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  • 1
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    An Investigation of the Hydrodynamic Characteristics of a 1/10-Size Powered Dynamic Model of the Martin M-267 Patrol-Type Seaplane with Two Forebody Configurations : TED No. NACA DE 376 (1954)
    In:  CASI
    Details
    Publication Date: 2019-06-28
    Type: NACA-RM-SL54G26
    Format: application/pdf
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  • 2
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    Preliminary Investigation of Self-excited Vibrations of Single Planing Surfaces (1956)
    In:  CASI
    Details
    Publication Date: 2019-06-28
    Type: NACA-TN-3698
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  • 3
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    Preliminary investigation of self-excited vibrations of single planing surfaces (1956)
    In:  CASI
    Details
    Publication Date: 2019-06-28
    Description: A preliminary investigation was made of self-excited vibrations of single planing surfaces. A self-excited oscillation requiring freedom in rise but not in trim occurred with high aspect ratio (order of 10) of the wettedportion. This vibration could be controlled most successfully by methods (such as the use of dead rise) which limited the wetted aspect ratio.
    Type: NACA-RM-L55J27
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  • 4
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    A brief investigation of the effect of waves on the take-off resistance of a seaplane (1956)
    In:  CASI
    Details
    Publication Date: 2019-06-28
    Type: NACA-RM-L56B09
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  • 5
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    Average skin-friction drag coefficients from tank tests of a parabolic body of revolution (NACA RM-10) (1953)
    In:  CASI
    Details
    Publication Date: 2019-06-28
    Type: NACA-TN-2854
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  • 6
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    Average Skin-Friction Drag Coefficients from Tank Tests of a Parabolic Body of Revolution (NACA RM-10) (1954)
    In:  CASI
    Details
    Publication Date: 2019-06-28
    Description: Average skin-friction drag coefficients were obtained from boundary-layer total-pressure measurements on a parabolic body of revolution (NACA rm-10, basic fineness ratio 15) in water at Reynolds numbers from 4.4 x 10(6) to 70 x 10(6). The tests were made in the Langley tank no. 1 with the body sting-mounted at a depth of two maximum body diameters. The arithmetic mean of three drag measurements taken around the body was in good agreement with flat-plate results, but, apparently because of the slight surface wave caused by the body, the distribution of the boundary layer around the body was not uniform over part of the Reynolds number range.
    Type: NACA-TR-1161
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  • 7
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    Calibration Tests of a Japanese Log Rodmeter (1949)
    In:  CASI
    Details
    Publication Date: 2019-07-12
    Description: A Japanese log rodmeter of the rotating-vane impeller type, with a co mmutator on the impeller shaft, was calibrated in Langley tank no. 1. The rotational speed of two impellers was determined for forward speeds up to 24 knots at angles of yaw up to ?10 0 . In general, the rota tional speeds of two apparently identical impellers tested in the rod meter decreased with increasing yaw angle, right yaw causing a greate r decrease than left yaw. The difference in calibration between the t wo impellers was approximately the same as that produced by a change in yaw angle from 50 left to 50 right. Evidence of cavitation within the impeller fairing appeared at speeds above 24 knots.
    Keywords: Instrumentation and Photography
    Type: NACA-RM-SL9C14
    Format: application/pdf
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  • 8
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    Preliminary Investigation of an Underwater Ramjet Powered by Compressed Air (1961)
    In:  CASI
    Details
    Publication Date: 2019-08-15
    Description: Part I contains the results of a preliminary experimental investigation of a particular design of an underwater ramjet or hydroduct powered by compressed air. The hydroduct is a propulsion device in which the energy of an expanding gas imparts additional momentum to a stream of water through mixing. The hydroduct model had a fineness ratio of 5.9, a maximum diameter of 3.2 inches, and a ratio of inlet area to frontal area of 0.32. The model was towed at a depth of 1 inch at forward speeds between 20 and 60 feet per second for airflow rates from 0.1 to 0.3 pound per second. Longitudinal force and pressures at the inlet and in the mixing chamber were determined. The hydroduct produced a positive thrust-minus-drag force at every test speed. The force and pressure coefficients were functions primarily of the ratio of weight airflow to free-stream velocity. The maximum propulsive efficiency based on the net internal thrust and an isothermal expansion of the air was approximately 53 percent at a thrust coefficient of 0.10. The performance of the test model may have been influenced by choking of the exit flow. Part II is a theoretical development of an underwater ramjet using air as "fuel." The basic assumption of the theoretical analysis is that a mixture of water and air can be treated as a compressible gas. More information on the properties of air-water mixtures is required to confirm this assumption or to suggest another approach. A method is suggested from which a more complete theoretical development, with the effects of choking included, may be obtained. An exploratory computation, in which this suggested method was used, indicated that the effect of choked flow on the thrust coefficient was minor.
    Keywords: Mechanical Engineering
    Type: NASA-TN-D-991 , L-1249
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  • 9
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    Effect of Convex Longitudinal Curvature on the Planing Characteristics of a Surface Without Dead Rise (1959)
    In:  CASI
    Details
    Publication Date: 2019-08-15
    Description: A hydrodynamic investigation was made in Langley tank no. 1 of a planing surface which was curved longitudinally in the shape of a circular arc with the center of curvature above the model and had a beam of inches and a radius of curvature of 20 beams. The planing surface had length-beam ratio of 9 and an angle of dead rise of 0 deg. Wetted length, resistance, and trimming moment were determined for values of load coefficient C(sub Delta) from -4.2 to 63.9 and values of speed coefficient C(sub V) from 6 to 25. The effects of convexity were to increase the wetted length-beam ratio (for a given lift), to decrease the lift-drag ratio, to move the center of pressure forward, and ta increase the trim for maximum lift-drag ratio as compared with values for a flat surface. The effects were greatest at low trims and large drafts. The maximum negative lift coefficient C(sub L,b) obtainable with a ratio of the radius of curvature to the beam of 20 was -0.02. The effects of camber were greater in magnitude for convexity than for the same amount of concavity.
    Keywords: Fluid Mechanics and Heat Transfer
    Type: NASA-MEMO-1-25-59L , L-159
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  • 10
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    Tank Tests of a Powered Model of a Compression Plane, NACA Model 171A-2 (1948)
    In:  CASI
    Details
    Publication Date: 2019-07-11
    Description: The compression plane is intended for operation on or close to the surface of the water, and has a hull with a concave bottom which forms the upper surface of a tunnel into which air is forced under pressure to support part of the load. The results of the tests made in Langley tank no. 1 include values of the horizontal forces, trimming moment, and static pressure in the tunnel for a wide range of loads and speeds and two power conditions, and are presented in the form of curves against speed with load as a parameter. The results are scaled up to 10 times the model size for three conditions at which the model is self-propelled at a steady speed. Lift is obtained from the static pressure of air in the tunnel. In general, the ratio of the gross load to the total resistance increases with increase in load and decrease in speed. This ratio varies between l-7 and 5.7 at high speeds and has a maximum value of 7. The total resistance is nearly the same for both power conditions except at low speeds and heavy loads. No abrupt change in forces on the hull or flow around the hull occurs in. the region of zero draft. The centers of pressure are generally far aft. At the most efficient trim (1.2'), considerable bow-up moment would be required for practicable operation. There is no abrupt transition from the air-borne to the water- borne condition.
    Keywords: Aircraft Stability and Control
    Type: NACA-RM-SL8G02
    Format: application/pdf
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