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  • Polymer and Materials Science  (443)
  • Aerodynamics  (21)
  • AERODYNAMICS  (7)
  • 42.75
  • 1950-1954  (471)
  • 1953  (471)
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  • 1950-1954  (471)
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  • 1
    Publication Date: 2019-05-29
    Description: Conference on aerodynamics of high speed aircraft
    Keywords: AERODYNAMICS
    Type: NASA-TM-X-57121
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  • 2
    Publication Date: 2019-05-23
    Description: Drag measurements at low lift of four-nacelle aircraft configuration with longitudinal distribution of cross-sectional area conducive to low transonic drag rise
    Keywords: AERODYNAMICS
    Type: NACA-RM-L53E29
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  • 3
    Publication Date: 2019-06-28
    Description: Experiments have been made at Stanford University to determine the performance characteristics of plane-wall, two-dimensional diffusers which were so proportioned as to insure reasonable approximation of two-dimensional flow. All of the diffusers had identical entrance cross sections and discharged directly into a large plenum chamber; the test program included wide variations of divergence angle and length. During all tests a dynamic pressure of 60 pounds per square foOt was maintained at the diffuser entrance and the boundary layer there was thin and fully turbulent. The most interesting flow characteristics observed were the occasional appearance of steady, unseparated, asymmetric flow - which was correlated with the boundary-layer coalescence - and the rapid deterioration of flow steadiness - which occurred as soon as the divergence angle for maximum static pressure recovery was exceeded. Pressure efficiency was found to be controlled almost exclusively by divergence angle, whereas static pressure recovery was markedly influenced by area ratio (or length) as well as divergence angle. Volumetric efficiency. diminished as area ratio increased, and at a greater rate with small lengths than with large ones. Large values of the static-pressure-recovery coefficient were attained only with long diffusers of large area ratio; under these conditions pressure efficiency was high and. volumetric efficiency low. Auxiliary tests with asymmetric diffusers demonstrated that longitudinal pressure gradient, rather than wall divergence angle, controlled flow separation. Others showed that the addition of even a short exit duct of uniform section augmented pressure recovery. Finally, it was found that the installation of a thin, central, longitudinal partition suppressed flow separation in short diffusers and thereby improved pressure recovery
    Keywords: Aerodynamics
    Type: NACA-TN-2888
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  • 4
    Publication Date: 2019-06-28
    Description: A method is presented for the estimation of the subsonic-flight-speed characteristics of sharp-lip inlets applicable to supersonic aircraft. The analysis, based on a simple momentum balance consideration, permits the computation of inlet pressure recovery - mass-flow relations and additive-drag coefficients for forward velocities from zero to the speed of sound. The penalties for operation of a sharp-lip inlet at velocity ratios other than 1.0 may be severe; at lower velocity ratios an additive drag is incurred that is not cancelled by lip suction, while at higher velocity ratios, unavoidable losses in inlet total pressure will result. In particular, at the take-off condition, the total pressure and the mass flow for a choked inlet are only 79 percent of the values ideally attainable with a rounded lip. Experimental data obtained at zero speed with a sharp-lip supersonic inlet model were in substantial agreement with the theoretical results.
    Keywords: Aerodynamics
    Type: NACA-TN-3004
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  • 5
    Publication Date: 2019-06-28
    Description: Wake development behind circular cylinders at Reynolds numbers from 40 to 10,000 was investigated in a low-speed wind tunnel. Standard hotwire techniques were used to study the velocity fluctuations. The Reynolds number range of periodic vortex shedding is divided into two distinct subranges. At R = 40 to 150, called the stable range, regular vortex streets are formed and no turbulent motion is developed. The range R = 150 to 300 is a transition range to a regime called the irregular range, in which turbulent velocity fluctuations accompany the periodic formation of vortices. The turbulence is initiated by laminar-turbulent transition in the free layers which spring from the separation points on the cylinder. This transition first occurs in the range R = 150 to 300. Spectrum and statistical measurements were made to study the velocity fluctuations. In the stable range the vortices decay by viscous diffusion. In the irregular range the diffusion is turbulent and the wake becomes fully turbulent in 40 to 50 diameters downstream. It was found that in the stable range the vortex street has a periodic spanwise structure. The dependence of shedding frequency on velocity was successfully used to measure flow velocity. Measurements in the wake of a ring showed that an annular vortex street is developed.
    Keywords: Aerodynamics
    Type: NACA-TN-2913
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  • 6
    Publication Date: 2019-06-28
    Keywords: AERODYNAMICS
    Type: NACA-RM-A53G08
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  • 7
    Publication Date: 2019-06-28
    Description: Calculations have been made for the icing limit of a diamond airfoil at zero angle of attack in terms of the stream Mach number, stream temperature, and pressure altitude. The icing limit is defined as a wetted-surface temperature of 320 F and is related to the stream conditions by the method of Hardy. The results show that the point most likely to ice on the airfoil lies immediately behind the shoulder and is subject to possible icing at Mach numbers as high as 1.4.
    Keywords: AERODYNAMICS
    Type: NACA-TN-2861
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  • 8
    Publication Date: 2019-06-28
    Keywords: AERODYNAMICS
    Type: NACA-RM-E53C26
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  • 9
    Publication Date: 2019-06-28
    Description: The effects of primary and. runback icing and frost formations on the drag of an 8-foot-chord NACA 651-212 airfoil section were investigated over a range of angles of attack from 20 to 80 and airspeeds up to 260 miles per hour for icing conditions with liquid-water contents ranging from 0.25 to 1.4 grams per cubic meter and datum air temperatures of -30 to 30 F. The results showed that glaze-ice formations, either primary or runback, on the upper surface near the leading edge of the airfoil caused large and rapid increases in drag, especially at datum air temperatures approaching 32 F and in the presence of high rates of water catch. Ice formations at lower temperatures (rime ice) did not appreciably increase the drag coefficient over the initial (standard roughness) drag coefficient. Cyclic de-icing of the primary Ice formations on the airfoil leading-edge section permitted the drag coefficient to return almost to the bare airfoil drag value. Runback icing on the lower surface did not present a serious drag problem except when heavy spanwise ridges of runback ice occurred aft of the heatable area. Frost formations caused rapid and large increases in drag with incipient stalling of the airfoil.
    Keywords: AERODYNAMICS
    Type: NACA-TN-2962
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  • 10
    Publication Date: 2019-06-28
    Description: An investigation has been made in the NACA Lewis icing research tunnel to determine the aerodynamic and icing characteristics of a full-scale induction-system air-scoop assembly incorporating a flush alternate inlet. The flush inlet was located immediately downstream of the offset ram inlet and included a 180 deg reversal and a 90 deg elbow in the ducting between inlet and carburetor top deck. The model also had a preheat-air inlet. The investigation was made over a range of mass-air- flow ratios of 0 to 0.8, angles of attack of 0 and 4 deg airspeeds of 150 to 270 miles per hour, air temperatures of 0 and 25 F various liquid-water contents, and droplet sizes. The ram inlet gave good pressure recovery in both clear air and icing but rapid blockage of the top-deck screen occurred during icing. The flush alternate inlet had poor pressure recovery in both clear air and icing. The greatest decreases in the alternate-inlet pressure recovery were obtained at icing conditions of low air temperature and high liquid-water content. No serious screen icing was observed with the alternate inlet. Pressure and temperature distributions on the carburetor top deck were determined using the preheat-air supply with the preheat- and alternate-inlet doors in various positions. No screen icing occurred when the preheat-air system was operated in combination with alternate-inlet air flow.
    Keywords: AERODYNAMICS
    Type: NACA-RM-E53E07
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  • 11
    Publication Date: 2019-08-17
    Description: An analysis has been made of available experimental data to show the effects of most variables that are predominant in determining base pressure at supersonic speeds. Two dimensional bases and bases of bodies of revolution, restricted to turbulent boundary layers, are covered.
    Keywords: Aerodynamics
    Type: NACA-RM-L53C02
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  • 12
    Publication Date: 2019-07-11
    Description: Theory and experiment were compared and found in good agreement for the elastic Buckling under combined stresses of long flat plates with integral waffle-like stiffening in a variety of configurations. For such flat plates, 45deg waffle stiffening was found to be the most effective of the configurations for the proportions considered over the widest range of combinations of compression and shear.
    Keywords: Aerodynamics
    Type: NACA-RM-L53J27
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  • 13
    Publication Date: 2019-07-11
    Description: The zero-lift damping in roll of the Bell MX-776 missile has been measured by a sting-mounted rocket-model technique at Mach numbers from 0.6 to 1.56. The damping-in-roll data, in general, show no unusual variation with Mach number. Aileron rolling-moment effectiveness derived from these data and previously obtained rolling-effectiveness data appear reasonable,
    Keywords: Aerodynamics
    Type: NACA-RM-SL54A13
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  • 14
    Publication Date: 2019-07-11
    Description: The present investigation was conducted to determine, from low-speed tests in the Langley stability tunnel, the static and rotary derivatives of a 1/9-scale model of the Republic F-91 airplane and various of its components (including the effects of wing incidence) and to determine the accuracy with which the period and damping of the lateral oscillation of the airplane could be calculated by using these experimentally between flight and calculated period and damping of the lateral oscillation were made for Mach numbers from 0.4 to 0.9 at an altitude of 20,OOO feet for 0deg wing incidence and several other wing incidences. Some comparisons were made of the static and rotary derivatives of the model and derivatives estimated by available procedures. determined derivatives (corrected for Mach number effects). Comparisons The results of the investigation have indicated that the model did not have unusual aerodynamic characteristics except for a large (about -0.125) increment in the damping in yaw contributed by the fuselage. Changes in wing incidence, in general, had little effect on the static and rotary derivatives of the model. The static and rotary derivatives of the model could be estimated with good accuracy only in the low angle-of-attack range by using available procedures.
    Keywords: Aerodynamics
    Type: NACA-RM-L53G01
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  • 15
    Publication Date: 2019-07-12
    Description: Aeroelastic instability phenomena of isolated open and closed rigid bodies of revolution free to move under elastic restraint have been investigated experimentally at low speeds by means of models suspended at zero angles of attack and yaw on slender flexible struts from a wind tunnel ceiling. Three types of instability were observed - flutter similar to classical bending-torsion flutter, divergence, and an uncoupled oscillatory instability which consists in nonviolent continuous or intermittent small-amplitude oscillations involving only angular deformations. The speeds at which this oscillatory instability starts were found to be as low as about one-third of the speed at flutter or divergence and to depend on the shape of the body, particularly that of the afterbody, and on the relative location of the elastic axis. An attempt has been made to calculate the airspeeds and, in the case of the oscillatory phenomena, the frequencies at which these instabilities occur by using slender-body theory for the aerodynamic forces on the bodies and neglecting the aerodynamic forces on the struts. However, the agreement between the speeds and frequencies calculated in this manner and those actually observed has been found to be generally unsatisfactory; with the exception of the frequencies of the uncoupled oscillations which could be predicted with fair accuracy. The nature of the observed phenomena and of the forces on bodies of revolution suggests that a significant improvement in the accuracy of analytical predictions of these aeroelastic instabilities can be had only by taking into account the effects of boundary-layer separation on the aerodynamic forces.
    Keywords: Aerodynamics
    Type: NACA-RM-L53E07
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  • 16
    Publication Date: 2019-07-11
    Description: Three rocket-propelled buffet-research models have been flight tested to determine the buffeting characteristics of a swept-wing- airplane configuration with the horizontal tail operating near the wing wake. The models consisted of parabolic bodies having 45deg sweptback wings of aspect ratio 3.56, at aspect ratio of 0.3, NACA 64A007 airfoil sections, and tail surfaces of geometry and section identical to the wings. Two tests were conducted with the horizontal tail located in the wing chord plane with fixed incidence angles of -1.5deg on one model and 0deg on the other model. The third test was conducted with no horizontal tail. Results of these tests are presented as incremental accelerations in the body due to buffeting, trim angles of attack, trim normal- and side-force coefficients, wing-tip helix angles, static-directional-stability derivatives , and drag coefficients plotted against Mach number. These data indicate that mild low-lift buffeting was experienced by all models over a range of Mach number from approximately 0.7 to 1.4. It is further indicated that this buffeting was probably induced by wing-body interference and was amplified at transonic speeds by the horizontal tail operating in the wing wake. A longitudinal trim change was encountered by the tail-on models at transonic speeds, but no large changes in side force and no wing dropping were indicated.
    Keywords: Aerodynamics
    Type: NACA-RM-L53I10
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  • 17
    Publication Date: 2019-07-11
    Description: Experimental measurements of the attenuation of plane shock waves moving over rough walls have been made in a shock tube. Measurements of the boundary-layer characteristics, including thickness and velocity distribution behind the shock, have also been made with the aid of new cal techniques which provide direct information on the local boundary-layer conditions at the rough walls. Measurements of shock speed and shock pressure ratio are presented for both smooth-wall and rough-wall flow over lengths of machined-smooth and rough strips which lined all four walls of the shock tube. A simplified theory based on Von Karman's expression for skin-friction coefficient for flow over rough walls, along with a wave-model concept and extensions to include time effects, is presented. In this theory, the shock-tube flow is assumed to be one-dimensional at all times and the wave-model concept is used to relate the local layer growth to decreases in shock strength. This concept assumes that local boundary-layer growths act as local mass-flow sinks, which give rise to expansion waves which, in turn, overtake the shock and lower its mass flow accordingly.
    Keywords: Aerodynamics
    Type: NACA-RM-SL53D13A
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  • 18
    Publication Date: 2019-08-13
    Description: The observed discrepancy at supersonic speeds between theoretical and apparent experimental average flat plate friction-drag coefficients calculated from boundary layer total-pressure surveys was investigated. Effects of the total-pressure probe, heat transfer through the leading edge region, change in leading-edge radius and strength of the leading-edge wave, possible early transition to turbulent flow or bursts of turbulence, and the slight stream-wise pressure gradient inherent in flat plate flow were investigated for plates with very sharp leading edges. Only one of these factors, the effect of the total-pressure probe, was found to be significant. Total-pressure probes of different tip heights, when placed in laminar boundary layers developing under identical conditions, were found to yield different values of friction drag coefficient. Extrapolation of these measurements indicates that a probe of vanishing size would yield the theoretical predicted values of average flat plate friction-drag coefficients. A correlation describing the relation between the friction-drag discrepancy and the probe tip height is presented.
    Keywords: Aerodynamics
    Type: NACA-TN-2891
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  • 19
    Publication Date: 2019-07-11
    Description: An investigation was made of the trim and dynamic response characteristics of the free-floating horizontal tail of a 1/7-scale model of the complete tail of the Grumman XF10F-1 airplane in the Langley 8-foot transonic tunnel at Mach numbers up to 1.13. The complete tail was mounted in the tunnel on a 3deg conical support body. Various configurations were investigated. A loss in damping of the horizontal tail at transonic speeds was shown by both tunnel and flight tests. The loss in damping extended over a greater Mach number range and the maximum loss occurred at a higher Mach number in the tunnel tests. Large-amplitude oscillations of the horizontal tail of the basic configuration which occurred at low supersonic Mach numbers appeared to be primarily due to the vertical tail of the basic configuration and the interference effects associated with this tail. Secondary factors contributing to the development of the large-amplitude oscillations of the horizontal tail of the basic configuration were probably the loss in damping of the horizontal tail at transonic speeds and the turbulence of the airstream itself.
    Keywords: Aerodynamics
    Type: NACA-RM-SL53D28
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  • 20
    facet.materialart.
    Unknown
    In:  CASI
    Publication Date: 2019-07-11
    Description: At subsonic speeds the pressure drag arising from the thickness of the body or wings is negligible so long as the shapes are sufficiently well streamlined to avoid flow separation. In that range there exists no possibility of either favorable or adverse interference on the pressure distributions themselves. If one body is so placed as to receive a drag from the pressure field of another then the second body is sure to receive a corresponding increment of thrust from the first. At supersonic speeds this tolerance, which was permitted the designer, disappears and the drag becomes sensitive to the shape and arrangement of the bodies.To be sure, the primary factor here is the thickness ratio, but nevertheless there exist arrangements in which a large cancellation of drag occurs.
    Keywords: Aerodynamics
    Type: NACA-RM-A53H18a
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  • 21
    Publication Date: 2019-07-11
    Description: Calibrations of the Friez Aerovane, Wind Measuring Set AN/GMQ-11, manufactured by the Friez Instrument Division of the Bendix Aviation Corporation, were made in the Langley 300 MPH 7- by 10-foot tunnel at the request of the Signal Corps, U, S. Army. Two propellers snd two generators were tested through a speed range of 15 to 190 knots, The results indicated that at airspeeds greater than 80 knots the instrument indicated airspeeds higher than the tunnel airspeed..
    Keywords: Aerodynamics
    Type: NACA-RM-SL53L23B
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  • 22
    Publication Date: 2019-07-11
    Description: This paper is concerned primarily with the application of the "area rule" to the interpretation and improvement of the drag-rise characteristics of wing-body combinations at transonic and moderate supersonic speeds. Consideration of the general physical nature of the flow at transonic speeds, together with comparisons of the flow fields and drag-rise characteristics for wing-body combinations and bodies of revolution has led to the conclusion that near the speed of sound the drag rise for a thin low-aspect-ratio wing-body combination is primarily dependent on the axial distribution of cross-sectional area normal to the airstream (ref. 1). (The drag rise, sometimes referred to as pressure drag, is the difference between the drag level near the speed of sound and the drag level at subsonic speeds where the drag is due primarily to skin friction.) In order to illustrate the concept, figure 1 shows a wing-body combination and a body of revolution. A typical cross section normal to the airstream for the wing-body combination is shown at AA. The cross-sectional area of the wing is wrapped around the body of revolution so that the body has the same cross-sectional area at BB. All the other cross-sectional areas of the body of revolution are the same as those for the wing-body combination at the same axial stations. On the basis of the conclusion just stated, the drag rise for this body of revolution should be similar to that for the wing-body combination.
    Keywords: Aerodynamics
    Type: NACA-RM-L53I15a
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  • 23
    Publication Date: 2019-07-11
    Description: The effects of inlet circumferential position around the fuselage on the characteristics of a half-conical scoop inlet having a 24.6deg half-angle cone have been investigated in the langley 4- by 4-foot supersonic pressure tunnel. Pressure-recovery results have been obtained at a Mach number of 2.01 for a fixed boundary-layer-bleed height which was 60 percent of the boundary-layer thickness at an angle of attack of 0deg, and for cowling position parameters of 42.4deg and 38.0deg. inlet had a capture area equal to 24.9 percent of the basic-fuselage frontal area. The angle of attack was varied from 0deg to 12deg. The most favorable pressure-recovery characteristics at angles of attack were obtained with the Inlet located on the bottom of the fuselage where the maximum recovery increased from a value of 81 percent at an angle of attack of 0deg to 87 percent at 12deg. In general, the pressure recovery decreased with increasing angle of attack for all other inlet locations. At a given angle of attack the pressure recovery decreased as the inlet location was progressively moved from the bottom to the top of the fuselage. Stable subcritical operation of the inlet with nearly constant pressure recovery was obtained for inlet mass-flow ratios from 1.0 to about 0.76 at an angle of attack of 0deg with the central body in the design position.
    Keywords: Aerodynamics
    Type: NACA-RM-L53D30B
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  • 24
    Publication Date: 2019-07-10
    Description: Tests on equivalent bodies of revolution of six configurations of the Consolidated Vultee Aircraft Corporation proposed supersonic bomber (Convair MX-1964) have indicated that it is possible to reduce the drag of the configuration by designing it to have a favorable area distribution. The method of NACA RM L53I22c to predict the peak pressure drag of a configuration on the basis of its area distribution gave generally good agreement with the subject models.
    Keywords: Aerodynamics
    Type: NACA-RM-SL53K04 , L-82024
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  • 25
    Publication Date: 2019-07-11
    Description: Tests were made in the Langley 8-foot high-speed tunnel to investigate the aerodynamic characteristics of the D-558-1 airplane and various wing and tail configurations on the D-558-1 fuselage. The various wing and tail configurations were tested to determine the aerodynamic effects of aspect ratio and sweep for suitable use on the second phase of the D-558 project (D-558-2). The tests were conducted through a speed range from a Mach number of 0.40 to approximately 0.94.This part of the investigation includes the lift and drag results available for the configurations tested at this rate. The D-558-1 results indicated that the lift force break would occur at a Mach number of 0.85 with some reduction in lift at speeds above this Mach number. Tests indicated that the airplane will have satisfactory lift and drag characteristics up to and including its design Mach number of 0.85. The 35deg sweptback, 35deg swept-forward, and low-aspect-ratio (2.0) wing configurations all showed pronounced improvements in maintaining lift throughout the Mach number range tested and in increasing the critical speeds above the D-558-1 value &itical to critical Mach numbers on the order of 0.9. Insofar as lift and drag characteristics are concerned level flight at speeds approaching the velocity of sound appears practical if swept or low-aspect-ratio configurations similar to those tested are used.
    Keywords: Aerodynamics
    Type: NACA-RM-L6J09
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  • 26
    Publication Date: 2019-07-12
    Description: A low-speed investigation was made of a 1/6-scale model of the Republic XF-84H airplane. The model had a single tractor propeller and a 40deg swept wing of aspect ratio 3.45. This investigation was undertaken to provide information on the effects of propeller operation on longitudinal stability characteristics for the XF -84H airplane and to provide an indication of slipstream effects that might be encountered on similar swept-wing configurations. Effects of propeller operation were generally destabilizing for all conditions investigated; however, the over-all stability characteristics with power on were greatly dependent on the power-off characteristics. With flaps and slats retracted, longitudinal instability was present at moderate angles of attack both with the propeller off and with power on. The longitudinal stability with flaps and slats deflected, which was satisfactory without power, was decreased by propeller operation, but no marked pitch-up tendency was indicated. Significant improvement in the power-on stability with flaps retracted was achieved by use of either a wing fence at 75 percent semispan, a leading-edge chord-extension from 65 to 94 percent semispan, or a raised horizontal tail located 65 percent semispan above the thrust line.
    Keywords: Aerodynamics
    Type: NACA-RM-SL-53F26
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  • 27
    Publication Date: 2019-07-12
    Description: Drag and longitudinal trim at low lift of the North American YF-100A airplane at Mach numbers from 0.76 to 1.77 as determined from the flight test of a 0.11-scale rocket model are presented herein. Also included are some longitudinal stability and some qualitative pitch-damping data. The subsonic external-drag-coefficient level was about 0.012, and the supersonic level was about 0.043. The drag rise occurred at a Mach number of 0.95. The longitudinal trim change at low lift consisted basically of a mild nose-up tendency at a Mach number of 0.90. An indication of wing flutter was present at Mach numbers from 0.95 to 1.11. However, the full-scale airplane wing has approximately twice the scaled first-bending frequency as the model tested and, hence, will probably be free of this type of flutter. The aerodynamic-center location was 71 percent behind the leading edge of the mean aerodynamic chord at a Mach number of 1.03 and 62 percent at a Mach number of 1.74. Qualitative measurement of damping in pitch indicates that at low lift coefficients damping will be low at a Mach number of 1.03.
    Keywords: Aerodynamics
    Type: NACA-RM-SL53E11a
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  • 28
    Publication Date: 2019-07-12
    Description: Flight tests were conducted between Mach numbers of 0.9 and 1.8 over a Reynolds number range of 9(exp 6) to 30(exp 6) to determine the zero-lift drag and some rolling-effectiveness characteristics of the Northrop MX -775B missile with small and large body. The MX-775B is a proposed long range, supersonic, ground-to-ground missile having an arrow wing with 67.5 degree leading-edge sweep, 15 deg trailing-edge sweep, and a modified NACA 0004 airfoil section. The configuration has no horizontal tail but has wing trailing-edge elevons which serve a dual purpose as elevators and ailerons. The ratio of body frontal area to wing plan-form area is 0.0127 for the small-body configuration and 0.0330 for the large-body configuration. Five 1/4-scale models were flown permitting determination of the drag coefficient for the basic small-body configuration, the incremental drag due to the large body, the incremental drag resulting from a blunt wing trailing edge, the wing-plus-interference drag, and some rolling-effectiveness data. Results indicated that the MX-775B has low supersonic zero-lift drag, the maximum zero-lift drag coefficients being respectively 0.0125 and 0.0155 at a Mach number of M = 1803 for the small- and large-body configurations. The effect of a blunt wing trailing edge, obtained by cutting off 10 percent of the wing chord, was to increase the zero-lift drag by 13 to 21 percent. Wing-plus-interference drag accounted for 78 percent of the total drag at M = 0.9 and 70 percent at M = 195 for the small-body configuration. The ailerons produced positive rolling effectiveness for the wing stiffness of the test models and the dynamic pressures of the test.
    Keywords: Aerodynamics
    Type: NACA-RM-SL53J02
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  • 29
    Electronic Resource
    Electronic Resource
    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 2-4 
    ISSN: 0947-5117
    Keywords: Chemistry ; Polymer and Materials Science
    Source: Wiley InterScience Backfile Collection 1832-2000
    Topics: Mechanical Engineering, Materials Science, Production Engineering, Mining and Metallurgy, Traffic Engineering, Precision Mechanics
    Description / Table of Contents: The Prevention of Corrosion by Dehydration of the AtmosphereThe rusting of machine elements and parts and the formation of mildew on walls and ceilings is due to an excess of moisture in the surrounding air. Hence, in locations where, as a results of the process being carried out, large quantities of stream or vapour escape into the air surrounding the equipment, the consequent disadvantages can only be mitigated by the use of a suitably designed air dehydration plant. Enamelling of machinery, ceilings or walls is only a partial solution to the problem. The basic theoretical principles of air dehydration are then discussed, and some practical applications of these principles given. The introduction of warm air and the extraction of moist air are always necessary. The quantities and temperature of the incoming air, as well as the amount of heat required, are regulated by local conditions. Some numerical problems in the calculation of the individual values are solved by the use of an i-x diagram for moist air.
    Notes: Rosten von Maschinenenteilen und Schimmelbildung an Wäden und Decken ist eine Folge zu hoher Luftfeuchtigkeit. Deshalb können dort, wo durch den Arbeitsprozesse größere Dampf-bzw. Schwadenmengen in den Raum gelangen, die Übelstände nur durch eine zweckentsprechende Entnebelungsanlage behoben werden. Lackierungen von Maschinen, Decken oder Wänden bringen nur Teilerfolge. Nachfolgend werden die theoretischen Grundlagen der Entnebelung behandelt und im Anschluß daran an praktischen Beispielen deren zweckmäßige Durchführung. Stets ist die Zuführung von Warmluft und die Abführung von Feuchtluft erforderlich, wobei sich die notwendigen Lufttemperaturen und Mengen sowie die aufzuwendende Wärme nach den betrieblichen Gegebenheiten richten. An Zahlenbeispielen wird unter Benutzung eines i-x-Diagrammes für feuchte Luft die Berechnung der einzelnen Größen gezeigt.
    Additional Material: 2 Ill.
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  • 30
    Electronic Resource
    Electronic Resource
    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 48-48 
    ISSN: 0947-5117
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 1-1 
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 4-14 
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    Description / Table of Contents: The Influence of Impurities on the Resistance to Corrosion of Aluminium and its AlloysIt may be deduced generally from the present experiments that the resistance to corrosion of the metal. The influence of impurities is determined by the type of corrosive medium to which the metal is subjected, and, frequently, the failure of aluminium may be due more often to the influence of operating or other exterior conditions than to impurities in the metal itself.As a result of the examination of the tendencies to corrosion due to the individual impurities and small additions of foreign elements, it has been found that iron and copper exercise a harmful effect, although the effect of the iron can be greatly reduced by the addition of manganese. Silicon in solid solution is absolutely harmless, but when it is eliminated in elementary form, the powers of resistance of aluminium are reduced. Suitable heat treatment enables up to 0,5% Si. to be retained in solid solution. According to the latest investigations, the proportion of Fe. to Si. does not appear to be of particular importance to the resistance of aluminium to corrosion. Magnesium, lead, zinc and titanium in the amounts usually present in aluminum are harmless, but nickel is always injurious. Calcium and sodium, which often appear as impurities in aluminium obtained from certain ores, also influence the resistance to corrosion.The final conclusions obtained from the date on the influence of the addition of small quantities of other elements are, in most cases, not given, as the observations and results have mostly been obtained form single experiments, and, hence, do not offer sufficient material for the formation of conclusions that might be of practical value.
    Notes: Auf Grund der vorliegenden Versuchsergebnisse kann ganz allgemein gefolgert werden, daß der Korrosionswiderstand von Reinaluminium mit steigendem Reinheitsgrad zunimmt. Der Einfluß der Verunreinigungen wird bestimmt von der Art des Korrosionsmediums und oft wird das Versagen von Aluminium mehr auf die Einflüsse der vorliegenden Betriebsbedingungen bzw. seiner Umgebung als auf den der Verunreinigungen selbst zurückzuführen sein.Bei der Betrachtung der einzelnen Verunreinigungen und geringen Zusätze an fremden Elementen hinsichtlich ihrer Korrosionsbeeinflussung ergibt sich, daß Eisen und Kupfer einen schädlichen Einfluß ausüben, wobei jedoch die Wirkung des Eisens durch Zugabe von Mangan stark verringert werden kann. Silizium ist in fester Lösung völlig unschädlich, in elementarer Form ausgeschieden verringert es die Beständigkeit des Aluminium. Durch geeignete Wärmebehandlung gelingt es jedoch, bis zu 0,5% Si in fester Lösung zu halten. Das Verhältnis Fe:Si scheint nach den neueren Auffassungen für das Korrosionsverhalten von Aluminium nicht von besonderer Wichtigkeit zu sein. Magnesium, Zink, Blei und Titan sind in Gehalten, wie sie üblicherweise im Aluminium vorkommen, unschädlich, dagegen ist Nickel in jedem Falle schädlich. Auch Calcium und Natrium, die oftmals in aus bestimmten Erzen hergestelltem Aluminium als Verunreinigungen auftreten, beeinträchtigen dessen Korrosionsbeständigkeit.Bei den Angaben über den Einfluß von geringen Zusätzen weniger üblicher Elemente werden die daraus gezogenen Schlußfolgerungen in den meisten Fällen nicht wiedergeben, da die Beobachtungen überwiegend bei Einzelversuchen gemacht worden sind und demzufolge zu wenig Beweismaterial bieten für endgültige Rückschlüsse, die für die Praxis von Bedeutung sein könnten.
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 33-37 
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 47-47 
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 113-117 
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 48-48 
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 247-248 
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    Description / Table of Contents: The Protective Action of cement against RustOf the various types od cements and concretes to be found on the market, Portland cement mixed with trass, pumice concrete and gypseous slag cement are particularly favourable to the formation of rust. The protective value of these building materials depends more on their pH value than on the thickness of the setting. Concrete for use in steel constructional work must normally contain a minimum of 30 Kgs of cement per cubic metre. The “Provisional” protection of the metal against rust by the application of a thin coating of cement slurry has not always proved successful, particularly in cases where a high degree of exposure was encountered. It would appear that a priming coat of red lead is to be recommended. Experience has proved that a coat of the cheaper variety of red lead known as “V 40” without the application of any additional coats of anti-corrosive paint, will protect the metal for periods of four and a half removed by the use of an autogenous burner.
    Notes: Unter den Handelssorten des Zements und Betons sind mit Traß versetzter Portlandzement, Bimsbeton und Gipsschlackenzement besonders zur chemischen Rostumwandlung befähigt. Der Schutzwert dieser Baustroffe wird mehr von ihrem pH-Wert als von der Dicke der Einbettung beeinflußt. Im Stahlbau verwendeter Beton muß in der Regel mindestens 300kg/m3 Zement enthateln. Der „ vorläufige“ Rostschutz durch Aufbringen dünner Zementschlämme hat sich in Fällen höherer Beanspruchung nicht durchweg bewährt. Es erscheint sodann eine einmalige Grundierung mit Bleimennige empfehlenswert, deren billigere Beisorte “V 40” das Eissen erwiesenermaßen auch ohne schützenden Deckanstrich 4½ Jahre und länger gegen Rostbildung zu schützen vermag. Alte Anstriche werden vor dem Einbetonieren am besten mit autogenen Flammstrahlern entfernt.
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 81-86 
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    Description / Table of Contents: On the “Sweating” of paper and its effect on Iron Goods packed in such PapersWhen paper is stored in the usual storage cellars, it can contain considerable quantities of water (e.g. 10%) this water content can lead to the formation of “sweat” at corresponding temperature changes. This, in turn can lead to iron goods packed in such paper rusting. A series of test investigated the formation of “sweat” under varying conditions. In order to reduce the formation of rust from this cause it is recommended that only paper that has been stored “dry” (i.e. at less than 65% relative humidity ) should be used for packing iron goods.
    Notes: Papier kann bei Lagerung in normalen Lagerkellern erhebliche Mengen lose gebundenen Wassers (Z.b. 10%) enthalten Dieser Wassergehalt kann bei entsprechenden Temperaturschwankungen zur Bildung von Schwitzwasser führen, wodurch die Gefahr der Verrostung verpackter eiserner Gegenstände stark erhöht wird. In einer Reihe von Versuchen wird die Abhängigkeit dieser Schwitzwasserbildung von den einzelnen Umständen näher verfolgt. Zur Herabsetzung der Verrostungsgefahr wird empfohlen für die Verpackung eiserner Gegenstände Papier zu verwenden, dass möglichst trocken (z. B. bei weniger als 65% relativer Luftfeuchtigkeit) gelagert hat.
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    Description / Table of Contents: Heat-resisting Materials and CermetsCommencing with one or two historical facts, the article continues with a brief survey of the methods, such as silifications, are patterned on the Sherardisation process. The special alloys often contain Ni, Cr, Co, Mo and W. The latest materials, the cermets, occupy a place midway between ceramic materials and metals, and combine the advantageous qualities of both groups in such a way that they stil afford protection at temperatures in excess of 1,000°C.
    Notes: Ausgehend von einigen historischen Angaben wird ein Überblick über die Fabrikation hochhitzebeständiger Werkstoffe gegeben. Die einschlägigen Diffusionsmethoden, die Inkromierung und Silicierung knüpfen dabei an das Vorbild des Sherardisierens an. Die Sonderlegierungen enthalten vielfach Ni, Cr, Co, Mo, W usw. Die neuesten Werkstoffe, die Cermets, stehen zwischen den keramischen Massen und Metallen und verknüpfen die vorteilhaften Eigenschaften beider so wirksam, daß sie noch bei ü 1000°C Schutz gewähren.
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 423-424 
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    Keywords: Chemistry ; Polymer and Materials Science
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 334-334 
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953) 
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 442-446 
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    Keywords: Chemistry ; Polymer and Materials Science
    Source: Wiley InterScience Backfile Collection 1832-2000
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    Description / Table of Contents: Artifical Resins and Body TissuesThe article opens with a brief description of the irritational effects (corrosion, electrolysis, etc.), of metals entering and remaining in the human body, either, as a result of surgical treatment or accidently. The cause and effect of the irritation set up by foreign bodies is then discussed.It has been found that, in actual practice, there are artifical resins which have no effect upon human tissue. They must be chemically stable, cause no irritation of a mechanical nature and must have the physical properties of an insulator.When artifical resins are required to function statically in the human body, certain peculiar difficulties arise, which are due to the physical and chemical properties of the resin. These difficulties are described in detail.It is fact that artifical resin manufactures have not yet been able to produce a resin of a “universal” nature, which can be used as a statically functioning substitute for bones and bony structures.At the moment it would appear possible for manufacturers to produces an artifical resin which has no irritational effects and yet has no irritational mechanical strength.
    Notes: Nachdem die Metalle, welche operativ oder aus Zufall in den Körper gelangen und dort verbleiben, in der Möglichkeit ihrer Gewebereizwirkung (Korrosion, Elektrolyse) kurz behandelt wurden, wird auf die Ursache und die Wirkung der Fremdkörperreize eingegangen.Es hat sich in der Praxis bestätigt, daß es Kunstharze gibt, die keine Gewebereize ausüben. Sie müssen physikalisch einen Isolator darstellen, chemisch stabil und mechanisch reizlos sein.Bei der Übernahme statischer Funktionen innerhalb des Körpers treten bei Kunstharzen durch die ihnen eigentümlichen Eigenschaften Schwierigkeiten auf, auf welche näher eingegangen wird.Es zeigt sich, daß die relative junge Kunstharzindustrie noch kein Universalmaterial schaffen konnte, welches in allen Fällen geeignet ist, statisch funktionstüchtig als Knochenersatz verwendet zu werden.Für die Zukunft erscheint es glaubhaft, daß Kunstharze durch die Industrie erstellt werden können, die sowohl reizlos sind, wie auch in ihrer Festigkeit ausreichend sein dürften.
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 458-461 
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    Keywords: Chemistry ; Polymer and Materials Science
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 468-473 
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    Keywords: Chemistry ; Polymer and Materials Science
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 273-280 
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    Keywords: Chemistry ; Polymer and Materials Science
    Source: Wiley InterScience Backfile Collection 1832-2000
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    Description / Table of Contents: The Corrosion Effects of Varying Concentrations of Nitric and Sulphuric Acids upon Welds on Aluminium and its AlloysThe action of sulphuric and nitric acids upon welded joints on aluminium and various aluminium alloys was examined. Low concentrations of sulphuric acid act first of all on the welded seam of all aluminium materials in use in industry. With higher concentrations, the effect is evenly distributed over the whole surface. Welded aluminium was shown to be highly resistant against concentrations of nitric acid varying between 1 and 65%. In the case of welded aluminium aloys, the welded seam was also the first to be acted on by medium concentrations of sulphuric acid. Welded joints made by the autogenous or the metal-arc processes do not show any great variation in their resistance to corrosion. Annealing or hammering the welds, as well as hammering followed by annealing, has, when made under the conditions obtaining during this examination, no effect upon the resistance to corrosion.
    Notes: Es wurde der Angriff von Schwefel und Salpetersäure auf Schweißverbindungen aus Reinaluminium und Aluminium-Legierungen untersucht. Schwefelsäure greift in den unteren Konzentrationsbereichen bei sämtlichen Aluminium-Werkstoffen bevorzugt die Schweißnähte an, während bei den oberen Konzentrationsgraden eine gleichmäßige Oberflächenabtragung auftritt. - Demgegenüber erwies sich geschweißtes Reinaluminium als praktisch beständig gegen 1 bis 65%ige Salpetersäure. Die geschweißten Aluminium-Legierungen erfuhren besonders bei den mittleren Konzentrationsgraden, durch Salpetersäure ebenfalls einen selektiven Angriff der Schweißnähte.-Die nach dem Autogen- bzw. Metalllichtbogen-Verfahren geschweißten Nähte zeigten keine wesentlichen Unterschiede in ihrer Korrosionsbeständigkeit, obwohl in der Angriffsform gewisse Differenzen bestehen. - Ein Nachglühen oder Hämmern der Schweißraupen sowie ein Hämmern mit anschließender Glühung ist bei den vorliegenden Angriffsbedingungen ohne jeden Einfluß auf das Korrosionsverhalten.
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 310-315 
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 321-327 
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 347-347 
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 201-208 
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    Description / Table of Contents: Acid-resistant CementsAfter some introductory remarks of a historical nature, followed by certain basic definitions, the author discuss silicate cements. These latter are made of water-glass and various fillers, wherby a good strength is obtained. The acid-resistant cements, mortars and putties are then discussed. Hoechst acid-resistant mortar, Keralith. Asplit Kera, Keranol, Kerasolith, etc., Haveg, prodorit and other artificial resin and bitumen cements belong to this class, and are described individually by the author. The article concludes with a description nof sundry other acid-resistant building materials which are known in the trade as phenol cements, Sulphur cements, etc. Cement mixtures and asbestos cements as acid-resistant coatings for cement or concrete foundations are discussed as far as required. The greatest attention should be paid to the various methods employed for testing cement, whereby many difficulties can be avoided.
    Notes: Nach einigen geschichtlichen Ausführungen und notwendigen Begriffsbestimmungen werden zunächst die Silikatzemente besprochen, die aus Wasserglas und Füllstoffen aufgebaut werden, wobei recht erhebliche Festigkeiten erreicht werden können. Sie leiten über zu den Säuremörtel Hoechst, Keralith, Asplit, Kera Keranol, Kerasolitih oder dgl., Haveg, Prodorit und andere Kunstharz- bzw. Bitumenzemente sowie Asphaltmassen gehören, die im einzelnen behandelt werden. Den Abschluß für bilden die sonstigen Säurebaustoffe, für die sich die Bezeichnungen Phenolzemente, Schwefelzemente usw. eingeführt haben. Misch- bzw. Asbestzemente und säurefeste Bekleidungen auf Zement- bzw. Betongrundlage werden, soweit notwendig, gewürdigt. Den Prüfmethoden ist stärkste Beachtung zu schenken, um vor Schwierigkeiten geschützt zu sein.
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 122-123 
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    Description / Table of Contents: Bright Pickeling of Steel with “Trinorm”A new bright pickleing agent for iron and steel with the name of “Trinorm” is now available. As opposed to the usual pickleing with Sulphuric, Hydrochloric or Phosphoric acids, pickleing in “Trinorm” does not leave a dull or a grey surface, but gives a bright surface. “Trinorm” pickleing solutions are particularly suited for use with steels having a carbon content of up to about 0.9%. The preparation of the pickle and the preliminary treatment of the articles to be pickled are then described. The action of the pickle is explained in detail and methods of controlling its action in the bath described.
    Notes: Unter dem Namen „Trinorm“ wird ein Blankbeizmittel für Eisen und Stahl genannt, welches im Gegensatz zur Beizung mit Schwefel, Salz oder Phosphosrsäure nicht eine matte oder graue, sondern eine blanke Oberfläche liefert. Trinormbeizen eignen sich besonders zum Blankbeizen von Eisensorten mit einem Kohlenstoffgehalt bis zu etwa 0,9%. In der Folge der Abhandlung wird die Bereitung der Beizlösung und die Vorbereitung der zum Beizen bestimmten Eisenteile beschrieben. Der Beizvorgang wird näher erläutert und die Badkontrolle charakterisiert.
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    Materials and Corrosion/Werkstoffe und Korrosion 4 (1953), S. 58-66 
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    Description / Table of Contents: Draft for Proposed DIN Standards sheet No 50908 on the Testing of Light Metals Tensile Corrosion TestsPurpose - General Remarks - Test Methods-Number and type of tests mae- Methods for testing under light deformation - Methods for testing under severe deformation-Corrosive agents employed - Results of Tests.
    Notes: Zweck - Allgemeines - Probenahme - Anzahl der Proben - Probenherstellung - Versuchsarten fü Prüfung des Verhaltens bei schwacher Verformung - Versuchsarten zur Prüfung des Verhaltens bei starker Verformung - Angriffsmittel - Feststellung der Versuchsergebnisse.
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