. American engineer and railroad journal . 46J4 Greater than 15J4 Greater than 16}4 I H • at) r than 16)4 15-4 »« 145418 , 70656065504 541) . 6654 75706560555045 . report for plain front ends. Series No. 2 to No. g. From these diagrams Table II. and Fig. io have been II. Series. D* Results. L. L. 5 ll/16l/L. 2 Greater than 21 66 3 23 66 .497 4 Greater than 21 66 6 19 5354 .456 6 19 4154 .518 7 16 29 54 .517 8 17 iiA .464 9 16 ■ 2»yi .517 The equation for these tests is then D = .49
. American engineer and railroad journal . 46J4 Greater than 15J4 Greater than 16}4 I H • at) r than 16)4 15-4 »« 145418 , 70656065504 541) . 6654 75706560555045 . report for plain front ends. Series No. 2 to No. g. From these diagrams Table II. and Fig. io have been II. Series. D* Results. L. L. 5 ll/16l/L. 2 Greater than 21 66 3 23 66 .497 4 Greater than 21 66 6 19 5354 .456 6 19 4154 .518 7 16 29 54 .517 8 17 iiA .464 9 16 ■ 2»yi .517 The equation for these tests is then D = .49 N \TL, derivedin the same manner as for the 1903 tests. Referring again to thetests of 1896, the equation derived similarly is D = .48 V larger constant in the formulafor the 1906 tests is probably due tothe form of the nozzle. The 1903nozzle is like Style X, shown inthe 1896 report, while the 1906 nozzleis like Style Y; Style X, asstated in the 1896 report, gives lessspread to the jet and would, there-fore, require a slight
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
