ALBERT

Description: The transonic similarity rules have been applied to the correlation of experimental data for a series of 22 rectangular wings having symmetrical NACA 63A-series sections, aspect ratios from 1/2 to 6, and thicknesses from 2 to 10 percent. The data were obtained by use of the transonic bump technique over a Mach number range from 0.40 to 1.10, corresponding to a Reynolds number range from 1.25 to 2.05 million. The results show that it is possible to correlate experimental data throughout the subsonic, transonic, and moderate supersonic regimes by using the transonic similarity parameters in forms which are consistent with the Prandtl-Glauert rule of linearized theory. The multiple families of basic data curves for the various aspect ratios and thickness ratios have been summarized in single presentations involving only one geometric variable - the product of the aspect ratio and the l/3 power of the thickness ratio.

Description: An investigation of the isothermal wake-flow characteristics of several flame-holder shapes was carried out in a 4- by 4-inch flow chamber. The effects of flame-holder-shape changes on the characteristics of the Karman vortices and thus on the recirculation zones to which experimenters have related the combustion process were obtained for several flame holders. The results may furnish a basis of correlation, of combustion efficiency and stability for similarly shaped flame holders in combustion studies. Values of the spacing ratio-(ratio of lateral spacing to longitudinal spacing of vortices] obtained for the various shapes approximated the theoretical value of 0.36 given by the Karman stability analysis. Variations in vortex strength of more than 200 percent and in frequency of more than 60 percent were accomplished by varying flame-holder shape. A maximum increase in the recirculation parameter of 56 percent over that for a conventional V-gutter was also obtained. Varying flameholder shape and size enables the designer to select many schedules of variations in vortex strength and frequency- not obtainable by changing size only and may make it possible to approach theoretical maximum vortex strength for any given frequency.

Description: A l/4-scale dynamically similar model of the XFV-1 airplane has been flown in the Ames 40- by 80-foot wind tunnel, using the trailing flight-cable technique. This investigation was devoted to establishing the flight characteristics of the model in forward flight from hovering to wing stall, and in yawed flight (wing span alined with the relative wind) from hovering to the maximum speed at which controlled flight could be maintained. Landings, take-offs, and hovering characteristics in flights close to the ground were also investigated.. Since the remote control system for the model was rather complicated and provided artificial damping about the pitch, roll, and yaw axes, sufficient data from the control-system calibration tests are included in this report to specify the performance of the control system in relation to both the model flight tests and the design of an automatic control system for the full-scale airplane. The model in hovering flight appeared to be neutrally stable. The response of the model to the controls was very rapid, and it was always necessary to provide some amount of artificial damping to maintain control. The model could be landed with little difficulty by hovering approximately a foot above the floor and then cutting the power. Take-offs were more difficult to perform, primarily because the rate of change in power to the model motors was limited by the characteristics of the available power source. The model was,capable of controlled yawed flight at translational velocities up to and including 20 feet per second. The effectiveness of the controls decreased with increasing speed, however, and at 25 fps control in pitch, and probably roll, was lost completely. The model was flown in controlled forward flight from hovering up to 70 fps. During these flights the model appeared to be more difficult to control in yaw than it was in pitch or roll. The flights of the model were recorded by motion picture cameras. These motion pictures are available on loan from NACA Headquarters as a film supplement to this report.

Description: A small-scale transonic investigation of two semispan wings of the same plan form was made in the Langley high-speed 7- by 10-foot tunnel through a Mach number range of 0.70 to 1.10 and a mean-test Reynolds number range of 745,000 to 845,000 to determine the effects of partial-span leading-edge camber on the aerodynamic characteristics of a swept-back wing. This paper presents the results of the investigation of wing-alone and wing-fuselage configurations of the two wings; one, was an uncambered wing and the other had the forward 45 percent of the chord cambered over the outboard 55 percent of the span. The semispan wings had 50deg 38ft sweepback of their quarter-chord lines, aspect ratio of 2.98, taper ratio of 0.45, and modified NACA 64A-series airfoil sections tapered in thickness ratio. Lift, drag, pitching moment, and root-bending moment were obtained for these configurations. The results indicated that, for the wing-alone configuration, use of the partial-span leading-edge camber provided an increase in maximum lift-drag ratios up to a Mach number of 0.95, after which no gain was realized. For the wing-fuselage combination, the partial-span leading-edge camber appeared to cause no gain in maximum lift-drag ratio throughout the test range of Mach numbers. The lift-curve slopes of the partial-span leading-edge camber configurations indicated no significant change over the basic configurations in the subsonic range but resulted in slight reductions at the higher Mach numbers. No significantly large changes in pitching-moment-curve slopes or lateral center of additional loading were indicated because of the modification.

Description: Tests in the Ames 40- by 80-foot wind tunnel of the static longitudinal characteristics of the Republic RF-84F were made to determine both the origin and a suitable remedy for a pitch up tendency of the airplane encountered at moderate lift coefficients. The results indicated that the pitch-up at moderate lift coefficients was caused by an abrupt change in downwash at the tail which in turn was traceable presumably to flow conditions associated with the inlet-to-wing leading-edge discontinuity.. Attempts to eliminate this pitch-up characteristic with various fairings and stall-control devices. were not wholly successful. The investigation revealed, however, that significant gains in the performance of the airplane could be achieved in the upper lift range.. Three different configurations consisting of a partial-span modified leading edge combined with one or with two-fenees or a leading-edge extension each delayed the onset of separation to higher lift coefficients and provided large improvements in the stability of the airplane in the upper lift range.

Description: An investigation at a Mach number of 1.62 was made in the Langley 9-inch supersonic tunnel of a series of missile configurations having tandem lifting surfaces of low aspect ratio and of newly equal span. Some of the variables investigated were interdigitation angle, wing and tail plan form, and longitudinal location of wing with respect to tail. All configurations were tested through an angle-of-attack range from -5 deg to 15 deg at roll angles of 0 deg and 45 deg. Lift, drag, and pitching moment data are presented, together with center-of-pressure locations and tail-lift efficiency factors.

Description: An approximate method of calculating the deformations of wings of uniform thickness having swept, M or W, Delta, and swept-tip plan forms is presented. The method employs an adjustment to the elementary beam theory to account for the effect of the triangular root portion of a swept wing on the deformation of the outboard section of the wing. To demonstrate the general applicability of the method, the modified elementary theory is applied to the more complex M or W, Delta, and swept-tip plan forms as well as to swept plan forms. For the purpose of calculating angles of attack, it is shown that the unmodified elementary beam theory applied to that part of the wing outboard of the root triangle produces satisfactory results. However, for calculating deflections it is necessary to include the effects of the root-triangle deformation.

Description: The method for predicting wing- tail interference whereby the trailing vortex system behind lifting wings is replaced by fully rolled-up vortices has been applied to the calculation of tail efficiency parameters, lift characteristics, and center -of-pressure locations for a series of generalized missile configurations. The calculations have been carried out with assumed and experimental vortex locations, and comparisons made with experimental data. The measured spanwise locations of the vortices for the inline case were found to be in good agreement with the asymptotic values computed from the center of gravity of the vorticity using the method of Lagerstrom and Graham. For the interdigitated configurations the measured spanwise locations were in only fair agreement with the asymptotic locations computed for the inline case. The vertical displacement of the vortices with angle of attack for both inline and interdigitated configurations was small. The method utilizing the rolled -up vortex concept was shown to give good results in the prediction of tail efficiency variations with angle of attack for inline configurations. Not as good correlation with experiment was shown for the interdigitated configurations. Complete configuration lift -curve slopes and center -of-pressure locations, obtained using t ail efficiency calculations together with the characteristics of the components obtained from available theoretical methods, showed excellent correlation with experimental results.

Description: A flight investigation has been made to determine the longitudinal stability and control characteristics of a 60 0 delta-wing-canard missile configuration with an exposed wing-canard area ratio of 16:1. The results presented include the longitudinal stability derivatives, control effectiveness, and drag characteristics for a Mach number range of 0.75 to 1.80 and are compared with the results of a similar configuration having larger 6ontrols. Stability characteristics are also presented from the flights of an interdigitated canard configuration at a Mach number of 2.08 and a wing-body configuration at Mach numbers of 1.25 to 1.45. The stability derivatives varied gradually with Mach number with the exception of the damping-in-pitch derivative. Aerodynamic damping in pitch decreased to a minimum at a Mach number of 1.0 3, then increased to a peak value at a Mach number of 1.26 followed by a gradual decrease at higher Mach numbers. The aerodynamic-center location of the in-line canard configuration shifted rearward 13 percent of the mean aerodynamic chord at transonic speeds. The pitching-moment curve slope was 25 percent greater for the model having no canards than for the in-line configuration. No large effects of interdigitation were noted in the stability derivatives. Pitching effectiveness of the in-line configuration was maintained throughout the Mach number range. A comparison of the stability and control characteristics of two canard configurations having different area controls showed that decreasing the control area 44 percent decreased the pitching effectiveness proportionally, shifted the aerodynamic-center location rearward 9 to 14 percent of the mean aerodynamic chord, and reduced the total hinge moments required for 10 trimmed flight about 50 percent at transonic speeds.

Description: The results of free-flight drag tests of 40-millimeter shells conducted by the National Advisory Committee for Aeronautics for the Ballistic Research Laboratories, Ordnance Department, U. S. Army, are presented. A drag reduction at supersonic speeds of approximately 20 percent of the projectile's drag was obtained by combustion in the wake of the projectile in flight.

Description: Models of the Hermes A-3B missile were tested in the Ames supersonic free-flight wind tunnel to determine the static-longitudinal-stability characteristics at a Mach number of 5.0 and a Reynolds number based on body length of 10 million. The results indicated that the model center of pressure was 45.3 percent of the body length aft of the nose and the lift-curve slope based on body frontal area was 0.064 per degree. Estimates indicated that the effect on these characteristics of aeroelastic twisting of the model fins was small but important if a precise location of center of pressure is required. A comparison of the test results with predictions based on available theory showed that the theory was useful only for rough estimates, The drag coefficient at zero lift, based on body frontal area, was found to be 0.155.

Description: The aerodynamic characteristics in pitch of an F-94C airplane, with the primary attention given to its drag characteristics, have been evaluated at low speed in the Ames 40- by 80-foot wind tunnel. The increments of drag due to various surface irregularities, ports, and component parts of the production airplane were determined. Wing-wake surveys were taken to determine the section drag coefficients at midsemispan for the smooth and the production wing. Base-pressure and internal drags of the air-induction system were measured at low inlet-velocity ratios. The characteristics of the airplane in the landing configuration are also included.

Description: The performance of a 16-stage axial-flow compressor, in which two modifications of unloaded inlet stages were combined with loaded exit stages, has been determined. In the first modification the exit stages were loaded by decreasing the twelfth through fifteenth stage stator angles 3 deg. as compared with the blade angles in the original compressor, and the inlet stages were unloaded by increasing the blade angles the following amounts: guide vanes and first-stage stator, 6 deg; second- and third-stage stators, 4 deg.; and fourth-stage stators, 3 deg. The over-all performance of this configuration was compared with that of the compressor with the original blade angles. The peak efficiency was increased at all speeds below design and the weight flow was higher at speeds below 80 percent of design, the same at 80 percent of design, and lower at speeds abovce 80 percent of design. The maximum reduction in weight flow occurred at design speed. The surge limit line was higher at speeds between 75 and 90 percent of design when presented on a pressure ratio against weight flow basis. The second configuration was the same as the first with the exception that the second-, third-, and fourth-stage stator blade angles were the same as in the compressor with the original blade angles. A comparison of the performance of this configuration with that of the compressor with the original blade angles showed the same general trends of changes in performance as the first configuration. Comparisons were made of compressor configurations to show the effects upon the performance of decreased loading in the inlet stages. Below 75 percent of design speed, decreased loading results in increased weight flow and peak efficiency; above 80 percent of design speed, decreased loading in the inlet stages results in decreased weight flow and small changes in peak efficiencies. Between 75 and 90 percent of design the changes in surge weight flow and pressure ratio were such that the surge limit line was raised with decreased loading in the inlet stages when presented as pressure ratio against weight flow.

Description: An investigation of the aerodynamic characteristics of an 0.025-scale model of the MX-1712 configuration has been conducted in the Langley 4- by 4-foot supersonic pressure tunnel. The tests were performed at Mach numbers of 1.41 and 2.01 at a Reynolds number of approximately 2.6 x 10(exp 6) based on the wing mean aerodynamic chord The MX-1712 is a proposed swept-wing, jet-powered supersonic bomber aircraft. The wing is of aspect ratio 3.5, taper ratio 0.2, and thickness ratio 5.5 percent (streamwise) and has 47deg sweep of the quarter-chord line. The longitudinal and lateral force characteristics of the model and various combinations of its components, including several nacelle installations, were investigated. The effects of a modified wing, two horizontal tail positions, and a shortened fuselage were also studied. The results obtained from these investigations are presented in this report. The aerodynamic investigation of this model disclosed no unusual stability characteristics or Mach number effects. The choice of nacelle installations appears to be a major decision, one greatly affecting the performance of the airplane, At M = 1.41 and C(sub L) = 0.1, the buried nacelles increased the drag of the basic model by 9 percent, while the best pod nacelles increased the drag of the basic model by 27 percent.

Description: The hypersonic similarity law as derived by Tsien has been investigated by comparing the pressure distributions along bodies of revolution at zero angle of attack. In making these comparisons, particular attention was given to determining the limits of Mach number and fineness ratio for which the similarity law applies. For the purpose of this investigation, pressure distributions determined by the method of characteristics for ogive cylinders for values of Mach numbers and fineness ratios varying from 1.5 to 12 were compared. Pressures on various cones and on cone cylinders were also compared in this study. The pressure distributions presented demonstrate that the hypersonic similarity law is applicable over a wider range of values of Mach numbers and fineness ratios than might be expected from the assumptions made in the derivation. This is significant since within the range of applicability of the law a single pressure distribution exists for all similarly shaped bodies for which the ratio of free-stream Mach number to fineness ratio is constant. Charts are presented for rapid determination of pressure distributions over ogive cylinders for any combination of Mach number and fineness ratio within defined limits.

Description: No abstract available

Description: A flight test was made a t high subsonic, transonic, and supersonic speeds and at high Reynolds numbers to determine the zero-lift drag of a 1/14-scale model of the Northrop MX-775B pilotless aircraft with small small body. The triangular wing of the model had 67.5 deg leading-edge sweep and 15 deg. trailing-edge sweep, The wing airfoil sections were modified NACA 0004 sections. The drag coefficient based on total wing area was 0.0107 at Mach number 1.60. At transonic speeds the maximum drag coefficient was 0.0125. The force-break Mach number was 0,98.

Description: Force tests on a proposed body shape of the Hermes A-2 missile with and without longitudinal spoilers were made at Mach number 4.04. Values of normal force coefficient, pitching-moment coefficient, and center-of-pressure position were obtained.

Description: An investigation of the spin and recovery characteristics of a 1/24-scale model of the Grumman AF-2S, -2W airplane was conducted in the Langley 20-foot free-spinning tunnel. The effects of controls on the erect and inverted spin and recovery characteristics for a range of possible loadings of the.airplane were determined. The effect of a revised-tail installation (small dual fins added to the stabilizer of the original tail and the vertical-tail height of the original tail increased) and the effect of various ventral-fin and antispin-fillet installations were determined. The investigation also included spin-recovery parachute tests.

Description: An investigation has been made in the Langley 9- by 12-inch super-sonic blowdown tunnel at Mach numbers of 1.62 and 1.96 of a partial-span body with one tail surface, designed for use on the Hughes Falcon (MX-904) missile. The present paper extends the work reported in NACA-RM-SL50E10. Force and moment data including elevator hinge moment were obtained for the conditions of the tail in the presence of a small segment of the fore-shortened body, in the presence of a semi-span body and attached to a semi-span body, and for the condition of the foreshortened semi-span body alone.

Description: An investigation has been conducted in the Langley 20-foot free-spinning tunnel on a 1/30 - scale model of the Grumman XFlOF-1 airplane to determine its spin and recovery characteristics. The investigation included erect and inverted spins for both the straight-wing and swept-wing configurations. Tests to determine the optimum size spin-recovery parachutes and the rudder forces required for recovery were also made. The results indicated that in the straight-wing configuration, satisfactory recoveries of the airplane will be obtained from erect and inverted spins by rudder reversal alone. In the swept-wing configuration recoveries will be unsatisfactory from erect spins. Unsweeping the wings during the spin and reversal of the rudder, however, will lead to eventual recovery. The test results also indicated that, if existing small ailerons are made deflectable through large angles, satisfactory recoveries will be obtained from erect spins in the swept-wing configuration by simultaneous movement of the rudder to against the spin and movement of the ailerons to with the spin. Normal-size ailerons deflected through a normal range would also be effective. Satisfactory recoveries by rudder reversal will be obtained from inverted spins in the swept-wing configuration. In the straight-wing configuration a 14.2-foot tail parachute or a 5.0-foot wing-tip parachute opened on the outer wing tip will effect satisfactory recovery of the airplane by parachute action alone; a 30.0-foot tail parachute or a 10.0-foot wing-tip parachute will be required for the swept-wing configuration. The forces required to fully reverse the rudder should be within the capabilities of the pilot.

Description: Dynamic--response measurements for various conditions of displacement and rate signal input, sensitivity setting, and simulated hinge moment were made of the three control-surface servo systems of an NAES-equipped remote-controlled airplane while on the ground. The basic components of the servo systems are those of the General Electric Company type G-1 autopilot using electrical signal. sources, solenoid-operated valves, and hydraulic pistons. The test procedures and difficulties are discussed, Both frequency and transient-response data, are presented and comparisons are made. The constants describing the servo system, the undamped natural frequency, and the damping ratio, are determined by several methods. The response of the system with the addition of airframe rate signal is calculated. The transfer function of the elevator surface, linkage, and cable system is obtained. The agreement between various methods of measurement and calculation is considered very good. The data are complete enough and in such form that they may be used directly with the frequency-response data of an airplane to predict the stability of the autopilot-airplane combination.

Description: The behavior of the Westinghouse electronic power regulator operating on a J34-WE-32 turbojet engine was investigated in the NACA Lewis altitude wind tunnel at the request of the Bureau of Aeronautics, Department of the Navy. The object of the program was to determine the, steady-state stability and transient characteristics of the engine under control at various altitudes and ram pressure ratios, without afterburning. Recordings of the response of the following parameters to step changes in power lever position throughout the available operating range of the engine were obtained; ram pressure ratio, compressor-discharge pressure, exhaust-nozzle area, engine speed, turbine-outlet temperature, fuel-valve position, jet thrust, air flow, turbine-discharge pressure, fuel flow, throttle position, and boost-pump pressure. Representative preliminary data showing the actual time response of these variables are presented. These data are presented in the form of reproductions of oscillographic traces.

Description: A rocket-propelled model of the Mx-656 configuration has been flown through the Mach number range from 0.65 to 1.25. An analysis of the response of the model to rapid deflections of the horizontal tail gave information on the lift, drag, longitudinal stability and control, and longitudinal-trim change. The lift-coefficient range covered by the test was from -0.2 to 0,3 throughout most of the Mach number range, The model was statically and dynamically stable throughout the lift-coefficient and Mach number range of the test. At subsonic speeds the aerodynamic center moved f o m r d with increasing lift coefficient. The most forward position of the aerodynamic center was about 12,5 percent of the mean aerodynamic chord at a small positive lift coefficient and at a Mach number of about 0.84. A t supersonic speeds the aerodynamic center was well aft, varying from 33 to 39 percent of the mean aerodynamic chord at Mach numbers of 1.0 and 1.25, respectively. Transonic-trim change, as measured by the change in trim lift coefficient with Mach number at a constant t a i l setting, was of small magnitude (about 0.1 lift coefficient for zero tail setting). The zero-lift/drag coefficient increased about 0.042 in the region between a Mach number of 0.9 and 1.1

Description: After conclusion of the spin investigation of the model Me 210 with elongated fuselage and central vertical tail surfaces (model condition III; reference 3), tests were performed on the same model with a vee tail (model condition IV). Here the entire tail surfaces consist of only one surface with pronounced dihedral. Since the blanketing of the vertical tail surfaces by the horizontal tail surfaces, which may occur in case of standard tail surfaces, does not occur here, one could expect for this type of tail surface favorable spin characteristics, particularly with respect to rudder effectiveness for spin recovery. However, the test results did not confirm these expectations. The steady spin was shown to be very irregular; regarding rudder effectiveness the vee tail surfaces proved to be inferior even to standard tail surfaces, thus they represent the most unfavorable of the four fuselage and tail-surface combinations investigated so far.