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AIR DOCUMENTS DIVISION

HEADQUARTERS AIR MATERIEL COMMAND

WRIGHT FIELD, DAYTON, OHIO

5^ US GOVERNMENT

IS ABSOLVED

FROM ANY LITIGATION WHICH MAY

ENSUE FROM THE CONTRACTORS IN -

FRINGING ON THE FOREIGN PATENT

RIGHTS WHICH MAY BE INVOLVED.

«•••ivif U1U

WRIGHT HELD. DAYTON, OHIO

L

I

w MR April 1944

NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

r-2 p*m WARTIME RKPOKT

ORIGINALLY ISSUED

April 1944 as Memorandum Report 01

3» FLIGHT TESTS OF SEVERAL EXHAUST-GAS-TO-AIR

HEAT EXCHANGERS IN A B-17F AIRPLANE

By Bonne C. Look and James Selna

Ames Aeronautical Laboratory Moffett Field, California

M,r 2

I !-; m

NACA

y- •

WASHINGTON

NACA WARTIME REPORTS are reprints of papers originally issued tu provide rapid distribution of advance research results to an authorized group requiring them for the war effort. They were pre- viously held under a security status but are now unclassified. Some of these reports were not tech- nically edited. All have been reproduced without change in order to expedite general distribution.

A-29

mmäSm

SWIOKiL ADVISORY COIalXT'TEr FOR AUROITAUTICS

HEUORAMDDK BEPORJ

for the

.Materiel Command, U.S. Army Air Forces

FLIGHT TESTS OF SEVERAL EXKA'JST-GAS-TO-AIR

rlSAT EXC:^i:C-EH3 IIT A B-17F AIRPLAIIZ

3y Bonne C. Look and Janes Selna

sciuaar Seven exhr.uBt-gas-to-p.ir heat exchangers were flight-

tested at the Ames Aeronautical Laboratory of the national Advisory Committee for Aeronautics on a B-17F airplane to determine their performance characteristics and to investigate their flame-suppression qualities. The tests were conducted to secure performance data of heat exchangers which might be suitable for use in the thermal ice-prevention and cabin- heating systems of the heavy bomber-type airplanes.

For this investigation, the performance characteristics of the heat exchangers have been defined as the air-flow rate, air-temperature rise, rate of heat transfer, and the alr- and exhaust-gas-side pressure drops. The information obtained is presented in tables which Include the recorded date, and the general performance characteristics of the heat exchangers evaluated from the recorded data. The design requirements of heat exchanger Installations for a typical four-engine bomber cabin-heating and thermal ice-prcvention system arc presented and compared with the performance of the tested exchangers. The flame-suppression qualities of the exclianger wore investi- gated by visual observation, and the results are presented in tabular form. A limited amount of information was secured relative to the effect of a heat exchanger, installed between the engine and the turbine supercharger, on the supercharger speed and angular position of the waste-gate butterfly valve.

The results of the performance tests indicated that under design test conditions the rate of heat transfer specified for the outboärd-nacellc hcat-cxchangcr installations would probably bo realised by the units tested in those nacelles. It is questionable if any of the exchanger installations tested "would have satisfied the rato-of-heat-transfer require- ment for the inboard-nacelle installations at design test conditions. For all installations it was found that the air- side flow resistance, indicated by the total pressure drop across the heat-exchanger installations, was high and resulted in low air-flow rate and in most cases high alr-tcinpcraturo rice.

The results of the flarae-süppr'easion investigation showed the gloving of the exhaust" stack and turbine-supercharger ports to be mre visible than the exhauct-sas flar.ir.,;: for the conditions tested. The date', obtair.ecl on the effect of a heat- exchanger installation on the. operation of r. turbine super- charger indicated that the critical altitude of the super- charger for rated engine-power conditions was not affected by the heat-exchanger installation. Also, for r. riven manifold presGv.ro, ^Tpater closure of the waste-^ate vr.lve '.'no required with the exchanger installed than without the exchanger. The investigation was limited in scope and did r.ot provide sufficient Information for final' conclusions refjardin-;,- the effect of heat-exchanger installations on supercharger perforn- ance.

I:iTHODUGTZO::

For the past several years, an extensive investigation of exhau3t-pas-to-alr heat eXc3-.an£crs has been conducted by thn 1JACA at the Aries Aeronautical Laboratory and at the University of California as i. part of a general roc-parch program on the development of thermal ice-prevention erripncr.t for airplanen. The results of a large portion of the research conducted at Ames Aeronautical Laboratory are presorted In reference 1, wherein reference le alr.o made to the vorh done at the "nivcr- sity of California. There preliminary researches were of a general nature to Investigate the pcrfoiv.5-.noe of the.exchangers and the feasibility of their use in thermal ice-prcvention equipment.

The purpose of the pmncnt invcetic<-.tion w~s to .determine tlae performance of various types -of c exchangers with, respect to their version of thermal ice-prcvention for a heavy bomber type airplane« the B-17F airplane, for which th,

adp.p1

and The

Arnos had designed, installed and flirht-tes prevention system (references 2 and J.) obtained for each heat .exchanger for a The"ocrfornancc tests were supplementc during which the degree of f lor.ic suppr different exchanger installations was amount of information was obtained on exchanger installation .on the turblnc-

xhaust-gas-.'i:o-air heat ability to a production c ab in-hc at in g" eqv.i pm ont testa were conducted on . .c ron.' .v.t ic al" Labor at or y tod a thermal ice- . Performance d-.ta.wcrc i:.ilar flight conditions. d by night~ flight i*. L.s."ion provided by the- observed, A limited the effect of"a hedt- supcrcjiargor operation.

EQUIPMENT

Description

The B-17F airplane' In which the seven exhaust-gas-*o~alr heat exchangers were tested is shown in figure 1. "he seven heat excliangers tested were all-prl.-.iary surface units of three general types: (1) tubular, (2) plate, and (3) flute.

One of the original heat exchangers used in the thermal ice-prevention-systen of the 3-17? airplane, employed as a test airplane for the present tests is"shorn in figure 2. The exchanger was of the cross-flow type and consisted of a stainless-steel shell with longitudinal folds to form fins on the exhaust-gas side, and copper strips inserted in the longitudinal folds and cut to provide pin fins or. the air side. This heat exchanger is described in detail in reference 2 and performance data nay be found in references 2 and 3,

The two tubular-type heat exchangers were cross-flov in design, the air flowing across the tubes and the exhaust gas through the tubes. These excliangers arc designated as heat exchangers 1 and 2 and are shown in figures 3' to o inclusive.

The three plate-type heat exchangers tented were also cross-flow in design, and consisted of a number of alternate air and gas passages separated by thin plates. For two of these exchangers, designated as 3 and H-, the separating plates were flat, and the two exchangers differed only in the number of air passages, exchanger 3 having nine and exchanger *)• having eleven. The additional ^.ir passages in exchanger *l-, one on each side, were provided because it was doubtful if the outside plates of exchanger 3» which formed one side of a gas passage, would be sufficiently cooled to prevent buckling and dlst-rtion. These two heat exchangers are shown in figures 7 t*i 10, inclusive. In the case of the third plate-type heat exchanger, designated as hart exchanger 5 and shown in figures 11 and 12, the separating plates were corrugated. The corrugated plates were assembled in such a manner that a straight passage, dianond-shaped in cross section, . was presented for exjiaust-gas flow while the air was caused to flow through a narrow, constant-gap, winding passage.

The two flute-type heat exchangers were parallel-flow in design, and consisted of a series of alternate air and gas trapezoidal duct's which formed a cylindrical heat exchanger with a hollow core. These heat exchangers, desig- nated 6 and 7, are shown in figures 13 to 17. Heat exchanger 6 was provided with a removable plug located in

the hollow core of the exchanger on the exhaust-gas side for the purpose of directing all of the exhaust gas through the trapezoidal gas passages. (See fig. 1^.)

Installation

Tlie various heat-exchanger installations are described in detail because in determining a heat exchanger for use in hOLiber-tyr-.e airplanes it is important to consider the ease of Installation of the unit, and because the performance of a heat exchanger depends to a great extent on the* manner in which it is installed in the airplane« In figure 1C the heat exchangers arc listed according to the nacelle in which they were tested»

All the heat exchangers were designed to replace the straight, removable section of the exhausü-staex system between the ball Joint and the turbine supercharger. These rcnovablc sections were about 2-1- inches long for nacelles 1 and h, and 2E> inches long for nacelle 3« Hoat exchangers 1, 3, *!-, 5, «^d 6 were designed for installation in nr.collc B 1 or K-, and heat exchanger 7 WQO designed for installation in r.acclle 5» Heat exchanger 2 was not designed for a specific nacelle and was tested in nacelle 3»

In general, each hcat-cxchangcr installation consisted of the air inlet scoop, heat-exchanger shroud, air outlet header, and the necessary ducting to direct the hi-at cd air to the point of discharge. Since the tests wore conducted to determine the performance of tho heat exchangers and not of the therr.rl Ico-prcvcntion equipment, the heated air from the outboard exchangers was discliargcd overboard at the top of the nacelles and the air fron the inboard exchanger was discharged through a louver in the upper surface of the '.ring. Altera- tions to the nacelles were necessary in order to accommodate the various heat exchangers and to provide an outlet for the heated air. ?ho majority of the alterations were confined to the cxhauct si^roud, defined af; that portion of the nacelle structure (formed of corroelon-roeistant r.tc-1 ch^et) which shields from the remainder of the nacelle heat and exhaust gases from the exhaust stach, The Installation of heat exchanger 1 in nacelle 1 required a cut-out in the cxh.ust shroud for the hcatocl-air outlet as shown in figure 19. -he Installation of exchanger G in nacelle 1 necessitated an enlargement of tho exhaust shroud and, alro, a cut-out for the hcatcd-air outlet, (Sec fig. 20.)

Considerable alteration to nacelle 3 u"s necessary for tho installation of hoat exchanger 2. ?hc exhaust shroud was altered to accommodate the heat exchanger and provide for the

heated-air outlet as shown in figure 21. ITo r.aJor altera- tion of the exhaust shroud was required for -the installa- tion of heat exchanger 7 as the original shroud of nacelle 3 xw.c used and a heated-air outlet provided as shown in figure 22, In the case of nacelle k-, one alteration to the exhaust shroud was sufficient for the installation of j'.ll three of the exchangers tested in that nacelle. Thl3 altera- tion is shown in figure 23» "ne *°P °f the shroud raa left open for tho heated-air outlet.

Details of the heat-enchanter installations for the perforr.iar.ee tests arc given in figures 2^ to k^, inclusive» These installations were for test i^uiposes of limited dura- tion and do not necessarily represent a satisfactory service installation. In the installation details the heat-excliangcr shroud is defined as that portion of the system which re- stricts the air flow to the exchanger passages between the inlet scoop and the outlet header. For example, in the case of exchangers 1 and 2, the exchanger shrouds'arc considered to be the additions to the exchangers as lc evident from o comparison of figures 3 £nfl 5 with figures k- and o, respec- tively. For excliangers 6 and 1, the exchanger shroud con- ' slated of the exhaust-stack shroud on one side of the exchanger and a continuation of the air inlet scoop on the other side» The space between tho exliaust stacl: and the shroud was scaled, In front of and behind the heat exchanger, with rings formed of stainless steel which have been referred to'as dans* (3cc figs. 27, 2£, 33* p-n& 3^«) 'The alr-tcapcrlng system shorm in figures 33 and jk was not installed until after the performance tests. In preliminary flights with exchanger o, the plug In the oxhauat-gas core was found to produce an excessive temperature rise of the air and was, therefore, removed for the performance tests.

For the flamcrsiipprcssion tests, the installations of all the heat exchangers except 6 and 7 were the sar.e as for tho performance tests.. In order to increase the quantity of heat removed from the oxliaust gas for heat exchangers -5 and J, the rear dams were removed, thus allowing the air to discharge through this opening in addition to the regular discharge« Furthermore, in the case of exchanger 6, the gr.s-sidc plug which had been rc:.:ovcd for the performance tests was reinstalled.

After the performance and flame-suppression tests of the heat exchangers had been completed, three of the heat exchangers which appeared to be most readily adaptable for use wore installed in nacelles 1, 3> a'lc" ^ f "»* service testing. Tho preliminary investigations of tho scrvlcc-tcvst installation, hereafter referred to a3 the final installation, were conducted at the Ames Aeronautical Laboratory and form n part of this report.

I A vr.lvo assembly was Installed in the heatcd-air-outlet

system of the final installations which- provided for directing the heated air to the ice-prevention system (from nacelle I to the left-wing outer panel, from nacelle 3 to the empc:v.-.agc, »nd from nacelle U- to the rlfht-wing outer panel) or overboard, "he valves were actuated by clectrlo motors' and could be operated in flight. During the preliminary teats of the final installations the heated air was" discharged overboard; however, the valves were included in the installations in order that the heated air could he directed to the icc-prcvcr.tion system •during the service tests.

The final revisions to heat exchanger 5 and the instal- lation details are shown in figures KS to 51, inclusive. The revised shroud design shown in figure k-G provided an increased air passage around the sides of the cxcl-.ar.~er. and freedom of notion between the shroud and cxcl!r.ng:.r. (Sec Section C-C, PiS. H-o.) Tho new air inlet scoop (fig. 51) extended forward to the rear edge of the cowl flans, and r."baffle (or ?:low shield) was installed ii'.side the" scoop in order to reduce the possibility of oil and c::plpo.lvc gasoline vapors entering the system with the air and to decrease the visible glow of the exhaust system to a minimum. An opening was provided in each side of the scoop between the glow* shield and" the exhaust stach to provide for circulation of cooling air against the exhaust- sta.ch assembly.

During the performance tests, exchanger 7 had developed cracks In the flutes at the forward beaded ring, and cone" of the spot welds attaching the flutes to the circumferential rings had failed. For the final installation a now unit was constructed, shown in figure 52i which was of the came design as tho original exchanger 7» hut was fabricated somewhat differently in an effort to eliminate the failures noted above. A new type circumferential band was designed t-) provide less restriction to expansion of the exchanger, and tho flutes of the new heat exchanger were formed to eliminate the welded Joint at the innermost edge of each flute, which simplified the joining of the flutes at the end bancs of the heat exchanger.

The final heat-exchanger installation in nacelle 3 did not require alterations to the exhaust shroud, but 1. cold-air— tempering system was installed in order to decrease the temper- ature of the air supplied to the icc-provcr.tlon system. This alr-tempcring installation,. shown in figures 33, 3h, and 53, consisted of an air inlet scoop located on the nacelle above end aft of the hcat-cxchangcr scoop, a duct to direct the air to the hcat-cxchangcr r.lr outlet header, and r. valve to control the amount of cold air admitted into the hcatcd-air stream. The valve position was set before flight because ,no means was

provided to adjust the vr.lve during flight. The valve assembly to control the direction of heated-air flot: was located in the wing near the overboard discharge louver (figs, 35 and 5^)« ?he final, Installation of heat exchanger 7, ready for flight- testing, is shown in figure 5?«

Her.t exchanger 3J shrouded as shown in figure $6, was installed in nacelle 4 for service tasting. The shroud was added to the heat exchanger to provide two additional air pr.Gcages, approximate!;- five-eighths inch wide, in order to increase the air-flow rate through the unit. The installation of this exchanger was si.v.llar to that of exchanger 5 In nacelle 1 and is shorn in figures 57 to So,

Instrumentation

The instrunentation of the heat-exchanger installations provided for the determination of the air-flow rate, tempera- ture rise, and static pressure drop (including losses in inlet scoop and outlet header), the hoat transfer to the air, and the static pressure drop of tha exhaust gas across the ex- changer. Some additional df.t« were obtained relative to cr.ch installation such as the temperatures of points on exhaust shroud and the total pressure at the "ir inlet scoop. The following temperature and pressure 'site, were obtained:

Temperatures

1 2

I 5 6

Exhaust gas forward of the heat exchanger Exhaust gas aft of the heat exchanger Ambient air Kcated air out of the heat exchanger Various points of the heat exchanger and exhaust

shrouds, and the heat-excJiangcr air outlet header Exhaust-stacI: wall at the locations of the forward

and aft exhaust-gas thermocouples

Pressures

2

I

Static in the exhaust stack forward of the heat exchanger

•Exhaust-gas static pressure drop across the heat exchanger

Total in the air inlet scoop Static in the air inlet scoop Static in the heated-air outlet ducting Static at venturl meters used to obtain the air-flov rates

Unshielded, thermocouples wer? used to indicate all temper- atures except that of the ambient air, which ras obtained with r. r%Lass-sten therr-.or.ieter in a radiation shield mounted in the air stream. Chrome 1-alurnel wire was used for- the thermocouples in the exhaust-pas Gtrcar.:, and iron-constant-.n wire was used for all^others. The types of thermocouples used are shovn in figure 5l., The temperatures were obtained vlth a portable potentiometer. The pressures were obtained with static or total tubes as shown In figure Gl, "he absolute value of the static pressure in the exhaust stach forward of the heat exchanger was indicated on a mc.i.if old-pres-.cure ra^c. The exhaust—can static pressure drop across the heat exchanger and all air pressures were indicated on '.rater manometers. The air pressures were referred to the static pressure of the service airspeed head. The locations of the thermocouples and pressure tubes are shown on the installation dr."vi::;;s or? each heat ex- changer (flea. 2-;- to !{-!•). The instrumentation of all heat ex- changers was olrr.ilar '.rith respect to locations and types of thermocouples and pressure tuhes used,

'.Then the heat-exchanger tests were^completed, r. ouadrv.plc- ehielded thermocouple, shorn in figure $P.t was installed i'n the exhaust stachs of engines 1 and 3 to provide an Indication of the radiation error of the unshielded gas thermocouples. The shielded thermocouple was installed in the center of the the regular straight sections of exhaust stach which had been replaced by the heat exchangers. Thus, in nacelle 1, the shielded thermocouple was located approximately halfway between stations 2Ä and 23 (fin. 24), and in nacelle J, approx- imately linlfway between stations 2 and 2D (fig, 34). 'The" section of straight exhaust stach was lagged with asbestos, approximately three-eighths inch thlcii, and the unshielded thermocouples used during the heat—exchanger tests were left in place in the unlagged portions of the exhaust -r.yr.tcr:.

A single unshielded thermocouple (fig,- 61) end a venturi nctcr were; installed in the hcatcd-air discharge ducts of the final hcat-exc?langer installations in nacelles 1 and 4. In the cc.co of the final installation for nacelle 3, an unshielded, thermocouple was Installed in the duct between the exchanger outlet header and the discharge-valve acc.,mbly. The venturi nctcr, located between the exchanger in nacelle 3 ^^ 't-'-c heated-air discharge louver for the performance tests, wa.s loft in nlace.

Although during the preliminary tests of the final heat—

installation in nacelles 1 and 4 for use during the service tests. Also, for the right wing, the quantity of air flow

could be determined when the air was directed to tlie Ice- prevention system by means of the venturi neter located near the outer panel joint (reference 2).

During the tests of the final heat-exchanger instal- lations, instrumentation was provided in nacelle 3 to obtain the turhine-su.perchr.rser speed end angular position of the i7E.ste~gp.te butterfly valve. An indicating tachometer was connected to the turbine supercharger, and an ITAGA control- position recorder was attached to the waste-gate butterfly valve.

TESTS

Prior to flight tests, the engines were operated on the ground with the heat exchangers installed. All pressure and temperature data ,rere recorded for the heat-exclianger instal- lations at engine-power conditions of approximately 15 inch.es of mercury roan if old pressure and 1200 rpn engine speed. ?he engines were also operated at high-power conditions of full throttle and full boost in order to investigate the maximum temperatures of the heated nlr and parts of the exhaust shroud under these severe conditions of low air-flow rate and high exhaust-gas-flow rate and tor.peraturc.

!1icn the heat-e;;changer installations were considered satisfactory, as determined by the ground testing, the flight tests were cade to Investigate the performance of the heat exchangers at various flight conditions. Pressure and temper- ature data wore- recorded for each heat exchanger during rated— power climbs and normal descents at various altitudes, Data wore also recorded during cruising-power level flights for all of the heat exchangers at 15,000 feet pressure altitude; for heat exchangers 1, 2, and 3 *'-* 25,000 feet pressure altitude; for heat exchangers 4, 5, £, and j at 30,000 feet pressure altitude; and for heat exchangers 5, o, and 7 a* 3^,600 feet pressure altitude, "or each flight condition the engine power was repeated, as nearly as possible, for all h..at exchangers tested. The hcatcd-air temperaturos and air-flow rates were obtained for the final installations of heat exchangers 3, and 7 during ratcd-powcr climb and level-flight conditions similar to the performance tests in o-dor that the final installations could bo compared to the- porformancc-tect installations.

5,

"ight flights were conducted, to observe the flaming of the exhaust gae rnd glowing of the exhaust stack and turbine supercharger for ~ach exchanger-performance installation with the exception of exchanger J. Visual observations were made from the'ball turret of "the tost airpLnc, fror, an accompany- ing airplane, and from the ground. The observer In the test

10

airplane was stationed in the tall turret and nr.de observa- tions airing level flight at various engine-power conditions. The acconpanying airplane,, with two observers exclusive of the flight crew, was maneuvered about the 3-I7F airplane at a distance of-approxlnately 330 feet, Observations of each r.eat—exchanger Installation *rere r.adc fron several positions: fron each side, directly below, and beloi: and slirhtly aft. In addition to the above testr-, th«- F-17F airplane was flown at altitudes of 300 ar.d ^00 feet over two observers stationed on the ground.

\"\en the performance test;.' of the heat exchangers were completed and the quadruple-shielded thermocouples wers installed in the e:;haust stachs, ter.iperatv.re data were recorded for the unshielded and shielded thermocouples during rated— power clipb and level-flight conditions similar to the ;

conditions at which the heat exchangers were tested.

For the investigation of the effect of the heat-exchanger installation on the turbine-supercharger operation, testa were conducted at the sar.ie flight conditions with and without heat exchanger 7 installed in nacelle 3« Rated—power clir.ibs -.:cro made to appropriately 31»°C0 feet pressure altitude to Investi- gate the critical altitude of the turbine supercharger for this power condition. The test climbs, were uaäe with full throttle under the operating conditions of constant uanlfold prcscuro, engine speed, and indicated airspeed, Che nanifold pressure was maintained constant by adjustment of the boost control. Level fliehts were conducted at 25,000 feet pressure altitude t.o determine the effect on the turbine speed and vasti-grto- valvc position of (l) varying engine spcod (at full throttle and full boost) and (2) varying nanifold pressure (at full throttle and constant engine speed). For part (l), the engine speed was changed by adjustment of the propeller pitch control and for part (2) the nanifold pressure was changed by operating the boost control.

RZS'JIiT3

The data reoOi"dod during the pcrf omenac seven, heat exchangers arc presented in tables inclusive, The reference pressure, which was pressure of the service airspeed head, has "be true anbicnt static pressure". The pressure c t;as obtained fror, a calibration of th: scrvic by neans of a static head suspended beneath t The data obtained during the operation of the power on the ground and during tahc-off arc n do not represent a state of equilibriur.i. The that the engines could be operated.safely at without overheating did not pcrult a state of

tests of the I to VII, the static

on corrected to orrcctlon applied c airspeed head he airplf.no..

engines at high ot complete and length of tine

this high power eciullibrlun to

11

be reached. The data for these conditions have been included because they are indicative of the maximum values which nicht be attained under these severe operating conditions. The ranges of altitude given in the tables for the clirr.b and descent runs represent the change in altitude durin;: the recording of the data.

The evaluation of the general performance- character- istics of the seven heat exchangers is presented in tables VIII to XIV, inclusive, which were prepared from the data in tables I to VII, inclusive. The" heated-air temperature

1 given in these tables is the average value of the five- thermocouple survey located in the heated-air outlet duct. The air-temperature rise was determined from the ambient—air temperature and the average heated-air temperature. The rate of heat transferred was based upon the air-ttrmperaturo rise, the air-flow rate, and tin specific heat of the air at the arithmetic average of the ambient air and the heated- air temperatures.

The measured static pressure at the air inlet scoop was corrected for the difference in cross-sectional area between the air inlet scoop and the heated-air outlet duct. The difference between this corrected static pressure at the air Inlet scoop and the static pressure measured at the heated- air outlet*duct is presented in each table as the air-side static pressure drop. The exhaust-gas pressures were measured at points of equal cross-sectional area and, therefore, no area correction to the recorded pressure differences was necessary.

The data obtained for the tests conducted with the shielded thermocouples Installed in the exhaust stacks of engines 1 and 3 indicated a difference in temperature between the shielded and unshielded, thermocouples ranging from 120° to lo0° P for the level-flight and descent test conditionst and from 60° to 80° F for the climb condition, with no consistency of the data within these ranges. The corrected exhaust-gas temperatures presented in tables VIII to XIV, inclusive, arc the recorded values increased by l'iO° F for the level-flight and descent test conditions, and increased by 7C° F for the climb condition. The values of the exhaust- gas-flow rate given in the tables were calculated from engine-performance data.

The results of the flame-suppression tests arc given in table XV. i'o attempt was made to measure the intensity of the visually observed flame or glow because it .was believed that whether or not the flame and glow were visible to the eye was a fundamental criterion of flame suppression. During all of the night flights conducted to observe exhaust flaming, I

12

hoat exchangers wore installod in nacollce 1. 3, and k-, and the glycol boilers of the service cabin-heating systcr.1. were in nacelle 2; therefore, no indication of -the intensity of toe flaaing or gloi.-i.ng was obtained foi- the regular exhaust eycter.. The exhaust fleeing, which was visible only fror, the ball turret of the test airplane, was a blue Iiaze of lot: intensity« Tho typo of fuel used in the engines T.:ay have an effect or. the Intensity of exhaust flawing; however, only aircraft engine fuel, grade 1J>0, aromatic was used during the reported tests.

The heat exchangers were not tested for a sufficient lengt2i of tine to provide conclusive information regarding the service life of the various units; however, each heat exchanger was visually inspected for indications of failure after the test's had been completed, A discoloration of the nctal on all heat exchangers was observed to bo more pronounced on the exhaust-gas side than on the air side. --- slight roughness of the necal on the exhaust-gas side, especially noticeable in hoat exchanger 1, was found at the forward end of the heat exchangers. In all cases, the amount of discoloration and roughness did not appear to exceed that of the regular c:*haust ey3tcr.:. Snail crachs were observed at the forward end of heat exchangers S and 7 in the region where the flutes were joined together. Prior to the inspection, heat cxcliangcrs 1, 2, and 3 had been tested for approximately 21 hours, '4- for apjroxi- natcly lü hours, 5 f°r approxii.-x-.tcly 11 hours, and 6 and 7 for about 29 hours.

The results of trie preliminary' testing of th^ final instal- lations of heat exchangers 3, 5» nn-- 7 c-rc given in table AVI« Since the performance characteristics of the heat cxcliangcr3 had been investigated, and these tiirce final installations Were specifically for service testing, conplcto temperature and pressure data were not obtained.

The effect of heat cxcliangor 7 installation in nacelle 3 on the turbine speed rnd wastc-gate-valve position for the three test conditions investigated is shown in figures £>3 to 65 inclusive,.

Figure 63 presents the results of the ratod-powcr clinb tests, and figures 6^- and 65 present the results of the lcvol~ flight investigations.

Dissb'ssio::

The possibility of determining a single index which can be ueed for comparing all heat exchangers lias been the subject of nuch discussion and research. The large number of factors involved (heat output, temperature rise, resistance to oxhauet- gaa-nd-air flow, and exchanger weight and volune) nahes the

13

Boleotion of the optimum exchanger very dependent upon tho particular application. This problem of establishing a "coefficient of pcrformancc" for heat exchangers was clso encountered Curing the investigations of reference I, in which several exchangers of different docign and anticipatcd output vcri. tested. A reasonably satisfactory basis for the comparison of different exchanger designs exists, however, when all the exchangers arc intended for the sar.c installation, F.S in the case of the reported investigation, Accordingly, tho design requirements of the hrat—exchanger installations for e, typical'four-engine bomber airplane thermal ice- prevention and crbin-hcating systems have been chosen as the basis for the comparison if the seven heat exchangers.

The design requirements arc given for the critical conditions of the outboard- and inboard-nacelle heat-exchanger installations. The outboard-iiacellc installations, to be used for the wing ice-prevtntion system oaly( wore considered to bo critical for 1^,000 feet pressure altitude at maximum range crv.icin---fli~ht conditions. The inboard-nacelle installations, to be used for the empennage icc-prcvcntion and cabin-heating systems, i.vro considered to bo critical at 35iCQ0 feet pressure altitude for cab'.n-henting lice during maximum range cruieing-flight conditions. Unfortunately, tlic test conditions were not identical to the design specifications bccaucc the specifications were not available until tl:c investigations were almost completed, and because the factors involved in flights at high*altitudes restricted operations at 35,000 feet. The" test conditions, nevertheless, closely approximated tho design assumptions in cost cases and, in funeral, provided data from which the relative ability of the various exchangers to satisfy the design requirements could be ectir.iatüd.

Tho design rcqv.ir>..mcntf. and the performance data to be compared with those requirements arc presented in table h"VI~. Although exchanger ?. was installed in nacelle 3» it was not tested at 35,O^ feet (design rcqulrrmcnt for the inboard exchanger^ and hence has been listed with the outboard c::changors in the table, "he exchanger *;••..r of com-x.rable size with those tested in the outboard nacelles and can reasonably be included with then for the purposcr of discussion. All three of the exchanger-j for which test data were obtained at 31!-,t00 feet have been grouped together for comparison with the lnboard-nacclic reruir-mente even though two of these exchangers wer.: designed for the outboard nacelles.

The desired values of the total pressure dro- for the exhaust-gas and air sides of the hcat-cxchangcr installations were specified in the design rcqv.ircr.iont:!. However, tho total pressure drips wore not obtained during the testing because of the difficulties and complications associated with the

K I

lfc

instrumentation necessary to determine correctly the total pressure profiles across tlie heated-air outlet duct and the exhaust stach. On the exhaust-gas side there vss little apr.ee available for the location of pressure tubes aft of the exchanger? and between the heat exchangera and the engine- exhaust collector, (See the figures of the heat-exch'-nrer installations.) An indication of the static ;:ressure drop across the ^L-.S side of the exchangers was obtZ'.ined and :.iay be used in comparing the various exchangers1: but should not be compared wich the design total pressure drops, "it:'* regard to the air side of the heat exchangers, the velocity distribu.- tion across the air-inlet-scoop entrances was sufficiently constant to allow the total pressure to be evaluated froa a three-tube total-pressure sui'vey.

In -the heated-air outlet only the static pressure, which has essentially a constant value at any duct section, was Measured, A reasonable aponxlnation of the total pressure in the air outlet, however, can be obtained by adding a calculated value of the dynamic pr.-ssui"- in the outlet to the measured static pressure. IThe flow i;: tho heated-air outlet ducting was assumed to be turfculant and the relationship used to calculate the dynanic pressure was <•_ - vpVa; where ~q is the dynamic pressure, p is the density of the air, and V is the average air velocity in the duet. -The! calculated values of total pressure in the air outlet duct wore subtracted fron the values Measured at the air inlet to provide the tot:a pressure drops presented in table XVII.

A consideration of the rate of :;cat transfer of heat •'exchangers 1 to 5, inclusive, indlcvSss that only exchanger 5 exceeded the design rc.culiv;::?ent for the outboard-naccllc installation at 1G',000 feet j>rcseurc altitude. However, the test indicated airspeed was below the design value and.lt is •probable that tlic rate of heat transfer of exchangers 1, 2, 3, if-, and 5 would satisfy the requirement if tested at design airs23cod conditions. Attention is directed to the fact that, although the design rate of heat transfer nay be realized, the hcat-cxchangcr performance nay not be satisfactory unices the air-flow rate and tc::pcra.tur. rise,- which determine the rate of .heat transfer, also r.;cct the design rcruii-cr.jonts." For heat oxci^ngors 1 to 5, inclusive, the air-flow rates were below the design values, and the air-tcupcraturr. rises, except for exchanger £-, exceeded the design I'cqi'.ir-oncr.ts. The hcatcd- alr-trr.ipci?aturr rise produced by cxchf.ng..r «•:- was within the range specified in the design rcqui:v.v.o.itG, but the air-flow rate was loir. This general condition of low flow rate and high temperature rise indicates tfc»".t the pressure drop across the exchangers wr.s high, which is verified by the val-.-s of total pressure drop given in table XV11. Of the six exchangers conparcd with the design requirements for the outboard nacelles,

'

15

exchanger 5 nost nearly approached the design pressure drop «id air-flow rate. The combination of low air-flow rate mid low total pressure drip prcscntod for exchanger 2 indicates that the heated—air outlet ducting contributed more to the over-all pressure loss in the inboard-nacelle than in the c-^sc of the outboard-naccllc installations. A total pr.esurc drop across the exchanger 2 installation equal to the allowable design requirement would probably have resulted in an air-flow rate, tenperature rise, and rate of heat transfer close to the design specifications •

In the interpretation of the air-side total pressure drops for the heat exchangers, it is important to realize that the values given in table :iVII include the pressure drop through the air inlet scoop, the heat exchanger proper, and" the air outlet header. It is possible, howover, to obtain a relative indication of the pressure loss to be attributed to the exchanger itself by a comparison of the test data for similar installations, such as those of exchangers 1, 5, h, and 5» On this basis it nay be seen that exchanger 1 instal- lation had the highest pressure drop at the lowest flow rate, and since the installation of this exchanger TO3 similar to those of exchangers 3, 1|-, and 5, it Is probable that the pressure drop across the exchanger proper was approximately twice that for exchanger 5» Excliangcr 6, although tested in the outboard nacelles, has not bee:: considered in this comparison because this was a cross-flow heat exchanger and required a different type of installation.

An indication of the effect of air inlet scoop, heat- exchanger shroud, and outlet design on the performance of an exchanger installation is illustrated by a comparison of the data for exchanger 3 installed for performance tests and for service tests. (See tables :; and ::VI.) The final instal- lation of exchanger j was designed to have a lower -.ir-side pressure drop than the test installation. Although the final installation pressure drop was not measured, a reduction was apparently achieved as evidenced by the incrcas-e in the air- flow rate and the decrease in alr-tcr:peraturc rise.

A comparison of the performance 6, and 7 with the design requirement altitude indicates that the rate of ; exchangers was below the design vr.lv. was the only unit specifically desig: nacelles, the tcct data show that th for exchanger 5 almost equaled that the test indicated airspeed was bclo' the excliangcr rates of heat transfer design airspeed is approached, it is rccailrcd rate of heat exchange could

drta for exchangers 5, s at 35,000 feet pressure heat transfer of the c. Although excliangcr 7 nod for use in the inboard c rate of heat transfer of exchanger 7« Although

the design value and would increase as the questionable whether the be achieved by cither

16

5 or 7 under design conditions. The n>crforr.ia.*ice data"Indicate that for exchangers 5 and 7, the air-flow rate- and alr- tenperature rise, which determine tlie rr.te of heat transfer an.", cunt r.:eet design re'quirenents if the perf.or-iance of the Ice-prevf»:itior. or cp.bin-hcatii.r- syster. is" to be satisfactory, were, respectively, below and above design v,";.i:s.% "hits reported performance of the installations indicates a high air-ride pressure drop which is substantiated by the data presented in table XVII* The high air~te;.'pcrature rise experienced with the installation of exchanger 7 in nacelle 3 was the reason fo^ the adaptation of the cold-air tempering syster.: already described under the discussion of final or service-test installations.' The effect of this tempering: system in reducing the temperature- of the heated air directed to the er.iDennr.ge is shoro to be satisfactory by a comparison of data in tables XIV and XVJ.

A conparlson of the pei'forniancc data recorded for each exchanger at different altitudes indicates that, in general, the air-flow rate decreased and the air-ter.iperature rise increased an the altitude was Increased for similar airspeed and engine-power conditions, The recorded decrease in air- flow rate had a greater effect on the rate of heat transfer tlian did the increase in air-tr^pcrature rise, resulting in a decrease in the rate of heat transfer. These rctuite indi- cate that the variation of heat-exchangor performance with changes in altitude is an important consideration in the design of such installations. The application of e;-.aust-gas heat exchangers to future engine installations in which satisfactory exchanger performance in rcqilrcd over a large range of airplane and engine operating conditions will probably lead to'the development of air—tempering systems and exhaust-gas bypass devices.

The rcsultr of the flame-suppression tests indicated that the intensity of the exhaust flaming was mt sufficient to be visible at an estimated distance of "00 feet, tut that the glow of portions of the exhaust systc;.;'and the turbine supercharger was visible. Exhaust flaning, as r. blue haze, observed fro:.: the be 11 turret of the test airplane, indicated that flaning did exirt tut was of low intensity. In the evaluation of the" results of the flaac-cupprcsslon investi- gation, the background conditions should be considered. For the reported tests, it was observed that the coon was not visible when hz-c.t exchangers 1, 2, and ';< were tested, but was visible near the end of tlic flights rhen heat exchangers M-, S, and 7 were installed. During all of tlv tests, ground lights were visible but, when observations were being made, the airplane was maneuvered so that the courco of light was not in the background.

• • .••••-•'••: •; .'\'i 'V^K'fef •• -,'

17

The results of the tests to Investigate the operation if the turbine supercharger with and without exchanger 7 Installed indicate that in a ratod engine-power climb, the speed {r:.-.C f therefore, critical altitude) of* the suocrchargcr was .:ot affected by the exchanger installation ^fig, S3). I-'owcver, It was found that the cxcliangor installation necessitated a greater closure of the waste-gate valve In order to maintain the manifold pressm*c at the ratod-powcr value. "lie dat.. in figure 65 indicate that a moverrent of the waste-gate valve from two—thirds closed to almost fully closed was required to attain the same manifold pressure in level flight with the exchanger installed as that obtained with no exchanger. ?ho limited scope of the supercharger investigations precludes the presentation of definite statements regarding the- effects of heat-exchanger installations on tiu'binc-supcrchargcr performance, and the: data presented In figures 63, bK and Sj? should be interpreted with reservation.

The total tine thrt the heat exchangers wer:- tested was not sufficient to provide a bads for conclusions on the service life of the units. The discoloration will oh i:as observed when the heat exchangers were inspected did not appear to be excessive. The location of the small cracks observed on heat exchangers G and 7 f'-t the forward end vhorc the flutes were Joined together indicated that failure was probably due to the method of fabrication of the heat exchangers, "he crach3 were In the region whore a consider- able -amount of forming and welding was rccy.Ircd in the fabrication, and the method of Joining the flutes -v oearcd to cause a concentration of stress at this point, ~t was also observed that the discoloration of the metal of exchangers S and 7 was most pronounced In the region where the cracks were located. The discoloration probably indicates that the distribution of air vac not satisfactory to provide sufficient cooling of this area.

In the installation of rxcha connections which Joined the heat stack were located within the air any leakage of exhaust gas at the air stream. Hxhaust-gas leakage exchanger 7 was evidenced by disc shroud In the vicinity of the cl;y Installation of this type were to a secondary exchanger would be ne the danger of introducing carbon cabin. Installations similar to are not subject to contamination Eas leakage at the attachment clr. are located outside the air passa exchanger may be employed as a pr

ngers 6 and 7, the clamp exchanger to the exhaust clirouding and, therefore,

:,e joints would enter the at the clamp connections of olorations of the exhaust raps. If a heat-exchanger be used for cabin hr-ating, ceeeary in order to avoid monoxide into th<? airplane the cross-flow type tested of the heated air by exhr.v.st- aps because these connections gesj however, a secondary ecav.tionary measure in the

I

event of a nlnor failure.of;thV exhauBt-gas-to-alr heat exciianger.

CONCLUDING REMARKS

The design requirements of heat for a typical four-engine bouber air for comparing the pcrf orr.-.ance of the The results incJ.cr.tcd that th? de sir. for the outboard nocelle heat-exch.au probably be provided by all the hsat thOBc nacelles. It is questionable exchangers tested in the inboard nac rate of heat transfer specified for the heat exchanr-ers tested, it *.ms f pressure drop across the exchangers IOTJ air-flo*.: rates and in most cases rise?.

exchanger installations lane are used as a basis heat exchanger.?, tested. , rate of heat transfer £er installations vould exchangers tested in

if any of the heat eiles vrould provide the those nacelles. For all our.:, that the air-3ide '.ras high and resulted In

:h air—temperature

Tlic flane-supprcssion tests results sho-rcd that the glov- ing of the exhaust* stachs and. turbine-supercharger parts was noro visible than the exhaust cns flar.iii£.

The limited datn obtained on the effect of a heat-cxchan^cr installation on the operation of a turbine supercharger Indicated that the critical altitude of the supercharger for ratcd-ciifrinc-povei" conditions was not affected b/ the hcat- cxchanjTcr installation. These data also ehov that, for a siren enGinc~nanifold pressure, greater closure of the vast.:-rate butterfly valve i:as required vith the cxcliaiir?er installed than vlthout the exchanger installed,

Ancs Aeronautical Laboratory, rational Advisory Cocnlttcc for A:ronautics,

iloffctt Field, Calif., April 19, 19^4.

v* ..^-*"Ä»"''-*^'-.-'i---»-:

19

REFERENCES

1, JaoJisw., Richard, and Hillendahl, Wesley H.: Plight ?ests of Seveval Sxhe-ust-Gas-to-Air Heat Exchangers. "ACA ABR Ho. 4-ClM-, 1944.

2, Jones, Alun R., r.nö. Rodert, Levrir- A,: Development of Theraal Ice-Pi*eveniion Sov.lpuevit for the B-17F Airplr.ne NACA ARR"o. 5E2it-, 19^3*"

3« Look, Bonne C: Plight Teotc of the Ther:.ic.l Ice-Frevention Equipment on the B-17F Airplane. iTACA ARR Ko. 4-B02, 1944.

.-•'••••iH., "v'UW,^ .. '. J . .••-••••

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38.6 S8.E 38.5 S8.S

38.6 38.4 38.6 38.6

2S.6

ST 27.6

10 SO

11.6 19.6

10 SO 20 10

1150 1150 1160 1200

2500 2600 2600 »600

2300 2300 2300 2300

2500 2300 IS 00 2300

2300 2SO0 2300 2300

1800 1800 1825 1826

2600 S300 2300 2S00

1M0 1900 20*0 1900

1800 1800 1800 1600

1600 1800 1800 1800

1800 1800 1800 1800

Indioatoo alrapood, iph - • 13«

T,000

1S6 8,000

IS .000

ISS 128 TSTTOo" 16,400

133 129 1SS 148 180 nrsoxr Tsrsaa 17,200

14.200 8,000

FroOBuro oltltudo, ft - - - • •wcura lotting, •utaootlo rloh or laaa - - •

sösr Lonl 18,000 24,800

Tooporaturoa, "rt AmMoBt «lr

A.D. A.R. A.L. A.R. A.L. A.L. A.L.

T._, oxhauat xaa 1B oxhauat Btaok «all at T«g -

T41, oxhauat Btnok wall at T5v T.-f oxhauat atask »all at Tg£ . Ttg, oxhauat aas out - - - - - T^g, oxhauat ataolr «all at T^g < T.-a oxhauat atBBk «all at T.- iJJ, air oofS - - -*! TM. air out I Tg., olr out > aurvay

alr out I air out-/

Tgg, oxohanaor outlot - - - - Tg8, axohaaxor ahroud - - - - TK-, oxhauat ahroud, fonrard - Ta», oxhauat ahroud. aft - - - .

rroöauraai IPgl, oxhauat xaa in, atatio - - *f_--EgZ» oxhauat xaa atatio AP«,

Pas, alr In, atatio -.-•.. *P-., alr 1B total, top - - - - • 'F>2, alr 1B total, aostor - - • 5a* >ir ia *•*•»• uottoa - - -

**to, alr out, atatle ------

62T 83T 801 950 281 440 SOT SIT S07 294 279 246 138 130 161

48 1684 906

1034

1430

«44 496 495 474 452 416 4S7

146 S09

17 154«

BIO 1032

1475

14 162« 1022 1072 1149 1622 6*2 S04 479 482 467 434 392 424 200 1S7 828

12 1676 1114 1097 1145

704 900 53« 544 520 496 4M 498 250 233 440

-9 I860 1110 1158 1203

«94 898 620 525 40« 460 399 436 208 194 400

-2 1556 1007

S63 997

799 440 42" 691! 373 340 353 215 310 267

18 1499

«es 90« 9S3

526 «37 370 35« 337 820 294 283 127 168 160

6t 1598

779 815 666

395 566 38t 307 290 280 264 261 120 130 12T

36.8 3.6

35.9 2.9

13.6 13.6 13.7 13.5 -0.4

28.4 3.2

13.6 13.3 IS .4 12.3 -0.«

27 3.3

12.8 12.9 13.0 13.0 -O.B

20

10.6 10.6 10.« 11.0 •1.2

12 11.9 12.2 12.0 -1

18.4

18 10.0 10.3 10.4 -1

16

12.3 12.7 12.7 12.9 -1.8

17

12.8 13.5 13.7 13.5 -1.6

14 14.4 14.4

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»o» o «igln*? ------ Gornetod iMieatad alnpeed, nyh -

A.l. A.R.

«rVoicwr» altitude, ft - - - - - hixiur* »atting, automatic rtch or loan - - - » -

' Taaiperaturea, HPi Anblvnt air ---------- *I0» ««hauet gas in ------ TJJ, exhaust ataelt «all at T2Q - Tg», «hautt staak wall at T20 - TjJ, «haust etaek wall at Tj0 • TM# exhaust gat out ------ Tu» «xhaust etackr «11 at Ta4 - Tgf, «xhautt stack wall at Tg« " T«, axhautt stack wall at T-, - ?E. alr 0»0| - - M . *,„ Urnit I TM» alr out >surwy *SJ, »Irartj ..... *JJ. alr «*-' ..... TM, haater autlet, skln .... Tgf, hMtfr chroud, skln .... ?.j, «sriiBiist shroud, fonMird . • Tgg, oxhaust shroud, «ft ....

W.tsur.1. •p.,, exhaust gas In, st*tlc . .

»'ll*1'»}' •>dH"»t P". "l, statte «*«• «"• *•• *•*•»» *«P - - - - *pjj, sir Ui, total, cantor - • . • *16i **r ln" *«*al, »Otto» ... 'KT, alr la, static - - *P„. »lr out, statt« ------

*Inoaes of «araiy, absolute, 'laches of voter, *Zneho» of water» referred to aaaleat otetlc areosur*

1160 HM 1150 1800

a« 107t 846 684

»11 80S 3R1 480 30» 360 313 895 «74 380 131 18T 131

1.1 1.0 3.0 1.6 0.8

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8T.6 16

2300 3300 3300 »300

135

7,300 nan

12,000

68 1330

7S3 1044 1031 •:t 645 48« 831 378 438 440 424 406 435 147 290 153

32 I«.S 13.* 15.7 13.7 13.3

8

Cliisa

2300 3300 1300 3300

133

A.S,

60 153»

780 1043

533 515 853 42« 443 445 «33 410 400 138 282 165

30 38

13.6 13.1 13.3

18 8

ClUsj

2300 3300 (300 2300

133 HVIOTjr 18,000 18,300

A.B.

36 1485 830

1077 1084 181«

570 524 ««4 432 448 454 43* 41« 402 131 284 143

28 2»

13.8 13.0 13.0 12.8

•

1800 1800 1825 1B26

128 Rr^nr 14,800

A.L.

10 1506

868

1140 447 887 883 372 398 388 382 348 400 140 216 123

20 11.3 11.3 11.6 11.6 11.3

5

2300 2300 3300 2300

133

13 1600 800

630 820 480 498 604 490 4(8 504 ISS 324 163

37.5 83

13.6 13,0 13.8 13.3 4.3

38.5 2« 37

27.6

1900 1800 2040 1900

139

25,000

A.L.

1636 897

1200

750 507 645 629 479 490 490 473 «43 456 177 430 1*0

20.1 17

10.6 10.8 10.6 10,8 4.8

Ornnt

30 18.6 19.5 19.6

1800 1800 1*00 1800

138 1T75DTJ 21,500

-3 1476 1111

1250 390 334 660 365 390 367 370 840 398 155 215 148

15,6 10.5 11.« 11.5 11.3 10 4.8

Descent

160C 1800 1800 1800

158

15,000

A.L,

8 1390 606 945

1345 406 850 310 330 358 358 34« 316 355 131 17« 168

14.3 14 14 13.5 6.8

Descent

30 30 30 »0

1800 1800 1800 1800

165 7. WD 4,000

A.L.

«8 1180

670 787

1162 319 («6 580 276 800 39S 386 36» 378 136 16« 176

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16.2 15.2 15.3 14.6

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IBM UOO 1*00

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1T.00B

188 T.IW

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tw, «lr «t I ------ ti«, »IT «•* J ...... T$J, tot« wtlat, akta - - T17, taatar akrowd, »kl» - - fig, «Khawt akrood, foraard Ti«. «k—t «road, aft - -

Froaavraat > •», axkaaat «• la, atatla - » Is.«.. (U atatl«, A p. - - • fj, »lr 1m atatl« ..... » F«, Mr 1» total, top - - - » »«, »lr 1« total, cantor - » »i, «lr 1» total, kattoa - •Ft, «lr «*• >t»tl«

18.090 28,100

A.L. *.L. t.b

-e 1800 1010 «78

1280 «88 828 14« 299 898 888 SOT ST0 888 860 1ST

1« 1614 948 981

1880 804 »98 SBC 29C 190 884 198 884 880 80S 218

44 1441 840 8*8

1186 44« 4M BIT US 28« 288 ue 29S 100

It 1

9.8 11 .S 11 .* 10.8 0.4

14.8 1.8

10.8 12.4 12.4 12.1 0.8

28 4.8

11 18.1 1S.T 14.0 1.8

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Figure 10.- Heat exchanger k as installed in the B-17* airplane. Weight as shown, 31.4 pounds.

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Figure 15.- Front and rear views of plug in the exhaust-gas side of heat exchanger 6 tested on the B-17F airplane. Weight as shown, 56.5 pounds.

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Figure 53-- Cold-air-tempering system for final instal- lation of exchanger 7 in nacelle 3 showing ducting from inlet on side of nacelle to heated-air outlet from heat exchanger. B-I7F airplane.

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r 3 '/!' 'fco TITLE: Flight Tests of Several Exhaust-Gas-to-Alr Heat Exchangers In a B-17F Airplane

AUTHOR(S): Look, Bonne C; Selna, James ORIGINATING A6ENCY: National Advisory Committee tor Aeronautics, Washington, P. C.

ravtsw» n r nop/

O3I0. AOtNCY GO.J ; < MR-A-291^,1

Aprll'44 Unclass. U.S. Eng. pAOEt iiunnAnoMs 102 photos, tables, diagrs, graphs

ABSTRACT: BiAß

ers for cabin heatii 'J? e-n

frtf,

Seven heat exchangers for cabin heating andvic'e prevention were performance tested on B-17F bomber and compared on basis of design requirements. Installation of heat exchangers resulted in high air-side pressure drop, low air-flow rates, and high air- temperature rises. Design requirements were fulfilled by outboard nacelle heat exchanger installation, but not by inboard installation. Flame suppression tests showed more visibility^of glowing exhaust sj^cks and supercharger parts than exhaust

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DISTRIBUTION: Request copies oi this report only from Or .^^^^^^^^^„^ I SUBJECT \{UWtis&Ui^vÖT^i^"-'i?TmäÄiäiti (50201); DIVISION: Power Plants, Reciprocating (6)

SECTION: Testing (14) ATI SHEET NO.: R-6-14-19

Heat exchangers (48400); Heaters, Aircraft (49210); I B-17F (50201)

Air Maiorlol Command U.S. Air Ferco

Aid TECHNICAL IMDEX Wrtghf-Pattarson Air Ferco Baso Dayton, Ohio

I TITLE: Flight Tests of Several Exhaust-Gas-to-,Mr Heat Exchangers In a B-17F Airplane

AUTHOR(S): Look, Bonne C.j Selna, James ORIGINATING AGENCY: National Advisory Committee for Aeronautics, Washington, P. C.

OTQ_ 8910

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ABSTRACT:

Seven heat exchangers for cabin heating and Ice prevention were performance tested on B-17F bomber and compared on basis of design requirements. Installation of heat exchangers resulted in high air-side pressure drop, low air-flow rates, and high air- temperature rises. Design requirements were fulfilled by outboard nacelle heat exchanger installation, but not by inboard installation. Flame suppression tests showed more visibility of glowing exhaust stacks and supercharger parts than exhaust gas flames.

DISTRIBUTION: Request copies of this report only from Originating Agency DIVISION: Power Plants, Reciprocating (8) SECTION: Testing (14) ATI SHEET NO.: R-8-14-19

SUBJECT HEADINGS: Ice Formation - Prevention (50201); Heat exchangers (48400); Heaters, Aircraft (49210); B-17F (50201)

Air "tatoriol Command U.S. Air Forto

flin TECHNICAL INDEX Wright-Patterson Air Forto Bale Dayton, Ohio