By W. F. Durand (auth.), William Frederick Durand (eds.)
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Additional info for Aerodynamic Theory: A General Review of Progress Under a Grant of the Guggenheim Fund for the Promotion of Aeronautics
0. 0. 8 118 V lying between that for nO. Fig. 2. best efficiency and that for zero thrust are values for small and decreasing values of thc slip and, for a given thrust, would require a prohibitive diameter of propeller. The range of practically operative values of v/nD lies normally near and below that for best efficiency and for this range there is, for the combination, a loss in net thrust. -- " " \' '-', Similarly as for the thrust, the torque and hence the shaft power coefficient for the combination is increased for large values of vjnD and decreased for small values, with a crossing point apparently at a smaller value of v/nD than for the thrust (see Fig.
On the other hand reference has been already made to the addition to the total drag which may be due to the elements of the control system when displaced from neutral position. While, therefore, they can have no sensible influence on the fuselage drag as such, they will, when in operative position, cause a definite addition to the drag as a whole. 1 See Division J III 13; also Division 0 VIII. SECTION 11 27 11. Influence of the Propulsive System on the Control System!. In I) and 9 reference was made to the influence of the wings and fuselage on the control surfaces by way of a disturbance to the airflow with generation of turbulence.
Both results agree sufficiently well to indicate that with elongated airship hulls the volume of apparent additional mass for axial motion is only a fraction of the volume of the hull itself. This is not surprising as there are no large velocities produced SECTION 4 35 by the axial motion of airship hulls except near the bow and stern. 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.