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HYDRAULICS BRANCH OFFICIAL FILE COPY

f I l[ BUREAU OF RECLi\'.,iATION

HYDRAULIC LABORATORY

/1/ r

NOT TO BE REMOVED FROM FILES,

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UNITED STATES DEPARTMENT OF THE INTERIOR

BUREAU OF RECLAMATION

HYDRAULIC LABORATORY REPORT NO. t�8

MODEL STUDIES FOR THE DEVELOPMENT OF THE HOLLOW-JET VAL VE

ANDERSON RANCH DAM - BOISE PROJEQJ, IDAHO

By

FRED LOCHER, ASSISTANT ENGINEER

Denver, Colorado Sept. 12, 1944

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AJ \

( \) 1/J \.

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UNITED STA. TES DEPARTMENT OF THE INTERIOR

BURFAU OF RECIJHIJ\. TION

HYDRAULIC IABORil.TORY REPORT NO. 148

SUBJECT: MODEL STUDIES FOR THE DEVELOPMENT

OF THE HOLLCW-JET VALVE

ANDERSON RANCH DaM - 3 OISE PROJECT, Il),\HO

By FRED LOCHER, ASSISTANT ENGINEER

Under Direction of

Jo E. WARNOCK, SENIOR ENGINEER '3.nd

R. F. BIANKS, SENIOR ENGINEER

Denver, Colorado, Sept. 12, 1944

.� .

UNITED ST�TES DEPARTMENT CF THE INTERIOR

BUREAU OF RECIAMA.TION

Branch of Design and Construotion Engineering and Geological Control and Research Division

Laboratory Report Noo 148 Hydraulic Laboratory

Denver, Colorado September 12, 1944

Compiled by: Fred Locher Reviewed by: J. E. Warnock

Subject� Model studies for the development of the hollow-jet valve -�nderson Ranch Dam - Boise Project, Idaho.

INTRODUCTION

l. General. The water conservation and irrigation demands of the Bureau of Reclamation projects have re�uired accurate regulation of flow either from the reservoirs to the various irriga.tion projects or for release downstream to another reservoir. The V8.lve iri earliest use for this purpose was the balanced Ensign type which was installed at Arrowrock and Shoshone dams and other of the earlier dams. This valve was very bulky, and considerable trouble was experienced with its operation (laboratory report No. 135). The Ensign valve was super­seded by the needle valve whioh, after considerable adjustment, was found to operate satisfactorily. However, the valve was expensive, and its coefficient of discharge was l011r. In the search for a less costly v�lva, the tube valve was developedo Its design was similar to a

needle V8.lve with the najor part of the downstream end of the needle removed. This arrangement was less expensive than the needle valve, but the coefficient of discharge was still low 1 and it had the added disa�vl'lD.tage of not producing a stable jet at small valve openings.

Further search for a more suitable regula ting valve with high heads produced a preliminary design for the so-called hollow-jet valve, which was submitted to the hydraulic laboratory for testing in 1940.

PURPOSE OF MODEL STUDIES

2. Scope of tests. The purpose of the model tests was to in­vestigate the feasibility of the proposed design. The investigation included a study of the valve operating mechanism, the pressure dis­tribution on critical portions of the valve, a comprehensive calibra­tion of the design, and a study to determine a suitable location for the balancing ports in the needle.

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3. Summary of results. Pressures on the va.lve body and the needle of the final design of figure 4 were positive for all valve openings. Although they decreased and became small at som� points as the needle approached the closed position, none became ne�tive, and it is not anticipated that any trouble due to cavita.tion will be experienced with this valve. Discharge coefficients and cap11city curves for tha final design (figures 4, 5, and 6) shew considerable improvement over the for­mer needle and tube valve designso The coefficient of the hollow-jet valve, based on the inlet diameter, was Oo 696 at maximum opening as comi:ared to 00583 for the Friant l)am needle v�lves, and Oo52 for the tube valveso By increasing the needle travel of the hollow-jet v�lve to 105G5 percent of the design travel, it was possible to obtain a coeffi­cient of 0.724 without materially affecting the pressure distribution (figure 5). Ch a cost basis, at the headworks of the Friant-Kern Canal it was found possible to effect a saving of approxine.tely one hundred thousand dollars by replacing the two needle valves and the two tube

.valves with hollow-jet valves of the sam disch!lrge cap11ci ty, and at the s�me time. to have valves which would operate satisfactorily over any range of head or opening o

THE INVESTI�TION

4. Description of the model. The inlet diameter of the hydraulic models was 6 inches in all caseso All parts of the valve were bronze castings carefully machined to conformity of shape and proper finish o

The operating mechanism of the first valves was hydraulic o The later models were operated nechanically. Piezometer pressures were taken in practically all of the modelso The locations of the piezometers are shown on drawings of the model valve and are desi�-nated by a circle and a number.

To expedite the testing and provi�e an inexpensive means of deter­mining the practicability of some of the suggested desi�ns, an aerody­namic model was constructed to provide for testing the 12-inch diameter valve segnents. This model consisted of a length of 6-inch diameter metal pipeJ a transition from 6-inch diameter to a 45-degree 6-inch radius circular segment, a 45-degree V-sl'flped channel with one side of fiber wood and the other of transparent plastic, and 45-degree plastic sectors of the valve body and the needle {figure 2A)o The segments, except for the needle, were fitted and bolted to the sides of the V­shaped channel o The needle was nade adjustable and was controlled by a rod passing through a hole in the end of the V-shaped cl1lnnel o The joints were nllde airtight by placing fillets of molding clay along the seams inside the model. A.ir was supplied by a 4-irich positive dis-pla C?ement b lOlfer o

Pieiometers were installed by drilling small holes into the model segments and inserting small copper tubes for attachment to a water

2

manometer. The connections between the plaster and the copper tubes were uade airtight by placing plaster mortar around them.

5. Initi�l tests. The preliminary design of figure 1A was a 6-inch bronze model having a hydraulically operated needle o Tests with this model indicated that the operating n:eohanism for the needle was satisfactory and tiat accurate settings of the needle could be obtained with the aid of an indicatoro

The coefficient of discharge, based on the inlet diameter and maximum opening ws.s O o 607, which was considered too s:ne.11 in view of results obtained with the needle valveso To increase the coefficient o( discharge, the needle travel was increased from 2o00 to 2o25 inches. This increased the coefficient to Oo62l !lnd the piezometrio pressures did not indicate any negative pressures on either the needle or the valve body. The coefficient of discharge was then increased to 0.692 by increasing the body radius. While this co.�ffioient was more satis­factory, piezometric pressures on the needle indicated severe negative pressures and the needle was again changed as shown on figure lA, re­vision 4o The revision reduced the coefficient to Oo629 and eliminated the negative pressureso This design was not appreciably better than the first revision of the original design, and it appeared that a com­plete revision of design was necessary to obtain satisfactory pressure conditions and a suitable coefficient of dischargeo

6. Teats to determine accura� of aerodynamic models o To compare the results of a 45-degree sectiona model as shown on figure 2A with the results obtained with the hydraulic model, a plaster segment of a section of valve 1, figure 2B. was constructed and tested using air as a fluid. The results of these tests indicated a coefficient of dis­charge of Oo 716 as complred to 00678 obtained with the hydraulic model. As no attempt was made to oompensate for the absence of vanes in the air model, the results obtained were considered sufficiently accurate for preliminary testing and work was continued with this type of model to develop a design for testing in a hydraulic modelo

7. Aerodynam ic tests leading to the design of valve 2. In view of the preceding tests, this model was constructed with an exit of smalle r body diamete-r and with a silflller needle having more curvature at the downstream end than those used in previous models (figure 2C). The results from aerodynamic tests indicated the coefficient of dis­ch11rge to be 00 677 wi thout fl vane and 0.642 when the vane was in place. · The piezometric pressures were positive at all yalve openingso

It appeared that considerable savings in cost could be effected in the design of the valve if the hydraulic operating mechanism were replaced by a balanced chamber and ports in the needle located so that the unbal�nced pressure on the needle would be minimized for all valve openingso The locations of these ports were obtained by

3

integrating the measured piezometric pressures on the needle for various valve openings between the closed and the fully open position. The thrust on the needle thus obtained was plotted against valve open� ing o From the piezometric pressures it was possible to select a loca­tion for an opening into the balancing chamber where the balancing thrust at various valve openings did not vary greatly from the needle thrust. � location was found which limited the unbalanced thrust to approxiD11tely plus or minus 10 percent of the maximum head on the valve.

The thrust on the needle was computed from the piezometric pressures as follows:

R A

--� .- -r. I I I

dr

dx

I

I Elements of needle 'R I

p • measured piezometric pressure,

I• length along surface of needle,

r • radius to piezometer,

2 n r p d I • total thrust on the increment di,

2 n r p d I oos G • thrust, or same area in x-direoti on.

Then the total thrust in the x-direotion is

l

but di•

2 n /. r p cos � dl, 0

dr cos g , so .the total thrust reduces to

R 2 n / r p dr.

0

4

To evaluate this integral it was necessary to know p as a function of rJ but, as this was not knOW"n, the integration was done graphically. The value pr was plotted aga.inst 'I' 1 the area under the curve was

R planimetered to obtain / r p dr, and thA.t value was multiplied by 2 n

0 to obtain the total thrust on the needle for a pe.rtioular position. This operation was repeated for seveul positions of the needle, and the results were plottedo

To find the best location for the balancing port it w11.s necess!lry to plot piezometric pressure against valve opening for each piezometer on the needle, and from these curves a pressure was chosen which, when multiplied by the projected area of the balancing chamber in the R­plane, resulted in a balancing thrust that roughly approxillfl.ted the needle thrusto The piezometric pressures for determining this location were obtained from the aerodynamic model and were later verified in a hydraulic model of valve 2.

8. draulio performlnce of valve 2. 1'he 6-inoh model of valve 2 was construe ed accord ng to gure Bo The .hydraulic control on the needle of the previous design was replaced by a screw mechanism and a bal�ncing ohambero With thi� arrangement the valve opened and closed easily without any indication of vibration or binding at any valve open­ing.

The coefficient of discharge obtained with this valve at full open­ing was 00 642, which oom�red favorably w1 th that obtained from the same design in the aerodynamic modelo All pressures on this valve were posi­tive except at piezometer 8 which wa.s slightly negative at 10 percent of full valve opening. This negative pressure w&s not serl ous, and from a pressure viewpoint, the valve was considered satisfactory. The dis­ch9.rge coefficient was lower than was considered obtAJ.ne.ble with this type of valve and still have satisfactory pressure distribution in the valveo

This design and the previous valve design were such that at any time the needle or the interior of the v11.lve needed servicing, it would have been necessary to remove the sleeve at the upstream end of the valve and remove the needle from that endo This would tave involved a considerable amount of time and expenseo It was ap�rent that the servicing of the v�lve could be done more rapidly and more easily if the needle were removed from the downstream end of'the valveo Accordingly, the valve w&s redesigned as shown on figure lC.

9o Valve 3 with special hydraulic control. This valve was con­siderably larger in di11.meter but shorter than the previous valves. It also contained a so-called spi�l .hydr!lulic control for actuating the needleo The spiral was turned by a minually operated gear arrangerent.

5

The rotation of the hollow spiral shaft varied the opening to the ports in the hydraulic chamber, thus varying.the pressure in the chamber which caused the valve either to open or close as desiredo The control of the valve travel with this apparatus was satisfactory if the spiral was not turned too rapidlyo The rapid rotation of the spiral did not allow time for the pressure in the hydraulic chamber to build up to its proper value and stabilizes hence, temporary control of the needle was losto lll that was necessary to regain control was to retard the speed of rotation of the spiral, and it was a.gain possible to set the needle at !lny desired position without difficulty. "

The coefficient of discharge for this valve was 00 674. Cbjection-able sub!ltmospheric pressures on the body in the region near the entrance oaused abandonment of this particular arrangemento Also, from the aero­dynamic tests of the revisions to this design, shown on figure 2D, it appeared impossible to obtain a design devoid of negative pressures in a valve so limited in lengtho

lOo Valve 4. As the interior parts of valve 2 indicated satis­factory perforuance, it appeared possible to obtain a suitable design by combining this part of the valve with a new and larger body, as shOlfll on figure lDo This combin!l ti on was not satisfactory, as low sub­atmospheric pressures prevailed at pieiormter Do The coefficient of discharge was Oo 74 Oo

llo �erodynamic tests to determine a design for V1ilve 6. Pre­vious tests had indicated that the neg9.tive pressures on the valve body were pe.rtially due to the sharp radius at the entranceo By increasing this radiu s, as shown on figure 2E, the negative pressures on the body were eliminated if the needle travel ws.s limited to 4 incheso Pressure conditions on needle l, figure 2E, were satisfactory except at piezom­eter 22 where objectionable negative pressures were obtained. This was also true of needles 2 and 5o

After consi<lerable study as to the cause of the lO'N pressures at piezometer 22, needle 4 was evolvedo Tests with this needle indicated positive pressures on both the needle and the valve body for all valve openings. The pressu�es on piezometer 22 continually decreased as the valve closed, and at some positions the pressure was nearly atmospheric.

12. v�lve 5 - �nderson Ranch B. With the information obtained from the previous studies, a new 6-inch hydraulic model was constructed (figure lE). With this design it was also possible to remove the needle from the downstream end of the valveo To provide for this without mak­ing the diameter of the downstream p4rt of the valve large, it was necessary to reduce the clearance between the inner nappe of the jet and the needle housingo

Preliminary tests with this design showed that at vs.lve openings

6

of between 97 and 100 percent the jet filled the opening a.t the die­char�e end of the valve, ca.using the jet to collapse and destroy itself. At the same time, the pressures inside the valve decreased considerably below atmospheric pressureo Performance of the valve at other openings W&s satisfa.otoryo The jet was well defined at a.ll valve openings, a.nd the oorresponding pressures were a.11 positive except for piezo!D3ter 24 which was slightly negative over most of the operating rangeo The difficulty due to the jet filling the downstream opening was eliminated by reducing the outside diameter of downstream end of the needle housing one-eighth incho

Further·testing with this design revealed critical subatmospheric pressures on the four large vanes forming the connection between· the valve body a.nd the needle housingo Cne of the vanes was altered as shown on figure 3. Continued testing of the design showed that the sub­&tmospherio pressures on the vane had been relievedo The coefficient of discharge was 0o685 as com-plred to 0 o 674 obtained with the same design in the aerodynamic model.

A.s the clearance between the inner nappe of the jet and the valve W&s considered too 8JR&ll for safety, the diameter of the body was en­larged to 9. 5 inches and the va.nes were altered to fit the new diameter (figure 3)o The tests with this valve sh011Ved a. WLximum negative pres­sure on the needle at piezoueter 24 of -15 feet of water for a scale head of 500 feet and a mlximum negative pressure on the vane of -14.4 feet for the gam, scale o Other pressures in the valve renitined positive. The coefficient of disohfirge incre&sed to 0o695o

This design wa.s considered satisfactory for the �nderson Ranch installation where the valve inlet dianeter will be 72 incheso How­ever, it was not possible to design a siir.ilar valve of 24-inch diameter because of the mechanical difficulty in obtaining enough space for the bolts which hold the prototype p�rts in place and �t the same time maintain sufficient clearance between the inner nappe of the jet and the needle housingo

_ l� o The final design. Because of the mechanical difficulties encountered in smlll valves of the previous design, the diameter of the va.ive body was increased to 9a75 incheso The interior parts of the v�lve remained the same except the vanes, which were extended to fit the new diametero

A.s before, all pressures on the valve were positive except at piei:oneter 24 which decreased from -15 to -20 feet of water for a scaled head of 600 feet o This change increased the coefficient of discharge to Oo 703.

The negative pressures on the needle were completely eliminated by changing the sea.ting area of the needle from a curve to a tangent at 40

7

degrees with the center line of the V'-i lve .. In the model, the needle seated on the downstream edge of this tangent o This was not considered practical in the prototype, so the seating portion of the needle was altered. to conform to that shown in figure 4 o No great difference in pressure is expected with this change in the valve seat, although it was not tested in the model. The jet emitting from the valve at vari­ous openings is shown on figure 7. A front view of the model valve is shown on figure B o

The design as shovrn on figure 4 is final unless future tests on a 24-inch model to be tested at Boulder Dam under high head indicate the necessity for further changeso

140 Preparation of the data on ressure and dischar e character­istics. All of e information pert nent to design ng a ho low-je valve of any size is shown on fig�re 4 o The dimensions shown on the section through the valve have been reduced to a unit inlet diameter. To determine the dimensions of a V9.lve with a specified inlet diameter, say 100 inches, multiply all of the dimensions shown by 100 and the result will be the dimensions of the particular valve in inches o If the dimensions are desired in feet, the correct result can be obtained by multiplying the dimensions shown by the specified inlet diameter in feet o

In figure 4B the pressure factor F is plotted against percent of full valve openingo The pressure factor has been defined as the rati o of the measured piezoneter pressure to the total head (static head plus velocity head) one inlet diameter upstream from the valve o This pro­cedure reduces F to a d imensi onles s number, maldng it possible to obtain the pressure at any point on the v�lve· by selecting from the curves the correct value of F and multiplying it by the total design head on the valve one diameter upstream from the inleto �s an example: to find the pressure at piezometer 7 when the design head is 200 feet of water and the valve is 50 percent open, follow the 50-percent line until it intersects curve 7 and read the value of the pressure factor at the left which, in this case, is 0.127. Multiply 200 times Ool27 and the resulting pressure is 25o4 feet of water.

The coefficient-of-discharge curve based on the area of the inlet diameter is also shown on figure 4Bo When the totRl head av�ilable at the valve is known, it is possible, with the aid of this curve, to determine the proper inlet diameter for a particular dischargeo This curve was obtained by measuring the discharge and the head on the valve for various openings between the closed and the open positions and sub­stituting in the forrull.l.

8

C • 0 A yTgif

where

C is the coefficient of discharge,

0 is the measured discharge,

A ie the inlet area, and

H is the total head one diameter upstream.

The marllrD.lm unbalanced thrust on the valve, in pounds, was de­termined in a manner similar to that explained previouslyo It was found to be 60995 H times the effective area of the balancing chamber in square fee to This force wi 11 act upstream through the lower range of openings and downstream for the remainder of the v�lve travelo

The change in direction occurs bet.reen 30 and 40 percent of full valve openingo

From the nomgraphs of figures 5 and 6 the discharge of the 72-inch Anderson Ranch Dam valves can be determined for a wide range of heads and the complete range of valve openingo The chart of figure 5 is based on the total head one diameter upstream from the valve, whereas that in figure 6 has been based on actual gage pressure at the same pointo To obtain the discharge from those charts, draw a straight line between the observed head and valve position o The dis­chbrge is given by the intersection of this line with the center scale .,

An assembly drawing of the 24-inch hollow-jet valve to be tested wi�h heads up to 375 feet, at Boulder Dam, is shown on figure 9 o

Upon completion of the tests the valve will be installed permanently at Jackson Gulch Dam - Mancos project, Colorado, where the maximum head will be 116 feeto

15. Conclusion�. That positive pressures will exist on all parts of the valve except the large vanes is indicated by the results obtained fro m the hydraulic model o

The jet emitting from the valve was well definedo There was no objectionable spray o

Th is valve should not be used for ells charging under water or into a closed conduit without special provisions for aerating the inside of the jat o Teats were not made along these lines, and it is questionable whether satisfactory operation could be obtained under these conditions.

There are no limiting ranges of he ad or opening through which this valve cannot b e op eratedo

The coeffi.cient of discharge of this valve can be raised to 00724 by increasing th e needle travel 506 percent, without causing negative pr essures on either the valve body or the needle o

10

0.4 37"

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'\<;l Ribs cul back to ,i fhis line.

\4.914' + 1.01, 4 " t

I - _;_'.§ r �

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0. VA LVE 4 ( /\NDERSON RANCH A )

, ,

0 , ' , ,

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J portion of ribs f,J led. · �/.�- - ---·---+-NEEDLE TRAVEL INCREASED

HYDRAU L/C CONTROL FOR VALVE 2

NOT£- Piezometers ore marked thus, <i> 1 , <i> z , ,A , � B , efc. . ,

Top rib only, e x tended ·······

0.115' .. ··. \ S E C .

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VALVE 4

--o. 115' --======= ·:!·

VALVE 5

ELEVATIONS OF RIBS LOOKING TOWAIW CENTER OF VALVE'

SCALE OF INCHES

H O L L O W-JET VA LV£ S TU D I E. S 0£TA fL5 O F 6-INCH HYDRAULIC MODE LS

F I G U R E

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EXIT DIA. INCREASE:f+-

Contour of needle chanqrd .. Shaded area indicates

.. �. , portion removed . .. ,;,,_., I

OUTER NEiDLERAD!iir -REPLACED BY TANGENT

VAL.VE 1

E . VALVE 5 ( ANDERSON RAN.:,.', 5 1

Of.JG!NAL 60DY \•Vf-h 'V£..£0l[ 4

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WITH OUTER RADIUS AND TRAVEL OF NE.EDL£ AND EXIT DIA . OP B O D Y INCREASED

NOTES Valve 4 not tested in

air model. Piezometers are mark­

ed,fhus, oA, <i> B, �;>,, ¢ 22 , etc.

* � Point of contact of needle on body.

16 .. . , . . 5.9'f ... ,

· -· ·-· ------� I ···0 625"R. '_s · . :

i( · · · · · ···· · ·/0 21 ''··· · · · · · ·� · .. ct Valve

BODY AND NEEDLE I

�.R 5 - M 'T Y £ . VAL V£ 5

I

VALVE 2 PIEZ.OMET£R LOCATIONS

BODY Distance downstream from

line X·X 8 • 0. 0 0 " ; C • 0.44Mi D= 0.66� £, 0. 86'

r

d1

· ·· · · · · · · ·

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-· >! · �

' NEEDLE Distance out from center

line of valve z. 1.oo''i 3 = I.1s"; '-'"• 2.t.2";s•3.so'; 6 •4.50"; 7::s.so•; 8•6.38n

! SIDE VIEW OF R I B ,

·q: �m� $ !

X !<-· · · ······ 8. 44-' ·: ·: · ::-:--;;.!· r·· -- «s0•

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r·· 1.BO'-� : t<· 1.6 7 "·•+<-· · 3.40''..oi X ' Travel ·

aooy ,3

VALVE 5 P!EZOME.TER LOCATIONS Distance downstream from line X-X.

ORIGIN A L BODY 3•0.00"; 4 •0.44"; 5•0.86'· 5,1.11; 7'1.65; 8• 2.06'; 9• 2.47"; 10•4.26) 11'6.17'; 12• 8.17"; 13 = /0.2I�; 14•12.IJ''. Distance out from � of valve.

ORIGINAL NEEDLE 15•0.55": /6 •1.86'; 17• 3. 75 ·, 18 •4.78: /9• 5.41'; 20 • 5.86"; 21 • 6.19'; 22 •6.42"; 23•6.29."

NEEDLE Z

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20•6.14'. 21 ,6.19'; 21 •6.41'; 22A•6.47;23'6.28" NEEDL E 4

15•055";16•1.58"; /7,3.00"; 18 • 4.62"; 19•

Ul� Jt/m-;0zt't1i11·631·; zi.

HOLL O W - JET VA LVE STUDIES

DE.TAILS OF 12-JNCH AIR MODELS

{ ANDERSON RANCH 8)

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DETA I LS O F 6- INCH HYDRA U L I C MODEL

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PERCENT OF FULL 'VALVE OPENING

B, COEFFICIENT AND PRESSURE FACTOR CURVES (DASHED CURVES FOR HEAD ON BODY - SOLID CURVES FOR NEEDLE)

HOLLOW -JET VALVE S TUDIES

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DETAILS AND CHARACTERISTICS D£T£RM/N£D FROM 6 - /NCH HYDRAULIC MODEL FINAL DESIGN

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H O LLOW J ET VA LV E A LIGN M EN T C H A R T FO R D E T E R M I N I N G

D I S C H A R G E W H E N P E R C E N T OF VA L V E O P EN I N G A N D G A G E P R E SS U R E A R E KNOWN.

1.5 50 20

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FIGURE 7

A. Valve fully open.

B. Valve 50 percent of full opening.

C . Valve 25 p ercent of full opening.

D. Valve 10 percent of full opening.

HOLLOW-JEI' TRAJECTORIES

FIGURE 8

Downstream end of valve.

6-INCH HOLLOW-JEI' V.ALVE

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L IST OF DRA V\IINGS ASSEMBLY BODY N£EDL£ SUPPOQT • COVFR NEEDLE R E TA INER · S£AL ·NUT· SCRE l'V LOCI< NUT · GEA�S - CONTROL SHAr7 CARRIE R . LOCI< NU T . WASHERS . s ruos LIST OF PARTS - MATERIALS

R EFERENCE DRAWINGS 24.HOLL OV\' JET VALVE · CONTROi_ S TANO

ASSEMBL'' · LIST OF PARTS MATERIALS 24" HOLL O W JE T VALVE

IN TERMEDIATE SHAFT · SHA F T COUPLING WRENCHES FIELD SUlVICING AND OPHIATING INSTRUC TIONS

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DESIGN PRESSURE 1 0 0 POUNDS PER SQUARE INCH

(OEFFICIENT OF DISCHARGE • 0. 7 BASED ON INLE:T AREA ;!.Nt:, THC TOTAL EFFEC T/\/£ HEAD MEASURED ON£ DIAMETER UPSTREAM FROM JNLE T FLANGE

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B U R E A U OF RECL A M A TION

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J A C KS O N G U L C H D A M 24" H O LLOW JET VA LVE

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