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NASA TN D - 1301

D - 1301
NASA

223
1301
TN
D
-

NASA

TECHNICAL NOTE

D - 1301

AERODYNAMIC CHARACTERISTICS OF A 4- FOOT - DIAMETER DUCTED

FAN MOUNTED ON THE TIP OF A SEMISPAN WING

By Kenneth W. Mort and Paul F. Yaggy

Ames Research Center

Moffett Field , Calif.

THE LIBRARY OFTHE

APR 19 1902

MIVERSITY CAL

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION

WASHINGTON April 1962

UNIVERSITY OF ILLINOIS-URBANA

3 0112 106637405
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2 NATIONAL AERONAUTICS AND SPACE ADMINISTRATION

TECHNICAL NOTE D- 1301

AERODYNAMIC CHARACTERISTICS OF A 4- FOOT- DIAMETER DUCTED

FAN MOUNTED ON THE TIP OF A SEMISPAN WING

By Kenneth W. Mort and Paul F. Yaggy

SUMMARY

Power , free - stream velocity , and duct angle of attack were varied
at several wing angles of attack to define the aerodynamic characteristics
of the ducted fan , wing , and of the ducted fan and wing together .

At large duct angles of attack the inside of the upstream duct lip
stalled causing a rapid change in the duct pitching moments and an
accompanying increase in the power required . At low horizontal velocities
this lip stall would probably limit the rate of descent of a vehicle with
a wing-tip -mounted ducted fan .

During low- speed , level , unaccelerated flight ( 30 to 80 knots ) it

appeared that a vehicle , with a configuration similar to that examined ,
would require less power if it were supported by a wing and ducted fans
than if it were supported only by ducted fans .

INTRODUCTION

Tests of a wing- tip - mounted 4 - foot - diameter ducted fan have been
made for a limited range of operating conditions and the results reported
in references 1 and 2. Tests at a smaller scale have been reported in
references 3 and 4. The results in reference 1 are primarily for level
unaccelerated flight ; the present report contains data for the same model
over a wider range of operating conditions .

The test objectives were : ( 1 ) to define the aerodynamic character-

istics of the ducted fan and of the ducted fan and wing together for
forward velocities up to about 100 knots ; ( 2 ) to define the onset of
any duct lip stall which might occur ; ( 3 ) to determine the descent
limitations imposed by duct lip stall on a vehicle employing wing - tip-
mounted ducted fans ; and ( 4 ) to determine the extent to which the wing
reduced the power required for a representative level , unaccelerated
VTOL transition program at constant forward velocities from 0 to 80 knots .
2‫בח‬

NOTATION

b fan blade chord , in .

10

wing mean aerodynamic chord , ft

ca duct chord , ft

drag
CD total drag coefficient ,
qS

CD ducted fan drag

a ducted fan drag coefficient ,
qdeca

section design lift

blade - section design lift coefficient ,
qb
lift
CL total lift coefficient ,
qS

CL ducted fan lift

a ducted fan lift coefficient ,
qdeca

pitching moment
Cm total pitching- moment coefficient ,
qSe

ducted fan pitching moment

Cma
qdeca²

Cmt ducted fan pitching moment

pn2a5

ducted fan normal force

CN ducted fan normal -force coefficient ,
4
pn²d

CP power
ducted fan power coefficient ,
pn³d5

ducted fan thrust

Ст ducted fan thrust coefficient ,
pn2a4

d fan diameter , ft

de duct exit diameter , ft

h fan-blade thickness , in .

J Voo
propeller advance ratio ,
nd
 3

n fan rotational speed , rps

q free - stream dynamic pressure , lb/ft²

r radial distance from duct center line , ft

R fan radius , ft

S wing area , ft²

SHP shaft horsepower

V∞ free - stream velocity , knots or fps

X chordwise distance from duct leading edge , positive aft , in .

da duct angle of attack , deg

OW wing angle of attack , deg

β fan blade angle measured at tip ( unless otherwise noted) , deg

CJ
propulsive efficiency , 100 , percent
3

Ср

ρ density

MODEL AND APPARATUS

General Characteristics

The ducted fan studied in the present investigation and in

reference 1 was an exact duplicate of those used on the Doak VZ - 4DA air-
plane . The semispan wing panel upon which the duct was mounted had the
same geometric dimensions as the left wing panel of that airplane . The
general arrangement of the ducted fan and wing mounted in the wind tunnel
for testing is shown in figure 1. Ducted fan and wing dimensions are
shown in figure 2 and in tables I and II . As may be seen in these
figures , a reflection plane was attached to the inboard end of the wing
at the longitudinal plane of symmetry . All structure exposed to the
air stream below this plane was isolated from the force measuring system;
that is , only forces and moments on the ducted fan , wing , and reflection
plane were recorded .
4

Fan and Inlet Guide Vanes

The eight -bladed fan had a fixed blade pitch and was tested at blade
angles of 15° and 23 ° measured at the tip . The blades were of solid
glass fiber construction . The clearance between the fan tip and the duct
was approximately 0.030 inch . Blade plan- form curves are shown in fig-
ure 3 ; other pertinent dimensions are shown in table I.

The model was tested with seven inlet guide vanes positioned
radially . These vanes were set at 0° incidence with respect to the duct
axis . Pertinent characteristics and dimensions of the vanes are shown
in table I.

Stators

Nine stators were used in the duct aft of the fan to remove rotation
from the exit flow . Eight of the stators had 6- inch- chord NACA 0008.4 air-
foil shapes superposed on an NACA a = 0.4 mean line . The ninth vane ,
which housed the fan drive shaft , had a 9 - inch- chord NACA 0017 airfoil
shape on the same mean line . Other characteristics of the stators are
given in table I.

Fan Drive System

The fan was driven by a 1000 - horsepower electric motor through a

shaft within the wing . The motor speed could be continuously varied
from 0 to 6600 revolutions per minute . Power input to the motor was
recorded on a polyphase wattmeter . These readings were corrected for
motor efficiency .

Instrumentation

Forces and moments on the ducted fan and wing combination were
measured on the wind- tunnel six - component balance . Strain gages on the
duct trunnion support tube measured the ducted fan thrust , normal force ,
and pitching moment .
 5

TESTS

The wing was tested with the ducted fan removed and the end of the
wing sealed . These tests consisted in varying the wing angle of attack
for several free - stream velocities .

The remainder of the testing was conducted on the complete model

and consisted in varying the duct angle for various wing angles and
advance ratios .

REDUCTION OF DATA

Duct Trunnion Strain -Gage Data

The thrust gages were directly calibrated in pounds of force and

required no corrections . The normal - force and pitching-moment gages
were also calibrated in pounds and foot pounds , respectively , but it
was necessary to correct these readings for torque reactions in the fan
drive gear box . The torque reactions were computed from the power input
data and were subtracted from the values indicated by the strain gages .

Accuracy of Measuring Devices

The various measuring devices used were accurate within the following
limits . The values given include error limits involved in reading and
reducing the data as well as the accuracy of the device itself .

Duct angle ±0.2°

Lift ± 10 lb

Drag ±2 lb

Pitching moment ±30 ft - lb

Fan rotational speed ± 0.5 rps

Shaft horsepower +20

Free - stream dynamic pressure ± 0.2 lb/sq ft

6

RESULTS AND DISCUSSION

Basic Aerodynamic Characteristics

Ducted fan.- Two basic types of coefficients have been used to

define the aerodynamic characteristics of the ducted fan . The first
type is referred to the wind axis and is based on the free - stream
dynamic pressure and the product of duct chord and duct exit diameter .
The second type is referred to the duct thrust axis and is based on the
fan rotational speed and fan diameter . The results of tests of the
ducted fan at angles of attack from 0° to 90º defined by the first type
of coefficient are shown in figure 4 and by the second type in figure 5 .
These tests were all conducted with the wing in place at 0° angle of
attack , and with a fan -blade angle of 15° at the tip .

The propulsive performance and static efficiency were determined

for the ducted fan operating at 00 inclination to the air stream for
fan -blade angles of 15° and 23 ° . The thrust coefficient , power coeffi-
cient , and propulsive efficiency are shown as functions of advance ratio
in figure 6. The static performance is defined in figure 7 by the thrust
to horsepower ratio and the fan tip speed which are shown as functions
of the disc loading . The maximum propulsive efficiency shown in figure 6
is about 62 percent whereas the data of reference 5 indicate that maxi-
mum efficiencies in excess of 80 percent could reasonably be expected
with proper design . Similarly , the maximum¹ figure of merit , determined
from figure 7 by means of the expression

thrust3/2
figure of merit =
SHP47.5de

(about 74 percent at a blade angle of 23 ° ) , was less than the value of

about 80 percent obtained from the data of reference 5 .

Wing and ducted fan.- The aerodynamic characteristics of the wing

alone are shown in figure 8 and the characteristics of the wing and
ducted fan together , in figure 9. These coefficients are based on the
free - stream dynamic pressure and the wing geometry and are referred to
the wind axis , with advance ratio and wing angle as the independent
parameters .

Stall Boundary for Upstream Duct Lip

The results of figures 4 ( b ) , 5 ( b ) , and 9 ( b ) indicate that at large

duct angles of attack , the pitching - moment coefficients reached a maximum
value and then decreased . In addition , the normal- force coefficient
1Figure of merit did not vary with disc loading for the range examined .
 7

versus power coefficient , results of figure 5 ( b ) , indicates that a sharp

increase in power coefficient also occurred at these same conditions .
Tuft studies showed that these characteristics were caused by stalling
of the inside of the upstream duct lip . In addition , this lip stall was
accompanied by a sudden increase in the noise level , which suggested an
asymmetric loading on the fan . The onset of this stall was considered
to have begun when the rate of change of the pitching-moment coefficient
with respect to the duct angle of attack dcm/daa began to decrease
rapidly , as indicated in figures 4 ( b ) and 5 (b) by small crosses on the
2
pitching-moment coefficient curves . From these results , figure 10 ( a)
was developed which shows the duct angle of attack at which the duct lip
stall occurred as a function of the advance ratio .

To evaluate the significance of this lip stall boundary , the duct

angle and advance ratio requirements of the vehicle of reference 1 for
low- speed , level , unaccelerated flight were determined from figure 9 ( a) .3
The advance ratio was then used to determine the duct - lip stall boundary
from figure 10 ( a ) . The results are shown in figure 10 ( b) where the duct-
lip stall boundary and the variation of the duct angle required for level ,
unaccelerated flight are compared . These results indicate that at 0° wing
angle of attack there is always a duct angle of attack margin of at
least 8° .

Vertical Velocity Limitation

The vertical velocity which can be attained by a vehicle employing

wing-tip-mounted ducted fans can be limited by duct lip stall , wing
stall , or power . Only the limitations due to duct lip stall will be
considered here . To gain some insight into the effects of duct lip
stall on the vertical velocity , curves of constant vertical velocity for
the vehicle of reference 1 in unaccelerated flight were superimposed
upon the faired CL vs. CD curves of figures 9 as illustrated for 0° wing
angle of attack in figure 11 ( a ) . Negative vertical velocity represents
descending flight and positive velocity represents climb . The indicated
lip stall boundaries have been taken from figure 10 ( a ) . It is apparent
from this figure that duct lip stall would limit the maximum descent
velocity but not the climb velocity . The descent boundary curves are
shown in figure 11 ( b ) , where descent velocity is presented as a function
of horizontal velocity for wing angles of attack of 0° , 40 , 80 , and 12° .

2Most of the curves stopped at , or slightly past , the onset of lip

stall because there was no means of monitoring the fan -blade stresses and ,
hence , of knowing the magnitude of the fan-blade stresses due to the
suspected asymmetric fan loading .
3The physical conditions assumed were a semispan lift of 1550 pounds
and a semispan drag of 0.96 times the dynamic pressure in psf .
8

These results indicate that for 0° wing angle of attack , allowable

descent velocities , without encountering lip stall , ranged from about
370 fpm for a horizontal velocity of 30 knots to about 2100 fpm
for 75 knots . Increasing the wing angle of attack increased the allow-
able descent rates since for a given descent rate , the wing lift and
drag made it possible to operate the duct at a lower angle of attack .
It should be noted that any device that would increase the wing effec-
tiveness , such as a trailing- edge flap or leading- edge droop , would
also increase the allowable descent rates ( see ref . 2) .

Effect of the Wing on Power Required During Transition

To evaluate this effect the power required for transition from

hover to 80 knots for the vehicle of reference 1 was examined for various
wing attitudes . The results are shown in figure 12 , where the shaft
horsepower is presented as a function of the forward velocity for wing
angles of attack of 0° , 40 , 80 , and 12° . The power required for the
ducted fan alone is presented also . From this figure it is evident that
less power was required when the wing angle of attack was increased , as
was shown in reference 3. However , it must be noted that the rate of
decrease is less for wing angles greater than 40 , probably because of
the occurrence of local separation on the wing at the wing -duct juncture ,
as was indicated in reference 2 .

Ames Research Center

National Aeronautics and Space Administration
Moffett Field , Calif . , Feb. 1 , 1962
 9

REFERENCES

1. Yaggy , Paul F. , and Mort , Kenneth W .: A Wind-Tunnel Investigation

of a 4 - Foot - Diameter Ducted Fan Mounted on the Tip of a Semispan
Wing . NASA IN D- 776 , 1961 .

2. Yaggy , Paul F. , and Goodson , Kenneth W .: Aerodynamics of a Tilting

Ducted Fan Configuration . NASA TN D - 785 , 1961 .

3. Goodson , Kenneth W. , and Grunwald , Kalman J .: Aerodynamic Character-

istics of a Powered Semispan Tilting - Shrouded - Propeller VTOL Model
in Hovering and Transition Flight . NASA TN D- 981 , 1961 .

4. Grunwald , Kalman J. , and Goodson , Kenneth

Kenneth W .: Aerodynamic Loads on
an Isolated Shrouded - Propeller Configuration for Angles of Attack
from -10 ° to 110 ° . NASA TN D - 995 , 1961 .

5. Grose , Ronald M.: Wind Tunnel Tests of Shrouded Propellers at Mach

Numbers From 0 to 0.60 . WADC TR 58-604 , United Aircraft Corpora-
tion , 1958 .
10

TABLE I.- BASIC DIMENSIONS OF DUCTED FAN AND WING

Duct
Inside diameter , ft 4
Outside diameter 4 ft 10.5 in .
Chord 2 ft 9 in .
Exit diameter 4 ft 6.3 in .
Diffuser angle , deg 11
Inlet guide vanes
Chord , in . · 3
Number of vanes · 7
Airfoil section NACA 65A010
Position of vane c/4 ,
percent of duct chord 12.1
Twist , deg О
Fan
Plan- form curves ( see fig . 3 )
Number of blades
Hub to tip diameter ratio 0.333
Position of hub center line ,
percent of duct chord 29.3
Design static thrust disc loading , psf 150
Design static power disc loading , HP/ft² 7.96
Blade angle control · fixed pitch
Blade angle at tip , deg 15 and 23
Stators
Number of stators · 9
Position of stator c/4 ,
percent of duct chord • 49.4
Twist , center body to tip , deg 15
Airfoil shape • ( see text )
Wing
Airfoil section NACA 2418
Area , ft² 48
Semispan , ft 8
Mean aerodynamic chord , ft 6.09
Taper ratio · 0.675
 11

TABLE II.- SHROUD AND CENTERBODY COORDINATES

Shroud coordinates tabulated in Centerbody coordinates tabulated in

percent of shroud chord ( 33.00 in . ) percent of centerbody length ( 71.5 in . )

Chordwise Outside Inside

Length , X Radius , r
length , X radius , ro radius , ri

О 81.5 81.5 O O
.5 83.4 79.6 .5 2.07
.75 83.8 79.0 1.25 3.20
1.25 84.4 78.4 2.50 4.46
2.5 85.4 77.2 5.0 6.17
5.0 86.4 75.8 7.5 7.40
7.5 87.1 74.9 10.0 8.31
10.0 87.6 74.2 15.0 9.68
15.0 88.2 73.3 20.0 10.54
20.0 88.6 72.9 25.0 11.01
25.0 88.6 72.7 25.8751 11.06
30.0 88.6 72.7 30.0 11.19
35.0 88.6 72.7 32.572 11.19
40.0 88.6 72.7 40.0 11.19
45.0 88.6 72.7 50.0 11.19
50.0 88.6 72.7 60.0 11.19
55.0 88.6 73.2 70.0 10.49
60.0 88.6 74.1 72.053 10.14
65.0 88.0 75.1 80.0 7.97
70.0 87.4 76.1 83.20 6.77
75.0 86.8 77.1 90.0 4.03
80.0 85.9 78.1 95.0 2.01
85.0 85.2 79.1 100.0 0
90.0 84.3 80.1
95.0 83.3 81.1
100.0 82.2 82.0

1Shroud leading - edge position .

2Inlet guide vane c/4 line position .
3Shroud trailing - edge position .
12
 13

TORRANCE CAK

A- 25140.1

Figure 1.- Ducted fan model mounted in the Ames 40- by 80 -Foot
Wind Tunnel .
 14

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Figure
17
 18
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attack .
 21

1000
800
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600

400

300

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10 20 30 40 60 80 100 200 400 600 800 1000
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Figure 7.- Thrust to horsepower ratio and tip speed as functions

of fan disc loading for zero forward velocity .
 22

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attack
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0.55
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10
20 40 50 60 70 80 ୨୦

330
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7 22
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6 .48
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5

4
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A
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1

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10
30 40 60
50 70 80
90

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Continued
9.-
Figure
25
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1.2
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Figure
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7 .22
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6 .48
0.55
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4
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30
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1
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80
70
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Continued
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Figure
27
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Continued
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Figure
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8 .22
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A.42
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5
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20
0 30
50
40 60 80
70 90
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Continued
9.-
Figure
29
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283
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10 20 30 40 50 60 70 80 90

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aa

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.
Concluded
9.-
Figure
 31

100
,attack
dangle
Duct
eg
of
a

80

60

40

20

О .2 .3 .4 .5 .6 .7
Advance ratio , J

( a ) Duct - lip stall boundary as a function of advance ratio ,

100
attack
angle
Duct
eg
a
,of
d

80
Duct -lip

stall boundary

60

40

Duct angle required for

level, unaccelerated flight
20

О
O 20 40 60 80 100 120 140

Forward velocity , Voo , knots

(b) Duct angle of attack as a function of forward velocity .

Figure 10.- Definition of upstream duct- lip stall boundary .

32
9

8
500 O -500
1000 -1000
7
1500
6
vertical 2000 -1500
55

velocity

11121
fpm = 2500
CL 2000
+

-2500

2
J= .22 .48
.28
1 55
35 .62
.42
.69
О
-7 -6 -5 -4 -3 -2 -1 1 2 3

‫טח‬
CD

(a) Curves of constant vertical velocity superimposed upon the wing-duct

aerodynamic characteristics at αw = 0°.

-2400
Vertical
velocity

-2000
,fpm

αw deg = 8 , 12
-1600

-1200

-800

-400

O
O 10 20 30 40 50 60 70 80

Horizontal velocity , knots

(b ) Vertical velocity boundary .

Figure 11.- Definition of vertical velocity boundary due to duct

lip stall .
 33

400
horsepower
Shaft
,S HP

300

Duct alone
aw, deg
200
0

100 +000
12

20 40 60 80 100

Forward velocity , Voo , knots

Figure 12.- Effectiveness of the wing in reducing the power required

for transition .

A- 576 NASA-Langley , 1962