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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12) Possible serious loss of useful effect for the aileron deflected upward when main wing is at extreme angle of attack at or near the burble point, thus placing aileron in the relatively dead or eddying air in the wake of the wing. (13) To the extent to which the ailerons may be subject to influence from the propeller wake, the rotary component in the latter will still further modify the line of airflow to the ailerons, with opposite effects according as the vertical component velocity in question is upward or downward.

At higher speeds a negative value of T is developed, but we are not here concerned with this phase of operation. Starting then from the speed of zero thrust, the value of the thrust will continuously increase with decreasing wind speed, reaching its maximum value (aside from a reversal of the flow) when the tunnel fan is stopped and the air approaching the propeller has only the speed due to the propellflr itself acting as a fan. The simple and direct result of an obstruction such as the nose of a fuselage located directly in the rear of the propeller is, therefore, to give, for a 1ixed value of the revolutions, an increased value of the thrust.

The magnitude of this volume depends much on the shape of the ends of the hull. Blunt ends have larger volumes of apparent mass than well tapered ones of the same volume. Two single sources give [see Division 2 . 1) where b denotes the largest radius of the open body form produced by one source, which is a little larger than the largest radius of the shape equivalent to two sources with equal but opposite strength. 5. In this case, however, b is actually the largest radius, and a the semi axis.

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