OTNSROC - 79/057 DAVID W. TAYLOR NAVAL SHIP RESEARCH AND DEVELOPMENT CENTER Bethesda, Md. 20084 DTNSRDC-79/051 TIP VORTEX CAVITATION DELAY WITH APPLICATION TO MARINE LIFTING SURFACES A LITERATURE SURVEY by Gregory P. Platzer an William G. Souders APPROVED FOR PUBLIC RELEASE: DISTRIBUTION UNLIMITED SHIP PERFORMANCE DEPARTMENT RESEARCH AND DEVELOPMENT REPORT " DAVITATION DELAY WITH APPLICATION TO MARINE LIFTING SURFACES August 1979 DTNSRDC-79/051 MAJOR DTNSRDC ORGANIZATIONAL COMPONENTS OFFICER-IN-CHARGE CARDEROCK SYSTEMS DEVELOPMENT DEPARTMENT SHIP PERFORMANCE DEPARTMENT 15 STRUCTURES DEPARTMENT SHIP ACOUSTICS DEPARTMENT SHIP MATERIALS ENGINEERING DEPARTMENT DTNSRDC COMMANDER TECHNICAL DIR Pee OFFICER-IN-CHARGE ANNAPOLIS AVIATION AND SURFACE EFFECTS DEPARTMENT COMPUTATION, MATHEMATICS AND LOGISTICS mae PROPULSION AND AUXILIARY SYSTEMS DEPARTMENT CENTRAL INSTRUMENTATION DEPARTMENT MIAO (eu fet Nie iil 0 0301 003 IM UNCLASSIFIED *€0 1979 SECURITY CLASSIFICATION OF THIS PAGE (When Data Entered) : READ INSTRUCTIONS REPORT DOCUMENTATION PAGE BEFORE COMPLETING FORM 1. REPORT NUMBER 2. GOVT ACCESSION NO.| 3. RECIPIENT'S CATALOG NUMBER DINSRDC-79/051 4. TITLE (and Subtitle) 5S. TYPE OF REPORT & PERIOD COVERED TIP VORTEX CAVITATION DELAY WITH APPLICATION TO MARINE LIFTING SURFACES A LITERATURE SURVEY Research and Development 6. PERFORMING ORG. REPORT NUMBER 8. CONTRACT OR GRANT NUMBER(a) » AUTHOR(s) Gregory P. Platzer William G. Souders T, PROJECT, TASK IT NUMBERS ” PERFORMING ORGANIZATION NAME AND ADDRESS David W. Taylor Naval Ship Research and Development Center Bethesda, Maryland 20084 11. CONTROLLING OFFICE NAME AND ADDRESS David W. Taylor Naval Ship Research and Development Center Bethesda, Maryland 20084 14. MONITORING AGENCY NAME & ADDRESS(if different from Controlling Office) (See reverse side) 12. REPORT DATE August 1979 13. NUMBER OF PAGES 73 15. SECURITY CLASS. (of thia report) UNCLASSIFIED ICATION/ DOWNGRADING 16. DISTRIBUTION STATEMENT (of this Report) APPROVED FOR PUBLIC RELEASE: DISTRIBUTION UNLIMITED 17. DISTRIBUTION STATEMENT (of the abstract entered in Block 20, if different from Report) 18. SUPPLEMENTARY NOTES 19. KEY WORDS (Continue on reverse side if necessary and identify by block number) Tip Vortex Alleviation Porous Tip Tip Vortex Cavitation Bulbous Tip Tip Vortex Alleviation Concepts Mass Injection Tip Performance Propeller . ABSTRACT (Continue on reverse side if necessary and identify by block number) The generation of tip vortices from finite-span lifting surfaces degrades the overall effectiveness of these surfaces. An extensive literature survey pertaining to this viscous rollup phenomenon and the numerous concepts advanced for its alleviation has been made. Those concepts which appear applicable to delaying the formation of marine propeller tip vortex cavitation are highlighted, and further experimental investigations are recommended. DD en", 1473 EDITION OF 1 Nov 65 1S OBSOLETE S/N 0102-LF-014-6601 UNCLASSIFIED SECURITY CLASSIFICATION OF THIS PAGE (When Data Entered) SECURITY CLASSIFICATION OF THIS PAGE (When Data Entered) (Block 10) Program Element 61152N Project ZR 00001 Task Area ZR 0230101 Work Unit 1544-329 SECURITY CLASSIFICATION OF THIS PAGE(When Data Entered) TABLE OF CONTENTS Page IISWE OF MII o 6 6 6 006600 OOo boo hook iv IESE Ol AYN 676 0 6 06 606 6.0 06.0.010'00.0 00 060600 6 6 Vv TEIESE ONS ANSI ONAYNEIVON ISS ANID) BVA G Gg 56 6 6 6 6 OOOO OO vi INSSHUVNGIE G6 6 6 G 6 0 ONO 6 6 6 OO 0 6 0 oO 0-6 6-6 6-0 5 6 Oo bFO 1 /NOWOORIUSTEYAIEIYD, JONISKORMIMIEILONS 6 6 Oo dL INTRODUCTION . OM puOueOg LO, (Ol) Of fOr oe LONG. fO Chee Oho. (OR OM OR Oy Okc to Lou eae nD 1 BRIEF DESCRIPTION OF TIP VORTEX LITERATURE . ..... +. 2» « «= « 3 INSIST NIUE Ol IGS WOKS IOMEYPs ¢ 6006060060000 06 4 TDD WOM ALYMEOMIRPE CGONGHPIS> 9 6 0610056 600000600 60006 7 SCHEMES PROPOSED IN THE LITERATURE. . . . ». «© « »© « «© «© «© « « «© 7 SVEANNIVALSIS, ILQOVND) IDIESYUROSOMLILONo 56 50 6 0 oO oOo 7 PLANFORM: DELTA, SWEEP, AND OGEE TIP . ........+4+442446-. 12 WONG IEIQe Ie WYN 5 5 60600 ol Oo OO oO 6 14 SIIMVME OD) ILANDIUNG WINE 6 6 6 600000000000000000C 14 ONO N25 6 666 606 6 Oo oO OOOO OOOO 16 ENDPLATES, WINGLETS, FENCES, AND CONTRAVANES. . ......-+e.-. 16 UDSOUS WP 56 6 610 6500000606000000000000000 0 19 THU? WYGIo 6 09 0 000 60)0 00.6000 00000006000 000 4 19 IID? SIOINHR 6 o 616 000050 G Goo oo oOo oO OOOO Oo 21 TRAILING EDGE DEVICES: SPLINES AND HONEYCOMB ......... . 21 II? IWNSS INWIIGIUONo 6 6 6 0006 oOo ooo 21 QHUAIAR CONMCBEMSo 6 0 604000 G 0 O80 0 0 090 0 6.0 6 0 6 0 0 Oo Oo 25 SOMA ANID CONCGUUSIONS > o 6600000000000 0 000000 0 25 ANOSMO\MU HOVE > 56 6 G6 5 0 6 0 0 6 6 0 6 0 0 660 0 6 6 Oo ON 6 6 0 29 APPENDIX — ALPHABETICAL BIBLIOGRAPHY OF TIP VORTEX LITERATURE. .. . 31 MAINES 6 9 6 0 6.0 66 00 6 6660000010006 5 m0 0 6 0 59 iii 10 11 LZ LIST OF FIGURES Tip-Vortex Rollup Process. ... . e Proposed Spatial Distribution of Vortex Structure: Viscous Inner Region; 2 - Smoothed-Out Spiral, Velocity Distribution Essentially Inviscid; 3 - Tightly Wound Spiral; Portion of Vortex Sheet. ..... Variation of Tip-Vortex Core Axial Velocity w Reynolds Number Ra ols Gain Os forint Illustration of Schemes for Alleviating Tip Vortex Investigative Ranges ...... . Variation of Propeller Tip Vortex Cavitation Index with Advance Coefficient ne with and without Tip Pitch Reduction. ..... a eemte and 4 - Unrolled e ° e 0 with Variation of Propeller Tip Vortex Cavitation Index as a Function of Advance Coefficient for Various Propeller INCGEY TRAESIORS 6 56 6'6.0 6'60 0 0 0 06 Variation of Efficiency €, Drag Coefficient Ch» and Core Tangential Velocity Wa with Tip Porosity for a Porous Tip Wing. . .... ++ « « Variation of Cavitation Index 6 as a Function of Advance Coefficient Jy for the Bulbous Tip Propeller . Variation of Tip Vortex Vorticity as a Function of Jet Momentum Coefficient Ge for Linear Mass Injected Tip . Variation of Tip Vortex Rotational Velocity as a Function of Wing Outboard Distance for Spanwise Mass Injected Tip . Comparison of Spanwise Loading for a Fixed Planar Elliptical Planform Foil and a Typical Propeller Blade-Variation of Circulation (T/T a FUNCETON .Of pS pat GR) kmcinie apie eck CRC NCAA Hake Waa ey anoles iv ad) asa Page 10 13 15 17 20 23 24 28 LIST OF TABLES Page 1 - Listing of Concepts Proposed to Alleviate Tip Vortex and the Numbered Bibliography ie in which the Concept is Proposed. . . aM Sia io" Fo! “Oma oO" 6: GMio 9 AIS SHichiichts of the Bibistographyeu ie) lle elie) i)! lel ele e) el) el ele 46 AR LIST OF ABBREVIATIONS AND SYMBOLS Wing aspect ratio Drag coefficient Mass ejection momentum coefficient Lift coefficient Chord length Propeller advance coefficient Propeller radius Reynolds number based on chord length Local propeller radius Free-stream velocity Vortex core tangential velocity Vortex core axial velocity Distance downstream of wing tip Angle of attack Wing tip boundary layer displacement thickness Wing tip boundary layer momentum thickness Wing span efficiency factor Wing circulation Wing circulation at mid span Propeller efficiency Tip vortex cavitation inception index Average local vorticity Maximum vorticity vi ABSTRACT The generation of tip vortices from finite-span lifting surfaces degrades the overall effectiveness of these surfaces. An extensive literature survey per- taining to this viscous rollup phenomenon and the numerous concepts advanced for its alleviation has been made. Those concepts which appear applicable to delaying the formation of marine propeller tip vortex cavitation are highlighted, and further experimental investigations are recommended. ADMINISTRATIVE INFORMATION The research reported in this paper was sponsored by the in-house independent research (IR) program of the David W. Taylor Naval Ship Research and Development Center (DINSRDC). Funding was provided under Program Element 61152N, Project ZR 00001, Task Area ZR 0230101, and Work Unit 1544-329. INTRODUCTION On a lifting surface of finite span, the pressure difference between the pressure and the suction sides must disappear at the surface tip, so that lateral pressure gradients of opposite signs exist on these two sides. The spanwise velocity components are similarly of opposite sign, and this gives rise to trailing vortices, particularly at the wing tip, as shown in Figure 1. This tip vortex phenomenon presents special problems in practically all applications of winglike bodies, e.g., the noise and vibration caused by the interaction of the concentrated tip vortex trailed from the tip of a helicopter rotor with a following blade, and the potential hazard associated with the loss of control of light aircraft which follow in the trailing tip vortex wake of heavier aircraft. Addi- tionally, in the case of the marine propeller, this phenomenon can lead to the situation where the local pressure in the tip vortex core reduces to the vapor pressure of the liquid, resulting in cavitation and its attendant problems. i The severity of the tip vortex problem is determined by the intensity or strength and location of tip vortices. Although numerous concepts have Figure 1 - Tip-Vortex Rollup Process been advanced for the alleviation of this phenomenon, no fundamental solu- tion to the problem is yet feasible because the details of the complex flow are not known, and the analytical tools have not yet been developed to pro- vide design guidlines. As a result, a majority of the work in this area is fragmented and empirical in nature, being guided primarily by intuition and observation; the results cannot usually be generalized and are restricted to the specific application or investigation. The present study attempts to identify, through an extensive literature survey, the work pertinent to the tip vortex rollup phenomenon and its alleviation. Over 150 documents are identified and cataloged. In addition, those alleviation concepts which hold promise for the delay of tip vortex cavitation on marine propellers are given closer consideration, and appro- priate experimental investigations are recommended. BRIEF DESCRIPTION OF TIP VORTEX LITERATURE The large volume of literature devoted to the tip vortex rollup phe- nomenon attests to both the importance of the associated problems and the lack of a fundamental understanding of the mechanism involved. Approxi- mately 60 percent of the papers reviewed in the present survey represent experimental work which attempts to define the nature of the rollup process. Although the results of these investigations have begun to identify the pertinent parameters governing the vortex rollup process, they have not provided the generalized tools necessary for its prediction. As a result, the remaining 40 percent of the papers reviewed comprise experimental studies which are directed solely to the solution of the tip vortex problem. The literature dealing with the analytical representation of the viscous rollup will be reviewed in the next section. A bibliography of all the literature reviewed is given in the Appendix. In addition, a capsuled highlight of each of the bibliography references is given in Table Al of the Appendix. As seen in the Appendix, the large volume of tip-vortex-related literature offers very little information with regard to marine propellers, and particularly to tip vortex cavitation. Of the 40 percent of the literature dealing with tip vortex alleviation concepts, only a few papers consider the marine propeller. Im fact, a majority (over 80 percent) of the work in this area is associated directly with the aircraft industry. However, although the particular applications are quite different, the results of the aircraft tip vortex alleviation work can be applied, to varying degrees, to the marine propeller. The limits of applicability and the disparities in the literature will be high- lighted in later sections of this report. REPRESENTATION OF TIP VORTEX ROLLUP The earlier attempts--Lamb and Prandtl--to represent the complex vortex rollup phenomenon generally consisted of a simplified, two-dimensional, inviscid theory, where a vortex sheet emanates from the trailing edge of a lifting wing and rolls up, in the form of a spiral, under the action of its self-induced velocity field. The initial strength of the vortex sheet is determined by the spanwise load distribution of the wing. This over- simplified model failed to correctly predict the sizes and strengths of the observed vortices. As more experimental data emerged, later models became more realistic and elaborate; for example, these models began to incorporate both the viscous ePFoot governed by the wing-tip boundary layer and an observed axial meteeteys in the vortex core, which basically introduced a three dimensionality to the models. A recent vortex core aeaesantaeion.— shown in Figure 2, includes four distinct regions: (1) a viscous inner region, (2) a smoothed-out spiral where the velocity dis- tribution is essentially inviscid, (3) a tightly wound spiral, and (4) an external region containing the unrolled portion of the vortex sheet. Some results from this theo are compared with experiment > in Figure 3, which shows the variation of the vortex core axial velocity Wo with Reynolds number R.: The observed disagreement is not totally unexpected since the theory is confined to laminar flow, which renders comparison with high-Reynolds-number, turbulent-flow, wind-tunnel experiments somewhat uncertain. In addition, these models are limited to very simple wing planform and loading distribution. Recently, numerical Pecnnianeen have *A complete listing of references is given on page 59. 4 Figure 2 - Proposed Spatial Distribution of Vortex Structure: 1 - Viscous Inner Region; 2 - Smoothed-Out Spiral, Velocity Distribution Essentially Inviscid; 3 - Tightly Wound Spiral; and 4 - Unrolled Portion of Vortex Sheet -w/U EXPERIMENT (REFERENCE 3) @<@e@ THEORY BASED ON5, (REFERENCE 1) es==e THEORY BASED ON 5, (REFERENCE 1) (o/DEG)? RV? Figure 3 - Variation of Tip-Vortex Core Axial Velocity Wo with Reynolds Number Ro been employed to predict the fully rolled up vortex sheet. However, judgement must wait until some initial computational difficulties are resolved. In summary, the most widely held theories for tip vortex rollup in- volve the role of the wing-tip boundary layer and assume a laminar vortex structure for simplicity. As a result of theoretical deficiencies, the models fall short of predicting the turbulent tip vortex rollup and the resulting vortex characteristics. The three-dimensional aspects of the crossflows and the turbulent vortex are issues which remain unsolved and await further study. Although the theoretical representations are still evolving, the results of these analytical efforts, to date, in conjunction with the ex- perimental observations, offer an insight to a general understanding of the viscous rollup process. The two common parameters identified as governing the formation of the tip vortex are: ¢ the spanwise distribution of the lifting surface circulation, and * the detailed configuration of the lifting surface tip geometry. Both the magnitude and distribution of the spanwise circulation directly control the basic shape and strength of the resulting tip vortex. In addition, the wing tip geometry can be as equally significant in chang- ing both the rollup process and the nature of the flow forming the vortex. Experimental observationsr have indicated that the strength and stability of the tip vortex is sensitive to changes in velocity due to the wing-tip boundary layer and also to the turbulence level of the flow entering the vortex core. The spanwise circulation distribution is fixed for a majority of the lifting surface applications. Thus, a majority of the efforts to reduce the tip vortex and the associated problems have involved modification of the wing tip geometry. One exception is the marine propeller, where the cir- culation or loading is decreased in the area of the tip for the purpose of improving tip vortex cavitation performance. The intent of these various modifications is to either delay or dissipate the tip vortex without an unreasonable penalty in efficiency. The remainder of the present study will involve a discussion of these various concepts and their potential applicability to the marine propeller and tip vortex cavitation. TIP VORTEX ABATEMENT CONCEPTS SCHEMES PROPOSED IN THE LITERATURE The literature identifies approximately twenty concepts for allevi- ating tip vortex. These concepts, some of which are shown in Figure 4, generally involve wing tip modifications. Table 1 identifies the biblio- graphy listing with the particular concept considered. Comparison of the relative merits between concepts is difficult due to differences in the experimental procedures, the recorded data, and the operational Reynolds number RQ Figure 5 shows the range of investigative Reynolds number Ro and angle of attack a for the various concepts shown in Figure 4. The majority of these investigations were performed in low-speed wind tunnels and involved far-field wake surveys of vorticity generated by planar wings. Approxi- mately one-half of the investigations include some force data to determine the efficiency of the concept. Only a small percentage of the studies were performed in water and recorded cavitation data. In light of the above findings, it is apparent that the results of the literature offer very limited guidance when considering the problems of delaying tip vortex cavitation on a marine propeller. The crucial cavita- tion inception data and the wing near-field wake data are generally not available. In addition, for application to marine propellers, any concept must be evaluated with regard to certain practical aspects, e.g., structural suitability, reliability, and operational environment. Also, the concept should not be a source of any additional local cavitation and should not introduce prohibitive performance penalties. These requirements should be kept in mind as the details of the various concepts are discussed. SPANWISE LOAD DISTRIBUTION The strength of the tip vortex is strongly dependent on the magnitude of the spanwise load distribution near the tip. As the loading shifts in- board, away from the tip, the tip vortex strength decreases. This is accomplished for aircraft through the use of wing flaps, which effectively change the wing aspect ratio, and for propeller blades through appropriate S LINEAR UPSTREAM LINEAR (7 pies Ble DOWNSTREAM Sy) MASS INJECTION HONEYCOMB ENDPLATE CONTRAVANES WING WY, WINGLETS DELTA TIP WINGLET BULB POROUS TIP SERRATED EDGE : ™. SPLINE OGEE TIP Figure 4 - Illustration of Schemes for Alleviating Tip Vortex TABLE 1 — LISTING OF CONCEPTS PROPOSED TO ALLEVIATE TIP VORTEX AND THE NUMBERED BIBLIOGRAPHY ENTRY IN WHICH THE CONCEPT IS PROPOSED Vortex No. of Alleviation Times Concept Proposed Bibliography Entry No. (see Appendix A) i) Spanwise Loading BE). AS) Planform: Delta, Sweep, etc. OGEE Edge Detail Honeycomb Bulbous Tip Serrated Edge Tip Duct Porous Tip Endplate Drooped Wing Fence Contravanes Tip Spoiler Splines Mass Injection Winglet ie) 3 5 1 1 2 iL 5 D AL 1 1 4 3 ray i) — 15, 27, B25 335 355 4ilo Y85 L2d5 13O yp 735 LOY 225 Sig dsl, Ise, WA 125 36 123, 124 125 119, 121, 125, 130 57, 130 87 83 125 30, 35, 130, 148 355 835 IIL i, S95 Gil, G45 BA, 105, W205, #2, 12d, 142, 147, 148 92 sjdasu09j snotiea 94} 10F “ Jequny sppToudey - eg oan3sTy “YW YASWNN SGTONASY 90L GOL ,ol LOACNI SSVIN INI1dS 437110dS AILV1dON3 dil SNOWOd 4903 G3alvyyss TIWL3d 39043 44j90 WYOANV 1d 1d39NO9 soZuey asATIeSTASVAUT -— CG a > o > S = (S) 1 fo} al o 0.03 = = = rm Ww (S) Go =) rs E wi 9.02 iL Otitz =} 2 = 9 2 < Ww oc 2 a e) S 0.01 ro) oO =z, ALL DATA FROM = REFERENCE 14 2 Ww oO 0 2 = 0 10 20 30 40 TIP POROSITY (% PLANFORM AREA) Figure 8 - Variation of Efficiency €, Drag Coefficient Cys and Core Tangential Velocity V; with Tip Porosity for a Porous Tip Wing (Data from Reference 14) 17 and reduce the strength of the forming tip vortex. However, these gains are accompanied by a large drag increase and a loss in overall efficiency. The drooped wing is a similar concept which represents one-half of an end- plate. Experimental semdivase” with this concept indicate an optimum drooped wing attachment angle, with respect to the parent wing, of 90 degrees. The winglet (shown in Figure 4) is a recent sophisticated adaptation of the endplate which employs highly efficient lifting surfaces at the wing tip. This concept has received attention in the aircraft industry as a means of increasing the wing cruise efficiency through reductions in the tip vortex-induced drag. Winglet model sendhiest” have reported reasonable in- creases in performance and reduced strength of the near-field tip vortex. These investigations have also shown that, to be effective, the winglets must be designed with extreme care. The present winglet design for aircraft is quite fragile and, thus, may not be structurally suited for application to marine propellers. The fence is a form of vertical endplate which is repositioned inboard, of the wing tip. Its characteristics are similar to those of the endplate; however, the effects on the tip vortex decrease as it is moved inboard or away from the wing tip. Reporte show that the fence increases the level of turbulent flow entering the tip vortex and, thus, reduces the far-field vortex tangential velocities by as much as 70 percent. However, due to the inboard location, the fence would have less effect on the tip vortex near- field region--the region of interest for propeller tip vortex cavitation. Contravanes (shown in Figure 4) generally refer to a localized group of small fences which are specifically oriented in such a way as to re- direct the incoming flow and oppose the vortex rollup. Past studies indicate that contravanes are more effective than fences and maintain good efficiency. In addition to the reported performance limitations, all of the endplate-type concepts discussed above would be susceptible to local cavita- tion. Also, secondary vortices would be likely to emanate from the various surface intersections. Therefore, the use of these devices on marine propellers appears questionable. 18 BULBOUS TIP A wing tip bulb is defined as any selective increase in the wing tip thickness, e.g., aircraft wing tip tanks or pods. The thicker tip viscous boundary layer associated with the bulb increases the viscous mass flow entering the vortex core, thus destabilizing or dissipating the vortex core energy. In addition, the bulb may act in a manner similar to an endplate and retard the tip vortex rollup process. The bulbous tip concept has been applied, with varying degrees of success, to both model and fuillageaile’” marine propellers. The benefit of this device is shown in Figure 9, which presents cavitation inception and efficiency dgizat for a pair of model propellers, one without and one with a tip bulb of thickness approximately 2 percent of the propeller diameter. As shown, the variation of cavitation inception index o as a function of advance coefficient J, is substantially lower for the bulbous tip propeller; A e.g., for J, ~ 0.65, Ao ~ 7.5, which corresponds to a ratio of free-stream speeds of eee The bulbous tip propeller suffers a maximum decrease in efficiency No ~ 4.5 percent. The results from the bulbous tip work appear promising, and the bulb May prove to be a viable concept for delaying tip vortex cavitation incep- tion. However, the bulb must be carefully designed to minimize both local cavitation and efficiency loss. TIP DUCT The tip duct consists of a faired tube attached to the transverse or chordwise edge of the wing tip. The duct outer surface acts similar to the bulbous tip, while the inner surface tends to destabilize the vortex core by retarding the core entry flow. Also, reverse swirl vanes can be added inside the duct in an attempt to induce rotational velocities to oppose the vortex rollup. Tip duct igneaisiigetions report only modest increase in effectiveness with a large increase in drag. Thus, this device does not appear to be suited for the marine propeller. 19 TIP VORTEX CAVITATION INCEPTION INDEX o 28 24 20 16 12 ese NO BULB (REFERENCE 19 eee= 2% BULB (REFERENCE 19) 0.6 0.7 0.8 0.9 ADVANCE COEFFICIENT J, ) 1.0 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 Figure 9 - Variation of Cavitation Index 6 as a Function of Advance Coefficient IN for the Bulbous Tip Propeller (Data from Reference 19) 20 EFFICIENCY No TIP SPOILER The tip spoiler is similar to a fence, except that it is oriented ina spanwise manner, perpendicular to the incoming flow. Spoilers can be loc- ated at various chordwise locations on the wing pressure or suction side, but ideally the location should be such that the spoiler-increased turbulent flow is absorbed directly into the vortex core, thereby dissipating the vortex core energy. The numerous tip spoiler investigations generally concur that this device is highly effective; e.g., some negemns-” claim an 80 percent re- duction in the tip vortex circulation strength, while ornare” indicate that a small tip spoiler may be as effective as a much larger one, with substantially less parasitic drag. However, there also is a large discrep- ancy in the reported spoiler drag--from negligible to prohibitive. Again, based upon the possible performance penalty and the potential for local sur- face cavitation, spoilers hold little promise for application to propellers. TRAILING EDGE DEVICES: SPLINES AND HONEYCOMB Splines and honeycomb (shown in Figure 4) represent trailing edge de- vices which are located off the wing and just aft of the wing-tip trailing edge. These devices are positioned in the path of the tip vortex, the in- tent being to destroy the vortex structure and promote early decay. Recent investigations involving the application of these concepts to weaken large : iL aircraft vortex wakes senesien 2 e a high degree of effectiveness, but also an equally high increase in drag. The trailing edge devices operate in the downstream tip vortex wake region and, as such, do not affect either the rollup process on the wing or the tip vortex structure in the wing near field. On this basis, it appears that these devices would have little, if any, effect on the inception of tip vortex cavitation. In addition, for marine propeller application, these concepts would suffer obvious structural limitations. TIP MASS INJECTION As implied by the title, tip mass injection involves the ejection of a fluid in the vicinity of the wing tip vortex. Of all the devices reviewed, PAL this one has received the greatest attention (see Table 1). Basically, three mass ejection techniques are reported in the literature: linear or axial mass ejection, directly into the vortex core, with either an (a) up- stream or (b) downstream facing jet, and (c) spanwise mass ejection with an outboard facing jet. These injection schemes are illustrated in Figure 4. Linear mass ejection increases the core axial pressure and accelerates the vortex decay through the viscous interaction of the two flows. Spanwise mass ejection blocks or interrupts the vortex rollup as it forms along the tip chord and results in improved wing performance. pe) have repeatedly demonstrated the Linear mass ejection peuddes concept effectiveness with regard to dissipation of the vortex core energy with little or no effect on performance. The results of some linear mass ejection wind tunnel simieec? are given in Figure 10 which shows the vari- ation of vortex core relative vorticity intensity 2/25 as a function of jet momentum coefficient Gs with both an upstream and downstream facing jet, for various values of z/c. As indicated, for fixed values of ce the upstream facing jet appears to be more effective in reducing the vortex vorticity than the downstream one. However, the upstream configuration would require higher delivery pressures in order to overcome the opposing free-stream stagnation pressure. Spanwise mass ejection has been cron’ to be an effective means of altering tip vortex rollup and increasing wing performance. As shown in Figure 11, the spanwise ejection data indicate that, within one chord length downstream of the wing trailing edge, the peak rotational velocity is reduced by approximately a factor of 5, and the vortex sheet wrapup has been delayed beyond one chord length downstream. This is accompanied by an induced drag reduction of approximately 15 percent at operational lift co- efficients. Although these results are impressive, the spanwise mass ejection rates are an order of magnitude higher than the corresponding linear rates. There is little data on the correlation between the water mass ejection rates required to delay tip vortex cavitation and the reported air Mass rates required to reduce vortex core vorticity. Nevertheless, tip 22 e= e@ DOWNSTREAM FACING JET (REFERENCE 22) ese UPSTREAM FACING JET (REFERENCE 22) qs EP Reialedbc 10° VORTICITY METER RPM RATIO QI2X, 0 0.004 0.008 0.012 0.016 JET MOMENTUM COEFFICIENT CG Figure 10 - Variation of Tip Vortex Vorticity as a Function of Jet Momentum Coefficient Ge for Linear Mass Injected Tip (Data from Reference 22) 23 VORTEX METER ROTATIONAL SPEED ¢ (CPS) 25 ft/sec 1200 zic ~ 1 OC, = 0) REFERENCE 24 oe | O(c ~ 0.06) REFERENCE 24 600 400 200 SPANWISE DISTANCE FROM WING TIP POSITIVE OUTBOARD (IN.) Figure 11 - Variation of Tip Vortex Rotational Velocity as a Function of Wing Outboard Distance for Spanwise Mass Injected Tip (Data from Reference 24) 24 mass ejection, especially linear, may prove to be an effective means of delaying tip vortex cavitation on marine propellers. Practically, the concept will be limited by the required delivery power, which will be aided by the centrifugal action of the propeller. OTHER CONCEPTS There are other tip vortex dissipation concepts which are not reported in the literature, e.g., elastic and flow separation tips and large tip skew. All of these ideas address the propeller nonhomogenous wake environ- ment and would tend to delay tip vortex cavitation by averaging the unsteady blade loading--i.e., by avoiding the unsteady high lift conditions, the unsteady tip vortex cavitation would be reduced. Both an elastomer tip sec- tion designed to deform to reduce camber and a flow separation tip section designed to have separation, at angles of attack larger than design, would present a more constant loading for a given wake variation. However, flow- separation-related cavitation may be a limitation here. Similarly, large tip skew, applied to that area of the blade span which directly controls the vortex rollup, would also tend to average the unsteady propeller loading due to wake nonuniformity. This idea could suffer possible structural limitations as a result of increased blade stresses. One final thought, a very recent, but not yet reported, concept aimed at delaying vortex cavitation involves the application of a localized arti- ficial surface roughness in the area of the wing tip. Earlier qualitative pediesn have shown that a roughened surface on the pressure side of the wing tip can reduce the tip vortex cavitation inception index 0 by approx- imately 20 percent. This lends support to the earlier hypothesis that the thickness of the wing tip viscous boundary layer plays an important role in the occurrence of tip vortex cavitation. Although no supporting performance data are available, this idea may warrant pursuit. SUMMARY AND CONCLUSIONS As mentioned earlier and reinforced in the above discussions, the large body of literature dealing with tip vortex delay offers limited guidance 25 when considering the effectiveness of a particular device to delay tip vortex cavitation on a marine propeller. The primary problem is that most of the studies are performed in air and involve investigations of the wing far-field wake. The crucial cavitation inception and performance data and the wing near-field wake data are generally not available. However, even with these limitations, the aircraft tip vortex alleviation work can provide some insight. For example, the trailing edge devices (splines and honey- comb) designed to mechanically destroy the tip vortex structure are subject to high drag and reduced efficiency; similarly, planform changes designed to thicken the tip boundary layer and increase tip vortex decay may, if not carefully designed, alter the spanwise loading and result in decreased efficiency; and, practically, all of these aircraft "add-on" devices are susceptible to local cavitation. One additional consideration which deserves mention: the marine propeller usually operates in a nonhomogenous wake and experiences a large angle of attack variation which results in rather dramatic changes in blade loading. Thus, any potential concept should also provide a reasonable degree of effectiveness for off-design operation. This requirement would tend to render less attractive such devices as the OGEE tip and endplates. In view of the foregoing discussions of the various devices and the additional requirements imposed for marine propeller application, three concepts appear to warrant further consideration with regard to their po- tential for delaying marine propeller tip vortex cavitation. They are ¢ the bulbous tip ° the porous tip e the linear mass injection tip. All of these candidates have been shown to be effective and reasonably efficient. The bulbous tip which represents the only concept with supporting cavi- tation inception data, has been shown to delay tip vortex cavitation on marine propellers with a small-to-modest efficiency loss. Optimization of the bulb design should result in additional improved performance. Similarly, the porous and linear mass ejection tips, with supporting data based only upon air studies, have been shown to significantly alter 26 and enhance tip vortex decay, with little or no efficiency loss. For the porous tip, care must be exercised in the perforation design to avoid local cavitation, while for the mass ejection tip, the mass flows must be minimized to be practical. Until improved analytical representation of the tip rollup process is realized, progress in this area must be made through empirical means. Thus, it is recommended that an experimental investigation be initiated to assess the potential of the above candidate tip vortex alleviation concepts. The investigative Reynolds number RA should be as high as possible, using large models, in order to minimize uncertainties when extending the model results to full-scale. In addition, the study should be conducted in a cavitation tunnel with an appropriate force dynamometer in order to provide the neces- sary tip vortex cavitation inception and performance data. Due to both a lack of existing data and a physical understanding, it would be prudent to keep the initial experimental effort fundamental and simple, employing, say, a fixed planar lifting surface. The particular concept adaptation to a propeller could come at a later stage. However, the parameters which tend to control the tip vortex rollup on a propeller blade should also be in- corporated into the fixed planar foil: e.g., the geometric planform, espe- cially the tip area, and the spanwise circulation or loading distribution. A representative planform would, obviously, be ellipitical, while the load- ing distribution should be similar to that of the outer portion of a typical marine propeller (e.g., see Figure 12). Finally, the investigative angle- of-attack range should be sufficient to evaluate the candidate concept performance for off-design operation. In conclusion, an attempt has been made to survey the pertinent litera- ture dealing with the tip vortex rollup phenomenon and, especially, its alleviation. The major dissipation concepts have been briefly discussed. Those few which appear adaptable for delaying tip vortex cavitation in marine propellers are identified, and appropriate experimental investiga- tions are recommended. The candidate concepts would appear to offer better tip vortex performance than is obtainable through the present technique of propeller spanwise unloading alone. 27 max CIRCULATION I/.l SUPERIMPOSED PLANAR PROPELLER PLANFORM ELLIPITICAL PLANFORM 1.0 0.8 0.6 0.4 =mee@ ELLIPTICAL PLANFORM oa TYPICAL PROPELLER PLANFORM 0.2 0 0.2 0.4 0.6 0.8 1.0 1.2 SPAN r/R Figure 12 - Comparison of Spanwise Loading for a Fixed Planar Elliptical Planform Foil and a Typical Propeller Blade-Variation of Circulation Cia) as a Function of Span (r/R) 28 ACKNOWLEDGMENTS The authors wish to express gratitude to Messrs. R.A. 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see Saat pateriowaras | RD Rae O46 = 5s Mesa GR ATs BO tee a wee teraction ig slabt i ——— a rer ee ee Se tc palin ih iesasr aceite “ah 48-t522 aretint. 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ALwoG. 9 RAI hs appors olsen lt lies assacy heat vpinket sRexeei its | AGA. jor Vir: Shsteleastehtced Mite tray tae Va ai ane Vv of On ie “ind “hope LAr Wyte Lanb orgs ace Sch Chameleon ne ct RE SW aoltegi saan” Avioatad Ost bde\ Mh sata etal | O.0 " molioatol agam od abel’ yooud’ « bp SrA ita im ak “ -! i i i: ia fe ay tbh ite Or ,ER-ST Uber” Vatygeen de. ra pnorhvs ig bere oe ' yritet Baal ye ee My A AR Ke ron See (Seer SUA) gone What Aes An sects aera my a's fet ¥ . eo 3 Uo Ovatine ot3tis es Lb ed: heal gant" Sind bb ah q , He . be Ae j Pe LeR Mt a4 AChE, .WORGA toe lqoA. sao eedeat W e052 a is el } af “y ay iy Ph ihe wy 1 i i abi < oy 3 Com t) | \ 4 el \ ‘ ‘toy tat io OL, aa PL nk Wake . +h ee | . wy i iy Met nb ard E : ¢ Deane. 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Zaloumis Reports Distribution Library (C) Library (A) 67 fos oo ra a ' roy epee ne) et eee i, eae tiawinod 2 a. GROgRE. o. GARE Miveak iM Gansu ..) } PAY LIEK AOLIVGIA i Pomeroy of (9) weawdir 2 TREY. DACAAR’ fAy VresdhJ ho Pe aes, fj thd ROARS AP DARD TEL KR: DLAPRABUNI Wi tewrth LR eaate: gen aie) aie ea ile : 7; 7 i I oy He Ps Lard a % Bete do TIL al bis is - a ‘ { Tha et Oe DR fs MD aa AN ES CP a ae , A Sid oy Pigtver lay i ‘ Ai, “4 ha Pe iy 7%) Vee t ) yi bi gS ade