TABLE 7 - EFFECTIVE HORSEPOWER REQUIRED 

 FOR THE NINE SHAPES 



^^U Q m/sec 

 Shape ^s. 



5.15 



7.72 



10.30 



12.87 



15.44 



18.02 



EHP 

 (EHP) 3 





EHP • 10~ 2 



EHP • 10~ 3 



EHP • 10~ 3 



EHP • 10 -3 



EHP • 10~ 4 



EHP • 10 -4 





1 



5.44 



1.76 



4.04 



7.70 



1.31 



2.04 



1.02 



2 



5.42 



1.75 



4.02 



7.66 



1.30 



2.03 



1.02 



3 



5.33 



1.72 



3.94 



7.52 



1.27 



2.00 



1.00 



4 



5.37 



1.73 



3.98 



7.58 



1.28 



2.01 



1.01 



5 



5.38 



1.74 



3.99 



7.60 



1.29 



2.01 



1.01 



6 



5.29 



1.70 



3.91 



7.46 



1.26 



1.97 



0.99 



7 



5.53 



1.78 



4.10 



7.83 



1.34 



2.07 



1.04 



8 



5.34 



1.72 



3.96 



7.54 



1.28 



2.00 



1.00 



9 



5.46 



1.76 



4.05 



7.73 



1.31 



2.03 



1.03 



Note: Linear ratio = 15.79. 



CONCLUSIONS 



The following conclusions have been drawn from the results obtained. 



1. For the range of conditions covered in these experiments, the occurrence and 

 location of laminar separation is accurately predicted by the Curle-Skan modified Thwaites 

 criterion. Separation insures the onset of turbulent flow a short distance after the separation 

 position. 



2. On the four models that did not exhibit laminar separation, the results did not show 

 a single unique relation between the measured flow properties in the transition regions and 

 the corresponding computed spatial amplification ratios obtained by linear stability theory. 

 On Model 3, the range of amplification factors that correlates with the onset of transition 

 lies between e 8 and e 12 . The corresponding range for Model 4 is from e 9 to e 11 and on 

 Model 6 from e 10 to e 12 . The data taken for Model 8 indicate that a nearly constant value 

 of e 7 correlates well with data at the onset of transition. 



3. The residual resistance coefficient of the nine models correlates reasonably well with 

 the forebody slenderness parameter (T = (L E /D)/(C p ). The results indicate that for a given 

 stern and constant total volume, an increase in forebody fullness results in a small increase 



in residual resistance coefficient, once the slenderness parameter drops lower than about 2.0. 



20 



