Aerodynamic Theory: A General Review of Progress Under a by W. F. Durand (auth.), William Frederick Durand (eds.)

By W. F. Durand (auth.), William Frederick Durand (eds.)

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The typical combination assumed for the preceding discussion has been taken as a propeller and a fuselage. Evidently the same general principles apply and the same general results will follow for the combination of a propeller and an engine nacelle in the case of multi-engined planes, or for any similar combination of a propeller with an obstruction placed near and in its direct wake. In addition to the above noted primary sources of reaction between the propeller and the fuselage, mention may be made of a further small increment of drag which may arise as a result of the decreasing pressure gradient in the propeller wake, as referred to above in 4.

4. Lateral l\Iotion. The inertia factor for the transverse motions of airship hulls depends to a large extent on the shape of their cross section. For an estimate, this influence can be taken into account by applying as a correction factor the inertia factor 'f} of the cross section. 2) and with geometrically similar cross sections, 'f} is constant along the entire axis. If the cross sections vary in shape as well as in size, the inertia factor of the hull for transverse motion can be computed by summing up the effects of all its portions by an integration along the axis.

Normally, the result will lie on the side of retardation of separation, affecting primarily, of course, that part of the wing directly exposed to its influence. A further influence on separation is to be found in the negative pressure gradient in the propeller wake. It is known that the increment of axial velocity in the wake is subject to a continued increase from its value just behind the propeller disc to twice this value at a great distance down the wake (00 in strict theory). This will mean a continued acceleration in the wake with a negative pressure gradient along the line of the flow (Bernoulli's law).

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