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FILE copy NO. \-W
MR No. L5C30
NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
ORIGINALLY ISSUED April 1945 as
Memorandum Report L5C 30
SPRAY CHARACTERISTICS AND TAKE-OFF AND LANDING STABILITY
OF SEVERAL MODIFICATIONS OF A l/8-SI'EE MODEL OF THE
PBN-l FInNG BOAT - NACA MODEL 192
By David R. Woodward. and. Howard Zeck
Langley Memorial Aeronautical Laild~t;m~ Langley Field, V
WASHINGTON
P 10 l returned to He' ot the National
Advisory Corrmit18e for Aeronautics
Washington D. C.
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
pre-viously held under a sec'lIity status but are now unclassified.
Some of these reports were not tech-mcally edited. All have been
reproduced without change in order to expedite general
distribution.
L - 567
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I l
N,k No. L5C30
NATIO. ·A T..J ADVISORY COMMITTEE FOR AERONAUTICS
NlEMORAJiiDUM REPORT
for the
Bureau of er0nautics, Navy Dep~rtment
8PR!\Y CR HACTBRIST1C,S AN:) TA. ~'CE-OFF AND LANDING
STABILITY
OF SEVER L :WDIFICATIONv OF A I/O-SIZE I\'lODEL OF THE
PBN-l FLYING BOAT - Ni-I.CA. rvroDEL 192
By David n. Woodward and Howard Zeck
SUMMAity
Several modificatio~s of a 1/3-size model of the PBN - l
airplane were tested in Langley tank no. 1 to determine their
effect on the spray characteristics and on the take - off and
landing stability. Th8 modifi-cations included changes in the bow
(addition of spray strips) and increases in the depth of step and
angle of afterbody keel.
The spray over the b~w at low speeds was reduced by the addition
of spray strips and, to u lesser extent, by an increase in depth of
step or ctngle of afterbody keel. The range of s~eeds over wlich
spray entere~.the p~o pellers was reduced by the addition of sp~ay
stripe. An inc~ease in depth of step, which incrp&spd the
propeller clearance, a1 so reducec. thi s range of 8",)3ed5. :::1
increase in an~le of afterbody keel had little cifect on the
pro-peller spray .
The basic Model skipoed at all triES above 6°. This skipping was
elilliinated by a n incre~He in thp dep~h of step from 3.8 to 7
percent beam. An i nCre ;:I~le in Lhe &ngle of afterbody keel
from 6.25° to 7.75° r a duced the landing stability. The location
of tLe m in step was satisfactory for stuble take - offs with
neutral elevacors at forward positions of the center of gravity and
with - 100 elevators (trailing edge up) at after positions of the
center of gravi ty . An increase in the depth of step or angle of
afterbody keel did not appreciably ffect the forward limit for
stable positions of the center of gravity, \ fith an elevator
deflection of -10°, ~he after
J
-
( - --
2 MR No . L5C30
limit for stab le positions of the center of gravity was moved
af t when the depth of step was increased .
I NTRODUCTI m~
The :;ank tests of a 1/G-- s17.e modol of the PBN-l air-plane
describe d in this report '"Jere requested by tho Bur eau of
Aeronautics , Navy Department, on May 27, 1943.
The ?RN-l, which is built by the Naval Ai rcraf t Fa c t ory , i
s a modif ied version of t he PBYairplane . Flight r eports ind ica
te that the spray characteristics of the PBN-l are not entirely
satisfactory . At very l ow speed s t he spr ay comes o v e r the
bow and we ts t he wi nd-shield, a n d a t a slightly higher speed
suray strikes the prope llers . The ai r'Ola n e &lso tends to
skip on landing. Tes t s of a powered dyramic model were made to de
t enaine the effect of spray ~trips, denth of step, &nd ang l e
of &fterbody kee l o n the spray char~cteristics and on the tak
e - off and l andi ng s tabi lity.
The investiga ti o n was made in Lan6ley talli{ no . 1 in Oc t
ober and November o f 194LJ.
DES CRI PTION OF TEE Ni ODEL
A 1/8-full-s ize dynamically similar mode l of the PBN -1 was
cons tru cted at the Lanf:; l ey Laboratory, us ing d r aw5ngs an~
dimensions f~rnished by t~e Naval aircraft Factor y. The orincipal
dimensinns of the model are given in tab l e 1. The ge n era l
arrangement of the model is shown in figure 1 , and a nhotograph of
the model is . r esented in figure 2 .
The mai n diffe r ences be t ween the hull of the present nlOdel
and tha t of the PEY a r e shown in the foll owing tab l e :
- -- - -----, - -- - ,
,.
j
-
3
r---- ---.-- .,--------- -----I I l'BY PBN-l (mod e 1 1')2)
,--_. ----- ---- -------_._--I P l mi form of step ,TJe T1 th
mai.ll step at k'3el, percent bea,n 11')e jJth of step ct t cept!'
oi d , De·rcent bt:l2m , Fow to m~in step , inches iStep 10ca+,i on
, nercent M.A.r" !Main step to second step, inche s .l.-_ __ . ____
. ___________ _
J'r J.n sver S6 20° vee ;;; ,4 '1,8
" -~C~~-3 ---l~~:~7(t() centroid) 59 152.5(a t centroid)
23 . 2 13 1.}-l-6(fr om centroid)
The l ines uf t~s bow of the full-size PBN-l were formed by
rC)I'[',ir'_llC; t~le bow 01' t.i:16 PBY L!. 'r olb.ne alld
instCi.lling clamshell doo rs 0 ver the bombar~ierj8 window.
~he hull o~ the wooel was built ID three parts to f aci l ate
c:langes in the bow, the Clepth of step, and tr'e an[ l e )f
aftel'boJy kee l . TwO bows were con3tructed ~ the r)l'iginal
PS-'J-l bov." and a simi l ar bow ~ith spray strips added at the
chines (figs . 3(a) and 3(b )). Two aft e r body sections that
diffe r ed onl y in the angle of aft erbody kee l (6.25 0 and
7.75°) were provi~ed. The dep th of step was increased by lowering
tho bottom of the ,~,) r ebody.
The power i s tallation consisted of two 0.9-horsenower direct
-curr en t e l ectr ic rti::)tors \1,111ich turned three-blade ne t
al pr -::>pellers . '-he proDGllers, which nad a diamete r of I
S inches and a bl'de angle)f 17°, were Lur-ned at L~335 r1)lll to
obtain sC8.1e thrust.
SIc.. t.3 i"'ere attached to tbe leading ed/::;e of the wing in
order to delay the sta ll ~nd .ompensate for sca l e effect on lift
coefficient,
A list of the c~nfigurations th8.~ were tested and the
corresDonding model des i gnations Is presented in the f o 1 L)1I'I
l.ng tub I e :
1
__ · ---I' Angle of " De:->th of ITla~n step 1 Mode 1 nc. Bow
afte r body keF~
at kee l , pe rcent be m (dlV,)
I---------r---------------r------------------~--~---------I 192 I
192A I F)2L-l I l O?A- ? I - - --, 192B 1 l C)2B-l
PBN-l FRT- l with
NAF s .. r a ' strips - -- ----do-------
; -------do----- --1------- 0- --- ---i -- ----- ~o------- ,
6.25 6.25
6.25 6.25 7·75 7 · 75 , _1-1 __________ ---'L-_____ ~
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4 MR No. L5C30
The f ol lowing values for the moment of inertia of the ba
llasted model were obtained :
-IHorizontal -position of the centeY'~f-i Ntome-nt
-;-finer-ti;,!
1-----~ravl:Y , p;:cent M .A ·3~ . t Slu:~::et2 l i !o I ~ .89 j
I 40 ! 4.09 ,-_ .. _---_.-_. __ ._----------- - .
APP.RATUS AND PROCEDURE
The towing equipment and some of the testing me thods used in
Langley tank no. 1 are described in reference 1. A description of
the tes t p rocedure used for this investi -gation is presented in
reference 2 .
The f o llowing condi tions 'ivere maintained for all of the
tests, unless other wise specified:
Design stabilizer, 5 s , _2° to the wi n g chord Leading-edge
slats on v'ing Deflection of e levators , 5 e , 00
Position of center of gravity Vertica l position 15.25 inches
above keel at step Horizontal position, 28 percent M. A. C.
For tests with powe r Two I S - inch, three - blade mE-tal
propellers Bladt:; angle, 170 Rpm, 4335
The trim was referred to the base line of the model and this
,;,.ngle is measured between. the base line and the water plane.
Bow- up ang l es and moments tending to raise the bow were
considered positive.
The thrust was measured a t a trim of 0 0 with the mode 1 towed
jus t cleal' of the water. Vii thou t power, the aerodynamic lift
and p itching moments were measured at a speed of 45 feet pe r
second . With power, aerodynamic tests we r e made ove r a range of
speeds from 0 to 45 feet per second. The aerodynamic lift and
pitching-moment coef ficients, computed fr om these data, are
defined as follows :
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R No. L5C30
Lift coefficient, CL = L P
SV 2 -2
Pitching-moment coeffi cient,
where '
L lif t, pound s
M pitchins moment, pound -fe~t
£: SV2 c 2 ....
d t f ~ P £ensi -y 0 air, slugs per foot/
S area of wing, feet 2
V carriage speed, feet Der second
c mean aerodynamic chord, 1.72 feet , .
'The effecti ve thrust was comDU ted using the following
expressions!
T = (T - 6D) - D + R e \ where
Te effective thrust, pounds
T proDeller thrust, pounds
D crag of mocel without prone Jlers
6D increase in drag due to slipstream, pounds
R measured resultant horizontal force, power on , ounds
5
. An investigation of the bow spraY ' of several modifi ~
cations of the model vas made through a speed range from o to 15
feet Der second, with full no~er; at a gross load of 71 .7 Doun~s
(37,000 pounds full size). Still phot6graph0 were takon at constant
speeds, and motion pictures were taken during acce l erated runs in
both smooth water aDd in waves 3 inches in he Lght . '
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6 MR No. L5C30
_he trim limits of stability and the limits for stable positions
of the center of grdvity were de termined for models 192, 192A-l,
and 192B- l wi~h full power at "-gross load of 60 . 1 pounds
(31,000 pounds full size), Slevltor settings of 0°, - 100, and -250
Nere used in these tests.
The landing stabil i ty of models 192, 192A- l , 1 92B, a nd
192B-l was 'de termined f or a trim range from 4° to 16° , The
landing s were made without power at gross 10&.ds of 60.1 and
71.7 pounds . Landing stability was investigated o.t two posi tions
of the center of gravi ty j 24 and. 3)-1- per -cent mean aerodynami
c chJrd. Trim and ri se records were obtained to show the behavior
of the mode ls during landings .
RESULTS AND DISCUS3ION
Aerod~mam.tc t ests. - The effective thrust, wi th a blade-
angle of 170, [;.nd an rpm of 43)5 approximated the es tima ted
scale tr-I'ust of the alrp lane. 'l'he s e data are p lotted in
figure 4 along with the air drag of the com-plete model.
The aerodynamic lift and nitchilg - moment coeffi-cients,
without ~ower are shown in figure 5 for elevator deflections of 00
and -25°, The aerodynam:.:..c lift and pitching moment, with power,
are plotted against speed in figure 6 for elevator deflections of
00 , -100 , and -25°. The aerodynamic lift and pitching-moment
coefficients, computed from da ta taken with power at a speed of 45
feet per second, are shown in figure 7.
h comparison of CL and em for neutral elevators, with and
without power, is shown in figure 8. The maximum lift coeffi cien
ts, wi thout power, was 1. 65 at a tr im of 14.50 , and the lift
coefficiunt at the same trim, with power, was 2.05. ~ith neutral
elevators, the applicatio n of povier did not aplJreciably change
the aerodynamic pi tching- momE::nt cOeffi cients.
Spr a..:,z charac teri s ti cs . - At 10'N speeds;, the spray
over the 'uow -6-r-fhe'''b&sI c -mode l 192 (fig. 9) was
reduced -",- hem the spray striDs 'rere added (fig. 10). By
increasing the depth of step (lowering the for~body), and
Incre~sing the angle of afterbody keel, the trim of the .nodel WaS
incroased and small decreases in the spray over the bow were
observ~d (figs. 10 to 14).
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•
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fv!R ;ifo. L5r;30 7
R6Dre98ntati ve Dllotographs (figs. 9 to J4) \.'ere sele cted to
c')ver the r>ange of sneeds shovVlng S~)I'8y throlle;h tho
pr0:,?e ller di s:{S . Tni s ra~ge, v:hi ch e): tended
1 fl'om 8.;;;· to 13 feet per seconei for the basi c model
192,
L
WaS :;,'oc.uced to Cl. range froLl 91. to 13 feet Der second
when 2
tl.l.e s'):r'ay strips were added (fig. 15(a)). Increasing the
~epth of step which also increased the pr~neller clear -ance of
~oCel 192A cau~ed succes~ive reductions in this speed range .
fiaally narrowing to a r~nge from 11 to 12 feet ner second for a
depth of step of 10 pGrcent beam (fig. l5 ( c) ). Inere' sing -:he
a:1g1e of afterbody kEel 0f mod~l 192A increased the triD, but did
not appre -ciably 2ffl:ct t~e speec raU£j6 011'81 which th6 spray
was in the propeller disks (fig. l5(b)). he comparisons given in
figure 15(d) indicate that the range 0 speeds over which spray
bntered the nropeller disks was influ-enced more by the change in
pro,eller clearance than by the change in trim.
Acceler~ted runs in waves aoproximately 3 inches high showed
trends similar to those found in the tests tn smoo th iNa ter .
'rrirn l~ ]'Y' its of stability. - I'"ILe tr'::"m Ihlits of
stability ~or the bas~c model are shown in figure 16. The ranee of
stable trims was ao,roximately 7 0 , between the 10 ~cr lip it aEd
the UpDGr lL .. i t, increasing trim. ~hb difie rence between the
two brancb0s of the upper limit varied from 1.50 at intermediate
planing speeds, to 50 at high S9ceds. rear getaway sD~ed, model 152
,orpoisco violently, ~n0 the upper li~it , decreasing trim, was
atJOU t 2.50 a.bove the l::rucr Imi t.
The trinJ li Y '1its of stability f or rnode ls 192A.-l ana
192B-l are pr~sented in fiGures 17 and 18 , r esp6C -tively. A
corr.parlson of thene trim liniits with those for >node l 1')2
is :"hown in f2.e;ure 19. T:be u;Jper lin.it, increasing trim, v'as
ruised when the depth of sten .vas increa~ed (comnare ~odels 1) 2
and 192A- l). This limit was further raised whe~ the angle of
afterbody keel was increased (compare models 192A- l and 192B- l).
Over most of the speed ranoe where high- angle porpois!ng occurred,
the dtfference bet~een the upper limit, increasing trim, and the
upper limit, decreasing trim, was smaller and
..
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MR No. L5C30
t 18 pur~oisin~ Wus less viole_1t for lr1ode18 192 - 1 and
192B-l than fo r model 192 . Within the accuracy of the tests, the
lower trim limIts of stability af the three models wel'e in agr
eement.
St:J.bili ty during t8.1~e · · of f. - The vsrLuJ on of trim wi
tn speed- -for-iriodel 19;TwTthelevator deflections of 0 0 , -
10('\ and -25 0 .:;. s shown 1n f igJ.re 20, and for mode l s
192A·- l and 192B - l in figures 21 and 22, respectively. ~here onl
y ~ne -half cycle of Dorpoising wus encountered at high trims just
before ta1r:e - off, the tl·im curve is shc)wn as a broken line.
With neutral elevator's, the trim tracks above hu.nns specds were
a)proxima tely the Dame for the three :nodels; 'iifo chunge in the
trim tracks would be expected 't;i th nout:r'c.l olE. va tar s ina
'much 8 s the t .ur:s were low and the afterbody was clear of the
water. '11 th up elevators (-10 0 and - 25 0 ) , however, the trim
trb.cks ere raised when the depth of step was increased; and the
trim tracks WE..r'e furt:'1er r'ised when tIle anb le of' afterbody
keel was increased (compare 1l1odels 192A- l and 1928- 1). At the
tri~s obtb.ined with up elovators the afterbody was in the water at
high speeds and thb trim was the rofore influenced by changes in he
afterbody cldar·ance.
ThE. maximurrl ;Jrnpli tude !)f por, 0 isIng of model 192 is .
10 t tee. ace.ins t the hori z')n tal po si. t.~()n oJ.' the center
of b ravity in figure 23. The t.s.iled symbols Qre the ) ne -half
cyc l e amplitudes referred to Ll the nreceding parb. -g raph. At
forward ~o~ition3 of the center !)f gravity b.nd neu tra.l eleva
tJr 3, les s thun 2:) ci.m~Jli tude of pJrpoi sing w.s.s obse rved
. va th eleva. tor defle ct::'ons no greater than - 100 , stable
td1{6-0.L'':'S were possible at all posi -tions o f the center of
~ruvity test0d forward of 31 per -cent mean aerodyna:.'l1ic
cho~>d. The l:)cation of the 111ai n s tep is therefore believed
t o e sattsfactory.
The In.aximUJll amali tude of Dorp)isJ.ng for models 192A- l and
1 92B-l is olotted against the horizonta l position of the center
of g r a vity in ~icures 24 a.nd 25, r es~e ctively. At forward
positions of the center of gravity and with neutral elevators,
slitht por~oising b.t hi~h speed was enco'lntered for mod';:;ls 1
)211. - 1 'nd 1)2b- l; bu t this 8..rripU .. tude of oorpoising was
not included in the surru::1ary curves bec2use, b.t the~e high
speeds, the trims were l'JwGr tban th')so gencI'ally used for
tuke-off . compar-ison c..~f the v8.rlatlon of r1aximum amplitude
of oorp'Jisjn6 ~ith position 01 the center of gravity for models
192, 192A-l,~nd 1929 - 1 is presented in figure 26.
- - - ------ ------ J
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MR I'l" • L5c30 9
With neutral elevato r s and rorward nositiJns of the center of
o'avlty the behavior of the three mode ls was un[Jro],~im'te ly the
sal:le. '.'ilith -100 e l evators, the alter Ij~lt for ·table
positi~ ns of the center of gravity was rLOved aft approxhnateJy 7
percent of the mean aerodynami c chord when the d8p th of step was
in Cl'ea sed (compare mode l s 192 and 192A-l), bu t ~as not moved
any farther aft when the an~ le of aftel'body kee l was increased
(com-pare mode l s 192A-l and 192B-l). ~ith - 25 0 e l evators, the
hange in the a.fte r limi t fOl the three models was in the same
direc t ion, b11C \~8.s ],ess apparent thb,n that obtaine d with
-100 elevators.
T,anding s t abi 11 ty. - He cor rls of the var i a ti rHl of
trim anodraIT--ciJ.rini··landi ngs of Ilnc1e Is 192, 192n-l,
192B2and 19 2B-l are shown j.n fi gures 27 to 30 . A compar-ison of
the l anding char acteri stics of mode ls tested in the tank is
usually m&de b~r counting trw n umber of skip s (number of
tirnes mai n sten leaves the ",a ter) during l andings. This
comparison is gi ven for 'TIocle ls 192 , 192. - 1, 192B, and 192B~
1 in the following table!
r jcenter o f ! I IMode l l gravity, I p IIGrO~8 I . ower I no.
I ~ercent ~o,
l oad 1 1,:)
I I lL n.C. ! ---"-I --19 2 i 34 Zero 60.1
71.7
60. 1
i half I I
! I I
60.1
I L C· I an lng -'0 of , t- . h .
I
I I
I
, I
..,::lm, I skiDS Qeg
j
I l~. 2 5·5 I 7, 1 I 9. 2 I
11.5 I , I
5·1 I
I 6.1 I 6.9 .- f"\ I V J I
lu .6 I I
0 0 8 6 7
0 0
11 8 7
o 8 6
6.3 0 805
.B'.igur~ n') .
.. -
27 (a)
I 127 (b) I
I I I 127 ( c ) I
I
I ! 27 ( en
I I; __ -L ___________ ~ __ 8.5 I 5 ; _~_ ~ ____ --L. ______
_
-
10
21 ;.
lC)2F 34
192P - l 34
! I ____ -1.. __
MR No. L5C~O
60.1
Zero 60.1
Zero 60.1
4.0 5 c
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I',m No. L5C30
Vflth tlw depth of the step ''If the basic m'Jd81 increased from
3, e to 7,0 per cellt beam (m-:)dG 1 192A- l) s t.able land:l.ngs
were made 8. t all trim·, up to 16°
11
(Pl~. 2[). ~itb the angle of aI~erbody keel increased 1'rom 6
eSo to 7.750 anu with the phallcwv stAP (l11oGel 192B) the .:'lodel
s\:ipped violently Gt tl'!ms above 5c (fig, 29), 'Ni th the delJth
o~"" step of model 192B increased from 3,8 to 7,0 per8ent beam
(model 192B- l) the rrodel skipped viole~tly at trims above 110
(fig, 30).
The results of the lan~ing tests jndicate that. wi th the deGP
step (7 percer'Jt boamd tn conjunction wi th an angle of afterbody
KE::el of 6,{~5 , the lnJdel was stable on landing. However, the
same depth of step was not dequatc f~r land~ng stability at high
trims for the
model with the higher angle of aftE::rbody keel (7.75 0 ). If
the land :1. ng stabi Ii ty at the two anGles of afterbody keel is
compared.it cun be seen that the increase in angle of afterbody
keel tended to reduce the landing stability at both de~ths of
step.
CONCLUSION
1. Spr'y strips around thE:: b~w reduced the spray over thE: bow
at 1-:)11 ' speGds . An incr ... ,aJ J in dE-pth of step or angle
of &fterbody %eel. which increased the trim at lovv speeds,
l'ec.uced slightly the spray over the bow.
2. Spray strips around the bow reduced the runge of speeds over
which spray entered the propellers. This l'anse 'das not affected
by an :increase in aniSle of ufter-body ~eel. n increase in depth
of stGp (by lowering the forebady), .vhi ch increased the propeller
clearance, reduced the range of speeds over which the spray entered
the pro -pellers.
3. ~ith a denth of steD of 3.8 percent beam (~t the centrold)
the basic ~olel was uns~able in landing for trims above 60 . mhis
landing inatability was eliminated by an increase in depth of step
to 7 percent beam . n tncrease in angle of aft6rbody l{eel tended
to decrease landing stability.
-
l
12 MR No. L5C30
1,. The lo cat i on of the main step as satisfactory fo r t
ake·
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NIR No. L5C30
T!\BLE I - MODEL PARTICULARS OF PBN - l
Item Vadel 192, 1/8-91ze
Hull~ Seam, maximum, in . . . . . . . , , Longth 0.1 forebody
(bow to centroid
uf mai.n step), in. .'. Lene.;th of afterbody (centroid of
main
step to second step), in. , -Length of tedl extension, in. L
ngth. over-all, in. ' " Pl~n form of steo . . . . . , Depth ')f
step, ab keel , in. Depth or steo, at centroid of vee, in . An~ le
of dead rise at step,
Excluding chine flare, deg Includi~g chine flare, deg
AnGle of forcbody keel, deg. Anr;le Jf afterbody keel, (leg
Angle between keel lines at step, deg.
'v\ing~
Area, s ~l ft . pun, in. .,. R00t chord, in . Ti D chord, in. .
. . . . Ansle of incicence, deg .. >':Te
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MR No. L5C30
TABLE I - MO EL PARTI CULARS OP PBN-l - Conc luded
Ite:TI
Prop8l1e r s : Nurnber of proDe llers Nwabe r of blartes . . I'i
an e t e r J in. ...
~ode l 192, 1/8- size
Angle of t.l:..rust line t o bLse line, (leg An31e of blade a t
O,75 raGius; ceg
2 3
18 o
17
NATIONAL ADVISORY COivIM ITT3E FOR AERONAu:rr CS
-
I •
MR No. L5C30
----- -- ----------
~----------------------------156"------------------------------
18~ diameter
CG. 2&% MAC
- ---i--2 7.5 '
Figure 1 .- M odel 192 . General a rrangement.
NATIONAL ADVISORY COMMITTEE Fot A[lOIIAUTICS.
-
MR No. L5C3)
, .
-
~L-567 :
Model 192A. Moqel192
Figure 3a. - Photographs of bows for models 192 and 192A.
L
~ 2: o . ~ c:.n ()
~
--l
-
I 7·85
MOORING Pl....A.TrORM ~ND ·
SPRI'\Y 5,R\ P TO STA.I3 .
F.p.
M ODCL lCl2.A
I
7.B5
MR No. L5C30
F.P.
·NATIONAL ADVISORY COMMITTEE fOR AERONAUTICS.
FIgure 3(b) .-Sketch of bows for models 192 and 192A.
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l MR No. L5C30
:1ft
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mONAL ~vISORY IMJ.U!t FOR B~Dn'l
-
MR No. L5C30
flH!fI:!E 'l'I' I:!fI±l±H:I:I
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V, 4.3 fps; T, O.Z'
V, 5.2 fps; T, 0 . 40
v, 6.3 f I~; T, 2 . .::pra. v~r ..;ov
MR No. L5C3)
V, 6.5 fps; T J 3.30
V, 11 .1 fps; T, 5.70
NACA LMAL 4 124 1
Figure 9. - Model 192. Spray characteristics at low taxiing
speed; with power (4335 rpm). Ao' 71.7 pounds (37,000 pounds
full-size);
center of gravity, 28 percent mean aerodynamic chord.
-
V, 6.2 fps; T, 1.70 Spray over bow
MR No. L5C30
V, 9.1 fps; T. 3.90
V, 11 .0 fps; T, 5. 10
V, 13.0 fps; T, 7. ZJ Spray through propellers NACA
LMAL41242
Figure 10. - Modell 92A. Spray characteristics at low taxiing
speed; with power (4335 rpm). t:. 0' 71. 7 pounds (37 ,000 pounds
full-size) ;
center of gravity, 28 percent mean aerodynamic chord.
l
-
V, 4 .0 fps ; T, 0 .60
V, B.O fps; T, 2.ZO Spray over bow
MR No. L5C30
v, 9.5 fps ; T, 5.10
1 ~ 0 V, 1 .0 fps ; T, 0 . 0
V, 13. 2 fps; T, 7.90 Spray through propellers NACA
l..AoIi'L 4124'3
Figure 11. - Model 192A -1. Spray characteristics .at low
taxiing speed; with power (4335 rpm). II 0' 71.7 pounds (37,000
pounds full-size) ;
center of gravity, 28 percent mean aerodynamic chord.
-
V, 4.0 fps; T, 1. 00
v, 5 .0 fps; T, 1.10
V, 6.0 fps; r, 2.50 Spray over bow
MR No. L5C::V
V, 11 .0 fps; T, 6. 10
V, 13. 2 fps; r , 8. 3P Spray through propeller s LMAL 4
1244
Figure 12. - Model 192A -2. Spray characteri stics at low
taxiing speed; with power (4335 rpm). flo' 71.7 pounds (37,000
pounds full-size ) ;
center of gravity, 28 percent mean aerodynamic chor d . .
-
V, 4.1 (s; T, 0.10
V, 6.0 fps; T, 2.10
Spray over bow
MR No. L5C3J
V, 9.2 fps; T, 5.00
V, 11.1 ~p~;
V, 12. 8 fps; T, 7.00 Spray through propellers ~
LMAL""245
Figure 13. - Model 192B. Spray characteristics at low taxiing
speed; with power (4335 rpm). flo' 71.7 pounds (37,000 pounds
full-size); center of gravity, 28 percent mean aerodyanmic
chord.
-
I .
Y 1 f O. Q'o ' l- Lt· PS i TJ 0
, ~. ...., . ... r- ' , . . ...
MR No. L5Cro
V, 10.0 fps; T, 5 . .80
pray througn propellers JACA LMAL 41?46
Figure 14.- Model192B-1. Spray characteristics at low taxiing
speed; with power (4335 rpm). t:. , 71.7 pounds (37,000 pounds
full-size);
o center of gravity, 28 percent mean aerodynamic chord.
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-4 \P.~
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-3
-2
-I Main step in r-I-- r--
o e-1-1->-f---- ~'~ f--- -
l-e- I-
2 ~ 14 12 10 8 6 4 2 0
-4 ,--- T f-- (\
-3 - I- 1\ \' - r- '\
-2 - I- i\ - r- "\ 11\ 1=9.2 0 -f- -
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I--i~~ 1---' ~
'r=5.1° Main step out
-3
-2
-I Main step in "f--t--.
o h ---- '\
H ---i
2 1...--'-""""-12 10 8 6 4 2 0 14
--j
-J
o -4 ,- r-r-----
-3 -- \ - i\ - 1- , 1\ 1=8.80 l-I--I-- ~ I~
-2
,.-
- 1-1-- ' \ ~3 I--I---I
o - 1-1- l\l ~ ~ ~ - I- ~~ ~ \ - I-- 1-1- ~
I_~ 2 ........--
14 \2 10 8 6 4 2 0
---------------------------------------------------------------,~~--------------~
-4 r-'-- --'-r-r-.
l-I---3 l-I- 1\
I-1-1- 1\ -2 l-I- 1\
l-I- 1\ 1=6.1 0 I---I l-I- I'--I'--
o l-I- ~ l-I- rr ~~ I-1-1- \
l-I-\
l--2 ~
J4 12 10 8 6 4 2 0
-4 r--i i'l ,-n T\r-
r-~ I- U-I-f-+-t-rH-rH--3
-2
-I
o
:= ll~~~4-rti1~ti-r r-r-~ rIMl~W-H-+-::':-'--+-4---r-t-r-r ~ ~li
~IO.60t--N
r-t- 0J ~~ I~rr--H-I- r\~~ r-r-r-r ,1\\\).'1l\ r-t--i I\[\~ 11 \
r-t-I-r .".. ~I I \
~
2 '1412 10 8 6 4 2 0
Trim, deg
-4 ---,
_r- 1\ l-I- M (\
-3 I-r- 1\ ~\ 1\ l-t- I- 1\ ~,
-2 -- ~ 1\ I- - ~ ~ \ 1\ T=6.9°
l\ ---.;
-I l-I- l~ ~ t--t--
) ...... o l-~~ "' ~ f.-I- ~\ '\l\\ ..-1-I-f- "' ~~
\
1-1-I-f- \
L--214 12 10 8
(b). Center of gravity, 34 per-
cent M.A.C.\ gross load,71.7
pounds, (37,000 pounds
full-size); without power.
NATIONAL ADVISORY COIOOTTEE rOi AflOIIAUTICS.
:3:: ::0
z o
t""' tTl (')
C,.:J o
Figure 27 .- Model 192. Continued.
-
'-r"1,--'-'-7r\ ~ - 4 ,- I \ -4 r-r-
-- 4
f-I-I-I \\
-3 r-f-f- [( 1\\ 1-i-f-[1
-3 -3 f- f-
--f- '\ t----- \ --2 r-H-~I\'
--r-=: :1 1\ 1\ '-;7.00 _I __ f-f- ... r-
__ f-I-f-~\~ 1\ ~ o __ f-I-f- \
f-I-f-f- ["'\l\ f-f-f-f- 1\ J f-f-f-f- :--..~~
-2
-I
o
~ ~ Main step out t---I .1 I T=6.3° Main step ir1\ -1--
f-t- ~( t--. r--. )--I- \ --f- ,~ -I--- ~~ ---1 H \1 H
............
-2
-I
o
14 \2 10 8 6 4 2 0 2 ~2 10 8 6 4 2 0 2 ~~ 10 8 6 4 2 0 (C).
Center of gravity,24 percent M.A.C., gross load,60.1 pounds;
without power.
2 c --0 ~
0 -4
-3
-2
- I
0
__ ---1
------ \. f- I- l\
-r-:--f-1- \ l\ \ I f-f- ~ r------ .). I=S.O° --,- iV-
-:-c-r-f-r- It\\ --I-r- -r- ~~ ~~ f- -- ~ ~
,-1--- ,~ , \
-2
r't -,-~ ~ f-r-I-f-I'\ , "
c-
I- I-r- r- t1 ~ n, I- i-t- 11 ~, T='S.5° rt-I- 1 l\ 1\ l-t-'-r-
1\ 1"--1"-
1 --r- \' l' __ r- ~~ \ I- t'\ \ _r-
-4
-3
o
-4 ----- \ f- I-r-
f- I-f-
--r-r- 1\ l \ I-f-f- ~ 1\
l:::t- 1\" _ T=9.0° 1--f- f- t- rtl-l-f- r-I\ 1\ r--- r---l-
f- +- r-, \ .\ 1---I- -" I\:~ \ f-I- 1- 1- \
-3
-2
-I
o
-2 1412 10 8 6 4 2 0 2 ~ 10 8 6 4 2 0 Trim deg 14 NATIONAL
ADVISORY , COMHITIEf FOI A£ROIIAUTIC5.
I-I-f-r-r-l.- '-"
2 ~ 14 \2 10 8
6 4 2 0
_r-l..- I..- r-+-+-r-
(d). Center of gravity, 24 percent M.A.C., gross load,60.l
pounds. with half power. Figure 27.- Model 192. Concluded.
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-----'
-
.S --o ~
-4
~ ~ :0. f-~~ f-~~ ~ ~ ~ f- ~ , I ~stepou).. 1=5.40 -
-3
-2
-I Main step in \, -...... ......
o f- f- f- \ !I h. f- f-f- 1\ IS' ~ f- f- f- 1\ f- f- f-
2 c--- 12 10 8 6 4 2 0 14
o -4 ,-................ f-f-I\
-3 '-f- f-
- \ -f- 1\ 1=11.4° -f- 1\ 1\ -2
-I
-f- l- t(' --. -. o -f- 1\\\ \ -f- ....", , -f- 1\ -I-2 ~12 10 8
6 4 2 0
14
H
-4 ,-,.-1\
f-t-
-3 f-t- \ f-t- 1\
-2 f-I- 1\ f-
~ T:7.6° -t-
I- -t-t-o II- ~~
f- ~ 1\
-2'4 12 10 8 6 4 2 0
-3
~....--.--r
~P\r r--+->I-n;
f-+-f\r-~
-4
f-I-f-I\ ~ T=r7.0° l-I-f-r-~ "" --f-~
-/
f- l-I--t- " \ t-t-o f- l-I--t- ,,/j 1\ f- l- I--f- M ~ f- +-
I--f- 1\ Ii
r t-t-l-L-
21412 10 8 6 4 2 0
Trim, deg
,L-56?
-4 ,-_,--r-r- -
f--~--3 f-- c-\
l-
-2 f-- f-- \ f-- f-' ~ i=IO.4°_ r-I-
-/ ---f-"'- , \ --t-r--.
o -,.... f-f- 1\ -,.... I-r- Ji\ -l-I- I f~'" 1\ -,.... f-
_I-~
2 14 12 /0 8 6 4 2 0
(a). Center of gravity, 34 per-
cent M.A.C.; gross load,6Q.1
pounds, (31,000 pounds ful/-
size), without power.
NATIOHM. ADVISORY COMMITTEE rot AfAOIIAUTICS.
Figure 28 .- Model 192A-1. Variation of trim and draft during
landing.
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-4
~~ T TIJ
I-I-~~ \ I-
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I I-l ~ I I I 1 "'\ T=5.6° ~ain s1ep OO~ I 1 ~
-3
-2
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1 1 I ~
\ ~ 1 o 1\ ~"'l
I ....... I--1/' ....... \ I~ I 1 I 1 I I
14 12 10 8 6 4 2 0 2
-4 ,..--;_-r:-
--~--3 -I-f-[\ -2
I---- 1\ --r-- ~ 1 I- ;=10.7° ~ -r-I-'- \ -I
_f--
I---_f- , \ t-t-0 -I-r-r-- f}
_f-1-1-r- ~\ f-I- ....... "'" 1\ 1-1-1-1-f- I'
,~ '-2 L.-->---14 12 10 8
6 4 2 0
---, -4 r-r---
f--\--3 I---\
I----'\ -2 f- -- \
f- -- \ T=6.4° -I --
I---- \ -- "-II-o ---f- --- )~ f- -- ~-"" r\ I----
2 1---· 14 12 10 8 6 420
--4 .-.-'-
~~f\f-L.--[\ P'l0; _f- II-i f\. ~
-3
-2 l-I- ~ 1\ l-f- ~ 1\ "'=16.0°
~
~ l\. , \ r-r-o I- " ~~ 1\ -f- ...... 7 " ~ , r\ I- . ~I'- ~
\
I-f-
21412 10 8 6 4 2 0 Trim,deg.
Figure 28 .- Model 192A-I. Continued .
-4 _-------r-_I-f\f--
-3 I---f\r-I-- ,--\ --f-- \ '--~ -I- _f-- \=8.8°
-2
--f-':1 _r- f-r-- ,\ r-,......,
f--,-o ....... 1- t"\, 1---I-r- ~
1-- P 1\ I--f-I-i-
J- ,-214 12 10 8 2 0
(b). Center of gravity,34 per-cent M.A.C., gross load, 71.7
pounds,(37,OOO pounds full-size) I without power.
N4TIOMAl ADVISORY COIINITIEf fill _urIC$.
3: ::t:l
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-
c ~ --0 ~
0
-4
-3
-2
-I
o
2 14 12 10 8 6 4 2 0
-r--4 ---
--A--3 -- "'\ - f-r- \ -2 -I- "-. '-=8.6° -.,- ---< - f:::
f=1--I f- f-I- ---
f-f- I- ~ 1--- ........
0 f-l-I- \ ~ --'"
~ f- f-l-
f- l-I-
f-f-
2 ~ 14 12 10 8 6 4 2 0
•
-4 ntl Rffr,n I I I -3 ',"I -rrf'\
r-rr' '. lS'T ~~I .
'Man step out I T=6.0" -2
-I I ...j.-!.~L' ,- I I 1 M~in step 10-c ~ l-r I'i I I
~r::::::-r-" 1=W+- 1-" ~ 1
',rrlr l ~ I· o
I r"r D-rr, I I r-lil J r_~
2,4 12 10 8 6 4 2 0
-4 -" 'I-r-,"-'
-3
-2
-I
o
I-t-l\t- I t-1-r-1\.L.+-+l-H-T-1H"-It-r-t-
1-' 1.1 \~H--'oo:;"::"'::::-Tl-r-tI-t-t-t- ~ t- 1=9.0°
-t-t-t--I--
r--'I-:t:J~~;/::jTIiIiIH-r-I-I- rt-c--rt-t-, '" '\ i"-r---r---
~~
1-1- r-t- rm---f-t-~ I-I-t-t- X t-t- 1
2\412 10 8 .6- 4 2 0
Trim, deg
Figure 28.- Model 192A-I. Concluded .
-4 r-~ II ,.---r-
.-f\ f- -I- l -~ f-~ f-I-.-
f- l- I--- I---~: f- f- '- ~ .- f-D.. 1=6.7° f--r-~ f-.- l-
-3
-2
-I f-1---1--- t--'- ,-f-I-r- '\ t--- I---f--1----
f-- '\ ~ o I-f- f-f-1-1- 1\11i ~, f-'- f-f-
1-1- 1\ 1-1--- !--I-1---1-
J_J-l..-L--
214 12 10 8 6 4 2 0
(c). Center of gravity,24 per-
cent M.A.C., gross load,60.l
pounds,
-
c
--a l.-
-4
-3
-2
-I
o
2 ~-12 10 8 6 4 2 0 14
e -4 rl -r- r-r-
-3 H[\ I I- ~~~
l
l-t- I--'
I- ~ ~ 1=8.7° --2 1- 1 I-'r
~
-I
I-K" ~ r--' r- r--I I- 1\ r--
1\ r--I
I-1-1-'1 l\' o l-I- r\ ~\\
""-1
f-I- :-oI! ~ \ ""-1 l-I-- ..,}J \ -
2 ~ \4 12 10 8 6 4 2 0
.,
-4 r-r- 1\' \ t I-I-"i ~ I-1- 1 1\ 1\ l-I- [\. ,\ 1\ \
-3
l-f- ~ 1=5.5° - t--I- 1\ It
-2
-I ~l\
I-l- 1\\ ~ ~ l-t---l-I-
- \ l-I- L~ r\7 f- I- 1\ o
l-I- T'W [\ L...-
2 ~ 14 12 10 8 6 4 2 0
- I
~~r l-t- -l- f-' ~ l-II-, ~ I-~ I\. ~ T=IO.O" I- ~ -
-4
- 3
-2
\ r--rr-- -l-I-f\ j-.. l~ ~~ l-I- 1\ I ~ ,~ ~ \ r-I- ~ Il. ., ~
o r-I- 1\ 1lt.. t -l-t- , f\
2 1412 10 8 6 4 2 0
Trim, deg
L-5~7
-4 111~i\ - J
-1 1 ~
~~ \
~
" ~ ~~ ~ ~ 1 1=7.0° t-t-H I- -, V f-\1 "" ~
~\ l-I-I-~ ~ I ~ r--l-I- n ~\ ~ -I- \l' ~\, (\ l-I- ~!--" ~\
\\
-3
-2
-I
o
l-I- "\~ f\ J...-214 12 10 8 6 4 2 0
-
-4 r-r-~~ ~N l\ ~'-i [\
I-- 1'=11.8° I-~\ \
-3
-2
~
-I
~
\~" \ t--r--
o --- "\\\\ \ 1-- I\"~ \ ~I- M 1\\' \ ~ I""' ~ 1\
2 ~12 10 8 6 4 2 0 14 NATIONAL ADVISORY
COMMITTEE FOIl AERONAUTICS.
Center of gravity, 34 percent M.A.C.; gross load,60.l pounds;
without power.
Figure 29.-Model 1928. Variation of trim and draft during
landing .
3: ::0
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•
S --0 .... 0
-4
-3
-2
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o
2 14 12 10 8 6 4 2 0
-
-4 rrrr-
K I-1-1-
-3 I-~ I-~
-2 I-
~ \ - [':.. 1=11.0° -
l-i-r I- ~('\[\
-I ~,
I- I~ l-I--t--
0 l- N\\. \ ,-l-I-I-~~ \ I-1-1- ~ ~ 1\ I-1-1- ~~ [\
2 c---14 12 10 8 6 4 2 0
'(
- 4
-3
-2
-I
o
2 ~4 12 10 8 6 4 2 0
-4 r0-r-t-
-3 It
\ \ I--2
" [\ 1=11.9° -I -I- ~~ \
l-I- I--I--
o - \l\'t\'i\ I-- \ -- d\ - \
21412 10 8 6 4 2 0
Trim, deg
-
r-
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-4 ,-,-.-'- 1 I--I-I-t-r;
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I l- I-l-
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-2
- I I-1--- " -I--t--o I-1-1- v" 1-1-1-1- ~ 1---- 1\ 1- 1-I- f\
.-2 14 .2 10 8 6 4 2 0
-4
-3
-2
-:1
o
2
r-r-.-,...,--~r-.Jr--+-r+-1H---t-H--t-t--l-I-i-I-K
1-~+4~rr~~~
~~I-rl-I-~~ r 1-1-~ ~t-j--.JI--I--+T=-+1-j5.-6t-o
-+-+--t---t-f-I-~ ~,
I- 1 ( ~ ! \ I-I--r--b
I- ~I \
1-1- .»1\ 1-1-1-" ~l\ 1\ r-+-+-r ~"I' c-J----'-"- '--
14 12 10 8 6 4 2 0 NATION'" ADVISORY
COMIIITIU FOI AERONAUTICS.
3: ::0
z o
r-' U1 (")
tM o
Center of gravity,34 -percent M.A.C.\ gross 10ad,GO.l pounds;
without power. Figure 30,- Model 1928-1. Variation of trim and
draft during landing.
)
-
Korean (BK30S} Good, J. N. Godfrey, Douglas
DIVISION. Materials 18) SeCTlONi Iron and Alloys (9) CQOS9
QEFEOENCESi Iron alloys - Surface testing (53362-5)!
Crystallography - X-Ray diffraction (28190); Metals - Chemical
analysis (61022)
AMEH.
Foao-w. me,
mr&sma NUMDEQ 13672
T.N.-U32 HWISIbfT
Changes found on run-in and scuffed surfaces of steel, chrome
plate, and cast iron
oniOINATINO AOSNCYi National Advisory Committee for Aeronautics,
Washington, D. TDANSlATIOWi
coWHW U.S.
urnim gng.
ifiCNcu. 0. sjctAis. Unclass.
ftmrna ^iftgr°A_&raj)ha_
DAie 0ct'i,7
PACES 28
TUBS'. =2= photos,
Study nas mado of run-in and scuffed steel, chrome-plate, and
cast-iron surfaces. X-ray and electron diffraction techniques,
mlcrohardness determinations and microscopy were used. Surfaco
changes nere found to include three classes: chemical reaction,
hardening, and crystallite-size alteration. Principlo chemical
reactions noro oxidation and carburization.
NOTE: Bequests for copies of this, report must be addressed-to:
N.A.C.A., Washington. D. C.
T-2. KS. AID MATERIEL COMMAND 7^Y( ECKNicAi UNDER wnrajff Rao,
OHO. USAAP tt*04i nan a c=a
