"An investigation has been made in the Langley full-scale tunnel of a 47.5 degree sweptback wing-fuselage combination equipped for boundary-layer control by suction. The wing aspect ratio was 3.5, the taper ratio was 0.5, and the airfoil sections normal to the quarter-chord line were NACA 64(sub 1)-A112. The wing configurations tested included the wing with various combinations of extensible leading-edge and split flaps" (p. 1).

Report discussing the point downwash angles and dynamic pressure at the horizontal-tail location of the D-558-1 airplane at a range of Mach numbers and lift coefficients. Results regarding the effective downwash with the tail-on and tail-off configuration, flow direction at the tail, rate of change, and dynamic pressure changes are provided.

From Introduction: "Some experimental data on flame-holder pressure losses have been presented (reference 1 to 4). A theoretical analysis that assume a sudden enlargement of flow area was made at the NACA Lewis laboratory to determine the effect of flame-holder open area and combustion-chamber-inlet Mach number on the pressure losses across flame holders. The results of this analysis were then compared with experimental data obtained with several different flame-holder designs."

Report discussing the flying qualities of a high-speed bomber with a dual pusher propeller aft of the empennage. The airplane was found to have satisfactory flying qualities except for stability issues with aft center of gravity, high elevator control forces in landing, insufficient elevator control in take-off, and low rudder-free directional stability.

A brief investigation was made of the longitudinal-stability characteristics of a YF-84A airplane (Army Serial No. 45-79488). The airplane developed a pitching-up tendency at approximately 0.80 Mach number which necessitated large push forces and down-elevator deflections for further increases in speed. In steady turns at 35,000 feet with the center of gravity at 28.3 percent mean aerodynamic chord for normal accelerations up to the maximum test value, the control-force gradients were excessive at Mach numbers over 0.78. Airplane buffeting did not present a serious problem in accelerated or unaccelerated flight at 15,000 and 35,000 feet up to the maximum test Mach number of 0.84. It is believed that excessive control force would be the limiting factor in attaining speeds in excess of 0.84 Mach number, especially at altitudes below 35,000 feet.