.— .

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h:
*
.

r
-. .-

I.

-— . --
.C

.-

EEAT TRMSI’ER FROM CYLINDERS HAVING CLOSEIIY SPACED FINS

.?
.- —
By Arnold E, Biermann
Langley Memorial Aeronautical Laboratory- “-- ‘= “’-=”>”-”-’-:”
.-- -: J--
-4
.,

. ..

-. -.. ---

. .. . . . . ..—
.. --—. .. . . .—- --
.
. . ..

:--:1
.. .. . .. . . — _
.—.
Washington .
I
May 1937
‘-
.-
-----
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I -;,-..-_-, . ..__.
-, ---

----- ----

“5\ .“L-..=
 NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
-.
a TECHNICAL NOTE NO, 602
.—. — .
●
EEAT TRANSFER FRoh4 CYLINDERS HAVING CLOSELy sPAcxD FINS

By Arnold E. Biermann

SUMMARY ..
—.
The heat-transfer coefficients have been determined
for five stee~ cylinders having fins 1.22 inches wide and
the spacing between the fins ranging from 0.022.to 0.131
inch, The cylinders were tested with and without baffles
in a wind tunnel; they were also tested enclosed in jack-
. ets with the cooling air supplied by a blower.
. ...- *
A maximum beat transfer was reached at a fin space of ‘
74 (*WC
~
about 0.045 inch for the cylinders tested with each of the .*<L
three methods of cooling investigated. The rise in temper-
ature of the air ~assing between the fins slid the change . :1
in flow pattern were found to be important factors limit-
ing the heat transfer that may be obtained by decreasing ..
the fin space. — —
.+._ .. .
The use of %affles for directing the air around the.
cylinders with closely spaced fins nroved very effective
in increasing the over-all heat-tra~afor coefficient pro-
vided that the spacing was not appreciably less than that
for maximum heat transfer.
.-

IIITRODUCTIO)I

The results of a theoretical analysis and experimental

tests made to detjer~i,ne the heat dissipated from finned
cylinders have shown that the over-all heat-transfer coef-
ficieni of the conventio~al fin construction may be in-
creased by adding more fin area. Ve&v large rates of heat
flow may be o%tained by increasing the fig width_and thick-
ness, A more practical method of improving the heat trans-
fer of the conventional fih design, however, fS to fIicr6a%5—— —-
the fin area %y redncing the space between the fins and at ,
the same time tO maintain optimum proportions of”titdf’b!
space, and thickness. These changes result in a rntii%
lighter and more ~ompact fin construction for the gafii% -
.
--.<
 , ,’

2
,4
N.A.C.A. Technical Note No. 1302

heat transfer than is otherwise possible. For this reason

the method is the most desira%le for aircraft engines.

Tests made at this laboratory and elsewhere have in-’

dicated the need for a determination of the heat transfer
from finned cylinders having more closely spaced fins than
have hitherto been tested. The minimum,fin syace tested
by Taylor and Rehhock (reference 1) with rectangular cOp-
per fins soldered to a flat plate was 0.063 inch. This
investigation and tests ly the N.A.C.A. (reference 2) of
finned steel cylinders having a space between fins of
0,060 inch showed that the maximum heat transfer for these
surfaces is to be obtained with a fin space less than
0.060 ipch.

The present work, which is part of a general investi-

gation to determine the optimum fin constructions for vari-
ous conditions of air flow, was undertaken to determine
the fin spacing giving the maximum heat transfer. The work
of this report coveI*s the experiments made with fins of one
width and one thickness in which the space between the fins
was varied over a range from O.O22 to 0.131 inch. Yh e
quantity of heat dissipated by a g:ven arrangement of fins .<
was determined with the cylinders mounted in a wind tun-
nel, with and without baffles, and also in jackets with ,
the cooling air supplied by a blower. .

TEST APPMZATUS

\
I?ive steel cylinders having identical fins of recte.n-
.gular section and of 1.22-inch width and 0.035-inch thick-
Each fin was .
ness, but of varying pitch, were tested-
constructed integrally with that portion of the cylinder
wall which formed its base as shown in figure 1. The cyl-
inder:wall shoul~er of each fin was varied in width by
machining to give pitches of 0.166, 0.135, 0-111, 0=0831
and 0.057 inch and the adjacent shoulder surfaces were
sweated together during assembly to form an integral cyl-
inder. The-test portion of each cylinder was 4.66 inches .
in outside wall. diameter and 5 inches.in length-, The
steel use& TVaS S.A.E. 1050 forged stock, heat-treated to a
Brinell hardness of ajproxi.mately 200. . i

AS the fin width and thickness were the same for all
the cylinders of these tests, the fins will be designated
simply by the pitch of the fins, as 0.166, 0.136, ocll~~
0.083, and 0.057.

1
 H,A,.C.A. Technical Note No. 602 3

b
The test cylinders were electrically heated and tested
with guard rings as described in reference 2. The assem-
. bled over-all lengt”h of the guard rl-ng’~-and the test “sec-
tion was in each case 10 inches. In all ‘test-s--theelec-
‘ trical heating elements and measuring instruments were es-
sentially the same as described in reference 2. The loca-
tions of the iron-constantan thermocou~les used-for rneas--
uring the surface temperatures are shown in figure 1. ~~he-
tyne of baffle used is shown in figure “20 The” ratio ‘of the
ex~t area to the are’a between the fins was apprbk~mat-ely
2. This proportion of areas as well as the baffle design
was found in prev”ious tes-&& (’reference “3) to give good re-
sults. The tunnel air speed was measured with a pitot
tube located ahead and to one side of the test cyIinder.

The apparatus used for the tests in which a blower

draws air ovor the test cylinders enclosed in a jacket is
described in referenco 4. Tho jacket used in these tost”s
is shown in figuro 3. Tho weight of air passing through
tho jacket was measured ~i~h thin-plate or”ificos placeti in
the ond of a large tank.

. TESTS

● ’ All tests were conducted with a constant heat input

of approximately 95 B.t.u. per square inch of w,all area.
. per hour and with air speeds ranging from 30 to 150- miles
per hour in the “wind-tunnel tests and with weight +eloci-
ties of the cooling alr ranging from 1.37 to 13.8 pounds
per second per square foot of free area between fins in -.
the tests with blower” cooling,

Wind-tunnel tests with baffles were not made of the .-

0.166 and 0.136 cylinders.

COMPUTATIONS

Air speed.- All tunnel air-speed readings were correct-

. ed to a specific weight of 0,0734 potid per cu%ic foot,
which corresponds to a barometric pressure of 29.92 inches”
of Eg and an air temperature of 80° .Fi -

Surface heat-transfer
—.— coefficients.- The average sur-
face heat-transfer coefficient q was o%tained
..—_.“by div~d-

—
4 ?I.A.C.A. Technical Note No. 602

8
.ing..the heat input per hour by the product of the area of
the total cooling surface and the difference between the
average temperature of the cooling surface and the enter- .
t
ing-air tempe-ratur.e.

A value of q for individual stations around each

cylinder was obtained by dividing tho heat input per square
inch of total cooling area by the-difference between the
average surface temperature at each station and the cntor-
ing-air t~myeratureo

The calculated value of the over-all heat-transfer

coefficient U was obtained f~om the equation

u=Q–-
S+tLa
[(2“ 1+2R%
W
--—
)
tanh awl + sb
1.
as derived in reference 2, where

u, over-all heat-transfer coefficient, J3.t.u. per #

square inch base area per hour, per ‘1?. ~empera- .
ture difference between the cylinder wall and
the entering cooling air,
.
q~ surface heat-transfer coefficient, 3.t*uCp&roF. , ‘
, square ..inch total surface area per hour,
temperature difference between the average mr-
face and the entering cooling air.

q, , local surface heat-transfer coefficient, B.t.u.

-11
per square inch total surface area per hour, pcr
‘T. local surface ternuerature difference between
the surface and the e~tering cooling air.

k , thermal conductivity of metal, B.t.u. per squaro

inch, per ‘I?. through 1 inch per hour (2.17 for
steel).

t, average fin thickness, inohes.

s, average space between fins, inches.

w, fin width, inches.

f
 N. A. C.A. Technical Note No. 602 5

8 tt
w?, w+ --, effective fin width.
2
. tt, fin-tip thickness, inches. *

Rb , radius from center of cylinder to fin root, inches.

s%, distance %etween adjacent fin surfaces at the fin

root, inches. .

PRECISION
s
IJeat-transfer coef~icients.- The maximum errors in the
values of the heat-transfer coefficients o~cuired-~t the
highest rates of the heat flow and are probably less than
+4 percent for U and *5 percent for q. These values in-
clude inaccuracies in measuring the heat input &nd suiiface
temperatures with all~~ance for small unaccotiritea heat iti”-
terchange through the ends of the cylinders. TnaccuFaEi es
.. occurring in the temperature meas”ureme~ts at high rates of
air flow were a chief source of error o~ing’fo the low t“6m-
perature differences obtaihed in this condition. The range
●

●
of average temperature &ifferenCes %etween the cylinder
wall and the entering air extended. from 40° 3’. to ~55° l?.
,— —. — -: ..
. Air smeetl. - The air-speed measurements are accurate
to within 1 percent for speeds a%o~e 4C) rniles’p6r-Kour,
-—... -
and within 3 percent belo~v this speed.
..-
Effect
——— of building
—— um
——— c~nders from separate fins.-
The practicability of using finely pitched finned cylin-
ders is partly determined by the difficulty In fi-~tifacture.
Integral steel cylinders having wide fins and a space be-
tween fins af less than 0.060 inch are very difficult to
machine. For this reason the fins for the present tests
were separately constructed and sweated together at the
shutting shoulders ,that make the cylinder wall. With only .—
radial -d circumferential heat flow, such as iS obtained
. wit’h the guard-ring method of testing> ther~ is little
heat exchange through tle-so-ldered, sufifacea--~d tests have
shown that the results obtained from cylinders cotistiucted,
in this manner are practically the same as for integral
●

cylinders. .— —.
✚✎ ✎
.
 6 N.A.C.A. Technical Note No. 602

,
HEA’T-TRANSF3R COEFFICIENTS

.
The local surface heat-transfer coefficients q~ ar e
shown for the various cylinders in figures 4, 5, and 6.
These coefficients are slightly different from the true
coefficients owing to the cirqumi%~ential heat -flow caused
by the temperature gradient existing around the cylinder.
These coefficients,, however, give comparative values of
the heat-transfer distribution and %y this means it is
possible to compare the effectiveness of the various meth-
ods of directing the air over the cylinders.
●

Velo’city surveys made between fins (reference 5) show

that the velocity around a cylinder is a maximum a% a po-
sition between 60° to. 90° from the front. The curves in
figures 4, 5, and 6 show that, with the exception of the
0.057 cylinder, the heat-transfer coefficient q_ was a
maximum at the front of the cylinder where the air speed
was somewhat lower than at the sides. This result may
have been partly caused by the conduction of heat frOm
the rear of the cylinder to the sides so that the heat
transfer in these regions appeared deficient with respect
.to that at the front of the cylinder. .
The shape of the curves in figures 4, 5, and 6 indi-
cates that the chief effect of directing the cooling air .
over the cylinders with baffles or with the %lower and
jacket arrangement is to flatten out t-he sharp break in
the- ql curves that is caused by the break-away of flow *
‘ that occurs at the 90° iposition for cylinders tested in
the free air stream. The shapes. ”of the curve#$ from tests
with baffles and with blomer oooling are practically the &
same. There Is no consistent trend t.o show whether cool-
ing in the baffle tests or in the tests with the blower
produ,ces the greater heat tr~sfer at the rear of the CYl-
inder.

Results from the wind-tunnel tests are given in fig-

ure 7 showing curves of the average ~or each cylinder
as well as curves of the over-all hea%-transfer coeffi-
cient U. T“he corresponding data for the.tests with
blower cooling have been reported in reference 4, and,
with the exception of the 0.083 cylinder which is included
f-or comparison, are therefore omitted. !l!hecoefficient
u, which is based on the wall area, has also been calcu-
lated by means of the equation previously fieferred to,
using the values of q given in figure 7. The calculated
and experimental values of U conform reasonably well.

1
 N.A,C.A. Technical Note No. 602 7

Effect of baffles.- The curves in figure 7 show, with

cne exception, the marked increase in and U obtained .-
through the use.of baffles. At an air speed of 150 miles
per hour the baffles effect an inc”reaS’e “in heat trantifer
of 44 percent for the 0.083 cylinder and 24 pe-~csnt for”
the 0.111 cylinder. The results of tests on the 0.057-
cylinder show -that with this fin spacing very little im-
provement can be obtained by the use of baffles. Hhwe%er,
in the tests of this report the air could flow freely
.-
around the exterior of the baffles and the-pressure drop
across the cylinder was very small as compared with that
across the pressure-type %affles “which are used on COD- -
ventictnal engines. The higher velocity over the fins un-
der the latter condition may appreci-ably improve the re-
sults on the 0.057 cylinder when tested with presstirk -
baffles as compared With the results without baffles. .—
L ,- ___ _- _ _
Effect of fin snace.- The var~ation of average q
with fin space s for cylinders tested in i%e ~unii%~ with
and without %affles is shown in figure 8. Previous tests
(refereace 2) showed. that for the range of fin spacing
tested at that time, the data, when filotted ori-logai~thmtc
coordinates, could be represented by straight links +lth a“
. slope of 0.32. The earlier data were for fins of various
shapes and sizes and the curves repra~e~ted a“ fairl-y ‘wide
dispersion of points. With the extension of the data-to -
. smaller values of s the trend of the pre?-ious data is
now more accurately established and the curves are sewn--to
have a slope that decreases with increase in S. The”
.
slope of. these curves is- determined to a large %xtent by _
the rise in air temperature and by a decrease lithe air
velocity between fins as the fins are mor@-”clos”61y spaced.
The reduction in air velocity is caused by an increase in
the resistance to flow between fins With decrease in fin
space, whereas the available energy head from the tunnel
air stream remains constant. This effect is indicated by
the curves in figure 9 Obtained by comparing the ave?sag”e
. velocity between fins When blower cooling was u-sec.with
the tunnel air speed, both cases. giving the same heat- -
transfer coefficient U. Although the curves in figure 9
.
are, strictly speaking, not true indications of the veloc-
ity %etween fires in the tunnel tes%g beca~s~ tif the ef-
feCts of turbulence and of air-temperature rise, it is be-
lieved that the relative velocities shown are v&& go~a
approximations.
.

“+
 N.A.C.A. Technical Note No. 602

.
M&KILiUM VALUES OF THE HJ3AT-T!RANSKZR COEFFICIENT

.
A successive reduction in fin space is accompanied by
an increase in the coefficient U up &a maximum value,
as shfiwn by the curves in figure 10. These curves indi-
cate a maximum heat transf~~ with a fin space of approxi-
mately 00045 inch for all three methods of directing the
air over the cylinders and With all lut the lowest air
speeds, for which the space is somewhat larger. In these
curves the coefficient U is dependent on the fin dimen-
sions and on” the surface coefficient q. The fin-surface
area varies inversely as the fin thickness and fin space
and q is dependent almost entirely upon the character
and ‘velocity of the air f-low over the surfaces’. As the
number of fins per inch and the fin area are dependent
upon the fin thickness and fin width as well as the fin
space, it may be shown that the fin space at which the
curves in figure 10 reach maximum values will vary with
the fin thickness and width. The maximum values of U
for any desired fin thickness or fin width may be calcu-
lated from the theoretical equation and a curve Of q
against fin space. -. ...... . ,. . -,
.
lZffect of —-—chan~e in flow D ajtern.-
__ It is well known
that-a trangitj.on from t~b~l~t to laminar flow is accom-
panied by a decrease in the heat: transfer. The effect of .
a probable change in boundary-la”yer flow conditions may be
illustrated by the tests with blower cooling if the assump- .
ti.on is made that the heat transfer or the characteristic
flow over the surface of each fin of a cylinder having
fins spaced relatively far apart remain constant as the
fin Bpace is decreased. If this assumption is made, t-hen
the difference between the calculated U curve obtained
in this manner and..the experimental heat-transfer curve Of
U represents the effect of change in flow pattern. !l?his
effect is shown in figure II as the difference between
curves A and curves E or D, where curve B was de-
rived from tihe experimental data of the %lower tests based
on the difference between the cylinder temperatures and the
.
average air temperature and curve D was calculated from
the experimental q from the blower tests, also based on
the average air-temperature difference. Curve A was .
calculated by the use of a constant obtain.ed from
curve B for a fin space of 0.131 in~h. The cu”rves show
that , with the air speed given, a change in the flow Pat-
tern starts gradually ~i.th a fin space of between 0.065
and 00070 inch and increases to what may ‘be fully devel-
 N.A.C.A. Technical Note No. 602

.
oped laminar flow with some fin space less than that for
maximum heat transfer, That such a change in flow also
.
occurs in the wind-tunnel tests is indicated by the curves
in figures 5, 6, and 7 in the comparison between the re-
sults obtained with the 0.057-inch pitch cyli”nder and the”
cylinders having larger pitches. The. tugnel te~ts were,
however, unlike the blower tests in that the decrease in .
heat transfer was caused by the combined effect of chfige
in air-flow characteristics and a reducticn in air velocity
between fins, whereas in the blower tests the average ve-
locity between fins was held constant.

The tendency for the curves in figure 10 to reach

maximum values at closer fin spacings as the air spg.ed in-
creased conforms to what would be expected if the maximum.
value. is a function cf the transition from turbulent to
laminar flow. As the air speed increases the transition
from turbulent to laminar flow occurs-at a reduced fin
space.

In the blower tests it has been shown that-, although

the average air speed between fins was maintained con-
stant as the fins were successively spaced closer togeth-
er, the heat transfer increased tO a maximum value and
. then decreased rapidly with further change in fin space.
In these tests it is evfdent then that the average veloc- .-
ity between fins iS not necessarily a criterion of the .-
.
heat transfer.
..4

Effect of air-temperature
——= rise.- In the blower tests
it was possible to measure and to calculate the air-
temperature rise. From these data the effect of air-
temperature rise on U is shown in figure 11 as the dif- .-
ference between U based on the average air temperature
difference arourid the cylinder (curve B) and U based on
the inlet-air temperature difference (curve G). The
curves show that the fin space at which U is a maximum
is practically unaffected by an increase in the temperature
of the air. Furthermore, the decrease in U caused by
air-temperature rise is shown to become greater as the fin
space is decreased. Since the amount of air-temperature
rise is directly proportional to the length of any one
flow path between fins, it is evident that in the applica-
tion of closely sPaced fins there is a definite advantage
in making the flow paths aS short as is practical. {
In ad-
dition, short flow paths offer less. res~stance to flow and
therefore should permit cooling with lower pressure heads.. / . .
10 I?.A.C.A. T~chnical No&e No. 602’

. .
CONCLUSIONS --

.
For the cylinders tested it may be concluded that:

1. The maximum values of the over-all heat-transfer.-

coefficients U occurred with a fin space of approximately
0.045 inch in tests in a free air stream, with -d without
baffles, and also in tests with the air drawn ever the
cylinder by means of—a blower. The change in the flow
pattern is prohabl.y the most ef+ective factor limiting the
maximum heat transfer that can be obtained by decreasing
the space between fins.

2* The fin space for maximum heat transfer decreased

slightly with an increase in air speed within the range
from 30 to 150 miles per hour.

3. The fin space at which the over-all heat-transf~

coefficient U was a maximum was unaffected l)y rise Ln
air temperature.

4. Baffles considerably improved t-he heat transfer

of closely spaced fins provided the fin space was noi ap-
preciably less than that for maximum heat transfer. .

5. The variation of around the cylinder was ap-

.
proximately the same for cy$!inders cooled in t-he free air
stream with %affles as when cooled. in .a jacket using a
blower tm draw the air through the jacket.

Langley Memorial Aeronautical La%orator~.

N~tional Advisory Committee for Ae~;nautics,
Langley Tield, Vs., December 17, 1936.
 N.A.C.A. Technical Note No. 602

REFERENCES

1. Taylor, C. Fayette, and Rehbock, A..: Rate of Heat

Transfer from Finned Metal Surfaces. T.N. No.
331, N.A.C.A. , 1930.

2. Biermann, Arnold E., and Pinkel, Benjamin: Heat Trans-

fer from Finned Metal Cylinders in an Air Stream.
T.R. No. 488, N.A.C.A, , 1934.

‘z
t, Schey, Oscar If., and Rollin, Vern G. : The Effect of
Baffles on the Temperature Distribution and Heat-
Transfer Coefficients of Finned Cylinders. T.R. .
No. 511, N.A.C.Am, 1934.

4. Schey, Oscar W., and Ellerbrock, Herman H., Jr. :

Blower Cooling of Finned Cylinders. T.R. No: 587,
N.A.C.A. , 1937.

5. Brevoor’t, M. J., and Rollin, Vern G.: Air Flow Around

Finned Cylinders. T.R. NO, 555, N.A.CsA. , 1936.
 I.A.O.A.Teohnloal Kote 10. 602 rigs. 1,2,s

.
. —
.

‘J

ri~4 I.- Oonmtruotion of flnnad oylinder d location 0? ther=c.oouples.

mall
thloknem -

-
.

v
~’” “a’~ ‘
fi~. a.-SUPOof Wflos
tith mspeet to
and laation
oylinder.
riguro 3.- Jaoket for tasts in whioh m bImm was used
to drw tQecooling air over the qlinders.

4
 . Figs. 4a,b
M.A.O.A. ‘Tecbdcal Mote Hi. 602 ,.

.24 I I

#~ 0-

.20 >
c~

.16

.12

,)
.06
4’

\
.04
5
2
g (m)FIn pit oh, O.lea
a o
ok .28
g.
la
. \
:. Air epeed,
m.p.h.
. 1% .24
g
(a
. -
s
+.
.20
m“
. 1—
&

.I_6

0
.1a

44

.
“04i%RTF
0
I I
60
I I I
40
[
60
1
60 100 1=
Position around oylAnder from frent, degreee
I

140
I
I I
160
1

160

Tigure 4a,b.- Va.riatlon of q with p06itiOn .szound the oylltier when tested ui~hout bafflem
in the wind tkel.

—
d.
 M.A.C.A. TechnicalHote No. 602 Figs. 40,d,e

Air epeed,
.ao -

I
<L

. 1s
\
< ) >
77
\ \
.la

0\ .
\
1I
~ _ M \
\
I 40
.08 I I-=L I NI
~ . ~ -

.04 - — —

: (o) Fin pitoh, 0:111

I 1 I I I I

4 I I I I 1“ 1“’-b4\l
! 1 I

) I I I 1 1 1 I
[
(d) Fin pltoh, 0.083
I I I I
11~
I I I I I I
1
I I I [
o

I I
I
I ,
.04 ~

.
~1 I 1..1 I
.I k

0 ao 40 00 80 la) MU 140 160 180

Poeition around oylinder fmm front, cle~ee8
●

. .
._ 7’

.
 If. A.C. A. Techoioal Note Ho. 602 TtE9. ~,b, c

●SU

.
.16

.12

. ..
.Oa

.04

. ..
oh

+
*
Id .12
0“

. C6

.94

.08
.

. .04

I I
. ~ /78 I
t *
I 1
0 30 40 84
Poeltion exouml oyllnder from fron$, degreem

Figure 5a,b, o.- Variationof q with position around the oylixxlerwhen teeted with bafflee
in the wind tuknel.
 4? .
H.A.C.A, Tecbnioal Mote Ho. 602

. , , x
I I I I 1
1
I I I

1 1 1 I
1

.12 I -1=% 1 I I 1-

.04

.- ..

0
t!:!
(b) Fin’

m
pitoh, 0.138

40
:iiiiiiliiiiiij
%0 80 100 lao 140 160 w)
Position arouncl oylirdle.r
from front, degrees
rigue s-a, b.-Variation of qz with position around the oyllmer when tested in a #aoket with
blower oooling.
. .

& - ““
--
“A .
 .
.*
..
i.
.IL.. ““
‘+.
i?. A.O. A. Teohnloal. Note 10. 602 ITfjs. 60, d,e

.,.

.
, —-
. .-

.-

4= “~t I I I -w 16.861 I

I ! 1 ! , , , -1
(d) Fd pit~h, O !083
o I 1
. la / ~ \ I I I I I I
/ ?aight valocity,
Vnpg, lb./eeo ./nq.ft.
t / \
\ 13.8
HIL-!’-4-I \
.o*u4=LH=b . — . — - . — — — — —-

\ 10.4
\
. I i I I I — a a“I
*“. -,
~
I
.041 ~
~ _ I
1 .9?
13, ~
—1 I T I ,
I
(e) Fin Pitoh, 0.067 .37
1 I 1

0 ao 40 80 60 100 130 140 160 160 .

Position arou?xl oylimier &om front, d~ees
Tigure 60, d,m. - %riatlon of ~ nttk p091tiOn around the oylizxler mhen teeted in a Jaoket tith
blmer oooling.
T-Er *.
-, .
a-
,--— -
. .
I
. .

60 ml 100 Ml 140 m 441 w ml 100 Mu 14a lC

Air qmIA, ❑.p.h. Air gIMe41,❑ . ,h.
(a) Fln Pitob, 0.IE6 (b) Fin #toh, 8 .1S6

I
I
.-
 . . . . . ●

!
!i
a

6
!
i
-1
16

+
< la
m
P’

OE

04

Air awed, ❑ .p.h. Air hpeed, ■.p. h.

(.) r~ pitOh, o.m (d) Fin pi$oh, O.om
rigure 70,a.- Varlttl.m of average q with air apad ma+ ocqwimon .3! aalnu14*~ Rd axprlmantal wham .of U.

,,,
 I
* . . . . .

8.5

!-a

2.s
ii

8,1

1.9
!!
a

ii
t%

i
1,?
?

1.6 ~

1.3;

D’

1.1

.9

.7
a 4 10 la M
Vfi, 61b./eea./:ftft.
(f) Fin pltoh, 0.0S3 (blcmer ooolei)
 I
* . . . ● .

.10 .x) .W .40 ..01 .Oa .0s .04 .OE ,0s ,10
EPY Wmeom fins, s ,icab
(b)

?iEIH 8a, b.- Hf4ut of BWOM be’tmea fim on tho valua of q for ti-tunnal tatio.

:,
I
 N.A.C.A. Technical Note ~o. 602 / Fig. 9
———

Yo

.2
(d
— — --—With bafflea
F-J .
El
2 -—. ——— .—.—. -

0 1 23 4 5 6 ‘7,8 9’10”11
Yioightvelocity thro-aghfins, Vmpg ,lb./sec./sftft.

Figure 9.- Average velociti~between fins with blower cooling compared

witinthe tunnel valocity giving the same cooling.
 -.
I
. k

8,

a.

1.

1.
M
!!
H I I /’l i i [%itir.mei,m.p.h,l [ i I
*1.4,h
I / I I I L I w I 1“ , I I I I Ill If I I
* 1 I
l/11. 1111’Niml 1111
Y I I I W ‘i- 1 I I I I II
&

I B /l,J-~l~JwMl!~,
I
i’”alwt I I I I l?wl~l’kl I I

/1 /1 1 I I I I I 1 x I I x I I If
/1/1 I I -L- I

. al , , 1 , 1 ,, I I I I I I I I I I I I I I I I
.Ois .036” .Osa .078 J-al! .Us .1= .016 .Ea .Ga5 ,07s o .ia .C4 .m .9s . lD ,18
S e bhmn finmm,irnh
(0) h- d? -mu, an bfflu [b’
) R UT Bt=a% -h (o) B1OWI OWI1%

nwm K%b. o,- Vulatien of u WLth *WM bmmnu Uzn.

(
 3“0
‘Tl”’ ~

3 ~
-’
.. — -. A, Constant q
\! B, Based on averege air temp-
I
._~.._ — .- .erature.
C, Based on inlet-air ternper-
28,;+ A---~, ature.
,
.— —1----- — D, Similar to B but calculated
from equation.

2.6~
space for blower cooling at a
weight velocity of 9 lb./sec./s(

.
!

..
—- —.
t

—,——

I I i _.[
● 02 .04 .06 .08 .10 .12
Space between fins, s ,inch