ALBERT

Description: An investigation has been conducted in the NACA Cleveland icing research tunnel to determine the aerodynamic and icing characteristics of several recessed fuel-vent configurations. The vents were investigated aerodynamically to obtain vent-tube pressures and pressure distributions on the ramp surface as functions of tunnel-air velocity and angle of attack. Icing investigations were made to determine the vent-tube pressure losses for several icing conditions at tunnel-air velocities ranging from 220 to 440 feet per second. In general, under nonicing conditions, the configurations with diverging ramp walls maintained, vent-tube pressures greater than the required marginal value of 2 inches of water positive pressure differential between the fuel cell and the compartment containing the fuel cell for a range of angles of attack from 0 to 14deg at a tunnel-air velocity of approximately 240 feet per second. A configuration haying divergIng ramp sldewalls, a 7deg ramp angle; and vent tubes manifold,ed to a common plenum chamber opening through a slot In the ramp floor gave the greatest vent-tube pressures for all the configurations investigated. The use of the plenum chamber resulted in uniform pressures in all vent tubes. In a cloud-icing condition, roughness caused by ice formations on the airfoil surface ahead of the vent ramp, rather than icing of the vent configuration, caused a rapid loss in vent-tube pressures during the first few minutes of an icing period. Only the configuration having diverging ramp sidewalls, a 7 ramp angle, and a common plenum chamber maintained the required vent-tube pressures throughout a 60-minute icing period, although the ice formations on this configuration were more severe than those observed for the other configurations. No complete closure of vent-tube openings occurred for the configurations investigated. A simulated freezing-rain condition caused a greater and more rapid vent-tube pressure loss than was observed for a cloud-icing condition.

Description: A model of the Consolidated Vultee Aircraft Corporation Skate 7 seaplane was tested in Langley tank no. 2. Presented without discussion in this paper are landing stability in smooth water, maximum normal accelerations occurring during rough-water landings, and take-off behavior in waves.

Description: The present report of Mr. Dupleich is the summary of a very extensive experimental study of the well-known mechanical phenomenon: the rotation in free fall (* air, for instance) of more or less elongated rectangles cut out of paper or pasteboard. This phenomenon, the conditions for existence of which depend chiefly on the elongated of the small plate and its weight per unit area, is essentially an aerodynamic phenomenon and as such, raises questions of a certain interest to our department.We believe that the modern concepts of the mechanics of fluids do not have the range attributed to them.

Description: A large number of papers have been devoted to the problem of integration of equations of two-dimensional steady nonvertical adiabatic motion of a gas. Most of these papers are based on the application of the hodograph method of S. A. Chaplygin in which the plane of the hodograph of the velocity is taken as the region of variation of the independent variables in the equations of motion; the equations become linear in this plane. The exact integration of these equations is, however, obtained in the form of infinite series containing hypergeometric functions. The obtaining of such solutions and their investigation involves extensive computations. As a result, methods have been developed for the approximate integration of the equations of motion first transformed to a linear form. S. A. Chaplygin first pointed out such an approximate method applicable to flows in which the Mach number does not exceed 0.4.

Description: A study is made herein of the irrotational adiabatic motion of a gas in the transition from subsonic to supersonic velocities. A shape of the de Laval nozzle is given, which transforms a homogeneous plane-parallel flow at large subsonic velocity into a supersonic flow without any shockwaves beyond the transition line from the subsonic to the supersonic regions of flow. The method of solution is based on integration near the transition line of the gas equations of motion in the form investigated by S. A. Christianovich.

Description: By means of characteristics theory, formulas for the numerical treatment of stationary compressible supersonic flows for the two-dimensional and rotationally symmetrical cases have been obtained from their differential equations.

Description: The spin and recovery characteristics of the Northrop XF-89 airplane, as well as the spin-recovery parachute requirements, the control forces that would be encountered in the spin, and the best method for the crew to attempt an emergency escape are presented in this report. The characteristics were mainly estimated rather than determined by model tests because the XF-89 dimensional and mass characteristics were such as to make this airplane similar to several others, models of which have previously been tested. Brief tests were made on an available model of similar design to augment the estimation. The results indicate that the recovery characteristics will be satisfactory for all airplane loadings if recovery is attempted by use of rudder followed by moving the elevator down. The rudder pedal forces will be within the capabilities of the pilot but the elevator stick forces will be beyond the pilot's capabilities unless a trim tab, or a booster is used. A 9.5-foot-diameter flat-type tail parachute or a 5.0-foot-diameter flat-type wing-tip parachute with a drag coefficient of 0.7 will be a satisfactory emergency spin-recovery device for spin demonstrations and if it is necessary for the crew to abandon the spinning airplane, they should leave from the outboard side of the cockpit.

Description: A heat-transfer investigation was conducted with air flowing through an electrically heated silicon carbide tube with a rounded entrance, an inside diameter of 3/4 inch, and effective heat-transfer length of 12 inches over a range of Reynolds numbers up to 300,000 and a range of average inside-tube-wall temperatures up to 2500 R. The highest corresponding local outside-tube-wall temperature was 3010 R.

Description: To determine the trim range in which a seaplane can take off without porpoising, stability tests were made of a Plexiglas model, composed of float, wing, and tailplane, which corresponded to a full-size research airplane. The model and full-size stability limits are in good agreement. After all structural parts pertaining to the air frame were removed gradually, the aerodynamic forces replaced by weight forces, and the moment of inertia and position of the center of gravity changed, no marked change of limits of the stable zone was noticeable. The latter, therefore, is for practical purposes affected only by hydrodynamic phenomena. The stability limits of the DVL family of floats were determined by a systematic investigation independent of any particular sea-plane design, thus a seaplane may be designed to give a run free from porpoising.

Description: Measurements were made, in dives to transonic speeds, of the static-pressure position error at a distance of one chord ahead of the McDonnell XF-88 airplane. The airplane incorporates a wing which is swept back 35 deg along the 0.22 chord line and utilizes a 65-series airfoil with a 9-percent-thick section perpendicular to the 0.25-chord line. The section in the stream direction is approximately 8-percent thick. Data up to a Mach number of about 0.97 were obtained within an airplane normal-force-coefficient range from about 0.05 to about 0.68. Data at Mach numbers above about 0.97 were obtained within an airplane normal-force-coefficient range from about 0.05 to about 0.68. Results of the measurements indicate that the static-pressure error, within the accuracy of measurement, is negligible from a Mach number of 0.65 to a Mach number of about 0.97. With a further increase in Mach number, the static-pressure error increases rapidly; at the highest Mach number attained in these tests (about M = 1.038), the error increases to about 8 percent of the impact pressure. Above a Mach number of about 0.975, the recorded Mach number remains substantially constant with increasing true Mach number; the installation is of no value between a Mach number of about 0.975 and at least 1.038, as the true Mach number cannot be obtained from the recorded Mach number in this range. Previously published data have shown that at 0.96 chord ahead of the wing tip of the straight-wing X-l airplanes, a rapid rise of position error started at a Mach number of about 0.8. In the case of the XF-88 airplane, this rise of position error was delayed, presumably by the sweep of the wing, to a Mach number of about 0.97.

Description: An investigation has been made in the Langley stability tunnel to determine the low-speed static stability and control characteristics of a model of the Bell MX-776. The results show the model to be longitudinally unstable in the angle-of-attack range around zero angle of attack and to become stable at moderate angles of attack. The results of the present investigation agree reasonably well with results obtained in other facilities at low speed. The present pitching-moment results at low Mach numbers also agree reasonably well with unpublished results of tests of the model at supersonic Mach numbers (up to Mach number 1.86). Unpublished results at moderate and high subsonic speeds, however, indicate considerably greater instability at low angles of attack than is indicated by low-speed results. The results of the present tests also showed that the pitching-moment coefficients for angles of attack up to 12deg remained fairly constant with sideslip angle up to 12deg. The elevators tested produced relatively large pitching moments at zero angle of attack but, as the angle of attack was increased, the elevator effectiveness decreased. The rate of decrease of elevator effectiveness with angle of attack was less for 8deg than for 20deg elevator deflection. Therefore although 8deg deflection caused an appreciable change in longitudinal trim angle and trim lift coefficient a deflection of 20deg caused only a small additional increase in trim angle and trim lift coefficient.

Description: The calculation of the phenomena within the boundary layer of bodies immersed in a flow underwent a decisive development on the basis of L. Prandtl's trains of thought, stated more than forth years ago, and by numerous later treatises again and again touching upon them. The requirements of the steadily improving aerodynamics of airplanes have greatly increased with the passing of time and recently research became particularly interested in such phenomena in the boundary layer as are caused by small external disturbances. Experimental results suggest that, for instance, slight fluctuations in the free stream velocities as they occur in wind tunnels or slight wavelike deviations of outer wing contours from the prescribed smooth course as they originate due to construction inaccuracies may exert strong effects on the extent of the laminar boundary layer on the body and thus on the drag. The development of turbulence in the last part of the laminar portion of the boundary layer is, therefore, the main problem, the solution of which explains the behavior of the transition point of the boundary layer. A number of reports in literature deal with this problem,for instance, those of Tollmien, Schlichting, Dryden, and Pretsch. The following discussion of the behavior of the laminar boundary layer for periodically oscillating pressure variation also purports to make a contribution to that subject.

Description: The present report deals with the aerodynamic, constructive, and instrumental development of a spoiler control for remote control of flying missiles.

Description: This paper includes the following topics: 1) Characteristic differential equations; 2) Treatment of practical examples; 3) First example: Diffuser; and 4) Second Example: Nozzle.

Description: The recent experiments by Jakob and Erk, on the resistance of flowing water in smooth pipes, which are in good agreement with earlier measurements by Stenton and Pannell, have caused me to change my opinion that the empirical Blasius law (resistance proportional to the 7/4 power of the mean velocity) was applicable up to arbitrarily high Reynolds numbers. According to the new tests the exponent approaches 2 with increasing Reynolds number, where it remains an open question whether or not a specific finite limiting value of the resistance factor lambda is obtained at R = infinity. With the collapse of Blasius' law the requirements which produced the relation that the velocity in the proximity of the wall varied in proportion to the 7th root of the wall distance must also become void. However, it is found that the fundamental assumption that led to this relationship can be generalized so as to furnish a velocity distribution for any empirical resistance law. These fundamental assumptions can be so expressed that for the law of velocity distribution in proximity of the wall as well as for that of friction at the wall, a form can be found in which the pipe diameter no longer occurs, or in other words, that the processes in proximity of a wall are not dependent upon the distance of the opposite wall.

Description: The flow about a conical body of an ideal compressible fluid is considered. Assume that the velocity of the oncoming flow at infinity W is directed along the z-axis. The system of Cartesian coordinates x, y, z with origin at the vertex of the cone O is shown. From the considerations,of the dimensional theory, it may be found that along any ray issuing from O the components of the velocity u, v, W+w along the coordinate axes will maintain a constant value. It is further assumed that the conical body has such shape and disposition relative to the flow that u, v, and w are small in comparison with W.

Description: For a certain Mach number of the oncoming flow, the local velocity first reaches the value of the local velocity of sound (M = 1) at some point on the surface of the body located within the flow. This Mach number is designated the critical Mach number M(sub cr). By increasing the flow velocity, a supersonic local region is formed bounded by the body contour and the line of transition from subsonic to supersonic velocity. As is shown by observations with the Toepler apparatus, at a certain flow Mach number M 〉 M(sub cr) a shock wave is formed near the body that closes the local supersonic region from behind. The formation of the shock wave is associated with the appearance of an additional resistance defined as the wave drag. In this paper, certain features are described of the flow in the local supersonic region, which is bounded by the contour of the body and the transition line, and conditions are sought for which the potential flow with the local supersonic region becomes impossible and a shock wave occurs. In the first part of the paper, the general properties of the potential flow in the local supersonic region, bounded by the contour of the profile and the transition line, are established. It is found that at the transition line, if it is not a line of discontinuity, the law of monotonic variation of the angle of inclination of the velocity vector holds (monotonic law). An approximation is given for the change in velocity at the contour of the body. The flow about a contour having a straight part is studied. In the second part of the paper, an approximation is given of the magnitudes of the accelerations at the interior points of the supersonic region. With the aid of these approximations, it is shown that for profiles convex to the flow the breakdown of the potential flow,associated with an increase of the Mach number of the oncoming flow, cannot be due to the formation of an envelope of the characteristics within the supersonic region. On the basis of the monotonic law, the transitional Mach number M is found, beyond which the potential flow with local supersonic region becomes impossible.

Description: In the present paper, the motion of a gas in a plane-parallel Laval nozzle in the neighborhood of the transition from subsonic to supersonic velocities is studied. In a recently published paper, F. I. Frankl, applying the holograph method of Chaplygin, undertook a detailed investigation of the character of the flow near the line of transition from subsonic to supersonic velocities. From the results of Tricomi's investigation on the theory of differential equations of the mixed elliptic-hyperbolic type, Frankl introduced as one of the independent variables in place of the modulus of the velocity, a certain specially chosen function of this modulus. He thereby succeeded in explaining the character of the flow at the point of intersection of the transition line and the axis of symmetry (center of the nozzle) and in studying the behavior of the stream function in the neighborhood of this point by separating out the principal term having, together with its derivatives, the maximum value as compared with the corresponding corrections. This principal term is represented in Frankl's paper in the form of a linear combination of two hypergeometric functions. In order to find this linear combination, it is necessary to solve a number of boundary problems, which results in a complex analysis. In the investigation of the flow with which this paper is concerned, a second method is applied. This method is based on the transformation of the equations of motion to a form that may be called canonical for the system of differential equations of the mixed elliptic-hyperbolic type to which the system of equations of the motion of an ideal compressible fluid refers. By studying the behavior of the integrals of this system in the neighborhood of the parabolic line, the principal term of the solution is easily separated out in the form of a polynomial of the third degree. As a result, the computation of the transitional part of the nozzle is considerably simplified.

Description: An investigation was made in the Langley high-speed 7- by 10-foot tunnel to determine the high-speed lateral and directional stability characteristics of a 0.10-scale model of the Grumman XF9F-2 airplane in the Mach number range from 0.40 to 0.85. The results indicate that static lateral and directional stability is present throughout the Mach number range investigated although in the Mach number range from 0.75 to 0.85 there is an appreciable decrease in rolling moment due to sideslip. Calculations of the dynamic stability indicate that according to current flying-quality requirements the damping of the lateral oscillation, although probably satisfactory for the sea-level condition, may not be satisfactory for the majority of the altitude conditions investigated

Description: For the design and the construction of airplanes the control is of special significance, not only with regard to the flight mechhnical properties but also for the proportional arrangement of wing unit, fuselage, and tail unit. whereas these problems may be regarded as solved for direct control of airplane motions, that is, for immediate operation of the control surfaces, they are not clarified as to oscimtions, stability, and stress phenomena occurring in flight motions with Indirect control, ss realized for instance in tab control. Its modus operandi is based on the activation of a tab hinged to the trailing edge & the main control surface. Due to lift and drag variations, mcments originate about the axis of rotation of the main contnol surface which cause an up-or--down floating of the main control surface and thus a change in the direction of the airplane. Since this tab control means flying with free control surface , the treatment of this problem should provide the basis on which to judge stability, oscilhtton, and stress data.The present report is to represent a contribution toward the clarification of the problems arising and, to treat the longitudinal motion of an airplane.

Description: The authors regret that due to the lack of time the investigations could not be carried out to a more finished form. Especially in the first part it was intended to include a few further applications and to use them in the general considerations of this part. In spite of the fact that the intentions of the authors could not be realized, the authors felt that it would serve the aims of the competition to present part I in its present fragmentary form. The topics include: 1) A Few General Remarks Covering the Prandtl-Busemann Method; and 2) Effect of Compressibility in Axially Symmetrical Flow around an Ellipsoid.

Description: In the present paper which deals with the heat transfer between the gas and the wall for large temperature drops and large velocities use is made of the method of Dorodnitsyn of the introduction of a new independent variable, with this difference, however, that the relation between the temperature field (that is, density) and the velocity field in the general case considered is not assumed given but is determined from the solution of the problem. The effect of the compressibility arising from the heat transfer is thus taken into account (at the same time as the effect of the compressibility at the large velocities). A method is given for determining the coefficients of heat transfer and the friction coefficients required in many technical problems for a curved wall in a gas flow at large Mach numbers and temperature drops. The method proposed is applicable both for Prandtl number P = 1 and for P not equal to 1.

Description: There has been under development for the high-speed wind tunnel of the LFA an optical measuring arrangement for the qualitative and quantitative investigation of flow. By the use of interference measurements, the determination of density at the surface of the bodies being tested in the air stream and in the vicinity of these bodies can be undertaken. The results obtained so far in the simple preliminary investigations show that it is possible, even at a low Reynolds number, to obtain the density field in the neighborhood of a test body by optical means. Simple analytical expressions give the relation between density, pressure, velocity, and temperature. In addition to this, the interference measurement furnishes valuable data on the state of the boundary layer, that is, the sort of boundary layer (whether laminar or turbulent), as well as the temperature and velocity distribution.

Description: The flow laws of the actual flows at high Reynolds numbers differ considerably from those of the laminar flows treated in the preceding part. These actual flows show a special characteristic, denoted as turbulence. The character of a turbulent flow is most easily understood the case of the pipe flow. Consider the flow through a straight pipe of circular cross section and with a smooth wall. For laminar flow each fluid particle moves with uniform velocity along a rectilinear path. Because of viscosity, the velocity of the particles near the wall is smaller than that of the particles at the center. i% order to maintain the motion, a pressure decrease is required which, for laminar flow, is proportional to the first power of the mean flow velocity. Actually, however, one ob~erves that, for larger Reynolds numbers, the pressure drop increases almost with the square of the velocity and is very much larger then that given by the Hagen Poiseuille law. One may conclude that the actual flow is very different from that of the Poiseuille flow.

Description: So-called flip-flop controls (also called "on-off-course controls") are frequently preferred to continuous controls because of their simple construction. Thus they are used also for the steering control of airplanes. Such a body possesses-even if one thinks, for instance, only of the symmetric longitudinal motion - three degrees of freedom so that a study of its motions under the influence of an intermittent control is at least lengthy. Thus, it is suggested that an investigation of the basic effect of such a control first be made on a system with one degree of freedom. Furthermore, we limit ourselves in the resent report to the investigation of an "ideal" control where the control surface immediately obeys the command given by the "steering control function". Thus the oscillation properties of the control surface and the defects in linkage, sensing element, and mixing device are, at first, neglected. As long as the deviations from the "ideal" control may be neglected in practice, also the motion of the control surface takes place at the heat of the motion of the principal system. The aim of our investigation is to obtain a survey of the influence of the system and control coefficients on the damping behavior which is to be attained.

Description: Contents include the following: Characteristic differential equations - initial and boundary conditions. Integration of the second characteristic differential equations. Direct application of Meyer's characteristic hodograph table for construction of two-dimensional potential flows. Prandtl-Busemann method. Development of the pressure variation for small deflection angles. Numerical table: relation between deflection, pressure, velocity, mach number and mach angle for isentropic changes of state according to Prandtl-Meyer for air (k = 1.405). References.

Description: A heat-transfer investigation was conducted with air flowing through an electrically heated silicon carbide tube with a rounded entrance, an inside diameter of 3/4 inch, and an effective heat-transfer length of 12 inches over a range of Reynolds numbers up to 300,000 and a range of average inside-tube-wall temperature up to 2500 R. The highest corresponding local outside-tube-wall temperature was 3010 R. Correlation of the heat-transfer data using the conventional Nueselt relation wherein physical properties of the fluid were evaluated at average bulk temperature resulted in a separation of data with tube-wall-temperature level. A satisfactory correlation of the heat-transfer data was obtained, however, by the use of modified correlation parameters wherein the mass velocity G (or product of average air density and velocity evaluated at bulk temperature P(sub b)V(sub b)) in the Reynolds number was replaced by the product of average air velocity evaluated at the bulk temperature and density evaluated at either the average inside-tube-wall temperature or the average film temperature; in addition, all the physical properties of air were correspondingly evaluated at either the average inside-tube-wall temperature or the average film temperature.

Description: In the lecture series starting today author want to give a survey of a field of aerodynamics which has for a number of years been attracting an ever growing interest. The subject is the theory of flows with friction, and, within that field, particularly the theory of friction layers, or boundary layers. A great many considerations of aerodynamics are based on the ideal fluid, that is the frictionless incompressibility and fluid. By neglect of compressibility and friction the extensive mathematical theory of the ideal fluid, (potential theory) has been made possible. Actual liquids and gases satisfy the condition of incomressibility rather well if the velocities are not extremely high or, more accurately, if they are small in comparison with sonic velocity. For air, for instance, the change in volume due to compressibility amounts to about 1 percent for a velocity of 60 meters per second. The hypothesis of absence of friction is not satisfied by any actual fluid; however, it is true that most technically important fluids, for instance air and water, have a very small friction coefficient and therefore behave in many cases almost like the ideal frictionless fluid. Many flow phenomena, in particular most cases of lift, can be treated satisfactorily, - that is, the calculations are in good agreement with the test results, -under the assumption of frictionless fluid. However, the calculations with frictionless flow show a very serious deficiency; namely, the fact, known as d'Alembert's paradox, that in frictionless flow each body has zero drag whereas in actual flow each body experiences a drag of greater or smaller magnitude. For a long time the theory has been unable to bridge this gap between the theory of frictionless flow and the experimental findings about actual flow. The cause of this fundamental discrepancy is the viscosity which is neglected in the theory of ideal fluid; however, in spite of its extraordinary smallness it is decisive for the course of the flow phenomena.

Description: Wind-tunnel tests of a full-scale model of the Republic XF-91 airplane having swept-back wings and a vee tail were conducted to determine both the stability and control characteristics of the model longitudinally, laterally, and directionally. Configurations of the model were investigated involving such variables as external fuel tanks, a landing gear, trailing-edge flaps, leading-edge slats, and a range of wing incidences and tail incidences.

Description: An investigation of the stability and control characteristics of a 1/10-scale model of a Canadian tailless glider has been conducted in the 10 Langley free-flight tunnel. The glider designated the N.R.L. tailless glider has a straight center section and outboard panels sweptback 43 deg. along the leading edge of the wing. The aspect ratio is 5.83 and the taper ratio is 0.323. From the results of the investigation and on the basis of comparison with higher-scale static tests of the National Research Council of Canada, it is expected that the longitudinal stability of the airplane will be satisfactory with flap up but unsatisfactory near the stall with flap down. The airplane is expected to have unsatisfactory lateral stability and control characteristics in the design configuration with either flap up or flap down. The model flights showed very low damping of the lateral oscillation. Increasing the vertical-tail area improved the lateral stability, and it appeared that a value of the directional-stability parameter C(sub n beta) of at least 0.002 per degree would probably be necessary for satisfactory lateral flying characteristics. A comparison of the calculated dynamic lateral stability characteristics of the N.R.L. tailless glider with those of a conventional-type sweptback airplane having a similar wing plan form and about the same inclination of the principal longitudinal axis of inertia showed that the tailless glider had poorer lateral stability because of the relatively larger radius of gyration in roll and the smaller damping-in-yaw factor C(sub nr).

Description: An investigation of the static longitudinal stability, static directional stability, and aileron control characteristics at transonic and supersonic speeds is being made of 1/6 scale rocket-propelled model of the Bell MX-776. A stability investigation has been made of two symmetrical models with controls undeflected and centers of gravity one-half and one-body diameter, respectively, ahead of the equivalent design center-of-gravity location of the full-scale version. Both models developed large normal-force coefficients in both the subsonic and supersonic ranges which indicated longitudinal instability at low angles of attack. The side-force coefficients were small for both models and indicated that the models were directionally stable. A possible tendency toward dynamic directional instability in the transonic region was indicated by short-period oscillations of the side forces. The results showed a partial-span inboard aileron to be ineffective or to cause negative control in the the transonic region when deflected approximately 5 deg but not when deflected 10 deg. An investigation of drag showed it to increase with a rearward movement of the center of gravity. This indicates an increase in the trim angle of attack as could be caused by a decrease in static stability.

Description: Several groups of new airfoil sections, designated as the NACA 8-series, are derived analytically to have lift characteristics at supercritical Mach numbers which are favorable in the sense that the abrupt loss of lift, characteristic of the usual airfoil section at Mach numbers above the critical, is avoided. Aerodynamic characteristics determined, from two-dimensional windtunnel tests at Mach numbers up to approximately 0.9 are presented for each of the derived airfoils. Comparisons are made between the characteristics of these airfoils and the corresponding characteristics of representative NPiCA 6-series airfoils. The experimental results confirm the design expectations in demonstrating for the NACA S-series airfoils either no variation, or an Increase from the low-speed design value, In the lift coefficient at a constant angle of attack with increasing Mach number above the critical. It was not found possible to improve the variation with Mach number of the slope of the lift curve for these airfoils above that for the NACA 6-series airfoils. The drag characteristics of the new airfoils are somewhat inferior to those of the NACA 6- series with respect to divergence with Mach number, but the pitching-moment characteristics are more favorable for the thinner new sections In demonstrating somewhat smaller variations of moment coefficient with both angle of attack and Mach number. The effect on the aero&ynamic characteristics at high Mach numbers of removing the cusp from the trailing-edge regions of two 10-percent-chord-thick NACA 6-series airfoils is determined to be negligible.

Description: The results of wind tunnel tests at NASA Langley targeted at the performance and configurational characteristics of 0.1 and 0.13 scale model spanwise blowing (SWB) jet wing concepts are reported. The concept involves redirection of engine compressor bleed air to provide SWB at the fuselage-wing juncture near the wing leading edge. The tests covered the orientation of the outer panel nozzles, the effects of SWB operation on the performance of leading and trailing edge flaps and the effects of SWB on lateral stability. The trials were run at low speeds and angles of attack from 24-45 deg (landing). Both lift and longitudinal stability improved with the SWB, stall and leading edge vortex breakdown were delayed and performance increased with the SWB rate. Lateral stability was degraded below 20 deg angle of attack while instabilities were delayed above 20 deg due to roll damping.

Description: An investigation has been conducted in the Langley 20-foot free-spinning tunnel to determine the effects of decreasing the rudder deflection, of decreasing the rudder span, and of differential rudder movements on the spin and recovery characteristics of a 0.057-scale model of the Chance Vought XF7U-1 airplane. The results indicated that decreasing the rudder span or the rudder deflections, individually or jointly, did not seriously alter the spin or recovery characteristics of the model; and recovery by normal use of controls (full rapid rudder reversal followed l/2 to 1 turn later by movement of the stick forward of neutral) remained satisfactory. Linking the original rudders so that the inboard rudder moves from full with the spin to neutral while the outboard rudder moves from neutral to full against the spin will also result in satisfactory spin and recovery characteristics. Calculations of rudder-pedal forces for recovery showed that the expected forces would probably be within the capabilities of a pilot but that it would be advisable to install some type of boost in the control system to insure easy and rapid movement of the rudders.

Description: A series of flight tests have been made at the Langley Flight Research Division at the request of the Bureau of Aeronautics, Department of the Navy, to determine the flying qualities of the Grumman F8F-1 air- plane. This paper presents the test results necessary to determine the longitudinal stability and control characteristics end the stalling characteristics. These tests were made between February and June of 1947- The range of Mach numbers covered in this investigation was approximately 0.10 to 0.62, and no attempt was made to investigate compressibility effects at higher Mach numbers. The lateral and directional stability and control characteristics of the subject airplane have already been reported (reference 1). Also presented in this paper is a discussion of the normal accelerations induced by yawing velocity and sideslip which were considered ob,jectionable by the pilot for this airplane. A discussion of the undesirable accelerations has been included with a view towards formulating some flying-qualities requirements limiting them.

Description: A spin investigation has been conducted in the Langley 20-foot free-spinning tunnel on a 1/24-scale model of the North American XP-86 airplane. The effects of control settings and movements upon the erect and inverted spin and recovery characteristics of the model were determined for the design gross weight loading. The long-range loading was also investigated and the effects of extending slats and dive flaps were determined. In addition, the investigation included the determination of the size of spin-recovery parachute required for emergency recovery from demonstration spins, the rudder force required to move the rudder for recovery, and the best method for the pilot to escape if it should become necessary to do so during a spin. The results of the investigation indicated that the XP-86 airplane will probably recover satisfactorily from erect and inverted spins for all possible loadings. It was found that fully extending both slats would be beneficial but that extending the dive brakes would cause unsatisfactory recoveries. It was determined that a 10.0-foot-diameter tail parachute with a drag coefficient of 0.7 and with a towline 30.0 feet long attached below the jet exit or a 6.0-foot-diameter wingtip parachute opened on the outer wing tip with a towline 6.0 feet long would insure recoveries from any spins obtainable. The rudder-pedal force necessary to move the rudder for satisfactory recovery was found to be within the physical capabilities of the pilot.

Description: This paper presents the results of measurements of longitudinal stability of a 1/50-scale model of the XP-88 airplane by the wing-flow method. Lift, rolling-moment, hinge-moment, and pitching-moment characteristics as well as the downwash at the tail were measured over a Mach number range from approximately 0.5 to 1.05 at Reynolds numbers below 1,000,000. No measurements of drag were obtained. No abrupt changes due to Mach number were noted in any of the parameters measured. The data indicated that the wing was subject to early tip stalling; that the tail effectiveness decreased gradually with increasing Mach number up to M = 0.9, but increased again at higher Mach numbers; that the variation of downwash with angle of attack did not change appreciably with Mach number except between 0.95 and 1.0 where d(epsilon)/d(alpha), decreased from 0.46 to 0.32; that at zero lift with a stabilizer setting of -1.5 deg there was a gradually increasing nosing-up tendency with increasing Mach number; and that the control-fixed stability in maneuvers at constant speed gradually increased with increasing Mach number.

Description: An investigation of the spin and recovery characteristics of a 0.057-scale model of the Chance Vought XF7U-1 airplane has been conducted in the Langley 20-foot free-spinning tunnel. The effects of control settings and movements on the erect and inverted spin and recovery characteristics were determined, as were also the effects of extending the wing slats, of center-of-gravity movement, and-of variation in the mass distribution. The investigation also included wing-tip spin-recovery-parachute tests, pilot-escape tests, and rudder-control-force tests. The investigation indicated that the spin and recovery characteristics of the airplane will be satisfactory for all conditions. It was found that a single 4.24-foot (full-scale) parachute when opened alone from the outboard wing tip or two 8.77-foot (full-scale) parachutes when opened simultaneously, one from each wing tip, would effect satisfactory emergency recoveries (the drag coefficients of the parachutes, based on the surface area of the parachute, were 0.83 and 0.70 for the 4.24- and 8.77-foot parachutes, respectively). The towline length in both cases was 25 feet (full scale). Tests results showed that, if the pilot should have to leave the airplane during a spin, he should jump from the outboard side (left side in a right spin) of the cockpit. The rudder-control force necessary for recovery from a spin was found to be rather high but appeared to be within the upper limits of a pilot's capabilities.

Description: Tests of a 1/20-scale dynamically similar model of the Northrop B-35 airplane were made to study its ditching characteristics. The model was ditched in calm water at the Langley tank no. 2 monorail. Various landing attitudes, speeds,and conditions of damage were simulated during the investigation. The ditching characteristics were determined by visual observation and from motion-picture records and time-history acceleration records. Both longitudinal and lateral accelerations were measured. Results are given in tabular form and time-history acceleration curves and sequence photographs are presented. Conclusions based on the model investigation are as follows: 1. The best ditching of the B-35 airplane probably can be made by contacting the water in a near normal landing attitude of about 9 deg with the landing flaps full down so as to have a low horizontal speed. 2. The airplane usually will turn or yaw but the motion will not be violent. The maximum lateral acceleration will be about 2g. 3. If the airplane does not turn or yaw immediately after landing, it probably will trim up and then make a smooth run or porpoise slightly. The maximum longitudinal decelerations that will be encountered are about 6g or 7g. 4. Although the decelerations are not indicated to be especially large, the construction of the airplane is such that extensive damage is to be expected, and it probably will be difficult to find ditching stations where crew members can adequately brace themselves and be reasonably sure of avoiding a large inrush of water.

Description: Strain gages were used to measure blade vibrations possibly causing failure in the 10-stage compressor of the 19XB jet-propulsion engine. The seventh and tenth stages were of great concern as a result of failures experienced by the manufacturer. Strain-gage records were obtained from all stages during acceleration, deceleration, and constant speed runs. Curves are presented herein showing the maximum allowable vibratory stress for a given speed, the change of the damping coefficient with the mounting of a strain gage at the base of the blade, the effect of rotor speed, on blade natural frequency, and the effect of the order of first bending-mode vibration on stress. It was found that for all stages the lower the order of vibration the higher the stress but no destructive vibrations were detected.

Description: At the request of the Henschel Aircraft Works. A. G. Berlin. three models of the missile "Zitterrochen" were investigated at subsonic velocities.(open jet 215-millimeter diameter) and at supersonic velocities (open jet 110 by 130 millimeters) in order to determine the effect of various wing forms on the air forces and moments. Three-component measurements were taken, and one model was also investigated with deflected control plates.

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.

Description: Flight tests have been made to determine the longitudinal stability and control and stalling characteristics of a North American P-51H airplane. The results indicate that the airplane has satisfactory longitudinal stability in all the flight conditions tested at normal loadings up to 25,000 feet altitude. At Mach numbers above 0.7, the elevator push force required for longitudinal trim decreased somewhat because of compressibility effects. The elevator stick force per g in accelerated turns at the forward center-of-gravity position of 24 percent mean aerodynamic chord above 250 miles per hour was in excess of the required limits at both 5,000 and 25,OOO feet altitude. The longitudinal-trim-force changes due to flaps and power were small, but the rudder-trim-force change with power change was high. The stalling characteristics in all the conditions tested were satisfactory.

Description: The ditching characteristics of the Lockheed XR60-1 airplane were determined by tests of a 1/24-scale dynamic model in calm water at the Langley tank no. 2 monorail. Various landing attitudes, flap settings, speeds, and conditions of damager were investigated. The ditching behavior was evaluated from recordings of decelerations, length of runs, and motions of the model. Scale-strength bottoms and simulated crumpled bottoms were used to reproduce probable damage to the fuselage. It was concluded that the airplane should be ditched at a landing attitude of about 5 deg with flaps full down. At this attitude, the maximum longitudinal deceleration should not exceed 2g and the landing run will be bout three fuselage lengths. Damage to the fuselage will not be excessive and will be greatest near the point of initial contact with the water.

Description: The conference on Turbojet-Engine Thrust-Augmentation Research was organized by the NACA to present in summarized form the results of the latest experimental and analytical investigations conducted at the Lewis Flight Propulsion Laboratory on methods of augmenting the thrust of turbojet engines. The technical discussions are reproduced herewith in the same form in which they were presented. The original presentation in this record are considered as complementary to, rather than substitutes for, the committee's system of complete and formal reports.

Description: This report presents the results of an investigation in the transonic speed range of the longitudinal stability characteristics of a proposed configuration for the Republic XF-91 airplane. The tests covered a Mach number range of 0.55 to 1.05 and a Reynolds number range from 400,000 to 1,375,000. Lift, pitching-moment, and rolling-moment characteristics of the half model and the hinge moments on the all-moving tail were measured. The downwash factor delta x epsilon / delta x alpha at the tail was determined from the pitching-moment data. A calculation of the elevator deflection and stick force required for trim was also made. It was found that the variation of force and moment coefficients was linear through the test angle-of-attack range of -1 deg to 8 deg at any Mach number; that the stability increased markedly at Mach numbers above 0.85; that the effectiveness of the tail in producing pitching moments decreased about one-third with increasing Mach numbers and that the value of the downwash factor, delta x epsilon / delta x alpha, at the tail decreased from about 0.35 at a Mach number of 0.85 to about zero at a Mach number near 0.95 and became slightly negative at higher Mach numbers. The calculated values of stick force per g and elevator deflection per g, assuming no aerodynamic balance, increased rapidly above a Mach number of 0.85.

Description: Based on results of longitudinal trim and tumble tests of a 0.057-scale model of the Chance Vought XF7U-1 airplane, the following conclusions regarding the trim and tumble characteristics of the airplane have been drawn: 1. The airplane will not trim at any unusual or uncontrolled angles of attack. 2. The airplane will not tumble with the center of gravity located forward of 24 percent of the mean aerodynamic chord. When the center of gravity is located at 24 percent of the mean aerodynamic chord and slats are extended and elevators are deflected full up, the airplane may tumble if given an external positive pitching moment. 3. The tumbling motion obtained will be readily terminated by deflecting the elevators full down so as to oppose the rotation. 4. The accelerations encountered during an established tumble may be dangerous to the pilot and, therefore, action should be taken to terminate a tumble immediately upon its inception. 5. Simultaneous opening of two wing-tip parachutes having diameters of 4 feet or larger and having drag coefficients of approximately 0.7 will effectively terminate the tumble. 6. Model results indicate that the pilot will not be struck by the airplane if it becomes necessary to leave the airplane during a tumble. The pilot may require aid from an ejection-seat arrangement.

Description: The present report consists of two parts. The first part deals with the two-dimensional stationary flow in the presence of local supersonic zones. A numerical method of integration of the equation of gas dynamics is developed. Proceeding from solutions at great distance from the body the flow pattern is calculated step by step. Accordingly the related body form is obtained at the end of the calculation. The second part treats the relationship between the displacement thickness of laminar and turbulent boundary layers and the pressure distribution at high speeds. The stability of the boundary layer is investigated, resulting in basic differences in the behavior of subsonic and supersonic flows. Lastly, the decisive importance of the boundary layer for the pressure distribution, particularly for thin profiles, is demonstrated.

Description: At the request of the Bureau of Aeronautics, Navy Department, a stability and control investigation of a 1/10-scale model of the Chance Vought XF7U-1 airplane has been conducted in the Langley free-flight tunnel. Results of force end flight tests to determine the power-off stability and control characteristics of the model with slats retracted and extended are presented herein. The longitudinal and lateral stability characteristics were satisfactory for both the slats retracted and extended conditions over the lift range up to the stall. With the slats retracted, the stall was fairly gentle but the model rolled off out of control. With the slats extended, control could be maintained at the stall so that the wings could be kept level even as the model dropped.

Description: An investigation of the spin and recovery characteristics of a scale model of the Grumman XF9F-2 airplane has been conducted in the Langley 20-foot free-spinning tunnel. The effects of control settings and movements on the erect and inverted spin and recovery characteristics of the model in the flight loading were determined. The investigation also included spin-recovery-parachute, pilot-escape, and rudder-pedal- . force tests. The recovery characteristics of the model were satisfactory for all configurations tested. Spins for the normal control configuration were oscillatory in roll and yaw. Deflecting the leading-edge flaps or the dive brakes did not change the spin and recovery characteristics of the model noticeably. A 10.0-foot tail parachute or a 6.0-foot wing-tip parachute (drag coefficient of 0.75) was found to be effective for recoveries from demonstration spins. The rudder forces in the spin appeared to be within the capabilities of the pilot.

Description: The ditching characteristics of the Army B-36 airplane were determined by testing 1/20- and 1/30-scale dynamic models in calm water in Langley tank no. 2 and at the outdoor catapult. The scope of the tests consisted of ditching the models at various conditions of simulated damage, landing attitudes, and speeds, with various flap settings using several degrees of restraint of the flap hinges. The ditching behavior was evaluated from recordings of deceleration, length of run, and motions of the models. The results showed that the airplane should be ditched at an attitude of about 9 deg with flaps full down. The probable ditching behavior will be a smooth run with a maximum longitudinal deceleration of 3g to 4g and a landing run of 4 to 5 fuselage lengths. Structural failure of the underside of the fuselage will not seriously affect the behavior of the airplane.

Description: An investigation has been conducted in the Langley 20-foot free-spinning tunnel on the 1/20-scale model of the Chance Vought XF6U-1 airplane altered to represent the XF6U-1 airplane as it will be spin-tested in flight, and also altered to represent the F6U-1 airplane as it will be produced for service use. Spin tests were made to determine the effects of control settings and movements at the normal loading. The results show that the spins obtained on the revised XF6U-1 airplane will be oscillatory in roll and yaw and that recoveries by rudder reversal will be rapid. Model test results indicate that the F6U-1 airplane will probably not spin. Inasmuch as the results of this investigation show that the new designs are as good as or better than the original XF6U-1 design in regard to spin recovery, it is felt that the conclusions and recommendations reached for the original design can be applied to the new designs for all loading conditions.

Description: The gust and draft velocities from records of NACA instruments installed in P-61C airplanes participating in thunderstorm flights at Clinton County Army Air Field, Ohio, from September 10, 1947 to September 15, 1947, are presented.

Description: Characteristic methods for nonstationary flows have been published only for the special case of the isentropic flow up until the present, althought they are applicable in various places to more difficult questions too. This report derives the characteristic method for the flows which depend only on the position coordinates and time. At the same time the treatment of compression shocks is shown.

Description: An experimental investigation was made of a preloaded spring-tab flutter model to determine the effects on flutter speed of aspect ratio, tab frequency, and preloaded spring constant. The rudder was mass-balanced, and the flutter mode studied was essentially one of three degrees of freedom (fin bending coupled with rudder and tab oscillations). Inasmuch as the spring was preloaded, the tab-spring system was a nonlinear one. Frequency of the tab was the most significant parameter in this study, and an increase in flutter speed with increasing frequency is indicated. At a given frequency, the tab of high aspect ratio is shown to have a slightly lower flutter speed than the one of low aspect ratio. Because the frequency of the preloaded spring tab was found to vary radically with amplitude, the flutter speed decreased with increase in initial displacement of the tab.

Description: Low-speed tests of a pilotless aircraft were conducted in the Langley propeller-research tunnel to provide information for the estimation of the longitudinal stability and. control, to measure the aileron effectiveness, and to calibrate the radome and the Machmeter pitot-static orifices. It was found that the model possessed a stEb.le variation of elevator angle required for trim throughout the speed range at the design angle of attack. A comparison of the airplane with and without JATO units and with an alternate rocket booster showed that a large loss in longitudinal stability and control resulting from the addition of the rocket booster to the aircraft was sufficient to make the rocket-booster assembly unsatisfactory as an alternate for the JATO units. Reversal of the aileron effectiveness was evident at positive deflections of the vertical wing flap indicating that the roll-stabilization system would produce roiling moments in a tight right turn contrary to its design purpose. Vertical-wing-flap deflections caused large errors in the static-pressure reading obtained by the original static-tube installation. A practical installation point on the fuselage was located which should yield reliable measurement of the free-stream static pressure.

Description: A wind-tunnel investigation has been made to determine the effects of unsymmetrical horizontal-tail arrangements on the power-on static longitudinal stability of a single-engine single-rotation airplane model. Although the tests and analyses showed that extreme asymmetry in the horizontal tail indicated a reduction in power effects on longitudinal stability for single-engine single-rotation airplanes, the particular "practical" arrangement tested did not show marked improvement. Differences in average downwash between the normal tail arrangement and various other tail arrangements estimated from computed values of propeller-slipstream rotation agreed with values estimated from pitching-moment test data for the flaps-up condition (low thrust and torque) and disagreed for the flaps-down condition (high thrust and torque). This disagreement indicated the necessity for continued research to determine the characteristics of the slip-stream behind various propeller-fuselage-wing combinations. Out-of-trim lateral forces and moments of the unsymmetrical tail arrangements that were best from consideration of longitudinal stability were no greater than those of the normal tail arrangement.

Description: Tests of a partial-span model of a large bomber-type air1ane were conducted to determine the. aerodynamic characteristics of the wing equipped with full-span flaps and a retractable spoiler end aileron lateral control system. The arrangement consisted of (1) a double slotted flap extending over aproximate1y 86 percent of the wing semispan, (2) a 20-percent constant-percentage-chord aileron extending from the outboard end of the flap to the wing tip, and (3) a retractable spoiler, located at the 65-percent wing-chord station and extending from approximately 63 percent of the wing semispan to the wing tip. In addition, tests were made of a wing vent (of 1 and 2 percent of the wing chord located directly behind the spoiler), perforations in the spoiler, a blot or cut-out along the lower edge of the spoiler and spoilers of various spans. With full-span flaps deflected and with the 2-percent vent open or closed the initial stalling of the wing occurred at the tips, but with the vents closed there probably would be no appreciable loss in lateral control until maximum lift was reached. The l-percent vent increased the rolling effectiveness of the spoiler at small spoi1er deflections, particularly at high angles of attack with flaps deflected. With flaps deflected the 2-percent vent caused a large reduction in both the wing lift and rolling effectiveness of the spoiler at large angles of attack. However, at small angle of attack the 2-percent vent increased the rolling effectiveness of the spoiler at small spoiler deflections. The simultaneous operation of the spoiler and vent (in contrast to a vent fixed in the wing) would result in a large increase in the effectiveness of the spoiler and would avoid any loss in wing lift as in a fixed vent arrangement. The tests of the spoiler modifications revealed that (1) the spoiler perforations reduced the rolling-moment and yawing-moment coefficients but caused the spoiler hinge-moment coefficients to become more positive; (2) the spoiler slot had no notable effect on the rolling-moment and yawing-moment characteristics but produced a positive increase in the spoiler hinge-moment coefficients at large spoiler deflections; (3) the effects produced by the individual modifications were additive when the various modifications were combined. In general, progressively decreasing the spoiler span by removing the segments from the inboard end of the spoiler caused a decrease in rolling effectiveness approximately proportional to the span of the segment.

Description: The rate of heat transfer between a fluid stream in turbulent flow and a smooth, solid wall is largely controlled by the relatively high resistance of the laminar sublayer next to the wall. Although this laminar layer ii extremely thin, heat can be transferred through it only by molecular diffusion. Hence the resistance of this layer is very much greater than for a layer the same thickness farther out in the stream where turbulent exchange is the controlling factor. The thickness of the laminar layer is difficult to define precisely, since there is a gradual transition to the turbulent flow outside, but for the usual scale of many engineering applications almost half the temperature difference between the fluid and the wall occurs in a layer of a few thousands of an inch in thickness. When the wall is made of porous material and a coolant gas is forced through the wall into the stream, it has been found that a very small flow rate of the coolant is remarkably effective in keeping the wall at a low temperature. The coolant flow rate required is such as to give an average velocity normal cooling wall of the order of 1 per cent of the main stream velocity. This flow rate is so low that clearly the injected gas must act as an insulator rather than as a normal coolant. Because of its relatively low velocity, the injected gas can have very little influence on heat convection or momentum transfer in the turbulent stream, and its effect must be confined to the laminar sublayer. The possible influence of the coolant flow on the thickness of the laminar layer will be discussed in Section V.

Description: Low Mach number longitudinal-stability and control characteristics as predicted by use of wind tunnel data from a powered 3/16-scale model are compared with flight test measurements of a Navy BTD-1 airplane. The accuracy of the wind tunnel data and the discrepancies involved in attempting to correlate with flight data are discussed and analyzed. The comparison showed that wind tunnel predictions were, in general, in good agreement with flight test data. The predicted values were for the most part sufficiently accurate to show the satisfactory and unsatisfactory characteristics in the preliminary design stage and to indicate possible methods of improvement. The discrepancies which did occur were attributed principally to physical dissimilarities between model and airplane and the instability to determine accurately the flight power conditions. The effect of Mach number was considered negligible since the maximum flight test value was about 0.5. In order to simulate more closely the flight conditions and hence obtain more accurate data for predictions, it appears desirable to perform large-scale tests of unorthodox control surfaces such as the sealed vaned elevators with which the airplane was equipped.

Description: The hydrodynamic characteristics of a 1/10-size powered dynamic model of the XP5Y-1 flying boat were determined in Langley tank no. 1. Stable take-offs were possible at all practicable positions of the center of gravity and flap deflections. An increase in gross load from 123.5 to 150.0 pounds (21.5 percent) had only a slight effect on the stable range for take-off. A decrease in forward acceleration from 3.0 to 1.0 feet per second per second had only a very small effect on the stable range for take-off. In general, the landings were free from skipping except at trims below 6 deg where one skip was encountered at an aft position of the center of gravity. The model porpoised during the landing runout at all positions of the center of gravity when landed at trims above 10 deg. Spray in the propellers was light at the design gross load, and was not considered excessive,at a gross load of 136.0 pounds.

Description: An investigation of the low-speed; power-off stability and control characteristics of a 1/20-scale model of the Consolidated Vultee XB-53 airplane equipped with full-span leading-edge slats has been conducted in the Langley free-flight tunnel. In this investigation it was found that the-full-span leading-edge slat gave about the same maximum lift coefficient as was obtained with the outboard single slotted flap and inboard slat. The stability and control characteristics were greatly improved except near the stall where the characteristics with the full-span slat were considered unsatisfactory because of a loss of directional stability and a slight nosing-up tendency.

Description: The problem of turbulence in aerodynamics is at present being attacked both theoretically and experimentally. In view of the fact however that purely theoretical considerations have not thus far led to satisfactory results the experimental treatment of the problem is of great importance. Among the different measuring procedures the hot wire methods are so far recognized as the most suitable for investigating the turbulence structure. The several disadvantages of these methods however, in particular those arising from the temperature lag of the wire can greatly impair the measurements and may easily render questionable the entire value of the experiment. The name turbulence is applied to that flow condition in which at any point of the stream the magnitude and direction of the velocity fluctuate arbitrarily about a well definable mean value. This fluctuation imparts a certain whirling characteristic to the flow.

Description: The turbulent flow in a conical diffuser represents the type of turbulent boundary layer with positive longitudinal pressure gradient. In contrast to the boundary layer problem, however, it is not necessary that the pressure distribution along the limits of the boundary layer(along the axis of the diffuser) be given, since this distribution can be obtained from the computation. This circumstance, together with the greater simplicity of the problem as a whole, provides a useful basis for the study of the extension of the results of semiempirical theories to the case of motion with a positive pressure gradient. In the first part of the paper,formulas are derived for the computation of the velocity and.pressure distributions in the turbulent flow along, and at right angles to, the axis of a diffuser of small cone angle. The problem is solved.

Description: The NACA is conducting a general investigation of servo-mechanisms for use in powering aircraft control surfaces. This paper presents a theoretical analysis and the results of bench tests of a control-booster system which employs a variable displacement hydraulic pump. The booster is intended for use in a flight investigation to determine the effects of various booster parameters on the handling qualities of airplanes. Such a flight investigation would aid in formulating specific requirements concerning the design of control boosters in general. Results of the theoretical analysis and the bench tests indicate that the subject booster is representative of types which show promise of satisfactory performance. The bench tests showed that the following desirable features were inherent in this booster system: (1) No lost motion or play in any part of the system; (2) no detectable lag between motion of the contra1 stick and control surface; and (3) Good agreement between control displacements and stick-force variations with no hysteresis in the stick-force characteristics. The final design configuration of this booster system showed no tendency to oscillate, overshoot, or have other undesirable transient characteristics common to boosters.

Description: An investigation of the low-speed, power-off stability and control characteristics of a 1/20-scale model of the Consolidated Vultee XB-53 airplane has been conducted in the Langley free-flight tunnel. In the investigation it was found that with flaps neutral satisfactory flight behavior at low speeds was obtainable with an increase in height of the vertical tail and with the inboard slats opened. In the flap-down slat-open condition the longitudinal stability was satisfactory, but it was impossible to obtain satisfactory lateral-flight characteristics even with the increase in height of the vertical tail because of the negative effective dihedral, low directional stability, and large-adverse yawing moments of the ailerons.

Description: The results obtained from gust and draft velocity measurements within thunderstorms for the period July 24, 1946 to August 6, 1946 at Orlando, Florida are presented herein. These data are summarized in tables I and II and are of the type presented in reference 1 for previous flights. In two thunderstorm traverses, indications of ambient-air temperature were obtained from photo-observer records. These data are summarized in table III.

Description: An investigation has been conducted on a one-sixth segment of an annular turbojet combustor to determine the effects of modification in air-flow distribution and total-pressure loss on the performance of the segment. The performance features investigated during this series of determinations were the altitude operational limits and the temperature-rise efficiency. Altitude operational limits of the combustor segment, for the 19XB engine using the original combustor-basket design were approximately 38,000 feet at 17,000 rpm and 26,000 feet at 10,000 rpm. The altitude operational limits were approximately 50,000 feet at 17,000 rpm and 38,000 feet at 10,000 rpm for a combustor-basket design in which the air-passage area in the basket was redistributed so as to admit gradually no more than 20 percent of the air along the first half of the basket. In this case the total pressure loss through the combustor segment was not appreciably changed from the total-pressure loss for the original combustor basket design. Altitude operational limits of the combustor segment for the 19XB engine were above 52,000 feet at 17,000 rpm and were approximately 23,000 feet at 10,000 rpm for a combustor-basket design in which the distribution of the air-passage area in the basket was that of the original design but where the total-pressure loss was increased to 19 times the inlet reference kinetic pressure at an inlet-to-outlet density ratio of 2.4. The total-pressure loss for the original design was 14 times the inlet kinetic reference pressure at an inlet-to-outlet density ratio of 2.4.

Description: This report contains the flight-test results of the longitudinal-stability and -control phase of a general flying qualities investigation of the Lockheed P-80A airplane (Army No. 44-85099). The tests were conducted at indicated airspeeds up to 530 miles per hour (0.76 Mach number) at low altitude and up to 350 miles per hour (0.82) Mach number) at high altitude. These tests showed that the flying qualities of the airplane were in accordance with the requirements of the Army Air Forces Stability and Control Specification except for excessive elevator control forces in maneuvering flight and the inadequacy of the longitudinal trimming control at low airspeeds.

Description: Estimates of the static stick-fixed stability and control characteristics of the Consolidated Vultee model 240 airplane are presented in this report. The estimates are based on tests of a 0.092-scale powered model in the 10-foot wind tunnel of the Guggenheim Aeronautical Laboratory of the California Institute of Technology. Results of the analysis are evaluated in terms of the Army specifications for stability and control characteristics which are more specific and, in general, equal to or more rigid than the Civil Aeronautics Administration requirements. The stick-fixed stability and control characteristics of the Consolidated Vultee model 240 were found to be satisfactory except for the following: 1) Marginal longitudinal stability in the landing approach (flaps 30 deg, 50% minimum continuous power) with aft center of gravity (31% M.A.C.); 2) Marginal rudder control to hold zero sideslip in a climb after take-off with asymmetric power (flaps 30 deg, left engine inoperative, right engine delivering take-off power) with maximum rudder throw limited to +/- 18 deg; 3) Marginal dihedral effect with flaps 40 deg and engines delivering maximum continuous power.

Description: Wind-tunnel measurements on projectiles are discussed. Tests at the Gottingen Tunnel are described. The tunnel operates on the Prandtl principle, that is, a brief stationary air stream produced in an evacuated tank by induction of atmospheric air.

Description: Some aerodynamic relations are derived which exist between two infinitely long airfoils if one is in a straight flow and the other in oblique flow, and both present the same profile in the direction of flow.

Description: At the request of the Junkers Aircraft and Engine Construction Company, Engine Division, Dessau Main Plant, an investigation was made using the interferometer method on the two turbine-blade profiles submitted. The interferometer method enables making visible the differences in density and consequently the boundary layers that develop when a flow is directed on the profile. Recognition of the points on the profile at which separation of flow occurs is thus possible. By means of the interference photographs the extent of the dead-water region may be ascertained. The size of the dead-water region provides evidence as to the quality of the flow and allows a qualitative estimate of the amount of the flow losses. Interference photographs thus provide means of judging the utility of profiles under specific operating conditions and provide suggestions for possible changes of profile contours that might help to improve flow relations. Conclusions may be drawn concerning the influence of the blade-spacing ratio, the inlet-air angle, and the connection between the curvature of the profile contour and the point of separation of the flow from the profile surface.

Description: The lift coefficient of!a wing of small span at first shows a linear increase for the increasing angle of attack, but to a lesser degree then was to be expected according to the theory of the lifting line; thereafter the lift coefficient increases more rapidly than linearity, as contrasted with the the theory of the lifting line. The induced drag coefficient for a given lift coefficient, on the other hand, is obviously much smaller than it would be according to the theory. A mall change in the theory of the lifting line will cover these deviations.

Description: The stability and control characteristics of an 0.08-scale model of the Chance Vought XF7U-1 airplane have been investigated over a Mach number range from 0.40 to 0.91. Results of the basic longitudinal tests of the complete model with undeflected control surfaces are given in the present report with a very limited analysis of the results.

Description: An investigation was made by the NACA wing-flow method to determine the longitudinal stability and control characteristics at transonic speeds of a semispan model of the XF7U-1 tailless airplane. The 25-percent chord line of the wing of the model was swept back 35 deg. The airfoil sections of the wing perpendicular to the 25-percent chord line were 12 percent thick. Measurements were made of the normal force and pitching moment through an angle-of-attack range from about -3 deg to 14 deg for several ailavator deflections at Mach numbers from 0.65 to about 1.08. The results of the tests indicated no adverse effects of compressibility up to a Mach number of at least 0.85 at low normal-force coefficients and small ailavator deflections. Up to a Mach number of 0.85, the neutral point at low normal-force coefficients was at about 25 percent of the mean aerodynamic chord and moved rearward irregularly to 41 or 42 percent with a further increase in Mach number to about 1.05. For deflections up to -8.0 percent, the ailavator was effective in changing the pitching moment except at Mach numbers from 0.93 to about 1.0 where ineffectiveness or reversal was indicated for deflections and normal-force coefficients. With -13.2 deg deflection at normal-force coefficients above about 0.3, reversal of ailavator effectiveness occurred at Mach numbers as low as 0.81. A nose-down trim change, which began at a Mach number of about 0.85, together with the loss in effectiveness of the ailavator, indicated that with increase in the Mach number from about 0.95 to 1.05 an abrupt ailavator movement of 5 deg or 6 deg first up and then down would be required to maintain level flight.

Description: This paper contains a tabulation of functions of the Mach number which are frequently used in high-speed aerodynamics. The tables extend from M = 0 to M = 10.0 in increments of 0.01 and are based on the assumption that air is a perfect gas having a specific heat ratio of 1.400.

Description: Additional tests of a 1/7-size model of the Grumman XJR2F-1 amphibian were made in Langley tank no. 1 to compare the behavior during take-off of the model equipped with split- and slotted-type flaps. The slotted flag had a large effect on locating the forward center-of-gravity limits for stable take-offs. Stable take-offs within the normal operating range of positions of the center of gravity could be made with the split flaps deflected 45deg or with the slotted flaps deflected less than 20deg. At flap deflections required for similar take-off stability, the use of split-flaps resulted lower take-off speeds than the use of slotted flaps. An increase in forward acceleration from 1.1 to 4.8 feet per second per second moved the center-of-gravity limit forward approximately 3-percent mean aerodynamic chord.