r f l o w .
F f g u r e 12.- E f f e c t of d e n s i t y on performance n e a r h i g h
blower c r i t i c a l a l t i t u d e . Brake horsepower from
power c h a r t s .
F i g u r e 13,- V a r i a t i o n of f r e e a i r t e m p e r a t u r e w i t h
a l t i t u d e f o r i n i t i a l high speed f l f g h t s n e a r high
blower c r i t i c a l a l t i t u d e .

F f g u r e 14,- A i r p l a n e p o l a r s a t a s e r i e s of a l t i t u d e s .
Brake horsepower f r o m measured c h a r g e a i r f l o w .
Figure 14. - Concluded.
F i g u r e 15.- A i r p l a n e p o l a r s a t a s e r i e s of a l t i t u d e s ,
Brake h o r s e ~ o w e rfrom power c h a r t s .
 11.3 No. ~&518

F I GURS 5$Gs:XDS - - con c 1ude d

F i g u r e 16.- E f f e o t of' r e d u c i n g p r o p e l l e r ti? speed a t

51,000 f e e t p r e s s u r e a l t i t u d e . Brake horsepower from
. measured c h a ~ g e. a i r flow,

F i g u r e 17.- E f f e c t of s e d u c i n g 2 r p p e l l e r t i p speed a t
31,000 f e e t 2 r e s s u r e a l t i t u d e . Srake horsepower from
power c h a r t s . . ,.
F i g u r e 18.- Effecg of reducPng i ~ r o p e l l e rt i p speed a t
3l,,OOO f e e t pressure a l t i t u d e . Brake horsepower from
measured charge, a i r flow. .
. .
F i g u r e 18.- Concluded.
L
.. I .

F i g u r e 19.- E f f e c t of r e d u c i n g r r o p e l l a r t i p speed a t
31,000 f e e t 7 r e s s u r e e l t i t u d e ; B r a ~ .eh o r s e p ~ w e rfrom
'

power c h a r t s .

F i g u r e 20.- C a l i b r z t i o n of Bdndfx-Stromberg ~ ~ 1 8 ~ 1
carburetor serial.nw.ber ~42204.
F i g u r e 21. - I?owzr c h a r t bzsed on.t h a measured weight
charge a i r flow.