ALBERT

Description: A flight investigation was made of the lift and drag of a sweptwing fighter airplane in the basic configuration and in a slats-locked-closed configuration over a Mach number range from about 0.63 to about 1.44. At a nominal lift coefficient of 0.1 negligible drag-coefficient difference existed between the two configurations over a comparable Mach number and altitude range. For the basic configuration at zero lift the supersonic drag level was about three times as great as the subsonic drag level, which was about 0.01, whereas the drag-due-to-lift factor increased about 137 percent over the test Mach number range. At comparable Mach numbers the high-altitude data produced a larger lift-curve slope and showed a more pronounced variation of lift-curve slope in the transonic region than did the low-altitude data. For the high-altitude data the lift-curve slope at a Mach number of 1.44 was approximately 62 percent of the value at a Mach number of 0.9.

Description: Wind tunnel data of X-15 and B-52 aircraft models carry loads and mutual interference

Description: Wind tunnel tests - effect of wind induced loads on dynamically scaled model of large missile in launching position

Description: High subsonic speed of static longitudinal aerodynamic characteristics of delta wing configuration for angle of attack from 0 deg to 90 deg

Description: Stability and control of variable sweep wing configuration with outboard wing panels swept back 75 degrees at Mach 2.01

Description: Zero angle of attack performance of isentropic spike inlet designed for maximum external compression at hypersonic speed

Description: Transonic wind tunnel study of aerodynamic characteristics of blunt reentry vehicles at varying angles of attack

Description: Hypersonic flutter tests on rectangular flat-plate models and double-wedge airfoils in helium flow

Description: Wind tunnel studies at supersonic and transonic speeds to determine aerodynamic characteristics of variable sweep wing aircraft - configuration

Description: Mach number and air temperature effect on hypersonic flow over blunt bodies

Description: Overall stage and stator blade element performance with straight stator and tilted stator in transonic axial flow compressor stage

Description: Pressure measurements in flight over conically cambered delta wing of F-102A aircraft at transonic speeds

Description: Low speed measurements of oscillatory lateral stability derivatives of 60 degree delta wing bomber model

Description: Pitch and control stiffness effects on flutter characteristics of all-moveable wing and vertical and horizontal tails on fighter aircraft at supersonic speeds

Description: Aerodynamic effects of airfoil thickness on transonic flutter characteristics of swept and unswept wings

Description: Effect of forebody strakes on aerodynamic characteristics in sideslip and pitch of hypersonic aircraft configurations

Description: Determination of loads due to wing twist at transonic and low supersonic speeds

Description: Investigation of amplitude and phase shift of static pressure variations in supersonic diffuser for separate oscillation of spike and bypass

Description: Fighter aircraft external stores ejection at transonic and supersonic speeds

Description: Aerodynamic characteristics of variable sweep aircraft configurations - low altitude supersonic vehicle

Description: No abstract available

Description: Constant chord, trailing edge, control deflection effects on aerodynamic loading characteristics of 60 degree delta wing-body combination at transonic speeds

Description: Wind tunnel determination of supersonic flow properties in vicinity swept, delta, and trapezoidal wing-body combinations

Description: Full-scale wind tunnel determination of effect of corrugated canister surface on static aerodynamic characteristics of reentry capsule

Description: Pressure distribution on hypersonic glide configuration having 79.5 deg sweepback and 45 deg dihedral at Mach number of 4.95

Description: Turbojet engine reliability has long been an intense interest to the military users of this type of aircraft propulsion. With the recent inauguration of commercial jet transport this subject has assumed a new dimension of importance. In January l96 the Lewis Research Center of the NASA (then the MACA) published the results of an extensive study on the factors that affect the opera- center dot tional reliability of turbojet engines (ref. 1). At that time the report was classified Confidential. In July l98 this report was declassified. It is thus appropriate at this time to present some of the highlights of the studies described in the NASA report. In no way is it intended to outline the complete contents of the report; rather it is hoped to direct attention to it among those who are center dot directly concerned with this problem. Since the publication of our study over three years ago, the NASA has completed a number of additional investigations that bear significantly on this center dot subject. A second object of this paper, therefore, is to summarize the results of these recent studies and to interpret their significance in relation to turbojet operational reliability.

Description: Measurements of the statistical properties of the fluctuating wall pressure produced by a subsonic turbulent boundary layer are described. The measurements provide additional information about the structure of the turbulent boundary layer; they are applicable to the problems of boundary-layer induced noise inside an airplane fuselage and to the generation of waves-on water. The spectrum of the wall pressure is presented in dimensionless form. The ratio of the root-mean-square wall pressure to the free-stream dynamic pressure is found to be a constant square root of bar P(sup 2)/q(sub infinity) = 0.006 independent of Mach number and Reynolds number. In addition, space- time correlation measurements in the stream direction show that pressure fluctuations whose scale is greater than or equal to 0.3 times the boundary-layer thickness are convected with the convection speed U(sub c) = 0.82U(sub infinity) where U(infinity) is the free-stream velocity and have lost their identity in a distance approximately equal to 10 boundary-layer thicknesses.

Description: An investigation of the low-subsonic stability and control characteristics of a model of a flat-bottom hypersonic boost-glide configuration having 78 deg sweep of the leading edge has been made in the Langley full-scale tunnel. The model was flown over an angle-of-attack range from 10 to 35 deg. Static and dynamic force tests were made in the Langley free-flight tunnel. The investigation showed that the longitudinal stability and control characteristics were generally satisfactory with neutral or positive static longitudinal stability. The addition of artificial pitch damping resulted in satisfactory longitudinal characteristics being obtained with large amounts of static instability. The most rearward center-of-gravity position for which sustained flights could be made either with or without pitch damper corresponded to the calculated maneuver point. The lateral stability and control characteristics were satisfactory up to about 15 deg angle of attack. The damping of the Dutch roll oscillation decreased with increasing angle of attack; the oscillation was about neutrally stable at 20 deg angle of attack and unstable at angles of attack of about 25 deg and above. Artificial damping in roll greatly improved the lateral characteristics and resulted in flights being made up to 35 deg angle of attack.

Description: Acceleration, airspeed, and altitude data obtained with an NACA VGH recorder from a four-engine commercial transport airplane operating over a northwestern United States-Alaska route were evaluated to determine the magnitude and frequency of occurrence of gust and maneuver accelerations., operating airspeeds, and gust velocities. The results obtained were then compared with the results previously reported in NACA Technical Note 3475 for two similar airplanes operating over transcontinental routes in the United States. No large variations in the gust experience for the three operations were noted. The results indicate that the gust-load experience of the present operation closely approximated that of the central transcontinental route in the United States with which it is compared and showed differences of about 4 to 1 when compared with that of the southern transcontinental route in the United States. In general, accelerations due to gusts occurred much more frequently than those due to operational maneuvers. At a measured normal-acceleration increment of 0.5g, accelerations due to gusts occurred roughly 35 times more frequently than those due to operational maneuvers.

Description: Approximate analytical solutions are presented for two-dimensional and axisymmetric hypersonic flow over slender power law bodies. Both zero order (M approaches infinity) and first order (small but nonvanishing values of 1/(M(Delta)(sup 2) solutions are presented, where M is free-stream Mach number and Delta is a characteristic slope. These solutions are compared with exact numerical integration of the equations of motion and appear to be accurate particularly when the shock is relatively close to the body.

Description: An experimental investigation of the mixing of two coaxial gas streams was conducted over a range of subsonic jet Mach numbers and temperatures. Three configurations were investigated. One had no innerbody in the primary or inner pipe and was designed to give flat velocity profiles at the exit of the primary pipe. The other two configurations had innerbodies in the primary pipe. These were designed to give velocity profiles similar to those existing at the inlet of propulsive systems such as afterburners. Curves of axial velocity and temperature profiles across the radius are presented at various axial stations. For the two configurations with the innerbody, data are shown at stations out to approximately 8 primary-pipe diameters from the exit of the primary pipe. For the flat-velocity-profile configuration, data are shown at distances extending downstream at 22 primary-pipe diameters from the exit of the primary pipe.

Description: Techniques which have been used for finishing and quantitatively specifying surface roughness on boundary-layer-transition models are reviewed. The appearance of a surface as far as roughness is concerned can be misleading when viewed either by the eye or with the aid of a microscope. The multiple-beam interferometer and the wire shadow method provide the best simple means of obtaining quantitative measurements.

Description: Wind-tunnel tests have been made to determine the location of the boundary-layer transition on three hemispheres having surface roughness (absolute) values of 50, 580, and 2760 microinches. After the initial test run of the smoothest (50 microinch) hemisphere, holes ranging in depth from 1500 to 2500 microinches were noticed in the meridian where transition was observed. The holes were believed to be caused by particles in the air stream. Shadowgraph pictures were obtained of all hemispheres and surface temperature measurements were made on one hemisphere (580 microinches). Tests at high Reynolds numbers (6.4 to 7.5 x 10(exp 6) and a Mach number of 2.48 did not indicate any transition on the 50-microinch surface hemisphere before the holes appeared. However, after the holes were noticed, transition locations as low as 50 deg(measured from the stagnation point) were observed at similar Reynolds numbers and Mach numbers. It is felt the transition resulted from the holes. Similar transition locations of approximately 500 were also observed in the tests of hemispheres with surface roughness values of 580 and 2760 microinches at high Reynolds numbers (6.4 x 10(exp 6) to 7.5 x 10(exp 6)) and at a Mach number of 2.48. The results at a Mach number of 2.48 indicate that an absolute surface roughness value of 50 microinches was not critical in causing boundary-layer tran sition at Reynolds numbers of 6.4 to 7.5 x 10(exp 6) whereas roughness values of 580 and 2760 microinches were greater than critical. Transition Reynolds numbers based on momentum thickness, R(sub phi T) varied over a range of approximately 480 to 300 for transition locations, alpha, on the hemisphere from 880 to 410 (measured from the stagnation point). A maximum value of R(phi) of 660 (based on alpha = 90 deg) was obtained with the 50-microinch surface hemisphere at a Mach number of 2.48.

Description: Tests were made on a 10-foot-diameter hemispherical nose at Reynolds numbers up to 10 x 10(exp 6) and at a maximum Mach number of about 0.1 to determine the effects of a highly favorable pressure gradient on boundary-layer transition caused by roughness. Both two-dimensional and three-dimensional roughness particles were used, and the transition of the boundary layer was determined by hot-wire anemometers. The roughness Reynolds number for transition R(sub k,t) caused by three-dimensional particles such as Carborundum grains, spherical particles, and rimmed craters was found. The results show that for particles immersed in the boundary layer, R(sub k,t) is independent of the particle size or position on the hemispherical nose and depends mainly on the height-to-width ratio of the particle. The values of R(sub k,t) found on the hemispherical nose compare closely with those previously found on a flat plate and on airfoils with roughness. For two-dimensional roughness, the ratio of roughness height to boundary-layer displacement thickness necessary to cause transition was found to increase appreciably as the roughness was moved forward on the nose. Also included in the investigation were studies of the spread of turbulence behind a single particle of roughness and the effect of holes such as pressure orifices.

Description: An analysis is made of wing deflection and streamwise twist measurements in rough-air flight of a large flexible swept-wing bomber. Random-process techniques are employed in analyzing the data in order to describe the magnitude and characteristics of the wing deflection and twist responses to rough air. Power spectra and frequency-response functions for the wing deflection and twist responses at several spanwise stations are presented. The frequency-response functions describe direct and absolute response characteristics to turbulence and provide a convenient basis for assessing analytic calculation techniques. The wing deformations in rough air are compared with the expected deformations for quasi-static loadings of the same magnitude, and the amplifications are determined. The results obtained indicate that generally the deflections are amplified by a small amount, while the streamwise twists are amplified by factors of the order of 2.0. The magnitudes of both the deflection velocities and the twist angles are shown to have significant effects on the local angles of attack at the various stations and provide the main source of aerodynamic loading, particularly at frequencies in the vicinity of the first wing-vibration mode.

Description: A theory is derived for determining the loads and motions of a deeply immersed prismatic body. The method makes use of a two-dimensional water-mass variation and an aspect-ratio correction for three-dimensional flow. The equations of motion are generalized by using a mean value of the aspect-ratio correction and by assuming a variation of the two-dimensional water mass for the deeply immersed body. These equations lead to impact coefficients that depend on an approach parameter which, in turn, depends upon the initial trim and flight-path angles. Comparison of experiment with theory is shown at maximum load and maximum penetration for the flat-bottom (0 deg dead-rise angle) model with bean-loading coefficients from 36.5 to 133.7 over a wide range of initial conditions. A dead-rise angle correction is applied and maximum-load data are compared with theory for the case of a model with 300 dead-rise angle and beam-loading coefficients from 208 to 530.

Description: An analytical heat transfer solution is derived and evaluated for the general case of a turbulently flowing liquid metal which suddenly encounters a step-function boundary temperature in a channel system. Local Nusselt moduli, dimensionless mixed-mean fluid temperatures, and arithmetic-mean Nusselt moduli are given as functions of Reynolds and Prandtl moduli and a dimensionless axial-distance modulus. These solutions are compared with known solutions of more specific systems as well as with a set of experimental liquid-metal heat transfer data for a thermal entrance region.

Description: Analysis of the vortex model proposed by Kriebel, Seidel, and Schwind shows this representation of rotating stall satisfies, at least approximately, the requirements at the cascade. Cascade-parameter-variation effects on rotating stall were studied in a circular cascade and single-stage compressor. Modification of the single-stage compressor stopped the rotating-stall pattern and permitted observation of the pressure and velocity distribution around the annulus. Closer observation might be possible with proper flow-visualization techniques, such as a water pump.

Description: In an attempt to find an aerodynamic means of counteracting the transonic trim change of a fighter airplane, lower surface spoilers were tested on a 0.055-scale wind-tunnel model. The Mach number range of the tests was 0.8 to 1.2 at Reynolds numbers of approximately 4 million. Although the spoilers produced a moderate decrease in the trim change at low altitudes, they also produced a large increase in drag. Pressure-distribution tests with external fuel tanks showed large pressure changes on the lower surface of the wing due to the tanks.

Description: Heat-transfer and pressure-drop data were obtained experimentally for the gas side of a liquid-metal to air, compact finned-tube heat exchanger. The heat exchanger was fabricated from 0.185-inch Inconel tubing in an inline array. The fins were made of 310 stainless-steel- clad copper with a total thickness of 0.010 inch, and the fin pitch was 15.3 fins per inch. The liquid used as the heating medium was sodium. The heat-exchanger inlet gas temperature was varied from 5100 to 1260 R by burning JP fuel for airflow rates of 0.4 to 10.5 pounds per second corresponding to an approximate Reynolds number range of 300 to 9000. The sodium inlet temperature was held at 1400 R with the exception of a few runs taken at 1700 and 1960 R. The maximum ratio of surface temperature to air bulk temperature was 1.45. Friction-factor data with heat transfer were best represented by a single line when the density and viscosity of Reynolds number were evaluated at the average film temperature. At the lower Reynolds numbers reported, the friction data with heat transfer plotted slightly above the friction data without heat transfer. The density of the friction factor was calculated at the average bulk temperature. Heat-transfer results of this investigation were correlated by evaluating the physical properties of air (specific heat, viscosity, and thermal conductivity) at the film temperature.

Description: Three numerical solutions of the partial differential equations describing the compressible laminar boundary layer are obtained by the finite difference method described in reports by I. Flugge-Lotz, D.C. Baxter, and this author. The solutions apply to steady-state supersonic flow without pressure gradient, over a cold wall and over an adiabatic wall, both having transpiration cooling upstream, and over an adiabatic wall with upstream cooling but without upstream transpiration. It is shown that for a given upstream wall temperature, upstream transpiration cooling affords much better protection to the adiabatic solid wall than does upstream cooling without transpiration. The results of the numerical solutions are compared with those of approximate solutions. The thermal results of the finite difference solution lie between the results of Rubesin and Inouye, and those of Libby and Pallone. When the skin-friction results of one finite difference solution are used in the thermal analysis of Rubesin and Inouye, improved agreement between the thermal results of the two methods of solution is obtained.

Description: The measured static-pressure distributions at the model surface and in the surrounding flow field are presented for a basic parabolic-arc body having a fineness ratio of 14 and for three additional bodies obtained by modifying the basic parabolic-arc body along the middle portion of the body length by adding a bump, by indenting, or by quadripole shaping. The data were obtained with the various bodies at zero angle of attack. The Mach number varied from 0.80 to 1.20 with a corresponding Reynolds number (based on body length) variation of 27 x 10(exp 6) to 38 x 10(exp 6). The data are subject to tunnel-wall interference and do not represent free-air conditions.

Description: The Levy method which deals with an idealized structure was used to obtain the natural modes and frequencies of a large-scale built-up 45 deg. delta wing. The results from this approach, both with and without the effects of transverse shear, were compared with the results obtained experimentally and also with those calculated by the Stein-Sanders method. From these comparisons it was concluded that the method as proposed by Levy gives excellent results for thin-skin delta wings, provided that corrections are made for the effect of transverse shear.

Description: A cambered and twisted triangular wing of aspect ratio 2 in combination with a cambered body was investigated experimentally to determine the effectiveness of the camber in reducing the drag due to lift at trim at supersonic speeds. Four arrangements were tested comprising all combinations of a symmetrical and a cambered wing with a symmetrical and a cambered body. The camber shape investigated was derived by linearized lifting surface theory for triangular wings with sonic leading edges and satisfied the requirement that the wing be trimmed at the design Mach number and lift coefficient. The experimental results for the cambered wing and cambered body showed that the drag coefficient at trim was always greater, at the same lift coefficient, than that for the untrimmed symmetrical wing and body. The trim lift coefficient was positive and decreased with increasing Mach number. At the design Mach number of 2.24, the trim lift coefficient was somewhat lower and the drag coefficient was higher than values predicted by linearized lifting surface theory for the wing alone. A comparison of the trim lift-drag ratio of the cambered wing and cambered body with values obtained by trimming the symmetrical wing and symmetrical body either with a canard or a trailing-edge flap showed that, at approximately the design Mach number the cambered configuration developed a somewhat higher value than the trailing-edge flap configuration but a lower value than the canard configuration.

Description: An investigation of expanded duct sections and the effect of their design parameters on flow distortion over a duct Mach number range of 0.19 to 0.67 was conducted in the small tunnel facility of the Lewis Research Center. The parameters investigated were: (1) entrance angle of expanded section, (2) length of expanded section, (3) area ratio of expanded section, (4) location of expanded section relative to the engine face, and (5) the use of screens of varying solidities and mesh. Expansion half-angles of deg, 15 deg, and 30 deg reduced the total-pressure distortions induced in the duct. The larger expansion angles reduced circumferential distortion more effectively than radial distortion. However, the half-angle of 15 deg appeared to be optimum for reducing both radial and circumferential distortions while still maintaining a high total-pressure recovery. Increasing the expanded-section area ratio and increasing the expanded-section lengths with-the 150 expansion half-angle led to less total-pressure distortion with no appreciable loss in pressure recovery. Screens incorporated in the expanded section indicated that 22.2-percent- solidity screens decreased distortion still further.while 37.3-percent- solidity screens generally increased distortion above that of a constant- area duct incorporating the same solidity screen.

Description: Hot-wire anemometer measurements were made of several statistical properties of approximately homogeneous and isotropic fields of turbulence and temperature fluctuations generated by a warm grid in a uniform airstream sent through a 4-to-1 contraction. These measurements were made both in the contraction and in the axisymmetric domain farther downstream. In addition to confirming the well-known turbulence anisotropy induced by strain, the data show effects on the skewnesses of both longitudinal velocity fluctuation (which has zero skewness in isotropic turbulence) and its derivative. The concomitant anisotropy in the temperature field accelerates the decay of temperature fluctuations.

Description: A procedure based on the method of similar solutions is presented by which the skin friction, heat transfer, and boundary-layer thickness in a laminar hypersonic flow with pressure gradient may be rapidly evaluated if the pressure distribution is known. This solution, which at present is. restricted to power-law variations of pressure with surface distance, is presented for a wide range of exponents in the power law corresponding to both favorable and adverse pressure gradients. This theory has been compared to results from heat-transfer experiments on blunt-nose flat plates and a hemisphere cylinder at free-stream Mach numbers of 4 and 6.8. The flat-plate experiments included tests made at a Mach number of 6.8 over a range of angle of attack of +/- 10 deg. Reasonable agreement of the experimental and theoretical heat-transfer coefficients has been obtained as well as good correlation of the experimental results over the entire range of angle of attack studied. A similar comparison of theory with experiment was not feasible for boundary-layer-thickness data; however, the hypersonic similarity theory was found to account satisfactorily for the variation in boundary-layer thickness due to local pressure distribution for several sets of measurements.

Description: The maximum Mach number and altitude capabilities of the Bell X-2 research airplane were achieved during a program conducted by the U.S. Air Force with Bell Aircraft Corp. providing operational support and the National Aeronautics and Space Administration providing instrumentation and advisory engineering assistance. A maximum geometric altitude of 126,200 feet was attained at a static pressure of 9.4 pounds per square foot and a dynamic pressure of 19.1 pounds per square foot. During the last flight of the airplane, a maximum Mach number of 3.20 was reached. The directionally divergent maneuver which terminated the final high Mach number flight was precipitated by the loss in directional stability that resulted from increasing the angle of attack. The yawing moment from the lateral control was sufficient to initiate the divergence and also to cause,, indirectly, rolling moments that were greater than the aileron capabilities of the airplane. The ensuing violent motions-resulting from inertial roll coupling caused the loss of the aircraft.

Description: A simplified analysis is made of ablation cooling near the stagnation point of a two-dimensional or axisymmetric body which occurs as the body vaporizes directly from the solid state. The automatic shielding mechanism Is discussed and the important thermal properties required by a good ablation material are given. The results of the analysis are given in terms of dimensionless parameters.

Description: The first flight of the North American X-15 research airplane was made on June 8, 1959. This was accomplished after completion of a series of captive flights with the X-15 attached to the B-52 carrier airplane to demonstrate the aerodynamic and systems compatibility of the X-15//B-52 combination and the X-15 subsystem operation. This flight was planned as a glide flight so that the pilot need not be concerned with the propulsion system. Discussions of the launch, low-speed maneuvering, and landing characteristics are presented, and the results are compared with predictions from preflight studies. The launch characteristics were generally satisfactory, and the X-15 vertical tail adequately cleared the B-52 wing cutout. The actual landing pattern and landing characteristics compared favorably with predictions, and the recommended landing technique of lowering the flaps and landing gear at a low altitude appears to be a satisfactory method of landing the X-15 airplane. There was a quantitative correlation between flight-measured and predicted lift-drag-ratio characteristics in the clean configuration and a qualitative correlation in the landing configuration. A longitudinal-controllability problem, which became severe in the landing configuration, was evident throughout the flight and, apparently, was aggravated by the sensitivity of the side-located control stick. In the low-to-moderate angle-of-attack range covered, the longitudinal and directional stability were indicated to be adequate.

Description: The momentum integral equations are derived for the boundary layer on an arbitrary curved surface, using a streamline coordinate system. Computations of the turbulent boundary layer on a slightly yawed cone are made for a Prandtl number of 0.729, wall to free-stream temperature ratios of 1/2, 1, and 2, and Mach numbers from 1 to 4. Deflection of the fluid in the boundary layer from outer stream direction, local friction coefficient, displacement surface, lift coefficient, and pitching-moment coefficient are presented.

Description: A study has been made of the subsonic pressure distributions and loadings for a 45 deg sweptback-wing and body combination at angles of attack up to 36 deg. The wing had an aspect ratio of 5.5, a taper ratio of 0.53, and NACA 64A010 sections normal to the quarter-chord line and was mounted on a slender body of fineness ratio 12.5. Test results are presented for Mach numbers of 0.30 and 0.50 with corresponding Reynolds numbers of 1.5 and 2.0 million, respectively. The stall patterns and spanwise loadings at high angles of attack for the present model are correlated with those for other 45 deg sweptback wing and body combinations having aspect ratios between 4.0 and 8.0. A tentative approach is presented for extrapolating the Weissinger span-loading method to higher angles of attack, and for deriving the spanwise-load distributions for 45 deg sweptback wings at angles of attack above 20 deg. The investigation also included tests of the body in combination with only one panel of the swept wing. The problem of estimating the normal-force coefficient for the single panel at high angles of attack is considered.

Description: Results of a cyclic load test made by NASA on an EB-47E airplane are given. The test reported on is for one of three B-47 airplanes in a test program set up by the U. S. Air Force to evaluate the effect of wing structural reinforcements on fatigue life. As a result of crack development in the upper fuselage longerons of the other two airplanes in the program, a longeron and fuselage skin modification was incorporated early in the test. Fuselage strain-gage measurements made before and after the longeron modification and wing strain-gage measurements made only after wing reinforcement are summarized. The history of crack development and repair is given in detail. Testing was terminated one sequence short of the planned end of the program with the occurrence of a major crack in the lower right wing skin.

Description: Flight tests were made to determine the capability of positioning a gliding airplane for a landing on a 5,000-foot runway with special reference to the gliding flight of a satellite vehicle of fixed configuration upon reentry into the earth's atmosphere. The lift-drag ratio and speed of the airplane in the glides were varied through as large a range as possible. The results showed a marked tendency to undershoot the runway when the lift-drag ratios were below certain values, depending upon the speed in the glide. A straight line dividing the successful approaches from the undershoots could be drawn through a lift-drag ratio of about 3 at 100 knots and through a lift-drag ratio of about 7 at 185 knots. Provision of a drag device would be very beneficial, particularly in reducing the tendency toward undershooting at the higher speeds.

Description: Several approximate procedures for calculating the bending-moment response of flexible airplanes to continuous isotropic turbulence are presented and evaluated. The modal methods (the mode-displacement and force-summation methods) and a matrix method (segmented-wing method) are considered. These approximate procedures are applied to a simplified airplane for which an exact solution to the equation of motion can be obtained. The simplified airplane consists of a uniform beam with a concentrated fuselage mass at the center. Airplane motions are limited to vertical rigid-body translation and symmetrical wing bending deflections. Output power spectra of wing bending moments based on the exact transfer-function solutions are used as a basis for the evaluation of the approximate methods. It is shown that the force-summation and the matrix methods give satisfactory accuracy and that the mode-displacement method gives unsatisfactory accuracy.

Description: Measurements of the heat transfer from a horizontal cylinder rotating about its axis have been made with oil as the surrounding fluid to provide an addition to the heat-transfer results for this system heretofore available only for air. The results embrace a Prandtl number range from about 130 to 660, with Reynolds numbers up to 3 x 10(exp 4), and show an increasing dependence of free-convection heat transfer on rotation as the Prandtl number is increased by reducing the oil temperature. Some correlation of this effect, which agrees with the prior results for air, has been achieved. At higher rotative speeds the flow becomes turbulent, the free- convection effect vanishes, and the results with oil can be correlated generally with those for air and with mass-transfer results for even higher Prandtl numbers. For this system, however, the analogy calculations which have successfully related the heat transfer to the friction for pipe flows at high Prandtl numbers fail.

Description: The effects of Mach number and surface-roughness variation on boundary-layer transition were studied using fin-stabilized hollow-tube models in free flight. The tests were conducted over the Mach number range from 2.8 to 7 at a nominally constant unit Reynolds number of 3 million per inch, and with heat transfer to the model surface. A screwthread type of distributed two-dimensional roughness was used. Nominal thread heights varied from 100 microinches to 2100 microinches. Transition Reynolds number was found to increase with increasing Mach number at a rate depending simultaneously on Mach number and roughness height. The laminar boundary layer was found to tolerate increasing amounts of roughness as Mach number increased. For a given Mach number an optimum roughness height was found which gave a maximum laminar run greater than was obtained with a smooth surface.

Description: The fluid-dynamic characteristics of flat plates, 5 deg and 10 deg wedges, and 5 deg and 10 deg cones have been investigated at Mach numbers from 16.3 to 23.9 in helium flow. The flat-plate results are for a leading-edge Reynolds number range of 584 to 19,500 and show that the induced pressure distribution is essentially linear with the hypersonic viscous interaction parameter bar X within the scope of this investigation. It is also shown that the rate at which the induced pressure varies with bar X is a linear function of the leading-edge Reynolds number. The wedge and cone results show that as the flow-deflection angle increases, the induced-pressure effects decrease and the measured pressures approach those predicted by inviscid shock theory.

Description: Hypersonic-slender-body theory, in the limit as the free-stream Mach number becomes infinite, is used to find the effect of slightly perturbing the surface of slender two-dimensional and axisymmetric power law bodies, The body perturbations are assumed to have a power law variation (with streamwise distance downstream of the nose of the body). Numerical results are presented for (1) the effect of boundary-layer development on two dimensional and axisymmetric bodies, (2) the effect of very small angles of attack (on tow[dimensional bodies), and (3) the effect of blunting the nose of very slender wedges and cones.

Description: Heat-transfer coefficients and pressure distributions were obtained on a 4-inch-diameter flat-face cylinder in the Langley Unitary Plan wind tunnel. The measured stagnation heat-transfer coefficient agrees well with 55 percent of the theoretical value predicted by the modified Sibulkin method for a hemisphere. Pressure measurements indicated the dimensionless velocity gradient parameter r du\ a(sub t) dx, where x=0 at the stagnation point was approximately 0.3 and invariant throughout the Mach number range from 2.49 to 4.44 and the Reynolds number range from 0.77 x 10(exp 6) to 1.46 x 10(exp 6). The heat-transfer coefficients on the cylindrical afterbody could be predicted with reasonable accuracy by flat-plate theory at an angle of attack of 0 deg. At angles of attack the cylindrical afterbody stagnation-line heat transfer could be computed from swept-cylinder theory for large distances back of the nose when the Reynolds number is based on the distance from the flow reattachment points.

Description: Heat-transfer data were evaluated from temperature time histories measured on a cooled cylindrical model with a cone-shaped nose and with turbulent flow at Mach numbers 3.00, 3.44, 4.08, 4.56, and 5.04. The experimental data were compared with calculated values using a modified Reynold's analogy between skin-friction and heat-transfer. Theoretical skin- friction coefficients were calculated using the method of Van Driest the method of Sommer and Short. The heat-transfer data obtained from the model were found to correlate when the 'T' method of Sommer and Short was used. The increase in turbulent heat-transfer rate with a reduction in wall to freestream temperature ratio was of the same order of magnitude as has been found for the turbulent skin-friction coefficient.

Description: Thrust, air-handling, and base-pressure characteristics of five ejector configurations were investigated in the Lewis 8-by 6-foot wind tunnel at free-stream Mach numbers from 0 to 2.0 over ranges of primary-jet pressure ratio up to 24 and corrected secondary weight-flow ratio up to 13 percent. The ejector-shroud geometries varied from convergent to divergent. Base pressure ratio and ejector performance were interrelated by means of an exit-momentum parameter. Correlations, to at least a first approximation, with base pressure ratio, of both internal-ejector-flow separation and external-flow separation over the model boattail were shown. Furthermore, it was shown that magnitudes and exact trends in base pressure ratio depended largely, and in a complicated fashion, on ejector geometry and amount of secondary flow. External-stream effects on ejector jet thrust were determined for a typical schedule of jet-engine pressure ratios. With the exception of the ejector having the largest (1.81) shroud-exit-to primary-diameter ratio, there were no stream effects at Mach numbers from 1.5 to 2.0 and variations from quiescent-air thrust data were less than 2.5 percent at the subsonic speed investigated.

Description: A general relation, empirical in origin, for the mean velocity distribution of both laminar and turbulent boundary layers is proposed. The equation, in general, accurately describes the profiles in both laminar and turbulent flows. The calculation of profiles is based on a prior knowledge of momentum, displacement, and boundary-layer thickness together with free-stream conditions. The form for turbulent layers agrees with the present concepts of similarity of the outer layer. For the inner region or turbulent boundary layers the present relation agrees very closely with experimental measurements even in cases where the logarithmic law of the wall is inadequate. A unique relation between profile form factors and the ratio of displacement thickness to boundary-layer thickness is obtained for turbulent separation. A similar criterion is also obtained for laminar separation. These relations are demonstrated to serve as an accurate criterion for identifying separation in known profiles.

Description: The results of some experimental and theoretical studies of the interaction of oblique shock waves with laminar boundary layers are presented. Detailed measurements of pressure distribution, shear distribution, and velocity profiles were made during the interaction of oblique shock waves with laminar boundary layers on a flat plate. From these measurements a model was derived to predict the pressure levels characteristic of separation and the length of the separated region.

Description: The Bell D-188A VTOL airplane is a horizontal-attitude VTOL fighter with tilting engine nacelles at the tips of a low-aspect-ratio unswept wing and additional engines in the fuselage. The model could be flown smoothly in hovering and transition flight. In forward flight the model could be flown smoothly at the lower angles of attack but experienced an uncontrollable directional divergence at angles of attack above about 16 deg.

Description: Flapwise bending moments were calculated for a teetering rotor blade using a reasonably rapid theoretical method in which airloads obtained from wind-tunnel tests were employed. The calculated moments agreed reasonably well with those measured with strain gages under the same test conditions. The range of the tests included one hovering and two forward-flight conditions. The rotor speed for the test was very near blade resonance, and difficult-to-calculate resonance effects apparently were responsible for the largest differences between the calculated and measured harmonic components of blade bending moments. These differences, moreover, were largely nullified when the harmonic components were combined to give a comparison of the calculated and measured blade total- moment time histories. The degree of agreement shown is therefore considered adequate to warrant the use of the theoretical method in establishing and applying methods of prediction of rotor-blade fatigue loads. At the same time, the validity of the experimental methods of obtaining both airload and blade stress measurement is also indicated to be adequate for use in establishing improved methods for prediction of rotor-blade fatigue loads during the design stage. The blade stiffnesses and natural frequencies were measured and found to be in close agreement with calculated values; however, for a condition of blade resonance the use of the experimental stiffness values resulted in better agreement between calculated and measured blade stresses.

Description: Reported herein are the results of observations and measurements made in connection with a study of the phenomenon of the development of atmosphere-connected cavities about surface-piercing struts. Conditions for the existence of such ventilated flows which have been derived from the experimental data are presented. In addition, certain broad conclusions pertinent to model testing and full-scale design are reached. Further experimentation to define the inception of ventilation as a function of boundary-layer state or Reynolds number is required.

Description: As a continuation of an investigation of the release characteristics of an MB-1 rocket carried internally by the Convair F-106A airplane, six missile-bay baffle configurations and a rocket end plate have been investigated in the 27- by 27-inch preflight jet of the NASA Wallops Station. The MB-1 rocket used had retractable fins and was ejected from a missile bay modified by the addition of six different baffle configurations. For some tests a rocket end plate was added to the model. Dynamically scaled models (0.04956 scale) were tested at a simulated altitude of 22,450 feet and Mach numbers of 0.86, 1.59, and 1.98, and at a simulated altitude of 29,450 feet and a Mach number of 1.98. The results of this investigation indicate that the missile-bay baffle configurations and the rocket end plate may be used to reduce the positive pitch amplitude of the MB-1 rocket after release. The initial negative pitching velocity applied to the MB-1 rocket might then be reduced in order to maintain a near-level-flight attitude after release. As the fuselage angle of attack is increased, the negative pitch amplitude of the rocket is decreased.

Description: The effect of an external boundary layer on the performance of an axisymmetric external-internal-compression inlet was evaluated at Mach numbers of 3.0 and 2.5 and Reynolds numbers from 2.2 to 0.5 x 10(exp 6) per foot. The inlet was tested at locations up to two-thirds of the way into the 1.7- and 9.0-inch boundary layers generated by a flat plate and the tunnel floor, respectively. The inlet could be readily started at all conditions tested, including those where the boundary layer was separated upstream of the inlet by the various shock systems during the restart cycle. Although the inlet performance decreased with increasing immersion into the boundary layer at both Mach numbers, the inlet was more sensitive to boundary-layer ingestion at the design Mach number of 3.0.

Description: Slender-body theory for subsonic and supersonic flow past bodies of revolution is extended to a second approximation, Methods are developed for handling the difficulties that arise at round ends, Comparison is made with experiment and with other theories for several simple shapes.

Description: Some 100 numerical computations have been carried out for unyawed bodies of revolution with detached bow waves. The gas is assumed perfect with gamma = 5/3, 7/5, or 1. Free-stream Mach numbers are taken as 1.2, 1.5, 2, 3, 4, 6, 10, and infinity. The results are summarized with emphasis on the sphere and paraboloid.

Description: A previous analysis of turbulent heat transfer and flow with variable fluid properties in smooth passages is extended to flow over a flat plate at high Mach numbers, and the results are compared with experimental data. Velocity and temperature distributions are calculated for a boundary layer with appreciative effects of frictional heating and external heat transfer. Viscosity and thermal conductivity are assumed to vary as a power or the temperature, while Prandtl number and specific heat are taken as constant. Skin-friction and heat-transfer coefficients are calculated and compared with the incompressible values. The rate of boundary-layer growth is obtained for various Mach numbers.

Description: Exploratory tests of a circular internal-contraction inlet were made at Mach numbers of 2.00 and 2.35 to determine the effect of a cowl-type boundary-layer control located downstream of the inlet throat. The inlet was designed for a Mach number of 2.5. Tests were also made of the inlet modified to correspond to design Mach numbers of 2.35 and 2.25. Surveys near the minimum area section of the inlet without boundary-layer control indicated maximum averaged pressure recoveries between 0.90 and 0.92 at a free-stream Mach number, M(sub infinity), of 2.35 for the inlets. Farther downstream, after partial subsonic diffusion, a maximum pressure recovery of 0.842 was obtained with the inlet at M(sub infinity) = 2.35. The pressure recovery of the inlet was increased by 0.03 at a Mach number of 2.35 and decreased by 0.02 at a Mach number of 2.00 by the application of cowl-type boundary-layer control. Further investigation with the inlet without bleed demonstrated that an increase of angle of attack from 0 deg to 3 deg reduced the pressure recovery 0.04. The effect of Reynolds number was to increase pressure recovery 0.07 (from 0.785 to 0.855) with an increase in Reynolds number (based on inlet diameter) from 0.79 x 10(exp 6) to 3.19 x 10(exp 6).

Description: A detailed report is given of exact (numerical) solutions of the laminar-boundary-layer equations for the Prandtl number range appropriate to liquid metals (0.003 to 0.03). Consideration is given to the following situations: (1) forced convection over a flat plate for the conditions of uniform wall temperature and uniform wall heat flux, and (2) free convection over an isothermal vertical plate. Tabulations of the new solutions are given in detail. Results are presented for the heat-transfer and shear-stress characteristics; temperature and velocity distributions are also shown. The heat-transfer results are correlated in terms of dimensionless parameters that vary only slightly over the entire liquid-metal range. Previous analytical and experimental work on low Prandtl number boundary layers is surveyed and compared with the new exact solutions.

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.

Description: Measurements of peak overpressure and Mach stem height were made at four burst heights. Data were obtained with instrumentation capable of directly observing the variation of shock wave movement with time. Good similarity of free air shock peak overpressure with larger scale data was found to exist. The net effect of surface roughness on shock peak overpressures slightly. Surface roughness delayed the Mach stem formation at the greatest charge height and lowered the growth at all burst heights. A similarity parameter was found which approximately correlates the triple point path at different burst heights.

Description: The profiles and thicknesses of normal shock waves in argon at Mach numbers of 1.335, 1.454, 1.576, and 1-713 were determined experimentally by means of a free-molecule probe whose equilibrium temperature is related by kinetic theory to the local flow properties and their gradients. Comparisons were made between the experimental shock profiles and the theoretical profiles calculated from the Navier-Stokes equations, the Grad 13-moment equations, and the Burnett equations. New, very accurate numerical integrations of the Burnett equations were obtained for this purpose with results quite different from those found by Zoller, to whom the solution of this problem is frequently attributed. The experimental shock profiles were predicted with approximately equal success by the Navier-Stokes and Burnett theories, while the 13-moment method was definitely less satisfactory. A surprising feature of the theoretical results is the relatively small difference in predictions between the Navier-Stokes and Burnett theories in the present range of shock strengths and the contrastingly large difference between predictions of Burnett and the 13-moment theories. It is concluded that the Navier-Stokes equations are correct for weak shocks and that within the present shock strength range the Burnett equations make no improvement which merits the trouble of solving them. For shocks of noticeably greater strength, say with a shock Mach number of more than 2.5, it remains fundamentally doubtful that any of these theories can be correct.

Description: No abstract available

Description: An examination of the effects of compressibility, variable properties, and body forces on fully developed laminar flow has indicated several limitations on such streams. In the absence of a pressure gradient, but presence of a body force (e.g., gravity), an exact fully developed gas flow results. For a liquid this follows also for the case of a constant streamwise pressure gradient. These motions are exact in the sense of a Couette flow. In the liquid case two solutions (not a new result) can occur for the same boundary conditions. An approximate analytic solution was found which agrees closely with machine calculations.In the case of approximately exact flows, it turns out that for large temperature variations across the channel the effects of convection (due to, say, a wall temperature gradient) and frictional heating must be negligible. In such a case the energy and momentum equations are separated, and the solutions are readily obtained. If the temperature variations are small, then both convection effects and frictional heating can consistently be considered. This case becomes the constant-property incompressible case (or quasi-incompressible case for free-convection flows) considered by many authors. Finally there is a brief discussion of cases wherein streamwise variations of all quantities are allowed but only a such form that independent variables are separable. For the case where the streamwise velocity varies inversely as the square root distance along the channel a solution is given.

Description: A method is presented for the calculation of lift coefficients for rectangular lifting surfaces of aspect ratios from 0.125 to 10 operating at finite depths beneath the water surface, including the zero depth or planing condition. Theoretical values are compared with experimental values obtained at various depths of submergence with lifting surfaces of aspect ratios from 0.125 to 10. The method can also be applied to hydrofoils with dihedral. Lift coefficients computed by this method are in good agreement with existing experimental data for aspect ratios from 0.125 to 10 and dihedral angles up to 30 deg.

Description: Some experimental and theoretical studies have been made of axisymmetric free jets exhausting from sonic and supersonic nozzles into still air and into supersonic streams with a view toward problems associated with propulsive jets and the investigation of these problems. For jets exhausting into still air, consideration is given to the effects of jet Mach number, nozzle divergence angle, and jet static pressure ratio upon jet structure, jet wavelength, and the shape and curvature of the jet boundary. Studies of the effects of the ratio of specific heats of the jets are included are observations pertaining to jet noise and jet simulation. For jets exhausting into supersonic streams, an attempt has been made to present primarily theoretical certain jet interference effects and in formulating experimental studies. The primary variables considered are jet Mach number, free stream Mach number, jet static pressure ratio, ratio of specific heats of the jet, nozzle exit angle, and boattail angle. The simulation problem and the case of a hypothetical hypersonic vehicle are examined, A few experimental observations are included.

Description: An approximate theoretical analysis was made of the shielding mechanism whereby the rate of heat transfer to the forward stagnation point of blunt bodies is reduced by melting and evaporation. General qualitative results are given and a numerical example, the melting and evaporation of ice, is presented and discussed in detail.

Description: A series of landings was performed with a straight-wing airplane to evaluate the effect of low lift-drag ratios on approach and landing characteristics. Landings with a peak lift-drag ratio as low as 3 were performed by altering the airplane configuration (extending speed brakes, flaps, and gear and reducing throttle setting). As lift-drag ratio was reduced, it was necessary either to make the landing pattern tighter or to increase initial altitude, or both. At the lowest lift-drag ratio the pilots believed a 270 deg overhead pattern was advisable because of the greater ease afforded in visually positioning the airplane. The values of the pertinent flare parameters increased with the reduction of lift-drag ratio. These parameters included time required for final flare; speed change during final flare; and altitude, glide slope, indicated airspeed, and vertical velocity at initiation of final flare. The pilots believed that the tolerable limit was reached with this airplane in the present configuration, and that if, because of a further reduction in lift-drag ratio, more severe approaches than those experienced in this program were attempted, additional aids would be required to determine the flare-initiation point.

Description: Values of the normal component of induced velocity throughout the entire field of a uniformly loaded r(rotor at high high speed are presented in the form of charts and tables. Many points were found by an electromagnetic analog, details of which are given. Comparisons of computed and analog values for the induced velocity indicate that the latter are sufficiently accurate for engineering purposes.

Description: A wind-tunnel investigation to determine the effects of multiple-jet exits on the base pressure of a cylindrical afterbody has been conducted at Mach numbers from 0.6 to 1.4. The number of jets has been varied from one to six; the diameter of the convergent nozzles has also been varied. Jet total-pressure ratio ranged up to approximately 10. The results show that the jet total-pressure ratio at which peak negative pressures occur on the base decreased as the ratio of jet diameter to base diameter was increased; increasing jet area by increasing the number of jets at constant diameter also resulted in a shift of the peak negative pressure toward lower jet total-pressure ratios. With three or more jets symmetrically arranged on the base, a region of super-ambient pressure was found near the center of the base region at high jet total-pressure ratios.

Description: An experimental investigation has been made of turbulent boundary-layer separation associated with compression corners, curved surfaces of various radii, and incident shock waves. The purpose of the investigation was to provide design information, and to define significant physical trends, which would aid in the prediction of turbulent separation for various aerodynamic devices, such as compressor blades, flaps, spoilers, and diffusers. A characteristic change in the longitudinal static-pressure distribution (i.e., a change from a curve with one inflection point to a curve with three inflection points) was employed to detect the occurrence of separation. The effects of Reynolds number (10(exp 6) to 10(exp 7) per foot or l.5 x 10(exp 4) to 7.5 x 10(exp 4) based upon boundary-layer thickness) and Mach number (1.6 to 4.2) on the onset of turbulent boundary-layer separation were investigated. The pressure gradient of the boundary-layer flow ahead of the interaction region was essentially zero. The results show a considerable effect of Mach number on the pressure rise for incipient separation for all configurations. For a curved-surface model, the static pressure-rise ratio required to cause separation varied from about 2.5, at a Mach number of 2 to about 16, at a Mach number of 3.5. A substantial effect of Reynolds number on the pressure rise for incipient separation was observed in the upper Mach number range and in the lower Reynolds number range; namely, the pressure rise required for separation decreased with increasing Reynolds number. For low Mach numbers and high Reynolds numbers, there appeared to be no Reynolds number effect. The effects of Mach number and of Reynolds number were similar for all models. Model shape was also found to be an important variable affecting the onset of separation. Large gains were realized in the pressure-rise ratio with no separation when the radius of curvature of the model surface was increased. At a Mach number of 3.4, for instance, the pressure-rise ratio with no separation increased from about 5 to 15 as a result of an increase in the radius of curvature from approximately 0 to 30 boundary-layer thicknesses.

Description: This paper briefly summarizes available statistical data on airplane taxi operations, examines the profiles and power spectra of four selected runways and taxiways covering a wide range of surface roughness, considers (on the basis of theoretical and experimental results) the loads resulting from taxiing on such runways over a range of speeds and, by synthesis of the aforementioned results, proposes new criteria for runway and taxiway smoothness which are applicable to new construction and may also be used as a guide for determining when repairs are necessary.

Description: A solution for the two-dimensional flow of an inviscid perfect gas over a circular cylinder at infinite Mach number is obtained by numerical methods of analysis. Nonisentropic conditions of curved shock waves and vorticity are included in the solution. The analysis is divided into two distinct regions, the subsonic region which is analyzed by the relaxation method of Southwell and the supersonic region which was treated by the method of characteristics. Both these methods of analysis are inapplicable on the sonic line which is therefore considered separately. The shapes of the sonic line and the shock wave are obtained by iteration techniques. The striking result of the solution is the strong curvature of the sonic line and of the other lines of constant Mach number. Because of this the influence of the supersonic flow on the sonic line is negligible. On comparison with Newtonian flow methods, it is found that the approximate methods show a larger variation of surface pressure than is given by the present solution.

Description: Measurements of the velocity flow fields and vortex movements have been made about various simple blunt models undergoing spherical blast waves with a positive overpressure of 4 pounds per square inch. A bullet-optical method was used to determine flow velocities and is applied to velocity fields in which the gradients are largely normal to the free-stream direction. The velocity flow fields are shown at various flow times following passage of the blast front for different models. Vortex movements with time are compared for square-bar models of various aspect ratios. Corner sharpness had no discernible effect on the overall disturbed velocity fields or vortex movements for the square-box models used.

Description: The heat-transfer rates were measured on a series of cones of various surface finishes at a Mach number of 4.95 and Reynolds numbers per foot varying from 20 x 10(exp 6) to 100 x 10(exp 6). The range of surface finish was from a very smooth polish to smooth machining with no polish (65 micro inches rms). Some laminar boundary-layer data were obtained, since transition was not artificially tripped. Emphasis, however, is centered on the turbulent boundary layer. The results indicated that the turbulent heat-transfer rate for the highest roughness tested was only slightly greater than that for the smoothest surface. The laminar-sublayer thickness was calculated to be about half the roughness height for the roughest model at the highest value of unit Reynolds number tested.

Description: Flight tests have been conducted with a single-rotor helicopter, one blade of which was equipped at 14 percent and 40 percent of the blade radius with strain gages calibrated to measure moments rather than stresses, to determine the effects of transition, landing approaches, and partial-power vertical descents on the rotor-blade bending and torsional moments. In addition, ground tests were conducted to determine the effects of static droop-stop pounding on the rotor-blade moments. The results indicate that partial-power vertical descents and landing approaches produce rotor-blade moments that are higher than the moments encountered in any other flight condition investigated to date with this equipment. Decelerating through the transition region in level flight was found to result in higher vibratory moments than accelerating through this region. Deliberately induced static droop-stop pounding produced flapwise bending moments at the 14-percent-radius station which were as high as the moments experienced in landing approaches and partial-power vertical descents.

Description: A study has been made of the effects of varying the shape, solidity, and heat-transfer coefficient of thin wings with regard to their influence on the torsional-stiffness reduction induced by aerodynamic heating. The variations in airfoil shape include blunting, flattening, and combined blunting and flattening of a solid wing of symmetrical double-wedge cross section. Hollow double-wedge wings of constant skin thickness with and without internal webs also are considered. The effects of heat-transfer coefficients appropriate for laminar and turbulent flow are investigated in addition to a step transition along the chord from a lower to a higher constant value of heat-transfer coefficient. From the results given it is concluded that the flattening of a solid double wedge decreases the reduction in torsional stiffness while slight degrees of blunting increase the loss. The influence of chordwise variations in heat-transfer coefficient due to turbulent and laminar boundary-layer flow on the torsional stiffness of solid wings is negligible. The effect of a step transition in heat-transfer coefficient along the chord of a solid wing can, however, become appreciable. The torsional-stiffness reduction of multiweb and hollow double-wedge wings is substantially less than that calculated for a solid wing subjected to the same heating conditions.

Description: An experimental investigation has been conducted in Langley tank no. 2 to determine the hydrodynamic characteristics of two low-drag supercavitating hydrofoils operating in a range of cavitation numbers from 0 to approximately 6. The hydrofoils had aspect ratios of 1 and 3, and the sections were derived by assuming five terms in the vorticity-distribution expansion of the equivalent airfoil. The aspect-ratio-1 hydrofoil was also tested at zero cavitation number with two sets of end plates having depths of 3/8 and 1/4 chords. Zero cavitation number was established by operating the hydrofoils near the water surface so that complete ventilation of the upper surfaces could be obtained. For those depths of submersion where complete ventilation was not obtained through vortex ventilation, two probes were used to introduce air to the upper surfaces of the hydrofoils and to induce complete ventilation. Data were obtained for a range of speeds from 20 to 80 fps, angles of attack from 2 to 20 deg, and ratios of depth of submersion to chord from 0 to 0.85. The experimental results obtained from the aspect-ratio-1 and aspect-ratio-3, five-term hydrofoils were compared with a three-dimensional zero-cavitation-number theory. The theoretical and experimental values of lift and center of pressure for the aspect-ratio-1 hydrofoil were in agreement, within engineering accuracy, for the range of lift coefficients investigated. The theoretical drag coefficients were lower, by a constant amount, than the experimental drag coefficients. The theoretical expressions derived for the lift, drag, and center of pressure of the aspect-ratio-3 hydrofoil were in agreement, within engineering accuracy, with the experimental values. The theoretical and experimental drag coefficients of the aspect-ratio-3 five-term hydrofoil were lower than the theoretical drag coefficients computed for a comparable Tulin-Burkart hydrofoil.