Report presenting the use of porous-walled tunnels at supersonic Mach numbers as a means of avoiding reflection of a stream disturbance extending to the walls. Results from analysis and an experiment with a 4 degree wedge at a Mach number of 1.2 are provided.

Report presenting a wing-body combination with a plane triangular wing of aspect ratio 3 and NACA 0003-63 sections in streamwise planes at subsonic and supersonic Mach numbers. Lift, drag, and pitching moment are presented for a range of Mach and Reynolds numbers.

To determine effect of nonuniform inlet-air velocities, a full scale, axial-flow turbojet engine was investigated in Lewis altitude wind tunnel at altitudes from 20,000 to 50,000 feet, 0.21 flight Mach number and corrected engine speeds from 77.3 percent of rated speed to rated speed. Total-pressure variations as large as 103 pounds per square foot in radial direction and 90 pounds per square foot in circumferential direction at 30,000 feet were obtained. With the distortions investigated, net thrust varied between 0.95 and 1.03 of the thrust with uniform inlet-air distribution. Similarly the ratio of specific fuel consumption varied from 1.00 to 1.04. Within the arrange of this investigation the effects of nonuniform inlet velocity were not serious for the engine investigated.

Memorandum presenting the observed gust experience of an airplane and information on the associated meteorological conditions to obtain a simple empirical relation for estimating the intensity of turbulence in the earth's friction layer. The relation does not discriminate between differences in turbulence intensity resulting from variations of flight altitude or diurnal variations of turbulence.

Report presenting results obtained with quiescent fuel-air mixtures and with small diffusion flames, which indicate that combustion efficiencies close to 100 percent were obtained at pressure much lower than those found in turbojet combustors at altitudes of 60,000 feet.

Performance of four experimentally investigated axially symmetric spike-type nose inlets is compared on basis of ram-jet-engine aircraft range and operational problems. At design conditions, calculated peak engine efficiencies varied 25 percent from the highest value which indicates importance of inlet design. Calculations for a typical supersonic aircraft indicate possible increase in range if engine is flown at moderate angle of attack and result in engine lift utilized. For engines with fixed exhaust nozzle, propulsive thrust increases with increasing heat addition in subcritical flow region in spite of increasing additive drag. For the perforated inlet there is a range of increasing total-temperature ratios in subcritical flow region that does not yield an increase in propulsive thrust. Effects of inlet characteristics on speed stability of a typical aircraft for three types of fuel control is discussed.

Report presenting an experimental investigation to determine the low-speed yawing stability derivatives of a model of the Douglas A4D-1 airplane. The model was tested in clean and landing configurations with horizontal and vertical tails on and off. Results are provided without analysis.

The objective of this report is to analyze the basic engineering problems involved in the design of a pressurized demonatration reactor to be moderated and cooled with heavy water. Two fundamental concepts of this reactor, here referred to as the HWER, are as follows: (1) a tank-type reactor, in which the moderator pressure is maintained at or near atmospheric conditions, and (2) a pressurized vessel-type reactor in which the moderator pressure is maintained at 1000 to 1300 psi. The fuel and primary coolant channels in either case will be designed for an internal pressure pressure of 1000 to 13000 psi.

From abstract: "This report outlines a method for selecting materials including alloys for use as a structural member in a neutron flux based on its thermal neutron absorption properties."

A satisfactory ion-exchange-polarographic method was developed for the determination of either chromium(VI) or total chromium in Homogeneous Reactor fuels. Total chromium is determined as chromium (VI) , i.e., chromate, and in the same way as is chromium(VI), after chromium in the lower valence states is oxidized to chromate by potassium permanganate. Chromate is separated from all interfering metal ions in the fuel by ion exchange on a Dowex 50 resin column. The Chromate in the effluent is determined polarographically in approximately 0.75 M sodium hydroxide solution as supporting electrolyte. A well polarographic wave is obtained for the chromium (VI) chromium (III) reduction at a half-wave potential of -0.85 volt vs. the S.C.E. The relative standard deviation of the data for 2 μg of chromium (VI) per ml was 2%; for 4 μg of total chromium per ml, it was 3%. An ion-exchange-polarographic method was developed also for the determination of chromium(III). Chromium (III) is separated from all interfering ions in the fuel by ion exchange on a Dowex 1 resin column. The chromium (III) in the effluent is determined polarographically in a 1M ammonia-1M ammonium chloride supporting electrolyte. The wave obtained at a half-wave potential of -1.42 volt vs. the …