PEI A HENKIVE PERFORMANCE. Donald M. Black, Senior Analytical Engineer, Harry 8. Watnauski, Senior Analytical Engincer, Carl Rohrtach, Head of Aerodynamics and Hydrodynamics, Hamilton Btandard Division of United Aircraft Corporation aor-wel ‘Windsor Locks, Connecticut Abetract® ‘This paper presents vhrouded propellet performance data from a comprebensive investigation in the United Atroraft Corporation Research Laboratories subsonic wind tuorel. Variables such as lip shape, chord, exit ‘area ratio, propeller location within the shroud, vanes, propeller blade shape, number of blades, and blade ip clearance are examined over a range of free-stream ‘Mach numbers and propeller rotational tip speeds. Shroud and propeller forces, measured independently, aand shroud surface pressure and axial velocity measure- ‘ments are presented. Results show that the most power- ful shrouded propeller variahle is shroud exit area ratio, ‘where substantial gains in static performance may be ob- tained with increasing area ratio. ‘This ta attended by a loss in cruise performance, however, indicating the need for either optimizing « fixed exit ares ratio for a siven airoraft or using a variable geometry shroud. L_Introduetton Interest in the shrouded propeller has been stimu- lated by the need for high static thrust propulaton sys- tems on V/STOL aircraft, ground effect machines (GEM's), and other moderate speed vertical I:ft vehi- clea with stringent space Limitations, The shrouded Propeller ta capable of producing nearly twice the static thrust per horsepower as a free-air propeller of the same diameter. This attractive performance capability of the shrouded propeller has been demonstrated by ‘experimental data and has been successfully utilized oa ‘such vehicles as the Bell X-22A V/STOL research atr— craft and the Bell “Hydroskimmer" ground effect ma- chine, About six years ago when shrouded propellers were being seriously considered for application to ‘V/STOL aircraft by several manufacturers, it became ‘apparent that the aerodynamic design criteria were far behind the advanced state of the art of the design meth- ‘ods in use for free-air propellers. Although several ‘sophisticated three-dimensional theories bad been pub- Ushed, a reliable engineering design method had not ‘yet been developed for them. Moreover, the available ‘experimental data were inadequate for defining optimum ©The research reportéd herein was supported by the U. 8, Navy, under Contract NOw-64-0707-d, ‘shrouded propeller geometry. Thus, an urgent need ‘existed for teat data on systematic variations in shroud ‘and propeller shape parameters and for a reliable aero- dynamic deaiga method. In view of this need, Hamilton Standard initiated an 4n-bouse research program on shrouded propellers. ‘The ‘major portion of this work was conducted for the Naval Ar Systems Command, U,8, Navy, under contract NOw- 64-0707-d. This three-year contract covered a wind tunnel Program to investigate the effect on performance of the ‘Smportant propeller and shroud shape variables and to develop a reliable shrouded propeller performance pre= diction method. The program is reported in detail in references 1 and 2.. This paper will present a review of the wind tunnel program and a discussion of the results. H,_The Test Models The Shrouded Propeller - Basic Principles. Before getting tnto the lacuasion ofthe test program, 1 tn appropriate to examine briefly the basic charseter” {sties of the abrouted propeller. The addltion oft shroud surrounding the blades oft conventional propeller Ins log been known to produce a greater static tuncet, than ie produced by an isolated propeller ofthe seme iameter and power loading. Theoretically, the presence ofthe shroud substantially redices the slipstream cons traction of the conventional propeller, increasing the ‘mass flow through the propeller disk. This is pictured schematically in Figure 1, ‘The increased mase flow over the upstream surtaces of the shroud produces ¢ suction pressure feld revulting n a forward thrust op the shroud, Although the thrust preduocd by the pro- peller in the abraud generally is tees than that proaiced by the same proper without a shroud, the sum of te foroas on the combination is significantly greater than {hat ofthe isolated propeller. For the case ofthe shroud Iaving an exit area equal to the propeller disk area, tbe ‘Georetical thrust increase over the conventional pro- baller doa! thrust ts 26% at static contition with the ‘hrust aplit equally between shroud and proprlier. With laxger ext fo propeller ures ratios thia theoretical static ‘rast augmentation increases aa the cube root ofthe ‘area ratio, In actuality, the effectiveness ofthe shroud is even greater than this, becatse the unloading efoct lof the abroad on the blades allows the propeller to ‘operate considerably more efficiently than without theMOMENTUM FLOW FIELD COMPARISON OF SHROUDED AND UNSHROUDED PROPELLERS AT STATIC CONDITIONS shroud, ‘This effect of the shroud is shown in Figure 2 for both the ideal and representative actual instances. ‘Thus, for equal static thrust requirements, the shrouded propeller diameter need be only 50% to 60% that of the free-air propeller. Depending upon its design, the shroud thickness will offset some of this reduction, Feeulting in an overall package diameter of 60% to 70% of the free-air propeller. 20 Tora, Tus RAKE °o 20, 60 100, . Hero FIGURE 2. STATIC THRUST PER HORSEPOWER FOR SHROUDED AND CONVENTIONAL PROPELLERS 20 fall below that of free-air propellers at moderate alr. speeds, Test Models Over the years there has been much experimental ‘sting generally confirraing the attractive performance ueracteristica previously described, Unfortunately te had been no coordinated planning among these test programs, Consequently, the test data have not been amenable to parsmetric analysia and were not consld- ‘ered suitable for developing a reliable aerodynamic ‘sign method, ‘The experimental program reported in reference 1 ‘was undertaken to remedy this situation, In formula ting this program it was immediately recognized that ‘the magnitude and cost of an investigation aimed at « systematic study of all the goometrie variables assoc! sted with tho shroud and propeller combination would be prohibitive, Accordingly,’ the shape variables in- cluded in this test program Were those considered to have the greatest effect on performance and would be ‘most difficult to treat in the analytical method, The Vartables investigated are listed in Table 1, ‘Bane Woda MirmetVarisler ISO "variations, Rat Aree Rao 1,10 1.30, 1,30 Up seape Galt sree rate) ais are ‘rood ngs horde) 08s oy Propeller ‘Location (chord) 40.0% ao Reerlor Comoer Tapered rear NACA 16 rear ale Vanes Nese one, et Nene eae, at TABLEThe baslc model (B1-3WT) was designed to permit changing the variants one at a time such that the effect Thoth Varlable could be compared to it a8 a yardatick, short abroud, all shrouds hed 20-inch chorde. ‘The Huminum bladed propellers were nominally 30 inches in diameter. The rectangular blade Incorporated + APerElass tip to facilitate a systematic toorense in tip clearance, A drawing of the geometric charscteri, {Hee of the shroud varisbl shown in Figure 4. A typical shrouded Propeller model bulldup on the test rig {8 covered in Figures 5, 6, and 7, Seiteaon™—_ [et-wet [ea-ow7] exer Joe sus]ecaey maw [ecom7au woe [aca] ruse snare Base, RT fet [oe [pore Banas RE aman cp ie a asx comme | BEE ites | ites, | Poarto Reamance | SSe5 Sao oa iz ves ar Ane Rani Regn [52 Ta ee tae rae ‘Bwove cHowe7—asey Taser faeartoer Cae —Taas oer Top peamion 7 [ose —Toa0 tana —faas aaefoas ae Na. mor BES STs > > z = 7 SELEY racron7 Tres fiw i 7 7 Tee 7 re = rd ie [Fee Free Tee [Tee soe [ae ‘Te cutananct7oula oom [oom looor eat _Tooore [aoe locor [acess —acose [tear weouswon Joss tose 2s o2s-—less Jor —“Jors fous § fos — foe TABLE It LP aayhe sia? UPiaae, FIGURE 3. SHROUD VARIABLES xT AREA vamiario nono wansaTion wo wo anyon an meen sans: semen a onrvsen “Ge canca natn