ALBERT

Description: The Index of NACA Technical Publications covers reports issued from the date of origin of the Committee in 1915 until approximately September 1949. Because omissions were noted after publication of the Index issued in 1947, and since many new reports have been released since that time, it was decided to issue a new volume to supersede completely the 1947 Index, with supplements to be issued regularly in the future. Commencing with all publications issued after September 1, 1949, subject classifications were revised, the most important change involving the transfer of aircraft loads reports from the Aerodynamics classification to Structures. For those maintaining a file of NACA index cards, it is recommended that cards issued for reports dated prior to September 1, 1949 be removed from the file. This volume includes the same index information. Supplements covering periods following September 1, 1949, will be arranged according to the revised subject classifications. On the pages immediately following, the subject classifications are indexed in order of breakdown. There is included in the back of this volume an alphabetical arrangement of the subject classifications.

Description: No abstract available

Description: A single-stage modification of the turbine from a Mark 25 torpedo power plant was investigated to determine the performance with two nozzles and three rotor-blade designs. The performance was evaluated in terms of brake, rotor, and blade efficiencies at pressure ratios of 8, 15 (design), and 20. The blade efficiencies with the two nozzles are compared with those obtained with four other nozzles previously investigated with the same three rotor-blade designs. Blade efficiency with the cast nozzle of rectangular cross section (J) was higher than that with the circular reamed nozzle (K) at all speeds and pressure ratios with a rotor having a 0.45-inch 17 degree-inlet-angle blades. The efficiencies for both these nozzles were generally low compared with those of the four other nozzles previously investigated in combination with this rotor. At pressure ratios of 15 and 20, the blade efficiencies with nozzle K and the two rotors with 0.40-inch blades having different inlet angles were higher than with the four other nozzles, but the efficiency with nozzle J was generally low. Increasing the blade inlet angle from 17 degrees to 20 degrees had little effect on turbine performance, whereas changing the blade length from 0.40 to 0.45 inch had a marked effect. Although a slight correlation of efficiency with nozzle size was noted for the rotor with 0.45-inch 17 degree-inlet-angle blades, no such effect was discernible ,for the two rotors with 0.40-inch blades.Losses in the supersonic air stream resulting from the complex flow path in the small air passages are probably a large percentage of the total losses, and apparently the effects of changing nozzle size and shape within the limits investigated are of secondary importance.

Description: A Mark 25 torpedo power plant modified to operate as a single-stage turbine was investigated to determine the performance with two nozzle designs and a standard first-stage rotor having 0.40-inch blades with a 17O met-air angle. Both nozzles had smaller port cross-sectional areas than those nozzles of similar design, which were previously investigated. The performance of the two nozzles was compared on the basis of blade, rotor, and brake efficiencies as a function of blade-jet speed ratio for pressure ratios of 8, 15 (design), and 20. At pressure ratios of 15 and 20, the blade efficiency obtained with the nozzle having circular passages (K) was higher than that obtained with the nozzle having rectangular passages (J). At a pressure ratio of 8, the efficiencies obtained with the two nozzles were comparable for blade-jet speed ratios of less than 0.260. For blade-jet speed ratios exceeding this value, nozzle K yielded slightly higher efficiencies. The maximum blade efficiency of 0.569 was obtained with nozzle K at a pressure ratio of 8 and a blade-jet speed ratio of 0.295. At design speed and pressure ratio, nozzle K yielded a maximum blade efficiency of 0.534, an increase of 0.031 over that obtained with nozzle J. When the blade efficiencies of the two nozzles were compared with those of four other nozzles previously investigated, the maximum difference for the six nozzles with this rotor was 0.050. From, this comparison, no specific effect of nozzles size or shape on over-all performance was discernible.

Description: Bureau of Aeronautics Design Specifications SS-IC-2 for water loads in sheltered water are compared with experimental water loads obtained during a full--scale landing investigation. This investigation was conducted with a JRS-1 flying boat which has a 20 degrees dead-rise V-bottom with a partial chine flare. The range of landing conditions included airspeeds between 88 and 126 feet per second, sinking speeds between 1.6 and 9.1 feet per second, flight angles less than 6 degrees, and trims between 2 degrees and 12 degrees. Landings were moderate and were made in calm water. Measurements were obtained of maximum over-all loads, maximum pitching moments, and pressure distributions. Maximum experimental loads include over-all load factors of 2g, moments of 128,000 pound-feet, and maximum local pressures greater than 40 pounds per square inch. Experimental over-all loads are approximately one-half the design values, while local pressures are of the same order as or larger than pressures calculated from specifications for plating, stringer, floor, and frame design. The value of this comparison is limited, to some extent, by the moderate conditions of the test and by the necessary simplifying assumptions used in comparing the specifications with the experimental loads.

Description: No abstract available

Description: In accord with me test program (published in reference 7) the wing in question is briefly designated as No. 5. It differs from the rectangular wing discussed in reference 7 by its taper and from the 35O swept-back trapezoidal wing treated in reference 8 by the absence of sweepbaok .

Description: From the general dimensional and mechanical similarity theory it follows that a condition of steady motion of a given shape\bottom with constant speed on the surface of water is determined by four nondimensional parameters. By considering the various systems of independent parameters which are applied in theory and practice and special tests, there is determined their mutual relations and their suitability as planning characteristics. In studying the scale effect on the basis of the Prnndtl formula for the friction coefficient for a turbulent condition the order of magnitude is given of the error in applying the model data to full scale in the case of a single-step bottom For a bottom of complicated shape it is shown how from the test data of the hydrodynamic characteristics for one speed with various loads, or one load with various speeds, there may be obtained by simple computation with good approximation the hydrodynamic characteristics for a different speed or for a different load. (These considerations may be of use in solving certain problems on the stability of planning.) This permits extrapolating the curve of resistance against speed for large speeds inaccessible in the tank tests or for other loads which were not tested. The data obtained by computation are in good agreement with the test results. Problems regarding the optimum trim angle or the optimum width in the case of planning of a flat plate are considered from the point of view of the minimum resistance for a given load on the water and planning speeds. Formulas and graphs are given for the optimum value of the planning coefficient and the corresponding values of the trim angle and width of the flat plate.

Description: An investigation is in progress at the Langley Laboratory of the NACA to explore the possibilities of axial-flow compressors operating with supersonic velocities relative to the blade rows. The first phase of this investigation, a study of supersonic diffusers, has been reported. The second phase, an analysis of supersonic compressors, has also been reported. Preliminary calculations have shown that very high pressure ratios across a stage, together with somewhat increased mass flows, are possible with compressors which decelerate air through the speed of sound in their rotor blading. These performance characteristics are desirable in compressors for aircraft jet propulsion units, gas turbines, or superchargers. The third phase, presented here, is a preliminary experimental investigation of a supersonic compressor designed to produce a high pressure ratio in a single stage.

Description: At the request of the Bureau of Aeronautics, Navy Department, investigations of the static-pressure losses and total-head distributions of the Westinghouse X24-C-2 inlet screen were made in the induction aerodynamics laboratory at Langley. The screen was investigated in two configurations, both before and after rounding the leading edges of the vanes. Investigations were conducted through air flows up to about pounds per second. The results of the investigations indicate that maximum lift coefficients of 1.36, 1.71 and 2.11 were measured on the model with flaps neutral and deflected 20 deg. and 55 deg, respectively, at a reynolds number of 8,600,000. When the duct inlet was replaced by a basic airfoil nose the flap neutral maximum lift coefficient was increased from 1.36 to 1.41. The results also showed that at maximum lift with flaps neutral or deflected 55 deg most of the area between the nacelles was stalled while only small areas on other portions of the model were stalled; when the duct inlet was replaced by the basic airfoil nose the stall was delayed to a slightly higher angle of attack but the nature of the stall was relatively unaffected.

Description: The question to be treated is: how high is the pressure in the bow wave caused by a body flying at supersonic speed, and how far reaching are the destructive effects of that wave? The pressure distribution on an s.S. and an S. projectile of normal speed has been ascertained already by the methods of measurement used at the Ballistic Institute of the Technical Academy of the German Air Forces. Now similar investigations of the conditions on especially fast-flying bodies were carried out.

Description: An investigation was conducted in the Langley 19-foot pressure tunnel to determine the lift, drag, pitching-moment and stalling characteristics fo a 1/4 -scale partial-span model of the left wing of the Republic XF-12 airplane. The effects of a duct inlet, located between the nacelles at the leading edge of the wing, on those characteristics were also investigated. The Reynolds numbers for the investigation covered a range from 4,500,000 to 8,600,000. The results of the investigation indicated that maximum lift coefficients of 1.36, 1.71, and 2.11 were measured on the model with flaps neutral and deflected 20 deg and 55 deg, respectively at a Reynolds number of 8,600,000. When the duct inlet was replaced by a basic airfoil nose the flap-neutral maximum-lift coefficient was increased from 1.36 to 1.41. The results also showed that at maximum lift with flaps neutral or deflected 55 deg. most of the area between the nacelles were stalled while only small areas on other portions of the model were stalled; when the duct inlet was replaced by the basic airfoil nose the stall was delayed to a slightly higher angle of attack but the nature of the stall was relatively unaffected.

Description: Tests have been conducted in the N.A.C.A. full-scale wind tunnel to investigate the partial recovery of the heat energy which is apparently wasted in the cooling of aircraft engines. The results indicate that if the radiator is located in an expanded duct, a part of the energy lost in cooling is recovered; however, the energy recovery is not of practical importance up to airplane speeds of 400 miles per hour. Throttling of the duct flow occurs with heated radiators and must be considered in designing the duct outlets from data obtained with cold radiators in the ducts.

Description: This paper is one of several dealing with methods intended to reduce the drag of present-day radial engine installations and improve the cooling at zero and low air speeds, The present paper describes model wind-tunnel tests of blowers of three designs tested in conjunction with a wing-nacelle combination. The principle of operation involved consists of drawing cooling air into ducts located in the wing root at the point of maximum slipstream velocity, passing the air through the engine baffles from rear to front, and exhausting the air through an annular slot located between the propeller and the engine with the aid of a blower mounted on the spinner. The test apparatus consisted essentially of a stub wing having a 5-foot chord and a 15-foot span, an engine nacelle of 20 inches diameter enclosing a 25-horsepower electric motor, and three blowers mounted on propeller spinners. Two of the blowers utilize centrifugal force while the other uses the lift from airfoils to force the air out radially through the exit slot. Maximum efficiencies of over 70 percent were obtained for the system as a whole. Pressures were measured over the entire flight range which were in excess of those necessary to cool present-day engines, The results indicated that blowers mounted on propeller spinners could be built sufficiently powerful and efficient to warrant their use as the only, or chief, means of forcing air through the cooling system, so that cooling would be independent of the speed of the airplane.

Description: Two cowling systems intended to reduce the drag and improve the low-speed cooling characteristics of conventional radial engine cowlings were tested in model form to determine the practicability of the methods. One cowling included a blower mounted on the rear face of a large propeller spinner which drew cooling air in through side entrance ducts located behind the equivalent engine orifice plate. The air was passed through the equivalent engine orifice plate from rear to front and out through a slot between the spinner and the engine plate. The blower produced substantially all the power necessary to circulate the cooling air in some cases, so the quantity of air flowing was independent of the air speed, Two types of blowers were used, a centrifugal type and one using airfoil blades which forced the air outward from the center of rotation. The other cowling was similar to the conventional N.A.C.A. cowling except for the addition of a large propeller spinner nose. The spinner was provided with a hole in the nose to admit cooling air and blower blades to increase the pressure for cooling at low speeds. The tests show that with both cowling types the basic drag of the nacelle was reduced substantially below that for the N.A.C.A. cowling by virtue of the better nose shape made possible by the spinner . The drag due to the side-entrance ducts was nearly zero when the openings were closed or when the blower was drawing in a certain quantity of air in proportion to the air speed. The drag increased, however, when air mas allowed to spill from the openings. The nose-entrance blower showed considerable promise as a cooling means although the blower tested was relatively inefficient, owing to the fact that the blower compartments evidently were expanded too rapidly under the conditions imposed. by the design.

Description: The safety of remotely operated vehicles depends on the correctness of the distributed protocol that facilitates the communication between the vehicle and the operator. A failure in this communication can result in catastrophic loss of the vehicle. To complicate matters, the communication system may be required to satisfy several, possibly conflicting, requirements. The design of protocols is typically an informal process based on successive iterations of a prototype implementation. Yet distributed protocols are notoriously difficult to get correct using such informal techniques. We present a formal specification of the design of a distributed protocol intended for use in a remotely operated vehicle, which is built from the composition of several simpler protocols. We demonstrate proof strategies that allow us to prove properties of each component protocol individually while ensuring that the property is preserved in the composition forming the entire system. Given that designs are likely to evolve as additional requirements emerge, we show how we have automated most of the repetitive proof steps to enable verification of rapidly changing designs.

Description: The nomenclature for aeronautics presented in this Report No. 474 is a revision of the last previous report on this subject (i.e., Report no. 240.) This report is published for the purpose of encouraging greater uniformity and precision in the use of terms relating to aeronautics, both in official documents of the Government and in commercial publications. Terms in general use in other branches of engineering have been included only where they have some special significance in aeronautics, or form an integral part of its terminology.

Description: Flight tests were made with a Kellett YG-1 autogiro to determine the relationship between the ground reaction and the vertical velocity at contact for landings of the flared and gliding three-point types. The data obtained are presented in the form of time histories of linear accelerations at the center of gravity resulting from the initial landing impact. In addition, the attitude angle and velocity of the autogiro at contact were measured. The landings were all mild as compared to those representative of airplanes tested in this manner, the maximum vertical velocity being 4.4 feet per second with a corresponding normal acceleration of 2.35 g.

Description: This Bibliography of Aeronautics for 1932 covers the aeronautical literature published from January 1 to December 31, 1932. The first Bibliography of Aeronautics was published by the Smithsonian Institution as volume 55 of the Smithsonian Miscellaneous Collections and covered the material published prior to June 30, 1909. Supplementary volumes of the Bibliography of Aeronautics for the subsequent years have been published by the National Advisory Committee for Aeronautics. The last preceding volume was for the calendar year 1931. As in the previous volumes, citations of the publications of all nations are included in the languages in which these publications originally appeared. The arrangement is in dictionary form with author and subject entry and one alphabetical arrangement. Detail in the matter of subject reference has been omitted on account of the cost of presentation, but an attempt has been made to give sufficient cross-reference for research in special lines.

Description: This document discusses the types of commercial planes ordered by Air France. Characteristics of the Wibault 670, the Dewoitine D.620, Bloch 300, and the Potez 620 airplanes are included. Pictures and diagrams of these aircraft are also included.