. Boundary-layer investigation on USS Timmerman (EAG152) (EX-DD828). Timmerman (Ship); Turbulent boundary layer. t stasr 8'-3"WL- Trl03^ Mom Condenser Overboord Discharge 4 Lip i Tr99^ lO'-O" Buttock 1^ Stations NOTES: Blkd94 1- Pilot-static tubes at Stations V and VI extend up to 24 in. ftoii liull. 2. nanometer board tor Stations V and V| located in forward engineroon. 3. Angles given are lliose measured after installalion ol pilot lubes. 4. 4-tn. Iipon overboard dlscb-iiQe. 5. Reference: EuShips PInn Mos. [)f"S22-SE700-243fi25 and nO828-S1101-510261. I I I . I . I . I 0 12 3
. Boundary-layer investigation on USS Timmerman (EAG152) (EX-DD828). Timmerman (Ship); Turbulent boundary layer. t stasr 8'-3"WL- Trl03^ Mom Condenser Overboord Discharge 4 Lip i Tr99^ lO'-O" Buttock 1^ Stations NOTES: Blkd94 1- Pilot-static tubes at Stations V and VI extend up to 24 in. ftoii liull. 2. nanometer board tor Stations V and V| located in forward engineroon. 3. Angles given are lliose measured after installalion ol pilot lubes. 4. 4-tn. Iipon overboard dlscb-iiQe. 5. Reference: EuShips PInn Mos. [)f"S22-SE700-243fi25 and nO828-S1101-510261. I I I . I . I . I 0 12 3 4 Scale in feet (^ Stom- Overboard Discharge TrSS:: -2-6 â 1 J-1 IStoY TrSly J I FrIOO Starboard Elevation, Looking to Port Blkd94 -Baseline- (^ Stotionll ^ Station!. lO'-O" Buttock- Section of Bulkhead 94, Looking Aft Figure 4 â Pitot-Tube Locations in Forward Engineroom At Station IV, where the Prandtl tube was located in the throat of the condenser scoop, velocity measurements were obtained along a single vertical line approximating the centerline of the throat, as shown in Figure 3. Additional instrumentation for the condenser, shown in Figure 5, consisted of manometers measuring static pressures and pressure differences in the main circulating system. The manometers for the circulating system were read visually by observers in the engineroom. BOUNDARY-LAYER SURVEY OBSERVED RESULTS The observed data are given in Table 1. Each data point represents the average results of four to eight pictures taken at intervals during a run. The manometer deflections used in computing u were the average values from the photographs corrected for parallax. This correction did not exceed ± inch. The average results compare favorably with the results of observers as recorded in the trial log books. For the 5- and 10-knot speeds, readings were obtained from both the mercury and tetrabromethane manometers. These results usually agree within knot. An estimate of the reproducibil
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