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  • Other Sources  (855)
  • 1935-1939  (855)
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  • 1
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    Institut für Meereskunde
    Publication Date: 2023-08-16
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  • 2
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    Institut für Meereskunde
    Publication Date: 2023-08-16
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  • 3
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    The Geological Society of South Africa
    Publication Date: 2023-07-04
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  • 4
    Publication Date: 2023-04-19
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  • 5
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    Hessisches Landesamt für Bodenforschung, Wiesbaden
    In:  SUB Göttingen | KART B 104:6114
    Publication Date: 2023-02-14
    Description: Geologische Karte 1: 25 000. Digitalisat des FID GEO (Fachinformationsdienst Geowissenschaften der festen Erde), erstellt durch das GDZ (Göttinger Digitalisierungszentrum), Karte aus dem Bestand der SUB Göttingen. Koordinaten Vorlage: E 08 00 - 08 10 / N 049 48 - 049 54.
    Description: DFG, SUB Göttingen
    Description: map
    Description: DFG, SUB Göttingen
    Keywords: ddc:912 ; ddc:554.3 ; ddc:943.2 ; Geologische Karte ; Wörrstadt
    Language: German
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  • 6
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    Hessisches Landesamt für Bodenforschung, Wiesbaden
    In:  SUB Göttingen | KART B 104:5718 | KART H 86:5718
    Publication Date: 2022-11-22
    Description: Geologische Karte 1: 25 000 mit Erläuterungen. Digitalisat des FID GEO (Fachinformationsdienst Geowissenschaften der festen Erde), erstellt durch das GDZ (Göttinger Digitalisierungszentrum), Karte aus dem Bestand der SUB Göttingen. GeoTIFF erstellt durch FID GEO, SUB Göttingen. Koordinaten Vorlage: E 008 40 - E 008 50 / N 050 18 - N 050 12
    Description: map
    Description: DFG, SUB Göttingen
    Keywords: ddc:912 ; ddc:554.3 ; Rodheim ; Geologische Karte
    Language: German
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  • 7
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    Staatsverlag, [Wiesbaden]
    In:  SUB Göttingen | KART B 104:5322 | KART H 86:5322
    Publication Date: 2022-11-22
    Description: Geologische Karte 1: 25 000 mit Erläuterungen. Digitalisat des FID GEO (Fachinformationsdienst Geowissenschaften der festen Erde), erstellt durch das GDZ (Göttinger Digitalisierungszentrum), Karte aus dem Bestand der SUB Göttingen.
    Description: DFG, SUB Göttingen
    Description: map
    Description: DFG, SUB Göttingen
    Keywords: ddc:912 ; ddc:943.2 ; ddc:554.3 ; Lauterbach ; Geologische Karte
    Language: German
    Type: doc-type:carthographicMaterial
    Format: 112
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  • 8
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    Hessische Geologische Landesanstalt, Darmstadt
    In:  SUB Göttingen | KART B 104:6118 | KART H 86:6118
    Publication Date: 2022-11-22
    Description: Geologische Karte 1: 25 000 mit Erläuterungen. Digitalisat des FID GEO (Fachinformationsdienst Geowissenschaften), erstellt durch das GDZ (Göttinger Digitalisierungszentrum), Karte aus dem Bestand der SUB Göttingen.
    Description: map
    Description: DFG, SUB Göttingen
    Keywords: ddc:912 ; ddc:554.3 ; Roßdorf ; Geologische Karte
    Language: German
    Type: doc-type:carthographicMaterial
    Format: 122
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  • 9
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    Elanders Boktryckeri Aktiebolag
    Publication Date: 2022-10-17
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  • 10
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    Institut für Meereskunde
    Publication Date: 2022-02-15
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  • 11
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    Institut für Meereskunde
    Publication Date: 2022-02-15
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  • 12
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  • 13
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    Institut für Meereskunde
    Publication Date: 2022-02-15
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  • 14
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    Institut für Meereskunde
    Publication Date: 2022-02-15
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  • 15
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    Institut für Meereskunde
    Publication Date: 2022-02-15
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  • 16
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    Institut für Meereskunde
    Publication Date: 2022-02-15
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  • 17
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  • 18
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  • 19
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  • 20
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    Institut für Meereskunde
    Publication Date: 2022-02-15
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  • 21
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    Institut für Meereskunde
    Publication Date: 2022-02-15
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  • 22
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    Institut für Meereskunde
    Publication Date: 2022-02-15
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  • 23
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  • 24
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  • 25
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    Institut für Meereskunde
    Publication Date: 2022-02-15
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  • 26
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  • 27
    Publication Date: 2022-02-15
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  • 28
    Publication Date: 2022-02-15
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  • 29
    Publication Date: 2022-02-15
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  • 30
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    Institut für Meereskunde
    Publication Date: 2022-02-15
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  • 31
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    Institut für Meereskunde
    Publication Date: 2022-02-15
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  • 32
    Publication Date: 2022-02-15
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  • 33
    Publication Date: 2022-02-15
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  • 34
    Publication Date: 2022-02-15
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  • 35
    Publication Date: 2022-02-15
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  • 36
    Publication Date: 2022-02-15
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  • 37
    Publication Date: 2022-02-15
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  • 38
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    Oxford University Press
    In:  ICES Journal of Marine Science, 12 (3). pp. 293-304.
    Publication Date: 2021-11-01
    Description: in a recent publication von Brandt (1) gives a survey of all determinations of the calcium content of Baltic water hitherto published. He records in all 39 analyses made during the last century, which give us an idea of the order of magnitude of the calcium concentration; they cannot, however, serve for comparative purposes as in many cases chlorine determinations on the same water samples are lacking. Neither have we any clue for judging the accuracy of these analyses, the latest of which date from 1884. Fifty years later, in 1935, Za rin s and O z o 1 ins (8) published an extensive investi­gation of the water in the Bay of Riga and in the Baltic off the Latvian coast, their most westerly station nearly coinciding with the Finnish station F81 (Lat. 57° 22'N., Long. 19°57'E.) above the central depression of the Baltic. Their material comprised about 70 calcium analyses on water from all depths. Finally v o n B r a n d t in the above-mentioned paper publishes nearly 300 analyses of surface water collected in 1935 and 1936 during several voyages from Pillau to Helsingfors and back, and along the German coast as far as Kiel and back. The present material comprises analyses of only 48 samples of surface and bottom water collected during the summer cruise, in July 1935, of the s.s. "Nautilus" from the Gulf of Finland, the Gulf of Bothnia, and the northern half of the Baltic proper. In spite of the smaller number of samples this material is more comprehensive than the two preceding investigations in so far as it covers a greater area of the sea. I t was originally meant as a survey of the calcium content in these parts of the Baltic, but the surprisingly simple relationships between calcium content and chlorinity which it revealed, give the results far more scope than was expected.
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  • 39
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    In:  Jahrbuch der Preußischen Geologischen Landesanstalt zu Berlin, 53 . pp. 851-878.
    Publication Date: 2021-05-10
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  • 40
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    Česká zoologická společnost
    In:  In: Sborník prací vydany k 90. narozeninám Prof. Dr. Frantiska Vejdovského Královskou ceskou spolecností nauk a Cs. zoologickou spolecnosti v Praze. Věstník České Zoologické Společnosti v Praze, 6/7 . Česká zoologická společnost, Praze, pp. 346-358.
    Publication Date: 2021-04-23
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  • 41
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    Musée royal d'histoire naturelle de Belgique
    In:  Bulletin du Musée royal d'histoire naturelle de Belgique, 15 (32). pp. 2-11.
    Publication Date: 2020-11-04
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  • 42
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    Deutsche Zoologische Gesellschaft
    In:  Zoologischer Anzeiger, 114 (11/12). pp. 228-296.
    Publication Date: 2020-10-12
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  • 43
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    Biologische Anst. Helgoland
    In:  Helgoländer Wissenschaftliche Meeresuntersuchungen, 1 (2). pp. 93-111.
    Publication Date: 2020-09-11
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  • 44
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    Akadem. Verl.-Ges.
    In:  Zoologischer Anzeiger, 114 (11/12). pp. 289-296.
    Publication Date: 2020-09-11
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  • 45
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    Musée royal d'histoire naturelle de Belgique
    In:  Bulletin du Musée royal d'histoire naturelle de Belgique, 15 (16). pp. 1-13.
    Publication Date: 2020-09-10
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  • 46
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    Musée royal d'histoire naturelle de Belgique
    In:  Bulletin du Musée royal d'histoire naturelle de Belgique, 14 (35). pp. 1-4.
    Publication Date: 2020-09-10
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  • 47
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    Musée royal d'histoire naturelle de Belgique
    In:  Bulletin du Musée royal d'histoire naturelle de Belgique, 15 (23). pp. 1-3.
    Publication Date: 2020-09-10
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  • 48
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    Engelhorn
    In:  In: Länderkundliche Forschung : Festschrift zur Vollendung des sechzigsten Lebensjahres Norbert Krebs. , ed. by Louis, H. and Panzer, W. Engelhorn, Stuttgart, Germany, pp. 347-359.
    Publication Date: 2020-08-20
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  • 49
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    Enke
    In:  Geologische Rundschau, 29 (3-5). pp. 322-329.
    Publication Date: 2020-07-30
    Description: Nach einer kurzen Erörterung der wichtigsten Methoden, die die Sedimentationsgeschwindigkeit in rezenten Tiefseeablagerungen auf verschiedenen Wegen zu erfassen versuchten, werden die Werte über die Absatzgeschwindigkeit näher besprochen, die sich aus der Stratigraphie der Meeresablagerungen im äquatorialen Atlantischen Ozean an der Hand der Grundproben der „Meteor“-Expedition ergeben. Um zuverlässige Werte über die Sedimentationsmenge der heutigen ozeanischen Ablagerungen zu erhalten, ist es zu allererst erforderlich, die stratigraphischen Verhältnisse im Sediment festzulegen, d. h. die gleichzeitig abgelagerten Horizonte auszuscheiden, aus deren Mächtigkeit die Sedimentationsgeschwindigkeit berechnet werden kann. Danach wird auf dem äquatorialen Atlantischen Tiefseeboden seit dem Ausgang des Diluviums durchschnittlich 1 cm in 1000 Jahren sedimentiert (Tab. 1). - Auf Grund der im äquatorialen Atlantischen Ozean gewonnenen stratigraphischen Erkenntnisse wird nach einigen Grundproben der Deutschen Südpolar-Expedition die Sedimentationsgeschwindigkeit im südlichen Indischen Ozean etwas genauer als bisher festgelegt. Sie ist sehr viel geringer als in der atlantischen Äquatorialzone (Tab. 2). Für den äquatorialen Atlantischen Ozean ist außerdem die Absatzgeschwindigkeit während der letzten Diluvialzeit angegeben und das Sedimentationsverhältnis zwischen Blauschlick, Globigerinenschlamm und Rotem Ton. Dies Verhältnis hat sich seit der letzten Eiszeitperiode nicht geändert.
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  • 50
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    Senckenbergische Naturforschende Gesellschaft
    In:  Archiv für Molluskenkunde der deutschen Malakozoologischen Gesellschaft, 69 (4). pp. 129-136.
    Publication Date: 2020-06-12
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  • 51
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    Akadem. Verl.-Ges.
    In:  Zoologischer Anzeiger - A Journal of Comparative Zoology, 111 (7-8). pp. 161-174.
    Publication Date: 2020-04-20
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  • 52
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    AGU (American Geophysical Union)
    In:  Transactions, American Geophysical Union, 20 (3). pp. 414-417.
    Publication Date: 2019-09-16
    Description: In a previous paper (Iselin 1936) the writer considered that the temperature and salinity of the main thermocline layer (400–1200 meters) in the Sargasso Sea were mainly determined by vertical turbulence. At that time special significance was attached to the very consistent temperature‐salinity correlation at mid‐latitude stations from the western North Atlantic. Thus, when plotted on a temperature‐salinity diagram, the great majority of the modern observations fell along a narrow and slightly curving path connecting the characteristics of the superficial layer with those of deep water. The fact that in the main thermocline the temperature‐salinity correlation was somewhat fresher than a pure mixture of deep water and surface‐water was thought to result from the inflow of relatively large volumes of subantarctic intermediate water which appeared to enter the Sargasso Sea in two ways. First, this low‐salinity layer seemed to penetrate northward across the Northern Equatorial Current at mid‐depths and second, a considerable volume of it was observed leaving the Florida Straits to be, discharged into the Sargasso Sea along the southern edge of the Gulf Stream. In short, lt was considered that the negative salinity‐anomalies brought to the Sargasso Sea by the subantarctic intermediate layer more than counteracted the positive anomalies arriving at similar depths from the westward flow of water carrying Mediterranean characteristics.
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  • 53
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    Schweitzerbart
    In:  Archiv für Hydrobiologie, 29 . pp. 664-686.
    Publication Date: 2019-09-11
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  • 54
    Publication Date: 2019-08-27
    Description: An investigation was conducted in the N.A.C.A. 20-foot wind tunnel to determine the drag, the propulsive and net efficiencies, and the cooling characteristics of severa1 scale-model arrangements of air-cooled radial-engine nacelles and present-day propellers in front of an 18- percent-thick, 5- by 15-foot airfoil. This report deals with an investigation of wing-nacelle arrangements simulating the geometric proportions of airplanes in the 40,000- to 70,000- pound weight classification and having the nacelles located in the vicinity of the optimum location determined from the earlier tests.
    Keywords: Aerodynamics
    Type: NACA-SR-123
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  • 55
    Publication Date: 2019-08-26
    Description: An investigation was made in the N.A.C.A. 7- by 10- foot wind tunnel to determine the aerodynamic section characteristics of an N. A. C. A. 23012 airfoil with a single main slotted flap equipped successively with auxiliary flaps of the plain, split, and slotted types. A test installation mas used in which an airfoil of 7-foot span was mounted vertically between the upper and the lower sides of the closed test section so that two-dimensional flow was approximated. On the basis of maximum lift coefficient, low drag at moderate and high lift coefficients, and high drag at high lift coefficients, the optimum combination of the arrangements was found to be the double slotted flap . All the auxiliary flaps tested, however, increased the magnitudes of the pitching moments over those of the main slotted flap alone.
    Keywords: Aerodynamics
    Type: NACA-SR-97
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  • 56
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    In:  CASI
    Publication Date: 2019-08-26
    Description: Tests of 2-blade, adjustable-pitch, counterrotating tandem model propellers, adjusted to absorb equal power at maximum efficiency, were made at Stanford University. The characteristics, for 15 degrees, 25 degrees, 35 degrees, and 45 degrees pitch settings at 0.75 R of the forward propeller and for 8 1/2%, 15% and 30% diameter spacings, were compared with those of 2-blade and 4-blade propellers of the same blade form. The tests showed that the efficiency of the tandem propellers was from 0.5% to 4% greater than that of a 4-blade propeller and, at the high pitch settings, not appreciable inferior to that of a 2-blade propeller. It was found that the rear tandem propeller should be set at a pitch angle slightly less than that of the forward propeller to realize the condition of equal power at maximum efficiency. Under this condition the total power absorbed by the tandem propellers was from 3% to 9% more than that absorbed by the 4-blade propeller and about twice that absorbed by a 2-blade propeller.
    Keywords: Aircraft Propulsion and Power
    Type: NACA-SR-66
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  • 57
    Publication Date: 2019-08-26
    Description: An investigation of the interference associated with tail surfaces added to wing-fuselage combinations was included in the interference program in progress in the NACA variable-density tunnel. The results indicate that, in aerodynamically clean combinations, the increment to the high-speed drag can be estimated from section characteristics within useful limits of accuracy. The interference appears mainly as effects on the downwash angel and as losses in the tail. An interference burble, which markedly increases the glide-path angle and the stability in pitch before the actual stall, may be considered a means of obtaining satisfactory stalling characteristics for a complete combination.
    Keywords: Aerodynamics
    Type: NACA-SR-98
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  • 58
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    In:  CASI
    Publication Date: 2019-08-26
    Description: With some airplanes the approach to the stall is accompanied by changes in the behavior, such as tail buffeting or changes in the control characteristics of the airplane so that the pilot obtains a warning of the impending stall. Vith other airplanes it is possible to approach the stall without any perceptible warning other than the reading of the air-speed meter, in which case the danger of inadvertent stalling is considerably greater. Although it is not within the scope of this paper to discuss stalling characteristics, it is desired to point out that in general the danger of inadvertent stalling is greatest with those airplanes that behave worse when the stalling occurs; that is, with airplanes in which the stall starts at the wing tips. A warning of the impending stall is desirable in any case, but is particularly desirable with airplanes of the latter type.
    Keywords: Aircraft Design, Testing and Performance
    Type: NACA-SR-80
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  • 59
    Publication Date: 2019-08-26
    Description: An investigation has been completed on several methods for the prevention and removal of ice on an airplane windshield. Tests were made on the use of electric heating, hot-air heating, and an alcohol-dispensing, rotating wiper blade. The results showed that vision through the airplane windshield could be maintained during severe icing conditions by the use of heat. When put in operation prior to the formation of ice on the windshield, the rotating wiper blade prevented the formation of ice. A combination system that employs the use of heated air and a rotating wiper blade would appear to give protection against the formation of ice on the windshield exterior, prevent frost on the interior, and provide for the removal of rainfall.
    Keywords: Air Transportation and Safety
    Type: NACA-SR-130
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  • 60
    Publication Date: 2019-08-26
    Description: The pressure distribution on the fuselage of a midwing airplane model was measured in the NACA 8-foot high speed wind tunnel at speeds from 140 to 440 miles per hour for lift coefficients ranging from -0.2 to 1.0. The primary purpose of the tests was to provide data showing the air pressures on various parts of the fuselage for use in structural design. The data may also be used for the design of scoops and vents. The results show that the highest negative pressures occurred near the wing and were more dependent on the wing than on the fuselage. At high speeds, the magnitude of the pressure coefficients as predicted from pressure coefficients determined experimentally at low speeds by application of the theoretical factor 1/(square root)1-M(exp 2) (where M is the ratio of the air speed to the speed of sound in air) may misrepresent the actual conditions. At the points where the maximum negative pressures ocurred, however, the variation of the pressure coefficients was in good agreement with the theoretical factor, indicating that this factor may afford satisfactory predictions of critical speed, at least for fuselages similar to the shape tested.
    Keywords: Aircraft Design, Testing and Performance
    Type: NACA-SR-133
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  • 61
    Publication Date: 2019-08-26
    Description: The drag and the power cost associated with the changing of the nose of a nacelle from a streamline shape to a conventional N.A.C.A. cowling shape was investigated in the N.A.C.A. 20-foot tunnel. Full-scale propellers and nacelles were used. The increment of drag associated with the change of nose shapes was found to be critically dependent on the afterbody of the nacelle. Two streamline afterbodies were tested. The results fo the tests with the more streamlined afterbody showed that the added drag due to the open-nose cowling was only one-fourth of the drag increase obtained with the other afterbody. The results of this research indicate that the power cost, in excess of that with a streamline nose, of using an N.A.C.A. cowling in front of a well-designed afterbody to enclose a 1,500-horsepower engine in an airplane with a speed of 300 miles per hour amounts to 1.5 percent of the engine power. If the open-nose cowling is credited with 1 percent because it cools the front of the cylinders, the non-useful power cost amounts to only 0.5 percent of the engine power.
    Keywords: Fluid Mechanics and Thermodynamics
    Type: NACA-SR-136
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  • 62
    Publication Date: 2019-08-26
    Description: The drag characteristics of eight radial-engine cowlings have been determined over a wide speed range in the N.A.C.A. 8-foot high-speed wind tunnel. The pressure distribution over all cowlings was measured, to and above the speed of the compressibility burble, as an aid in interpreting the force tests. One-fifth-scale models of radial-engine cowlings on a wing-nacelle combination mere used in the tests.
    Keywords: Aerodynamics
    Type: NACA-SR-109
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  • 63
    Publication Date: 2019-08-14
    Description: An investigation was made to determine the spinning characteristics of Clark Y monoplane wings with different plan forms. A rectangular wing and a wing tapered 5:2, both with rounded tips, were tested on the N.A.C.A. spinning balance in the 5-foot vertical wind tunnel. The aerodynamic characteristics of the models and a prediction of the angles of sideslip for steady spins are given. Also included is an estimate of the yawning moment that must be furnished by the parts of the airplane to balance the inertia couples and wing yawing moment for spinning equilibrium. The effects on the spin of changes in plan form and of variations of some of the important parameters are discussed and the results are compared with those for a rectangular wing with square tips. It is concluded that for a conventional monoplane using Clark Y wing the sideslip will be algebraically larger for the wing with the rounded tip than for the wing with the square tip and will be largest for the tapered wing. The effect of plan form on the spin will vary with the type of airplane; and the provision of a yawing-moment coefficient of -0.025 (i.e., opposing the spin) by the tail, fuselage, and interference effects will insure against the attainment of equilibrium on a steady spin for any of the plan forms tested and for any of the parameters used in the analysis.
    Keywords: Aerodynamics
    Type: NACA-TN-612
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  • 64
    facet.materialart.
    Unknown
    In:  CASI
    Publication Date: 2019-08-13
    Description: Preliminary information on the complex subject of the fatigue strength of fabricated structural members for aircraft is presented in the test results obtained on several different types of airship girders subjected to axial tension and compression in a resonance fatigue machine. A description of this machine as well as numerous photographs of the fatigue failures are given. There is also presented an extended bibliography on the subject of fatigue strength.
    Keywords: Aircraft Design, Testing and Performance
    Type: NACA-TN-637
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  • 65
    Publication Date: 2019-07-12
    Description: Flight tests were made with a Kellett YG-1 autogiro to determine the relationship between the ground reaction and the vertical velocity at contact for landings of the flared and gliding three-point types. The data obtained are presented in the form of time histories of linear accelerations at the center of gravity resulting from the initial landing impact. In addition, the attitude angle and velocity of the autogiro at contact were measured. The landings were all mild as compared to those representative of airplanes tested in this manner, the maximum vertical velocity being 4.4 feet per second with a corresponding normal acceleration of 2.35 g.
    Keywords: Aeronautics (General)
    Type: NACA-MR-X-1937
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  • 66
    Publication Date: 2019-07-12
    Description: At the request of the Materiel Division, Wright Field, the National Advisory Committee for Aeronautics is conducting a program of flight tests on a Kellett YG-1B autogiro equipped with a new type of rotor blade. The new blades are tapered in both plan form. and thickness and are designed to avoid periodic blade twist. One phase of the investigation, involving determination of the moments of the resultant rotor force about the trunnions on which the hub is pivoted for control, has been completed. The results obtained are reported herein.
    Keywords: Aircraft Design, Testing and Performance
    Type: NACA-MR-X-1939
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  • 67
    facet.materialart.
    Unknown
    In:  CASI
    Publication Date: 2019-07-12
    Description: This document discusses the types of commercial planes ordered by Air France. Characteristics of the Wibault 670, the Dewoitine D.620, Bloch 300, and the Potez 620 airplanes are included. Pictures and diagrams of these aircraft are also included.
    Keywords: Aeronautics (General)
    Type: NACA-SR-41
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  • 68
    Publication Date: 2019-07-12
    Description: At the request of the Materiel Division of the Army Air Corps, seven tapered wings having sections based on the N.A,C.A. 230 mean line were tested in the variable-density wind tunnel, The characteristics of the wings are given.
    Keywords: Aerodynamics
    Type: NACA-SR-68
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  • 69
    facet.materialart.
    Unknown
    In:  CASI
    Publication Date: 2019-07-12
    Description: Tests have been made in the N.A.C.A. 8-foot high-speed wind tunnel of the drag caused by roughness on the surface of an airfoil of N.A.C.A. 23012 section and 5-foot chord. The tests were made at speeds from 80 t o 500 miles per hour at lift coefficients from 0 to 0.30. For conditions corresponding to high-speed flight, the increase in the drag was 30 percent of the profile drag of the smooth airfoil for the roughness produced by spray painting and 63 percent for the roughness produced. by 0.0037-inch carborundum grains. About one-half the drag increase was caused by the roughness on the forward one-fourth of the airfoil. Sandpapering the painted surface with No. 400 sandpaper made it sufficiently smooth that the drag was no greater than when the surface was polished. In the lower part of the range investigated the drag due to roughness increased rapidly with Reynolds Number.
    Keywords: Aerodynamics
    Type: NACA-SR-78
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  • 70
    Publication Date: 2019-07-12
    Description: Tests were made in the N.A.C.A. 20-foot wind tunnel on: (1) a wing, of 6.5-foot span, 5.5-foot chord, and 30 percent maximum thickness, fitted with large end plates and (2) a 16-foot span 2.67-foot chord wing of 15 percent maximum thickness to determine the increase in lift obtainable by removing the boundary layer and the power required for the blower. The results of the tests on the stub wing appeared more favorable than previous small-scale tests and indicated that: (1) the suction method was considerably superior to the pressure method, (2) single slots were more effective than multiple slots (where the same pressure was applied to all slots), the slot efficiency increased rapidly for increasing slot widths up to 2 percent of the wing chord and remained practically constant for all larger widths tested, (3) suction pressure and power requirements were quite low (a computation for a light airplane showed that a lift coefficient of 3.0 could be obtained with a suction as low as 2.3 times the dynamic pressure and a power expenditure less than 3 percent of the rated engine power), and (4) the volume of air required to be drawn off was quite high (approximately 0.5 cubic feet per second per unit wing area for an airplane landing at 40 miles per hour with a lift coefficient of 3,0), indicating that considerable duct area must be provided in order to prevent flow losses inside the wing and insure uniform distribution of suction along the span. The results from the tests of the large-span wing were less favorable than those on the stub wing. The reasons for this were, probably: (1) the uneven distribution of suction along the span, (2) the flow losses inside the wing, (3) the small radius of curvature of the leading edge of the wing section, and (4) the low Reynolds Number of these tests, which was about one half that of the stub wing. The results showed a large increase in the maximum lift coefficient with an increase in Reynolds Number in the range of the tests. The results of drag tests showed that the profile drag of the wing was reduced and the L/D ratio was increased throughout the range of lift coefficients corresponding to take-off and climb but that the minimum drag was increased. The slot arrangement that is best for low drag is not the same, however, as that for maximum lift.
    Keywords: Aerodynamics
    Type: NACA-SR-32
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  • 71
    Publication Date: 2019-07-12
    Description: Tests have been made in the NACA 8-foot high-speed wind tunnel of the drag caused by four types of lap joint. The tests were made on an airfoil of NACA 23012 section and 5-foot chord and covered in a range of speeds from 80 to 500 miles per hour and lift coefficients from 0 to 0.30. The increases in profile drag caused by representative arrangements of laps varied from 4 to 9%. When there were protruding rivet heads on the surface, the addition of laps increased the drag only slightly. Laps on the forward part of a wing increased the drag considerably more than those farther back.
    Keywords: Aerodynamics
    Type: NACA-SR-77
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  • 72
    Publication Date: 2019-07-12
    Description: Tests were made in the NACA 8-foot high speed wind tunnel of a metal-covered, riveted, 'service' wing of average workmanship to determine the aerodynamic effects of the manufacturing irregularities incident to shop fabrication. The wing was of 5-foot chord and of NACA 23012 section and was tested in the low-lift range at speeds from 90 to 450 miles per hour corresponding to Reynolds numbers from 4,000,000 to 18,000,000. At a cruising condition the drag of the service wing was 46% higher than the drag of a smooth airfoil, whereas the drag of an accurately constructed airfoil having the same arrangement of 3/32-inch brazier-head rivets and lap joints showed a 29% increase. The difference, or 17% of the smooth-wing drag, is apparently the drag caused by the manufacturing irregularities: sheet waviness, departures from true profile, and imperfect laps. the service wing, for one condition at least, showed a drag increase due to compressibility at a lower air speed than did the more accurate airfoil.
    Keywords: Aerodynamics
    Type: NACA-SR-79
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  • 73
    Publication Date: 2019-07-12
    Description: Tests have been conducted in the NACA 8-foot high-speed wind tunnel to determine the effect of exposed rivet heads and spot welds on wing drag. Most of the tests were made with an airfoil of 5-foot chord. The air speed was varied from 80 to 500 miles per hour and the lift coefficient from 0 to 0.30. The increases in the drag of the 5-foot airfoil varied from 6%, due to countersunk rivets, to 27%, due to 3/32-inch brazier-head rivets, with the rivets in a representative arrangement. The drag increases caused by protruding rivet heads were roughly proportional to the height of the heads. With the front row of rivets well forward, changes in spanwise pitch had negligible effects on drag unless the pitch was more than 2.5% of the chord. Data are presented for evaluating the drag reduction attained by removing rivets from the forward part of the wing surface; for example, it is shown that over 70% of the rivet drag is caused by the rivets on the forward 30% of the airfoil in a typical case.
    Keywords: Aerodynamics
    Type: NACA-SR-76
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  • 74
    Publication Date: 2019-07-12
    Description: Tests have been conducted in the N.A.C.A. full-scale wind tunnel to investigate the partial recovery of the heat energy which is apparently wasted in the cooling of aircraft engines. The results indicate that if the radiator is located in an expanded duct, a part of the energy lost in cooling is recovered; however, the energy recovery is not of practical importance up to airplane speeds of 400 miles per hour. Throttling of the duct flow occurs with heated radiators and must be considered in designing the duct outlets from data obtained with cold radiators in the ducts.
    Keywords: Aeronautics (General)
    Type: NACA-SR-111
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  • 75
    Publication Date: 2019-07-12
    Description: Wing ducts for liquid-cooled engine radiators have been investigated in the N.A.C.A. full-scale wind tunnel on a large model airplane. Th e tests were made to determine the relative merits of several types of duct and radiator installations for an airplane of a particular des ign. In the test program the principal duct dimensions were system atically varied, and the results are therefore somewhat applicable to the general problems of wing duct design, although they should be co nsidered as preliminary and only indicative of the inherent possibil ities.
    Keywords: Aircraft Design, Testing and Performance
    Type: NACA-SR-88
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  • 76
    Publication Date: 2019-07-12
    Description: The relative efficiencies of various engine-propeller combinations were the subject of a study that covered the important flight conditions, particularly the take-off. Design charts that graphically correlate the various propeller parameters were prepared to facilitate the solution of problems and also to c1arify the conception of the relationships of the various engine-propeller design factors. It is shown that, among the many methods for improving the take-off thrust, the use of high-pitch, large-diameter controllable propellers turning at low rotational speeds is probably the most generally promising. With such a combination the take-off thrust may be further increased, at the expense of a small loss in cruising efficiency, by compromise designs wherein the pitch setting is slightly reduced and the diameter is further increased. The degree of compromise necessary to accomplish the maximum possible take-off improvement depends on such design factors as overspeeding and overboosting at take-off as well as depending on the design altitude. Both overspeeding and designing for altitude operation have the same effect on the take-off thrust as compromising in that the propulsive efficiency is increased thereby; boosting the engine, however, has the reverse effect on the propulsive efficiency, although the brake horsepower is increased.
    Keywords: Aircraft Design, Testing and Performance
    Type: NACA-SR-55
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  • 77
    Publication Date: 2019-07-12
    Description: This paper is one of several dealing with methods intended to reduce the drag of present-day radial engine installations and improve the cooling at zero and low air speeds, The present paper describes model wind-tunnel tests of blowers of three designs tested in conjunction with a wing-nacelle combination. The principle of operation involved consists of drawing cooling air into ducts located in the wing root at the point of maximum slipstream velocity, passing the air through the engine baffles from rear to front, and exhausting the air through an annular slot located between the propeller and the engine with the aid of a blower mounted on the spinner. The test apparatus consisted essentially of a stub wing having a 5-foot chord and a 15-foot span, an engine nacelle of 20 inches diameter enclosing a 25-horsepower electric motor, and three blowers mounted on propeller spinners. Two of the blowers utilize centrifugal force while the other uses the lift from airfoils to force the air out radially through the exit slot. Maximum efficiencies of over 70 percent were obtained for the system as a whole. Pressures were measured over the entire flight range which were in excess of those necessary to cool present-day engines, The results indicated that blowers mounted on propeller spinners could be built sufficiently powerful and efficient to warrant their use as the only, or chief, means of forcing air through the cooling system, so that cooling would be independent of the speed of the airplane.
    Keywords: Aeronautics (General)
    Type: NACA-SR-117
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  • 78
    Publication Date: 2019-07-12
    Description: Two cowling systems intended to reduce the drag and improve the low-speed cooling characteristics of conventional radial engine cowlings were tested in model form to determine the practicability of the methods. One cowling included a blower mounted on the rear face of a large propeller spinner which drew cooling air in through side entrance ducts located behind the equivalent engine orifice plate. The air was passed through the equivalent engine orifice plate from rear to front and out through a slot between the spinner and the engine plate. The blower produced substantially all the power necessary to circulate the cooling air in some cases, so the quantity of air flowing was independent of the air speed, Two types of blowers were used, a centrifugal type and one using airfoil blades which forced the air outward from the center of rotation. The other cowling was similar to the conventional N.A.C.A. cowling except for the addition of a large propeller spinner nose. The spinner was provided with a hole in the nose to admit cooling air and blower blades to increase the pressure for cooling at low speeds. The tests show that with both cowling types the basic drag of the nacelle was reduced substantially below that for the N.A.C.A. cowling by virtue of the better nose shape made possible by the spinner . The drag due to the side-entrance ducts was nearly zero when the openings were closed or when the blower was drawing in a certain quantity of air in proportion to the air speed. The drag increased, however, when air mas allowed to spill from the openings. The nose-entrance blower showed considerable promise as a cooling means although the blower tested was relatively inefficient, owing to the fact that the blower compartments evidently were expanded too rapidly under the conditions imposed. by the design.
    Keywords: Aeronautics (General)
    Type: NACA-SR-121
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  • 79
    Publication Date: 2019-07-12
    Description: Wind-tunnel tests were conducted on a model wing-nacelle combination to determine the practicability of cooling radial engines by forcing the cooling air into wing-duct entrances located in the propeller slipstream, passing the air through the engine baffles from rear to front, and ejecting the air through an annular slot near the front of the nacelle. The tests, which were of a preliminary nature, were made on a 5-foot-chord wing and a 20-inch-diameter nacelle. A 3-blade, 4-foot-diameter propeller was used. The tests indicated that this method of cooling and cowling radial engines is entirely practicable providing the wing of the prospective airplane is sufficiently thick to accommodate efficient entrance ducts , The drag of the cowlings tested was definitely less than for the conventional N.A.C.A. cowling, and the pressure available at low air speed corresponding to operation on the ground and at low flying speeds was apparently sufficient for cooling most present-day radial engines.
    Keywords: Aircraft Design, Testing and Performance
    Type: NACA-SR-101
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  • 80
    Publication Date: 2019-07-12
    Description: Development of airfoil sections suitable for high-speed applications has generally been difficult because little was known of the flow phenomenon that occurs at high speeds. A definite critical speed has been found at which serious detrimental flow changes occur that lead to serious losses in lift and large increases in drag. This flow phenomenon, called the compressibility burble, was originally a propeller problem, but with the development of higher speed aircraft serious consideration must be given to other parts of the airplane. Fundamental investigations of high-speed airflow phenomenon have provided new information. An important conclusion of this work has been the determination of the critical speed, that is, the speed at which the compressibility burble occurs. The critical speed was shown to be the translational velocity at which the sum of the translational velocity and the maximum local induced velocity at the surface of the airfoil or other body equals the local speed of sound. Obviously then higher critical speeds can be attained through the development of airfoils that have minimum induced velocity for any given value of the lift coefficient. Presumably, the highest critical speed will be attained by an airfoil that has uniform chordwise distribution of induced velocity or, in other words, a flat pressure distribution curve. The ideal airfoil for any given high-speed application is, then, that form which at its operating lift coefficient has uniform chordwise distribution of induced velocity. Accordingly, an analytical search for such airfoil forms has been conducted and these forms are now being investigated experimentally in the 23-inch high-speed wind tunnel. The first airfoils investigated showed marked improvement over those forms already available, not only as to critical speed buy also the drag at low speeds is decreased considerably. Because of the immediate marked improvement, it was considered desirable to extend the thickness and lift coefficient ranges for which the original forms had been designed before further extending the investigation.
    Keywords: Aerodynamics
    Type: NACA-SR-118
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  • 81
    Publication Date: 2019-07-12
    Description: The National Advisory Committee for Aeronautics is testing the effectiveness of a method to prevent the formation of ice on airplanes. The system makes use of a leather cover that is attached to the leading edge of the wing. A small tube, attached to the inner surface of the leather, distributes to the leading edge a solution that permeates throughout the leather and inhibits the formation of ice on the surface. About 25 pounds of the liquid per hour would be sufficient to prevent ice from forming on a wing of 50-foot span. The additional gross weight of the system will not be excessive. The tests are not yet completed but the method is thought to be practicable for the wing and it may also be adaptable to the propeller.
    Keywords: Air Transportation and Safety
    Type: NACA-SR-39
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  • 82
    Publication Date: 2019-07-12
    Description: The Committee was requested to investigate the effect of various types of rivet heads on hydrodynamic resistance. The proposal was made to obtain the resistance of the various types of rivets by tests of planing surfaces on which the full size rivets would be arranged. The testing methods, results and conclusions are given.
    Keywords: Fluid Mechanics and Thermodynamics
    Type: NACA-SR-37
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  • 83
    Publication Date: 2019-07-12
    Description: This supplement to a NACA study issued in May 1937 entitled "A Study of Transparent Plastics for Use on Aircraft", contains two tables. These tables contain data on bursting strengths of plastics, particularly at low temperatures. Table 1 contains the values reported in a table of the original memorandum, and additional values obtained at approximately 25 C, for three samples of Acrylate resin. The second table contains data obtained for the bursting strength when one surface of the plastic was cooled to approximately -35 C.
    Keywords: Nonmetallic Materials
    Type: NACA-SR-66A
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  • 84
    Publication Date: 2019-07-12
    Description: An investigation was made in the NACA 5-foot vertical wind tunnel of a large variety of duct inlets and outlets to obtain information relative to their design for the cooling or the ventilation systems on aircraft. Most of the tests were of openings in a flat plate but, in order to determine the best locations and the effects of interference, a few tests were made of openings in an airfoil. The best inlet location for a system not including a blower was found to be at the forward stagnation point; for one including a blower, the best location was found to be in the region of lowest total head, probably in the boundary layer near the trailing edge. Design recommendations are given, and it is shown that correct design demands a knowledge of the external flow and of the internal requirements in addition to that obtained from the results of the wind tunnel tests.
    Keywords: Aircraft Design, Testing and Performance
    Type: NACA-SR-95
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  • 85
    Publication Date: 2019-07-12
    Description: A study was made at the National Advisory Committee for Aeronautics Laboratory of the operation of an electrically heated glass panel, which simulated a segment of an airplane windshield, to determine if ice formations, which usually result in the loss of visibility, could be prevented. Tests were made in the 7- by 3-foot ice tunnel, and in flight, under artificially created ice-forming conditions. Ice was prevented from forming on the windshield model in the tunnel by 1.25 watts of power per square inch with the air temperature at 23 F and a velocity of 80 miles per hour. Using an improved model in flight, ice was prevented by 1.43 watts of power per square inch of protected area and 2 watts per inch concentrated in the rim, with the air temperature at 26 F and a velocity of 120 miles per hour. The removal of a preformed ice cap was effected to a limited extent in the tunnel by the use of 1.89 watts of power per square inch when the temperature and velocity were 25 F and 80 miles per hour, respectively. The results indicate that service tests with an improved design are justified.
    Keywords: Air Transportation and Safety
    Type: NACA-SR-105
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  • 86
    Publication Date: 2019-07-12
    Description: The systematic investigation of wing cooling ducts at the NACA laboratory has been continued with tests in the full-scale wind tunnel on ducts of finite span. These results extend the previous investigation on section characteristics of ducts to higher Reynolds numbers and indicate the losses due to the duct ends. The data include comparisons between ducts completely within the ring and the conventional underslung ducts. Methods of flow regulation were studied and data were obtained for a wide range of internal duct resistance. The results show satisfactory correlation between the finite span and the previously measured section characteristics obtained with full-span ducts. The effects of the various design parameters on the duct characteristics are discussed. The cooling power required for the internal duct installation is shown to be only a small percentage of the engine power.
    Keywords: Aircraft Design, Testing and Performance
    Type: NACA-SR-94
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  • 87
    facet.materialart.
    Unknown
    In:  CASI
    Publication Date: 2019-07-12
    Description: Tests of three-blade, adjustable-pitch counterrotating tandem model propellers, adjusted to absorb equal power at maximum efficiency of the combination, were made at Stanford University. The aerodynamic characteristics, for blade-angle settings of 15, 25, 35, 45, 55, and 65 degrees at 0.75R of the forward propeller and for diameters spacings of 8-1/2, 15 and 30% were compared with those of three-blade and six-blade propellers of the same blade form. It was found that, in order to realize the condition of equal power at maximum efficiency, the blade angles for the rear propeller must be generally less than for the forward propeller, the difference increasing the blade angle. The tests showed that, at maximum efficiency, the tandem propellers absorb about double the power of three-blade propellers and about 8% more power than six-blade propellers having the pitch of the forward propeller of the tandem combination. The maximum efficiency of the tandem propellers was found to be from 2-15% greater than for six-blade propellers, the difference varying directly with blade angle. It was also found that the maximum efficiency of the tandem propellers was greater than that of a three-blade propeller for blade angles at 0.75R of 25 degrees or more. The difference in maximum efficiency again varied directly with blade angle, being about 9% for 65 degrees at 0.75R.
    Keywords: Aircraft Propulsion and Power
    Type: NACA-SR-126
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  • 88
    Publication Date: 2019-07-12
    Description: The effects of the geometrical arrangement of tricycle landing gears on various characteristics of an airplane equipped with such landing gear is discussed. The characteristics discussed include directional stability, overturning tendencies, steering and ground handling, shimmy, takeoff, and porpoising. The conclusions are summarized in a table.
    Keywords: Aircraft Design, Testing and Performance
    Type: NACA-SR-63
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  • 89
    Publication Date: 2019-07-12
    Description: Engine and airplane performance data have been gathered from various sources and analyzed to determine indications of the most economical methods of flight operation from a consideration of fuel expenditure. The analysis includes the influence of such facts as fuel-air ratio, engine speed, engine knock, altitude, cylinder cooling, spark timing, and limits of cruising brake mean effective pressure. The results indicate that the cheapest power is obtained with approximately correct mixture at low engine speed and highest permissible manifold pressure. If more power is desired, the methods of obtaining it are, in order of fuel economy: (a) increasing the engine speed and maintaining safe cylinder temperatures by cooling; (b) retarding the spark or cooling further to permit higher manifold pressure; and, (c) riching the mixture. The analysis further shows that the maximum time endurance of flight occurs at the air speed corresponding to minimum thrust horsepower required and with minimum practicable engine speed. Maximum mileage per pound of fuel is obtained at slightly higher air speed. The fuel-air ratio should be approximately the theoretically correct ratio in both cases. For an engine equipped with a geared supercharger, as in the example presented, and with knock as the limiting condition, a comparison of operation at sea level and at 6,000 feet shoes flight at altitude to be more economical on the basis of both range and endurance.
    Keywords: Aircraft Propulsion and Power
    Type: NACA-SR-134
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  • 90
    facet.materialart.
    Unknown
    In:  CASI
    Publication Date: 2019-07-12
    Description: An electrical-type meter has been developed for measuring mass rates of flow of gasoline or other nonconducting fluids. Its temperature dependence is small over a large range and it has no known vibrational or viscosity errors. The maximum temperature rise is less than 5 C. The rates of flow, measurable within 1% with the present instrument, are approximately 100 to 1,000 or more pounds of gasoline per hour when a potentiometer is used, or 100 to 300 pounds per hour when a deflection-type meter is used.
    Keywords: Aircraft Design, Testing and Performance
    Type: NACA-SR-12
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  • 91
    Publication Date: 2019-07-12
    Description: Present designs for large flying boats are characterized by high wing loading, high aspect ratio, and low parasite drag. The high wing loading results in the universal use of flaps for reducing the takeoff and landing speeds. These factors have an effect on takeoff performance and influence to a certain extent the design of the hull. An investigation was made of the influence of various factors and design parameters on the takeoff performance of a hypothetical large flying boat by means of takeoff calculations. The parameters varied in the calculations were size of hull (load coefficient), wing setting, trim, deflection of flap, wing loading, aspect ratio, and parasite drag. The takeoff times and distances were calculated to the stalling speeds and the performance above these speeds was studied separately to determine piloting technique for optimum takeoff. The advantage of quick deflection of the flap at high water speeds is shown.
    Keywords: Aircraft Design, Testing and Performance
    Type: NACA-SR-119
    Format: application/pdf
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  • 92
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    Unknown
    In:  CASI
    Publication Date: 2019-07-12
    Description: The fundamental principles of fluid flow, pressure losses, and heat transfer have been presented and analyzed for the case of a smooth tube with fully developed turbulent flow. These equations apply to tubes with large length-diameter ratios where the f1ow is at a high Reynolds Number. The error introduced by using these equations increases as the magnitude of the tube length and the air-flow Reynolds Number approaches the values encountered in modern radiator designs. Accordingly, heat-transfer tests on radiator sections were made and the results are presented in nondimensional form to facilitate their use and for comparison with other heat-transfer data. In addition, pressure losses were measured along smooth tubes of circular, square, and rectangular cross section and the results were also correlated and are presented in nondimensional form. The problem of a radiator design for a particular installation is solved, the experimental heat-transfer and pressure-loss data being used, on a basis of power chargeable to the radiator for form drag, for propelling the weight, and for forcing the air through the radiator. The case of an installation within a wing or an engine nacelle is considered. An illustration of radiator design is carried through for an arbitrary set of conditions. Sufficient detail is given to enable the reader to reproduce the analysis for any given case.
    Keywords: Aircraft Design, Testing and Performance
    Type: NACA-SR-112
    Format: application/pdf
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  • 93
    Publication Date: 2019-07-12
    Description: The drag of closed-cockpit and transport-type windshields was determined from tests made at speeds from 200 to 440 miles per hour in the NACA 8-foot high-speed wind tunnel. This speed range corresponds to a test Reynolds number range of 2,510,000 to 4,830,000 based on the mean aerodynamic chord of the full-span model (17.29 inches). The shapes of the windshield proper, the hood, and the tail fairing were systematically varied to include common types and a refined design. Transport types varied from a reproduction of a current type to a completely faired windshield. The results show that the drag of windshields of the same frontal area, on airplanes of small to medium size, may account for 15% of the airplane drag or may be reduced to 1%. Optimum values are given for windshield and tail-fairing lengths; the effect, at various radii is shown. The longitudinal profile of a windshield is shown to be most important and the transverse profile, to be much less important. The effects of retaining strips, of steps for telescoping hoods, and of recessed windows are determined. The results show that the drag of transport-type windshields may account for 21% of the fuselage drag or may be reduced to 2%.
    Keywords: Aircraft Design, Testing and Performance
    Type: NACA-SR-114
    Format: application/pdf
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  • 94
    Publication Date: 2019-07-12
    Description: In order to extend the useful range of Reynolds numbers of airfoils designed to take advantage of the extensive laminar boundary layers possible in an air stream of low turbulence, tests were made of the NACA 2412-34 and 1412-34 sections in the NACA low-turbulence tunnel. Although the possible extent of the laminar boundary layer on these airfoils is not so great as for specially designed laminar-flow airfoils, it is greater than that for conventional airfoils, and is sufficiently extensive so that at Reynolds numbers above 11,000,000 the laminar region is expected to be limited by the permissible 'Reynolds number run' and not by laminar separation as is the case with conventional airfoils. Drag measurements by the wake-survey method and pressure-distribution measurements were made at several lift coefficients through a range of Reynolds numbers up to 11,400,000. The drag scale-effect curve for the NACA 1412-34 is extrapolated to a Reynolds number of 30,000,000 on the basis of theoretical calculations of the skin friction. Comparable skin-friction calculations were made for the NACA 23012. The results indicate that, for certain applications at moderate values of the Reynolds number, the NACA 1412-34 and 2412-34 airfoils offer some advantages over such conventional airfoils as the NACA 23012. The possibility of maintaining a more extensive laminar boundary layer on these airfoils should result in a small drag reduction, and the absence of pressure peaks allows higher speeds to be reached before the compressibility burble is encountered. At lower Reynold numbers, below about 10,000,000, these airfoils have higher drags than airfoils designed to operate with very extensive laminar boundary layers.
    Keywords: Aerodynamics
    Type: NACA-SR-125
    Format: application/pdf
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  • 95
    Publication Date: 2019-07-12
    Description: In connection with the application of stable tricycle-type landing gears to transport airplanes, the question arises as to whether certain passengers may not experience relatively great accelerations in an emergency landing. Since the main landing wheels are behind the center of gravity in this type of gear, a hard-braked landing will cause immediate nosing down of the airplane and, when this motion is stopped due to the front wheel striking the ground, there will be some tendency for the rearmost passengers to be thrown out of their seats, The provided rough calculations are designed to show the magnitudes of the various reactions experienced in a severe landing under these circumstances.
    Keywords: Air Transportation and Safety
    Type: NACA-SR-61
    Format: application/pdf
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  • 96
    Publication Date: 2019-07-12
    Description: When an airplane is operating at high altitude, it is necessary to use a supercharger to maintain ground pressure at the carburetor inlet. This maintenance and high intake-manifold pressure tends to keep the power output of the engine at ground-level value. The air, being compressed by the supercharger, however, is heated by adiabatic compression and friction to a temperature that seriously affect the performance of the engine. It is thus necessary to use an intercooler to reduce the temperature of the air between the supercharger outlet and the carburetor inlet. The amount of cooling required of the intercooler depend on the efficiency of the supercharger installation. In this investigation, several types of intercoolers were compared and a design procedure that will give the best intercooler for a given set of conditions is indicated. The figure of merit used for the selection of the best design was the total power consumed by the intercooler. This value includes the power required to transport the weight of the intercooler as well as the power used to force the charge air and the cooling air through the intercooler. The cost, size and practicality of construction were not considered, inasmuch as it was thought that a survey of possibilities of improvement in design would be of interest, regardless of whether the improvement could be immediately realized. Three types of intercoolers are included in this survey: a counterflow intercooler with indirect cooling surface in the form of fins, a counterflow intercooler with direct cooling surfaces, and a cross-flow, tube-type intercooler.
    Keywords: Aircraft Design, Testing and Performance
    Type: NACA-SR-124
    Format: application/pdf
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  • 97
    Publication Date: 2019-07-12
    Description: Various transparent organic plastics, including both commercially available and experimental materials, have been examined to determine their suitability for use as flexible windshields on aircraft, The properties which have been studied include light transmission, haziness, distortion, resistance to weathering, scratch and indentation hardness, impact strength, dimensional stability, resistance to water and various cleaning fluids, bursting strength at normal and low temperatures, and flammability.
    Keywords: Nonmetallic Materials
    Type: NACA-SR-64A
    Format: application/pdf
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  • 98
    Publication Date: 2019-07-12
    Description: The safety of remotely operated vehicles depends on the correctness of the distributed protocol that facilitates the communication between the vehicle and the operator. A failure in this communication can result in catastrophic loss of the vehicle. To complicate matters, the communication system may be required to satisfy several, possibly conflicting, requirements. The design of protocols is typically an informal process based on successive iterations of a prototype implementation. Yet distributed protocols are notoriously difficult to get correct using such informal techniques. We present a formal specification of the design of a distributed protocol intended for use in a remotely operated vehicle, which is built from the composition of several simpler protocols. We demonstrate proof strategies that allow us to prove properties of each component protocol individually while ensuring that the property is preserved in the composition forming the entire system. Given that designs are likely to evolve as additional requirements emerge, we show how we have automated most of the repetitive proof steps to enable verification of rapidly changing designs.
    Keywords: Aeronautics (General)
    Type: NACA-SR-103
    Format: application/pdf
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  • 99
    Publication Date: 2019-07-12
    Description: An investigation was undertaken to determine the character and importance of the transition phase between the ground run and steady climb in the takeoff of an airplane and the effects of various factors on this phase and on the airborne part of the takeoff as a whole. The information was obtained from a series of step-by-step integrations, which defined the motion of the airplane during the transition and which were based on data derived from actual takeoff tests of a Verville AT airplane. Both normal and zoom takeoffs under several loading and takeoff speed conditions were considered. The effects of a moderate wind with a corresponding wind gradient and the effect of proximity of the ground were also investigated. The results show that, for normal takeoffs, the best transition was realized at the lowest possible takeoff speed. Moreover, this speed gave the shortest overall takeoff distance for normal takeoffs. Zoom takeoffs required a shorter overall takeoff run than normal takeoffs, particularly with a heavy landing, if the obstacle to be cleared was sufficiently high (greater than 50 feet); no advantage was indicated to the airplane with a light loading if the height to be cleared was less. The error resulting from the neglect of the transition in the calculation of the airborne distance of takeoff was found to vary from 4% with the heaviest loading considered to -4% with the lightest loading for normal takeoffs over a 100-ft obstacle; the percentage error was twice as great for a 50-foot obstacle. For zoom takeoffs the error attained much greater values. The average wind gradient corresponding to a 5-mile-per-hour surface wind reduced the airborne distance required to clear a 50-foot obstacle by about 9% with the lightest loading and 16% with the heaviest loading; for both cases. The overall reduction due to this wind was approximately twice that resulting from the wind gradient alone. A simple expression for the reduction of observed takeoff performance to no-wind conditions is presented. Ground effect is shown to reduce the airborne distance to attain a height of 50 foot by 10% with the lightest loading and 16% with the heaviest loading; for a 100-foot obstacle the percentage reduction was about 1/2 as great.
    Keywords: Aircraft Design, Testing and Performance
    Type: NACA-SR-70
    Format: application/pdf
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  • 100
    Publication Date: 2019-07-12
    Description: An investigation was made in the NACA 7- by 10-foot wind tunnel of a large-chord wing model with a duct to house a simulated radiator suitable for a liquid-cooled engine. The duct was expanded to reduce the radiator losses, and the installation of the duct and radiator was made entirely within the wing to reduce form and interference drag. The tests were made using a two-dimensional flow set-up with a full-span duct and radiator. Section aerodynamic characteristics of the basic airfoil are given and also curves showing the characteristics of the various duct-radiator combinations. An expression for efficiency, the primary criterion of merit of any duct, and the effect of the several design parameters of the duct-radiator arrangement are discussed. The problem of throttling is considered and a discussion of the power required for cooling is included. It was found that radiators could be mounted in the wing and efficiently pass enough air for cooling with duct outlets located at any point from 0.25c to 0.70c from the wing leading edge on the upper surface. The duct-inlet position was found to be critical and, for maximum efficiency, had to be at the stagnation point of the airfoil and to change with flight attitude. The flow could be efficiently throttled only by a simultaneous variation of duct inlet and outlet sizes and of inlet position. It was desirable to round both inlet and outlet lips. With certain arrangements of duct, the power required for cooling at high speed was a very low percentage of the engine power.
    Keywords: Aircraft Design, Testing and Performance
    Type: NACA-SR-93
    Format: application/pdf
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