LOW*SPEED WIND-TUNNE L OPERATIQO MAD AIIN NCE ~~~~~~~~~.~:~~~~~~~~~~~~~~~~I * ~ ~.... ~. %, ~':. ~-.. -...,,". ~. -.,'. ~.,,,: J: aur by',;5 *vt 3an^ A, 1

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I. INTRODUCTION The purpose of this repOrt is to prsent a brief history of the origin of the tunnel and the philosophiess which Influenced its design, to outline operating procedure, to describe insome detail items which require checking-or main tenance, and to list the pertinent drawing numbers which apply to the tunnel. Tunnel Ope-ration Pro-edure The tunnel should not be operated by personnel until they are familiar with this report and have been checked out on the system. To serve as an aid, a check list is given below1 I STARTING PROCEDURE OF MOTORGENRATOR SET A. Check oil level in all motor bearings. B. Make certain that the doors beneath the motor sets are open to the outside. C. Start motor by using lock switch key. This is located in the motor house. D Make certain that the motor "throws over to the synchronous windings; you will hear a circuit breaker drop into the circuit. E. Turn on the overhead fan Usually ony h over the -G set is required. F. Lift each oil cap and make certain that the oil dipper rings are rolling about the shaft. G. Be sure that the doors are locked wen you leave the motor house. ii. WINMD-TUNETL.$ TARTING PROCTTURE A. Check test section for loOse tools, dirt, and dust. B ake certain model isd installed" securely. I

Co Close tunnel-o D. Turn on fan-bearing temperature indicators. E. Adjust the zero level of manometer so the meniscus falls on the etched line when set at the zero positiono F, Turn both speed-control resistors clockwise t to the zero-speed stop limit. Go Press the "close" button of the d-e Motor Switch; a red light will turn on, indicating that the circuit has been closedd H. Advance the main motor speed control by turning in a counterclockwise direction. This is the black iron wheel in the center of the control panel. Be sure to advance the potentiometer slowly; otherwise there is a danger of shearing the pins coupling the fan hub to the shaft. I. The main speed control is a step speed adjustment; for fine speed adJustment between steps' use the small rheostat to the right of the main speed control. J. After the tunnel has co up to speed, read th height of the water column in the manometer on the control board. The speed of the tunnel is given by: q = 1.028 ) Uf = 2e90 sT, where: q = Dynamic pressure in the test section in lb per sq ft, Ap = Difference in static pressure between settling chamber and test section in lb per sq ft, Ufps = Test section speed in fps, N-T = Test section temperature in ~R, and /h Difference in static pressure between settling chamber and test sectionn in inof water as measured on the control panel manometer. K.- During operation of the tunnel, the bearing teperatures should remain very low; if they are high, shut down immediatelyb Lo The d-c motor armature current should not be carried past 1600 amp, as indicated by the airmeter on the control panel. There is danger that 2

the camutator my start to s prk to su an extent that the air be3tween two poles will beae inied:ad a shrt circuit o a "ash over" will o-ecur This will bUrn ut thie moor. III. SHUTTING-DOWN PROCEDURE A. To reduce the sp of the w t rot the main speed-control handle in a clockwis e direction. While reducing the speed, you should..ibserex he "d.- motoor'rmatur e. current" meter on the'ontrol panel; nido.oat allow it toread nati. This can happen if you reduce the sped. control t fat ten the f.n totor becomes.a.-generatr and the a-e motor will av to act as a brake. e 1B. To shut the wind tunnel off, — pes t he "open buttom o f the'd-c motor swlt:ch" The ied light eon the l wilo oute. foe shutting don, it is adisable to rieduc the current in the mtor armature circait to a lOw l:el by reducing the seedctl. eTis action will incease the life of the circuit bre r cotacts materially. If the wind tunnel is being used intermittentl throghot the day it is ad, visabl t ke the M.G set:rning cntinulyC. T turn off the W-G set, press the a-c motr stp button either mo the c.ntrol panel or in the motor hOuse, D. Turn ff the ed fan in the moto house, E. - ake a visual chek of the machinery. F,.ke certain the -oto-huse os a csed when -ou leave. II. HISTOW.After ld. Wr II the Air e b a nte te in the effects f gusts upon ariles and wantd todetermine the feasibiity of:a lge-ae gustsimulation device. In 1952 The University of Mihigan contractetd with the Air Free to undertake a study of the method of siillating a gust in a wind tunnel at subsoni speeds. From preliminary work two tecnies were d.el ed which were tried experimentally in a small onreturn tunnel One t i, tehnu hat of a oing bump, offered pomising Tresults a a arle ystem was built and tisted. This re rt is cocerndwith this wind-tunnel system..Asia mattr of history, thie gust vie pr d.sati ory; hwver, by the t it was eveloped emphasis being plaed upon sup ersonic velopnt prob. With th advent of Sputnik I, pans for -a larger test system -concerned:with subsonic gust re3

sponse were given a very low' priority. It was not the policy of the Air Force to construct complete facilities. An agreement was made whereby the University furnished the return circuit of the tunnel from station 14 to station 41 (see Fig. 2) Design work started in 1953. Preliminary plans provided for a tunnel structure capable of withstanding a pressurization of 2 atmospheres and reduced pitessure operation of 1/2 atmosphere Bids from several steel-fabricating companies which specialized in wind tunnels were received and all were rejected because of the cost. In view of the excessive cost reaquired to have a tunne shell capable of these loads, plus the cost necessary to maintain the pressurization level, it was dec:ded to design the tunnel for atmospheric pressure operation only. New bids were sent out and the Nooter Corporation of St. Louis, Missouri, received the bid. Construction'of the tunnel was started in 195 and completed in 1956. The University acted as the general contractor to keep the costs at a reasonable level. The guiding design philosophy was; il to get as much tunnel as we could for our money; 2. to keep the operation and control of the system as simple as possible, since there is a large changeover of personnel using the tunnel; 3. to be conservative in design; and 4_ to design the test section and tunnel to fit the needs of re:search and teaching. This tunnel was built at a total cost of about $230,-000. In 1958 the Air Force deeded its share to the University and the University is now fully responsible for its.operation III. AERODYNANIC SPECIFICATIONS The tunnel is designed to have a speed range of from 0 to 230 fps Speeds in excess of this can be obtained by increasing the fan rpm. Turbulence level in the tunnel has been measured and found to be:. o0.01% at 100 fps U (The hot-wire anemometer was not sufficiently sensitive to make an accurate measurement,) - -.02 at 200 fps - U.. _ v and w are approximately greater than the i by a factor of 4. Details of the test section are given on page 11, 4

IV. GENERAL DESCRIPTION OF THE CIRCUIT The tunnel is a closed-return type having unequal circuit legs and is similar to the RAE 3-x-4-ft tunnel (see Figs. 1 and 2). This circuit did not decrease the overall efficiency of the tunmel; in fact, it probably slightly increased it. However, the main reason for its selection was that it represented an economical fabrication circuit for the tunnel. The centerline dimension and angles are shown in Fig, 4. Referring to Fig, 2, the wind enters the test section at station,1 The dimensions of the test section are: height, 5 ft; width, 7 ft; and length, 2: ft. Exit from the test section is at station 2, Conversion from a rectangular to a circular cross section is immediately made in the first portion of this diffuser, In this section the equivalent cone angle of the diffuser is 3~5 The remainder of the first diffuser has an expansion angle of 5 The first and second corners, stations 45 and 6-7, have the se dimensions; there is no channel expansion between them, The turning vanes are made of rolled flat plate stock with a rounded leading edge and a tapered trailing edge (see Drawing 20038). A gap-ichord ratio of 050 is used for al turning vanes On leaving the second corner, the flow is accelerated about the forward inner body of the fan (see Fig. 3). The diameter of this inner body is 65 of the outer shell diameter, The fan is located at station 8-9 (see page 9 for details of this section). Following the fan is a straightener vane Details of this section are given in Appendix B. A long after body follows the straightener vanes and allows the flow to expand gradually to the full channel, From station 10 to station 11 the channel expands with an equivalent cone angle of 5.~ At station 11-12 the third corner is located. The turning vanes are made in the same manner as the other corners. Its chord is 3 ft. Following the turning vanes, the channel is converted from a circular cross section to a retangular one, station 12-13; an equivalent cone angle expansion of 31/2~ accompanies this conversion - The last oearner is rectangular in cross section; this eliminates' the flow separation troubles that can occur at the junctions of the vanes and the side walls for circular sections. The turning vanes have a chord of 3 ft. After the turning vanes and just before the rapid expansion section, an atmospheric vent for the tunnel is located (see page 11). From station 14-15 the channel area is rapidly increased. To keep the flow attached to the walls, a screen is stretched across the channel 6 ft from its entrance -Following this is the settling. hamber, er e five screes are stretched across the seetin at 2-1/2-ft intervals. After the last screen, there is a 10ft length in the settling chamber before the nozzle starts. Details of the settling chamber are given on page 10l From station 16 to 1* the flow is acceleratedl to the test-section velocity. 5

See below for the details on the construction of this section. V. STRUCTURAL DESIGN The tunnel shell is largely ma of steel and is circular in cross section from station 3 to 12. The use of a circular cross sectiOn was primarily dictated by structural and economi,reasons. Furthermre noise problems are re duced on caured. plates as compared to flat plates. The pressure distribution throughout the tunnel for a speed of 250 fps is shown in Fig, 5' On.ef the curves represents an atmospheric vent just downstream from the teSt section. The other c~urve is for the vent located upstream of the settling hamber Design conditionsconsidered both loading situations. From station 2 to station 8, the structure is made of 1/4-in. rolled plate with reinforced rings on the outide'Sectio 89, the fan section, is made of. in. rolled steel plate and is machind en the inside to a 10-ft d.ameter. From sectini 10 to 14 the prime strucure is made of 3/8-in. steel plate. In sections. 12i14 the. flat panels are reiforced by 4-in. angles or beams which carry te theoas frm the panels i intoaig structure. From setion 14 to 2, the structurl is one of a series of steel frames about the hanel, with plywood panels bolted. on the inside to form the channel walls, Specially formed "hatt" sectin beam.s are used from stations 14 to 160 Within these' beam are mounted the attacment and tensioning mechanism of the screens. In this section 3/4-in.-thick marine bounded plywood panels are used (see Figo. 6) To develop the curved walls of the nozzle) station 16-1, wood beams arved to the noZzl cntour ae attached tO the. inside of the:steel ring structure Plywood.sheets 1/2 in. thick are then fastened to these beams by means of glue and screw nails (see Fig. 7), The test section is built in a similar manner' Six-in. junior "I" beams form the fundamental lad-carrying frae,'To this frame are bolted 11/4-in.thick plywood panels which form the walls (see Fig~ 8). ATTACHMENT OF TUNNEL TO GROUND The tunnel is anlhred to the grund at two points: stations 8-9 and 14 16 (see Fig. 9) The nete base on whieh the fan seetion ('.9) is mounted also forms the tio on hh the drie mtorsaremounted. Thusalignment is assured between the fan and the mtor even if the foiundation settleso The other pe.rmaent tie point is the settling chamber. Attatio 10 n x0 ian oint 6

is provided to allow for dimensional canges in the tcunel, The test section of the tunnel is mo-nted separately on rubber pads and is notattahed rigidly to the rest of the circuit, This' was doe to keep the vibration and noise leel in the test se.etion to minimum value. ACCESS0 TOHE T TLUEL CIRCUIT Ther.e ass doors in each leg oft tnel (see Fig -3). Nt shown in Fig- 3 are the rapid expansion and settling,amber seetio doors,.On the south side of the trl, or on th bottom side as viewing Fig. 3, there are removable paels between each of the. seen in t he selttling.haer. Thee is al so one ahead of the S-cren in the rpid expaio section -TheSe panels are behind the metal siding that protects.the woon st tr from eat fw her. If you wish to inset th dust sreen supported by the fourth cornr turn ing -es,- or inspect the first metal screen, the easiest way to enter is by the door between the third and fourth turing vanes, You an slide through t turning vanes to ter the rapid -epansion section. DETAILED DESCRIPTION A1ND MAINTENANCE.INSTRUCTIONS OF THE POWER PLANT The speed rge of th t innel is obtaind by varying the fan rp A d motor using a Ward.Lonard circuit is used: to drive the fan by meansof adi-'rect shaft. The control circuit is shown in Fig. 10. The d*c motor has full f ield voltage iacross its windings at all times, Speed control is iobtayned by ehanging the field curren in'thegeerator, This will ine thre currentsof the generi aIn mtr To rfheostas re u: ed to eotr.lt the field,current a large step rheosst, a s all cotinualy variablee, o Gross speed settings a made with the:tep rheostat and the latter prvides continuity of resiste values betwe thetep A h yduty iuit breaker is used to open and -close the aiture circuit'This breer is.atuated by a solenoid system The.start and st buttons trol the solenoid which opertes the.circuit breaker. The'circuit is desiged o t nly uer a zero condition to. prevent suddein sttig loads frm o-curring t On startingy the steprheostat must be on the off poSition At t3hat etting.ta microswitch is engaged which eompletes the start but to: -circuit, -The- ure breaer can then e losed upon action of the start circuit. The tunnel is started by moving the step potentiometer ff from the zero potential tep To stop the tunel,.it is necssary lto prs the stp button However to prtect the circuit baker, it i desirable to rduce the:armature urrent befor.opening the braer.:s ca be e by reduting the geeratr field c.urrent:Do a re.due the generor fied:facurren t'Because of the inert-a of the.morf.-an sste:; it is very easy fr' the role.f the ge.eratr and motor to'be interchange. a' in thi -case the a' mo uto act as a brake. T

A ut tie only danger to th is cntrol system is tt th otr field. crit y l.en up. t his. a tr st.rt t rn 1 prevnt tis a spr-ing.-lded. -centrifugal switcih is piced on the end f tl moto shaft. This switih has been set topen. at approiately 650 rpm. Upon ening, the solis energized in sh a manner tt e a ture b er is opened The breake wl i; op unt l the cen.trl ga swith is manuay Wreset: t T a- o i is thegna is asyn nou motor It is start:daa an inducti motor t redue vo e. Afterthe motor has reahed spree and is sFeyn onie, it it.rw th e synhrons windings.l.. ~stat this system, a k c st t:hi is u his switch isot eh n: the starting panel int h.: heswitch is lce hr e t the operatr certain that the equipnt is in shape an-d. that personnel are not around the machinery S butts f —the -c motor are otedon the starting b pel and also on the wind-tunnel spieed-cntrol panel.:Befor starting the.oil reseroirs in each of the three bearings of each set shld be inbspected. gSight glasses e pr d sie t he bearing, A d ighgre nondeter t mor oi of SA 0 should be used. Babbited bearigs are used in the h, and dip rings which roll around the shaft are used to carry il to the upper prt of the b ng. gfS, eter the or has been strted, th bearing c shuld be oened and the ti f the oil dip rings observe. If t d rtings e not rlling abut te shaft, shut down m-.. -ad.. mety Opertion o the mainery in the huse will cause its teratur to ri. Parti clly in th 1 te eraturesod ge t ige sl high u bearing trleibi. o provide ade t circulation, ther isan air duct b.w eh then s.c s en to t he.atmsphere. On th rf ar to: fans -wh y the air o f the building. Th fan r r the t enerator st has been reduce. in sped, an:d, nrmally, this one fan is sufficient to keep te -ma.c neryc cl d t i dltions Thee a.per-tye doors in t'he ai dUcts below the. mahines which can close the duct to the outside. Before starting, inspect these os t o be surf tht t.hy a. syn onous m r is run directly off 4800-volt incioing line When orking -o. th or o in te f.n s:c tion, the min fes shld be pulled, in dition to c yg th ky to the start switch,.'pull the m-in fuses., the front.f the sltarting Cuble ms. t b.e opened to -aow ccess to the fuses. A 5-ft:male p'-le with a metal hook is usedl to,pull the fuses.'e.surethat the -ol is. clean -aanddr. Furthem.ore, the op, erators.uld w:ar'rubbergloves which..:.....:.. _. -.......... ~......... a: proved and stand a dry rubber pa th volts, yu will not have a chanc aee ttai.. mt:i e. r nel su.1 be,ti to treat the dc circuit with just as mu:che:.et.:rs Te ae s e t rrent capacities t:. itt..nly:eletrot o..The" wiring diagram of the. compeet.speed-control system isB swn in Fig.. 15 andi t shtatica of the stating cubicle is shLwn -n Figgs 16. Professr- J. Ca toe ELeetectricanl Enrein Deeri.atment is familiar w.ith this feuipnt and..c be. called in fo consletation. An elecrical inspection aa ent has alo b se up wit h:

Mller-S;heldon Eleetriic Comany Telephone TYlr 4-3800 1930 Mcrw Avenue Detroit, MiChigan Attention: Mr. Wdsker. Mana.ger, Electrical Repair Service This co.any iS f1 amiliar. with heavyuty hiney, and with this euipment in p-articular Ith has:thiB c any -will make inspeetin thee to fQur time a yer, with.the'un rsta t t Uiveit has full.reponsibility achry d t the CoaE y will act in 1 n advisory capaeity nly VI. FAN SYSTEM There are 10 blades attahed to the fan hub. The tuniel Sed is controlled by varying the rpm of the fan For S mplicity the b e bec ged in pitch by manualjutment oly The biad b s are made of lai.nated spruce wood, using techniques similar to those used with wooden airpae pripillers After 1the3 b1es were finished.a plasti sheath was ape:p to he sur.ce This great ly mproves the impact resistne f the bladeand.red es corrosion effects of:isl particles. Drawing niber 20103. shows plan ew of the blae this dirawing is reproduced in' Fig,.': oe of the dmnsions of the blad -are Number- Of blades:o 10 Blae span 24.50 in. Root hord. 26.65 in. Tip cahord 17.35 in Blade -twist: 17 Airfoil: RAF 6 -Ordinates of'th airfil are givean ij ppendix B. An airplane propellr ferrule is attached to the f cof he blades The ferrule s one used by Beh Airrft Corp their drawing number is R201-216 dated 1945. The fan blades wer made by the Flottorp Corp of Grand Rapids, Michign. At the time of writing this reporty the company had moved to Florida and was no longer making:wooden blades.* Hwever, one additional blade was3 made and is stored at the tnnel The fan hub is a welded steel strueture made up of thick plates to provide a rigid imoint for the bliade:tta~mnt. Drwing 20101 s the hub structure. Fan blades are held -t the hu.b by mes of a split hub block t~hat c:ampsthe fan biade ferrule and is attahe-d to the hub plate: e Drawings 220121 20121 and 9

a10i for detail. A general ida of the attachment sceme is given in Fig. 12. The fan-hub assembly is shown in Fig. 13. References to the design rawings are given in Appendix:A. Inspection of the fan-hub assembly and fan shaft bearings should be made about eveyr 6 months. Entrance covers of the forard and aft inner bodies shold be remved. On removing the cover plates from inspection holes of the front fan disc, you can inspect the attacbent.of the fan to the hub. Adjustment of the fan blade to a new pitch angle is mae by loosening the four castillated nuts nearest the blade shank and removing the screws that hold the blade-root skin fairing to the fan-hub skin. After adjustment, the castillated nuts should be tightened and secured, and the holes in the blade-root skin fairing should be redrilled or elongated t match the nut location. ou should make sure of three other items on the fan hub: (1) that the aluminum skin about the blade shank has not become loose, (2) that the shear pins are tight; and (3) that both end-hub discs are tight. Figure 14 shows the genel assembly of the fan hub, bearings, and power shaft. The forward bearing is an SF-SDA224 and the rear bearing is an S1FSAF-2230, Pan thrust is takn out at the for d bearing locatioon The bearings are lubricated with grease; use Lubriko -2:speial.' This grease an be obtained from the Detroit Ball eing Copany Insctio thgree levi and. filling the bearing can be ma ne most easily by removing the bearing caps: You should. be careful not to pack the bearing with too much grease. Howver, under normal operation conditiqns, the bearings seem to be able to run for much longer periods without requiring greaseo The power shaft is a 12-in. tube with a Thomaslexible coupling on both ends (see Drawing 20047). One end.of the coupling attaches to the d-c motor and the other end to the fan shaft. The design consideration of the entire fan hub, fan shaft, and power-haft sstem was to keep the system torsionally as stiff as possible to reduce modes of vibration which could influence the aerodynamics of the fan. VII. SETTING CHAIR ANDSREE As discussed earlier, the settling chamber has a steel-frame structur with plywood walls. The steel frame is used to carry out the pressure loads and the wooden walls were used.because of economy and to reduce the noise level in this section. Six screens are. stretched across the channel (see Fig. 3) Th. steel frames that form the tunnel load structure are also us:d to enclose the me~hanism required to stretch and. support the Screens. Th supporting meChanism is shown in Fig 14, Te te a cin g bars extend the full length the four sides of each screen. Five screen hangers support each side. Two adjacent sid.es are 10

tied.diretly to the steel frame, while the other two sides are sprig loaded, The sCre ens have been pulled up until they ae " ight" No technique hs been devised to heck acurately the screen tesion. The pressue in- a mjor prtion of the tuinel is below atmospheric, and dust-laden air ns:to leak into th syste. Ocasioally the last corner and screens ed.eain. The flr of the -tunel c an be eaily ceed by using a vcuum cleaner. The screens ae leed by using a log pol with a brush -at the end, With this unit the sCreens Can be thoroghly brushed'Extreme caution should be exercised in working aromund the screens. The cost of one sreen is about $2,000 and it would easily cost another $2000 to $5,000 to install it. VIII. TIST SECTION Detaled drawings of the itest seti and its assembly are listed in Appendix B.^ -intenae and operation of the test -section are straightforward and require no explanation, IX AIR VENT The tunne is vented t the asphre at station 14 A slot inthe floor 4 in. wide and 8 ft long is cnneted to a duct that runs beneath the settling hamber and into the laboratory- The exit of this duct in the laboratory is covered with a furnace filter -The vent is within the labortory to keep the mauke-up air eleanr- and to reduce preassure fluctutions aued by winds X. TROUBLE SHOOTING In the course of about two years of tunnel operation, certain'roubls ehave occurred. It is the purpose of thiS sectito to outline them and the corrtive measur~ s taken. A. ICING IN THE FAN SECTION Probably one of the moost -ommon troubles has been the coleection of -ice in the fan sectin: in the winter months- MoiSture tens to colleet on the tunnel shell.due to a drp in temeratur prticularly in the:nightt Over a period of time water will cllect on t.flor. offthfa sectio. to a - depth that will Com in hontact with the faa blade^ With a cold spell, this water will fo.m lee and on str.ting the fan, it will rub the ti of the fan, Under such irumstane it is best to.pen up the fan section and chip the ice out..11

A similar' situatin exists beee the fan shaft and the fairing abo:utit Ice tends to fo rm between the tw pi-ees Hole.have been drilled through the bottom of the fan shiaft fairing to htlp drain the water out In both cases., a.very distinet rubbing noise is hea.rd upon s rting the fan. Usually it is advisabl-:to shut dow and lean.out the ie in this -ase B. SHUTDOWN OF M-G SET At times. the a-c moor-neratr set has suddenly shut down with the result that the tunnel stops also. This trouble has usully been caused by some one putting. such a heavy dead upon the power line that the line voltage drops causing the.a-c motor t pull out:of synh'atio in.'Then the machine is automtitally shut Off. -. C D-C MOTOR DOES NOT STAT If the ac motor system, is perating properly and the dc motor does not start, the first pla.c to check is.the ver-speed controol fthe d-C motor. If this switch is fnctioning.correctly t the ge rt'or field ad the cian familiar with this type of majthinery make this.chek you cman easily 1be electro utM e I o- RECONMEDE CHANGES Certain changes.are recommended in the tm systm on the basis of experience A, SEPARAT MOTOR-.GENERATOR SET FOR FIELD SYSTEM One exciter is being- used to. supply the synchrono motorgeneratr field and motor field. The generator and motor have eight poles each8 These have been wire.d in -a eries.-paralllel circuit of 4 poles in seriTes. The current de.' manded of suh a system is so great that the exiter is being operated at or near its pe.ak lel, d it is- not possible to get to ful motor speed with the.exciter current. limi.tationns, It is. strongly recoended tht sepate motor-generator set be:used ta s 4ply the fields of both the gnerat iand d- motor.Thel present exciterwould:Supply.only the sync.hro.no mot'r. 12

B. ICING OF FAN SECTION It would be diffi-ult t: revt ie formatin in th tunnel; however, the water could be dwn out ff the eircuit. A seres of about 3/4-in. hols spced every 5 in. could be drilled along the bot tm of the fan section. A collectr cup could be placed to the outside of the fan sction. Tis cup shuld be airtight so t it, llring tunnel pati, air de not le into the circuit C. SUN SHliED In the summer months te temperature in the tunnel anbecome ite high. This is due in part to the radiant heating effect fro the sun A sun shild abut the steel shell wuld be of gret help, This shield should be designed to aid in the oOnvective coling of the tunnel and perp have provisi for spry cooling.. XII- SHUDW FOR ETUED PERIODS If the wind tunnel is shut wn fr extende r s:f tme, to months or more, the a- e tor soud b s".tarted ainly to ent the insulatin.f the coils from beoming da. ning. the a-: oto twi a we-ek or 4-r perios oud prbably be suffint. er, i thea- motor is not opeted fr an exit d peri ofl tie, the esist;n: of the coils shUld be measured by a competent electrician. It may be very likely that the coils will ha to be dried out by passing a current f du lte tugh tm for a peri of ti t dry them out. In any event, I th toe has nit ben oel d for an -extened perod.of time, have an e.lectricia dtetrmine if the motor Is In starting.ndi-t^ ~'~~ ~~ ~~'!' j-0 tm v 1 etihie'i bei i

APFENDIX A D OF DRAWINGS.ON WID T Listei below.are the wings which aply to the tunnel. At the time of writing this reort, th drns are being stored at the Nrth Capus Labtory. WIIND-TUNNEL SHELL (NOOTER DRAWIS) Nlter drawing numbers JN-D; 10761 Detail of Station 2 and 3 and Station 3 and 4 JN-D 10770 Detail of Station 4 and 5 JIND 10770A Full-Scale Laout of Turning Vanes in Section 4 JN-D 10771 Detail of Station 5 and 6, Section 6 J-D 1077: Detail of Station 6 and 7 J-D 10773 Detail f S ti 7 a 8 and Sa 8 and 9 JN-D 10774 Detail of Station 9 and 10 i.m-B 10775 Detail of Station 10 and 1 JN,-D 10776 Assmblyf Gut nerat I-D 10950 Fundation D ing fOr Gust Generatr Iel JX-D 11678 Structui S fs Rfingand Siding On Gust Generatoo J.I-D 11680 Structural SuppOirt for Siding and Roofing on Gust Gnerator ROOFING AND SIDING ABOUT SEt2I[NG CER IR NOZZLE (H.. BESN COMPANY DRAWING) ER 1 Univ. of Mich. Gust Gnerator ER 2 Univ. of Mieh Gust Generator GENERAL CIRCUIT ARRANGE lNT2 20015 - Sketch of 5'-x'7 tunnel 20019 - Plan view of 5-x-7 tunnel TEST SECTION 20054' - Tst-'setion assembly 20055 -D'Or to test set ion 20056 - lPartition between rs - test see:tion 20057 - est-seetiln leg sup: rts 20095 - Caster assembly 14

20094 -- -Wheel lder 20095 - Base 20096 - Prts - sup rt and te astl 2013 - Te~st-section su1 rt bea.m D'ITUSER SECTIO NAN) TT "G VANES 1200315 - Turning vans r f:r nrs SETTLING C"HA-ER AND NOZLE 20018 Sketch f steel frfaming between statin l to statio i. 20024 - Details of stel fs. 20030 - Sketch of settling -ber::foundati 200k -R ng a r sect %. 10 20075-'Rof ing:an:dsiding se- tions 8,'J 9, and 10 20076 - Roofing and s:iding for se.tions 89,, and.10: 20077 - Roffing and sid ing f stin 8 9 nd 10 20090 - S n se - gust.tiel 20i 8 Bea bearing plate 20109 - Position'of beams and beam sup rts.20110 ettling ber and ntrction seti'n 20111 - cntrctin sectin bam 20112 - T brackets for n b support 20113 -a suports types K L,, and 20114 - a suppts tpypes C F, and G 20118 - Sreen anger 20119. Scren hanger assembly FAN AND HUB SECTION 2o0043 - Fan ilade 20046 - Revision of Nooter rawig JN- 10771 20101 - Fan hub 20102 - Sectional views Of' fan hub 20103 - Fan blade 20104 - Ro^ugh shape of fan block.10O -Hub end'plates 20122 - Fan hub and drill pattern 20124 a- n and power shaft.assembly 20215 - Fa. hub nd - shat as 1ee1bl 2017 - L:catonf f ndft hub plates reil ati to fan hub 20129 - Fan-hub- blk d ensit 20131 - For.ard inne r Ldy suppnrts 15

FAN S T AID POWER SIAFT 0023 Sketoh of power sht system:2007 - Sbit 20048 -S1aft-guSt tunnel o0086 - C-lr-gut tunnel 20086Ak-~ Cllar f.ln shat 20126 -COllar attabnt etail MO.TOR SYSTEM 20028 Plan. viewf it unatin 20602 - FrQnt andL ietional vie f otr flnatin 20081 -: Mot1r base t 20130 -Spd - e..trl.wiring diagr - 1ow-s e. 1wi nd tunnel ad power plant e an: Cbhani l and E tricll Contractors Drawing;E-'5 2012 Pn.el wiring di a.gr amd... s matit. The.Electril Product Compin,i Clev lnd 12, 0hio' Drawing'-40405 D43057 FOIARD IINER 1ODY 20063 - Forrd inner body 2o008 - Innr bodyf:fr.0097 - Forrd inner body 20098 - F.orIrd inner hody detail AFT IINER BODY 20091 - Dtail of abft inner bo section 200i -- Inner body STAIffG-'HTENER V.AIES 20070 - Stightenerl n asSenibly 20071 - Straightener vne jig 20072 - Strahtener ne mold.20073 * Straightenr:ne pattern 200C7 -^.l ary sketch straighten bade 20033 ^ Foun:dation..'"t 16

LI 0Fuo;'~uno ~c~ o iT i H'o. u: -. oloo' uo~ptrnow meciu jA Tma~ p Us c~xo - 6?oo

APPE1DIX.BD1MSIONS AIRD FOR VARIOUS CPOE1S OF TED T t: CIRCUIT 1. NZLE SECTION'Diiision are gieni:reative to the ce-nteline: l tll. T rgin is at a stiation 25 ft upstream fi the entra the tes-t eio an d in the plane of the il. t aht sectin. fr'"a (s"e Drawings 0110 and.20111). Dimensions. are give to the ins:ie wa l t -hest section and are o the n.earest /8 in, Statin Lt Heiit ftei. -r C.L. Width from C.L. 1 0' 0o 9" 11-/8" 12' 112/8" 2 1jt " 9't 11-/8" 1' 11i/8" 3 a2' 6.- 9' o-6/8" - 12 11-/8" ~4'9'9:" 9-5/8" 12" 10-5/8" 5 0o5' 9' 6,7/8" 2' 7-6/8" 6 6 3" 9' 2- 5/8 12; 2-6/8 7 7' 7 6 8 8-3/8:- 11' 7-3/8" 8 8 0o" 10' 9-4/8" 9 10 0 7" 1-7/8" 9' 4 8-4/8 10 11 5" 6' 2-7/8" 8- 5-5/8" 11 12' 6" 5" 3-5/8" 7" 2" 1 13' 9" 4' 4-6/8" 5 1-5/8" 13 15': 0'" 5' 8" 5' 0I" 14 16*3 3 1-4/8 4' 34/8" 15 17' 6" 2' 91-5/8" 3'10-4/8" 16 18' 9 2' 7-6/8 3' 8" 17 20 0" 2' 7-6/8" 3' 6-4/8" 18 21' 3" 2' 66/8" 3' 6!' 19 2' 6" 12 6-/8" 3' 6" 20 23'9 2" 6"- 3 6" 21 ~5' 0" 2 6" 3' 6" 2. F BLDE PROFILES ee Drawings 20103 and 20045 Airf-il is an R sction F. Ordirtes are given fr the s tations as^ fl..ned in dawing 20103. X:.distance from the leading et Y height abve chord line BRL.e'ading edge radius RT trailing edge radius Z.'. sititn. of the blade tip relativ tO.: t1 axial enterline- Of the blae:

All dimensions are parallel and normal to the "station 0" chord plane. angle of twist relative to "station 0." Station 0 Station i Station 2 Station 3 X Y X Y' X Y X Y 0 0.29 0 0.28 0 0.27 0 0.25 0.33' O.72; 0.32 o.68 0.30 0.65 0.29 0.62 0.67 0.97 0.63 0.92 0.60 o.88 0..84 1. 33.6 1-.27 1.29 1.a21 123 1.15 1.18 2.00 1.65 1.90 1 57 1.81 1.50 1.73 1.-43 2.67 1.84 2.53 1.75 2.42 1.67 2.30 1,59 4.00 2.06 3.80 1.96 3.63 1.87 3.46 1.78 5.33 2.19 5.06 2.08 4.84 1.98 4.61 1.89 8.00 2.29 7.60 2.17 7.25 2.08 6.91 1.98 10.67 2.27 10132.1 9.67 2.06 9.22 1.96 13.33 2.16 12.66 2 05 12.09 1 96 llo52 1.87 16.00 2.00 15.19 1.89 14.51 1.81 13.82 1.72 16.67 1.74 17.72 1.65 16.93 1.57 16.13 1.50 21.33 1.39 20.26 1.32 19.34 1.26 18.43 1.20 24.00 0.96 22.79 091 21.76 0,87 20.74 083 25.33 0.75 24.05 0.71 22.97 o68 21.89 0.65 26.65 0.29 2532 0.28 24.18 0.27 23.0 4 0o25 Rt 0.29 RL 0.28 I 0.27 RL 0.25 -... 0.29 _- oB.0 0.28 _ R2 0.27. R? 0.25 12.0 0 0.96 11.40 1.48 1084 1. 28 3, ~__:_0 3-.09." 5.74 8.12: Station Statin 5 Station 6 Station 7 Stati on 8 x Y. X x y Y 0 0 24 0 0.23 0o 0o22 0 0. 20 0 0.19 0.27 0.59 0.26. o.56 0.25 0.53 0 23 0.50 0.22 0.47 0.55 0.80 0.52 0.76 0.249 0.710 o0,46 0.67 0.43 0.63 1.10 1.12 1.04. 098 1.6 8 0 0.93 0.94 0.87 o.88 1.64 1.36 1.56 1.29 1. 47 1.22 1.39 1.15 1.30 1.07 29 11 2. 08 1.43 1 9.6 3.5 128 12 1.74 1;20 3.29 1.70 3.12 1.61 2.'95 1.52 2.78 1.43 2.60 1.34 4.38 1.80 4.15 1.70 3.93 1.61 3.70 1.52 3.47 1.42 6.57 1.88 6.23 1.78 5.89 1.69 5 55 1.59 5.21 1.49 8.76 1.86 8.31 1.77 7.86 1.67 7 40 1.57 6.94 1. 48 10.96 1.77 10.39 1.68 9.82 1.9 9.25 1.50 8.68 1.41 13.15 1-64 12.46 1.55 11.78 1.47 11.10 1.38 10.41 1.30 15.34 1.43 11.54 1.35 13.75' 128 12.95 1.20 12.15 1.13 17. 53 1.14 -16.62 1.08 15.71 1.02 14.80 0 96 13,88 0.90 19.72 0.79. 18.69 0.75 17 68 0.71 16.65 0.67 15,62 0.62 20.81 0o61 19.73 0.58 18.66 0.55 17 58 0452 16.48 0.49 21.91 0.24 20.77 0.23 19.6 0.22 1850 0.20 17.35 0.19 RL 0.24: RL 0.23 RL 0.22 RL 0.20 RL 0.19 RT O. 24 RT 0.23 RT. 22 RT r 0-20 RT 0.19 z, 9-70 2.51 9.12 2.6..60 2.76 8.00 2.o6 7.15 2.83 B _ 10.26" 12 190 13._95 15.55"_ 17.000 19

3. STRAIGHTEM VANE PROFIT See Drawings 20027 and 20070 blade profit- NA- A.Syimetrical section with.constant thickness along the:vae NACA 0018. 5 ACA 0012. Distance from Height Above Distance from Height Above Le1din Edge Chordl ELne. Leading Edge Chord Line 0: O 0 0 o0. 4 1.04 0. 67 1.02 o.88. 4.35.41 1-75 1.192.70 1. 2.62 2.26 4.04 2.26 3.5 0 53 5.59 2.53 5.25 2.88 8.09 2.88 7.00 3.10 10.79 3 10 8.75 3 20 13.48 3.20 10.50 ^3.4 16.18 3.24 14.00 3.13 21.6o 3.13 17.50.85 27.00 2. 85 21.00 2.46 3240 2.4 2450 1.7 37-70 197:28.00 11 3.10 141 31.50 0. 78:48.50 0.78 35,00 0.07 3.90 0.07 Leading dge radius 1:27 eading e e radus 0.85 4 FORWARD IDq / BODY D'O:iE:Z;M Referring to- Drawing 20063 dimensions are given along the centerline of the body and normal to the centelini. The origin.is at the nose of the body., Distance Along Centerline-in Inches Radial Distance in Inches 0 15.25 21 331.-5 31 34.75 41 37 51 38 60-75 38.5 20

5. AFT IR BO0$ I ):ESIO0 Drawings 2009 and 20092 sow etai f tthe aft inner body. DimnsiXons -of the: body are liste'd below. X. dis tane.frm bse I inner bdy aong tunnel enterine.. R.' r" __i.mensn.o.if inner b..0 39.00 132 28.2' 38, 75 L- -27,10 24 38.10 156 25.,95 536 37. 0 i68. 4.0 48.36 o 8o 2'3. 3 60 35.00 19.8o 72. 87 2o4 20o..10 84 5.74 23618. 96 31.61 28. 16., 0 108. 048 240 135o 120 2955112.50:56.1::.5 21

APPENDIX C References pertinent to the 5x-7-ft low-speed tunnel are given below. 1. E. B. Squire, K. G. Winter, and. G. rnes i R.A.E. 4-ft-x3-ft Eerimental Low Turbulenc Wind Tunnel, Part I, Report bl. Aerxo. 1l82, Feb., 1947 2. H. Schur and K. G. Winter, The R.A.E. 4-ft-x3-ft Experiental Low Turbulence Wind Tunnel Pat II, Measurement:of Longitudinal Intensity of Turbulence, Report No. Aero. 2285 Aug., 1948. 3. G. N. Patterson, "Ducted Fans: Design for High Efficiency, ACA, 7 (1944). 4. A. R. Collar, "Caseade Theory and the Design of Fan Straightners," R and M, 1885 (1940). 5. L. C. Garby, K. R. R.ann, and. R. L. Roensch, Estimation of the Power Factor for the 5^5ft'-x.7-ft Tunnel, GT-4, -May, 1954. 6. L. C. Garby, Cost Breakdown of the Gust Generator Model, GTM-5, July, 1954. 7. R. L. Roensch, A ethod for Determining the Design Specification for a FanStraightner Configuration, GTM6, July, 1954. 8. K. R. Raman, Estimation of Eeat Transfer Coefficient and the Evauation of Temperature of the Air Inside the 5lt-x-7-ft Gust Generator Model, GTM-7, July, 1954. 22

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rn 6~~~~~~~~r FTest Section 10 ^ ^ ^ ^ __-25' -1_ 25"____.20* ^ 24' 141' 26i 17' 18 7.4' Sta. (13)8(14) Sta. (8( Sta (1 0( Sta)(3 Sta.fthruo Sto.a. Test Section GROUND LEVEL 6-30-54 Fig. 2. Sketch of gust generator model.

Staightner Vane I A Acess Doar r PI^eS~a" \^^^~ttllo frs \'~' ]'''^ ^^ ^ "^""iD o Screen Door Scrae for Rapid Turbulonca Scames'Hat' Section Beams Woad Ribs Used to Expamsion Saeteon Shape Nozzle 6-30-54 Fig. 35. Section view of gust generator model.

0d i-~90. ~ 79.00 955 ^~' 14.'3''-143 Fig. 4. Tunnel centerline dimensions. (Drawing No. 20041)

-f-H a) r. 0 0 -.p d. rl Fi

'THICK LYWOOD SHIM THIS ED. ONLY ~~~~~~i,~~~~~~~~~~~~~~~~~ ~ / TOP t TWO SIDES. ~MMB>~wey<' 3'.-8 ~' -'1 Tp." THICK..BEAM SUPPORTS' Z"'tZ'~' AN.LEi' W ON I L^^^T"~ ^ \^< T //~B~~I-AeIITEOD? BOLTD T70 STIO WS..R.LL. I "J BEAMS ONSITE FOeATTACHMENT IlTH \ --— ^ n ~ " -- ~ i 11111111 111111~ ~-TT ~HEA. BOLTS, SEE DeR~AW,, *...o/i,,'"\ SCALE ID0. 10'.~-~~~~ ~~~~~~-I=-= H — - -,...:. 5.t JHL A..,iRv7S ~L~ LT TICLr STINE OED TOPLB & ~<-J50\' S~' L — 4 /0' 0" 25'-oN Ic-~~ W2;4' 034 UYP. 8~M T~NT~lF r:~ 54C8 g 314K11 flM.'0'' 4 sLcS 4 ~L~U. ~ ~iO' _JI-l LJ-'OY. I I'C, fiP\ 7, A'. - Y E,,,.Af. ~ e-.r O- -... -- i.__-.-....'4".. IWO.....S ~.. -" " -— 4F GA S. EE -.TOR: i5 NOTE i ______I ____ ___'g ______ ^ B~-=~ikt~~-_,_~^ ___~_ __ ~-~ -~T-' ~'-^ ~foreNO' cov~N TOP f TUO S/~S AES SWCWN WITH DOUWSIT'ON R~ PL~FHKKAB2PYWOODY MTPNE ~ r' li C~~~~~~~~~~~~~~~~~.:" >'.-^ ~^=2'~-^j~~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ B~~MAR/V0.IE ES-S I WIT CALEUN 3" YPEI'0E SC AL PNOTE' 0 COE P ATIo SIDG',,ES. LIT'CC 0O*.S I, fL YWOi 8 I' l 5 AND$, ___ _' ""' 7 _____ __ _ __ _____ __'- r "E - COVER. FLO0C WITH ASFIOTO C~T BA GIto.ACCESA PANELS'~ TlS AISDE ONLYNALL PASLS SHOIT FLAT HEMAD C.S. ELEWM4TO072 B PRO~ /'4' ~ VCf J L -^~ _~.. ~ ~ ^ - \;'"' l'~"',I''"'' "J _ I ^ IDOU6LA5AF/,PL YU0D)'r/JKK..$.~~E'3S. 5 PLY EEL'E BOLTS TOiPANEL ATTACH HANDLE~S^. ei BWD, BO O.-IS. f Fig. 6f. Settling chamber and contraction section.' -' ~ c' CO/~e/ SECTION TOEST.i'SEM8'IE f. -— ~- i.'. —--— i.. _ g~pS ^nci / \^ J ^^^^^^ PLYWOOD IlA TtW6UI.u'fhe MKIsne..X ~~^ACC~ $S5 PANELS 7', $ THIS lF ONLY,'AS SPOP.' 1 I l ri \ AMRll Fig. 6. Settli.ng chamber and contraction section.

''' ~"...''' ~- -~ -- -Bm. L 2)' 7. - _,,!:"~ ~. -. _ -4........... ~-: -\ ~ ~' - 4'": ~I' NOTE:: DRILL pDIlA. HOLE FOR fJBOiT BEAM PROFILES ~L:~".ll ^V- 3' ~D,..LW E / wHEN: FITTnrN BEAM AT.. 31T.,g:-__ -,. _! WISDso' ^^. ^// RECES /2 / 3,'' 9'" 4,' o i' I;2L'j - | \ IPOS/T9'/ I.12' I I'-:F1i, l]~,11' ONLY 4 3'" 9 91' 37' | - | — |- N 7'2' l" 2' _ L" 3-' 3' L 3' 9.. ___, 4 X~8__ 9 ~ _~'~o,2 1'0' IX \'f/ PO_________O_ _8 | |' 0 8' L'.11 / /2 5' q -," 2., " hlJ DETAL OF TYPICAL,~.OL.T HEAD |.RECEM. 12 /13' 9 4 E A 2' I 1_-' _dl ~- I -' i/ I /2! 8'15I s c O2T + -t | L | 46 |'|..''1/$' "'120 -3m.'C' 9" 2.' ~ - "'' E"-S) ls O iC_; — ~"3' 3 4 ~-'/I"I'.'/ 122' 2'./. 3'~ 1 -o AD' 80" ~ Fig. 7. General MOpen20 23' 9'b. Z -'":'::'ii ~.'-~',. ~.... ~..:- ~.h X+ I,':PO61TION Or AN(,' E- 2/ 25' O" 2' 3' $' ~' SPLICE PL, BEA SUPPMATERAL: A Bm.5- -.'" - -. -.-. C 85. o. CO OGTOI LDAE $8"A,D OEISTe CNE!NTE 2 -~-B^'.Y' \0'<ok" ______________'___'6"" ASSEM8LE BEAk1S IT/A RESORONOL T9Pl R/E. 4' A - - "]7"F.. G e o 20-'-J" —',"' 1. Fi.7.Gnashpocotatos 4e Y O COAST QF i~ROellrl.AL.i iO 2'-~'8. 0 4s f -No. IF R SETTER.:E'm NO.,PAR,.A:-Ir

,"'' A-A STOWF 7'l o* K *j.. f. ~ d~k' - A' I:o: I W \ I \ I ~ ^'^ ^ i ^ 1 5^ ^ ^ ^^^I % 7'jj~''-'"t-... \I - ~. A.f ____D -,,' -.-,3 O~~~ -' _ —,.. - ~ ~ /1;',........ ^ -2'o"-'~^ j I. (r^ ^^~""i:4 - ~ — I I S./ - i 0.. - G -^i- Gir __ Srr_ ~~Loo TI._ ~ Fig. 8. Test section assembly.:i~I -,, F-F.... j;'I'~oF "f,' " j jo. 5' Dl,'111 As'-L", Fig. 8. Test section assembly.

~/ ///~ Constrained in all directions Constraoined in one direction and. free to move as. shown by arrows. ITIlllr Fixed point Fig. 9. Suggested restraint system for gust generator model. (Drawing No. 20031)

~ 1 ~CENTRIFUGAL SWITCH WILL OPEN POWER~ - BREAKER IF MOTOR OVERSPEEDS SHAFT'~~ X ~~~~~~START a STOP SWITCH OF D.C. MOTOR FAN COMMUTATOR BREAKER EXCITER D. C. COMMUTATOR TOR STEP POTENTIOMETER VARIABLE y RHEOSTAT MICRO SWITCH WHICH PREVENTS START BUTTON'FROM BEING ENERGIZED UNLESS GENERATOR FIELD RHEOSTAT IS IN OPEN POSITION. Fig. 10. Ward-Leonard control circuit.

^~~ ~ ~ ~ ~~~~~~~~5e T'-/oe- Ct.. C..d bT. rer; II"3#'4 SeT T'_/e' s"ol"" ~o~f___ Co 4"Pcc. iTw] ~.05 S~. 1A.. / /T. CC*.- J ~I ~.. 110 10.~0 [IT- 7W.'..'o ~ -'\ L o.?o,:2'-i-F — - ~'.- _ t\.... -~_ ~T,. 2.0 /.// ~t io.3.!2.,t. Se.0,'o, C-C CLC w^~ ~~I'' -. -'9. - 3........ - I- \' -7' ^\2^i I T ^ ^............ K, iI 1 5TA. 5 TA, 5TA. 5T/. 5TA. 57. 5TAI SA.'.:t." - ~.., 3a__ l i /! 37 50 3' \ i e F ig.. II Fp AZL&O 0.0..0 4 TA. A.TA. /. 5 T0. 0TA. N 5 TA. 5TA.M MTA 1 Fig. 11 Fan blade profile.

* a-eTdT qnTq useI VDq * iF I I i'"1'' ~ L~~I~H~Hi~H~.I~ --'I I I #R. I-, Plll..MATERIAL I. I I.t...lf I...SCAIE.. UITITS, l91H Ivv -4 pDIT ocLD ANN ARBOR MICHIGAN -/,*'-''.......I.I \ XS0 -ii - ~ i II /V', _ I llr -,_ —_....... \\ 0' "S ~ ~......'ICC/I ~~~

PTrS To RE FRRNIStAEB_ I'TCH DRILL ALL oLes. 4.!d 4:00-' ISA~~~~~~~~~~~~~ IA~~~~~~~~~~~~~~~~~~ IS~~~~~~~~ I ____________________ S's doo* __________ \< _____ s'.sWw* _______________________ ~~ AU.HOL~ D/RT 6S'oS / \\ N // |EI, I i I| t (~/ \~\'I I' I, j0 I //I/ / I O. j PART NAM MII8RI'L D ~ - _ ~..O,,, \|N1 REQ'ia 10. IAF3 /UIR a: Y 1 4) \10 I I/ 4 -- ^^! " rw UN~ IV$.TOMr (OF'MC i~fc -L A MM Fig. 12B. Fan blade clamping blocks attached to fan hub (rough shape of blocks before machining).

Yri'qmS FLEXIBLE CoUPLE I 6 iF-?22230 BEAR!J6 \ SHAFT FREE ATrACm-HENT Byv MEANS OF 4 TAPER PINS -D&. 20079. SA/ F-22234 BE. \jN 25'' _^^>-^^ \ tAATCH/DRILL ON ADSSEBLY-YsSTBoU L U ~^~ -' ^^^~^\o C ciRn\ReNCE O PRT NM TC IT MAT I U \ ET. Z3 NuBS0 PART NAME-~-' A- - 5A-s LY_ I DATE_.U - _ Li uUNIVERS.T; F MIC' HIGANf >, - DEPT. OF AERO'.'ICAL ENGINEERING 0 \ S U mLQ < I ANN-ARBOR I MICHIGAN Fig. 13A. Fan hub shaft assembly.

SKF-5AFM230 -.BE-RQI6 - S./FTr FE. FNt4 HATCH 7TYHXAS i.xzLE 6OUPLINQ W7-/ CONcvEcr/AQ S/IAFr - D'2G 2.0047 5KF - SDAF-2.2 3 44 43_ E ARPINGQ-H~LD I L \ - r-I - FN hce - Z5; 20O01&20102 - H'/~ PLATT~ DPOG 20/O ~,5H/FT COLLAR 1)P'20086- ~ FAN SHAFT D?& 2 8, I' k T"ICK. WIDT. 41TA UN E ZONE PART NAME MATERIAL A T'WT. /-^ J^T D) 20048' L~/ UNA ES ~ ~ ~ ": i\ ^ ^___ DATE UNIVERSiT 3OF iVilCAilJ "l DEPT. OF AERONAUl ICAL ENGINEERING.O i UO rC < I ANN ARBOR. MICHIGAN Fig. 13B. Fan power shaft assembly.

__ AA~6 6 -6 -v~~~~~~~~~~~~~~ A l y^ _~~~~~~_________________________ L (L 4f*4'^~~0~~~ cBAR-A va~ Re.Q' -D 20 I " ~ ~ ^ ~-~~~~~~-~_ _ _ _ _ _ _ t,~~~~~~~t J C C 7 ^ A- 4P - gB /V 6?E Q 1-2 0 ^_______________^^________________. S~~~~~-C~~~~~~O/1/A-A~~~~~~~~~~~a A ~~~~~~~~~~~~~~ A/1&C'Nr(EMRC /C R,:'7~~~~~~~~~~~~~~~~*',~M ~Y4 44g A A BAR R-D //^ ^G^-P' -, AM~ouNrL~r MA' ^/'r^~- /^ ^2~'( /62-r^A/G, <~~~~~~~~~~~~~''/cc H^^^^ ^ ^^" /G _ 20'6 / 6 ________ _ _ _ _ _ _ _ _ _ _ _ - Tr4E 23'6n 2PATN MS OC <~ ~ ~ ~ ~ -:IPAIPPC/V /-^ ^Z2 REQ'D ND ___ ___ ______I I___I~ NO. PART DIA. THICK. WIDTH LGTH UNI EXT. r U ^^ ^^^ 1^^'6" Z ^ ^ R^. P/LAT NAME SC1 MATERIAL W~. \~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ZN REQ'D. NO. T0CK SCA LE LI MP T S L; ~ LJ ^. k^ "'^ ^^- ____________.AP!RDA _ b,.j^ ^ ^^ L^U^~~~~~~~~~~ ____ __~~~~~ ~UNIVERSITY OF MICHIGAN \ 1~7_______ DEPT. OF AERONAUTICAL ENGINEERING R IN ^~'I~~~~ O^~ ~ I4~ T~ ^ ANN ARBOR MICHIGAN Fig. 14. Hanger assembly for screens.

r314 1 -s A, A,-= —o A:Srv X. o~ 9 oar' CoK/ qw-',o ~t~An/rto ~C~~ ~ f~fLR7 L~Ycrs~,-j~Lg o..c~3sr~r A I - 4- c SE = k=re PU5^/o~rrfJ B Z O. 7.,o1/. Do~aL C99999/909.: Fk9 4 C. 4 ra:''4v ne -c,:i9o ~ ~D,,,TR STOP.. A~~~~~~~~rI IIP[ ~ — ~ —'~ - i —J:D l sVe COMIROL W/WhVC L3/ARAI 9. *|~ O;.,o:ELW D WIAIO TUA/IEL P CViEP) PrL,9, (2Y 4099)a-Lio/L~ AERONA9TICA3. E9619R194. 5ORrNSO | CIA K - COTUToN Co.o IYDE 5I0I6. 1 MOTOR Y'4 Ll g. - 1 -5. -:peecl aontHANK: buroZ ~r c1gazroy]_ow sloenIMeKAN/ EecTAL EN_ I. Fig. 15. Speed control wiring diagram for low speed wind tunnel.

,' s R.I.... OR...'''';-', A." A' /'' I. I''.-''K "Yr'*'.' t' L. D14 A-42*I LM 6ToEr N Cw a.r. Or. A b74*.. _ _ _ Coc *. *., r oul oF 7trt. r. C. 4 *i G DAGRAM- M. t R- vaS *'Qr#.*-pSw. ~:,.M._ _. _. ___..........l.. _._ _. _...... I.nur. R4, FZS,*t r 1o; n omoK b rERIo^D rtRO. l C \t*8oTX W255,-W6tnJ SSK M., ow.-l' S'O' r O 254, D1H. i;. e --,.4 _vC.- # ue. mrvCJ sl-+ it0 noroK psoisu-t.voK |.- DR_. C —R cclS sucr-re Z-re -,s, DoOA -Nv;._. wr, R5146 __ _ _._ _ _ 7s cl,m-i;TI, s?,..... _: j -)t';"-.''t! -J 1. ASMi k W-r r 0Fr!ff141. II A-witn4; rW 02^'>! t#Z JL L (CRC. SCrA -\L' —----------— I1 -- r 11K I }I I 1 I:, ll 1. 1 t J4 I -. 4m LAI In' [.... *I~~CC O - _;OR EI' I. *o tJ tr 5, SI CTI' LOR s~ 2.. Fig. 16. Starting cubicle wiring diagram. ~L~~~~~~~~ 1,i ~ii~:-~ig 6. S ar ig u icewi ig igrm