"An investigation has been conducted in the NACA Cleveland altitude wind tunnel to evaluate the performance and windmilling drag characteristics of an original and a modified turbojet engine of the same type. Data have been obtained at simulated altitudes from 5000 to 45,000 feet, simulated flight Mach numbers from 0.09 to 1.08, and engine speeds from 4000 to 12,500 rpm. Engine performance data are presented for both engines to show the effects of altitude at a flight Mach number of 0.25 and of flight Mach number at an altitude of 25,000 feet" (p. 1).

Combustion chamber performance properties of a 3000-pound-thrust axial-flow turbojet engine were determined. Data are presented for a range of simulated altitudes from 15,000 to 45,0000 feet and a range of Mach numbers from 0.23 to 1.05 for various modifications of the engine.

An investigation was conducted to evaluate the operational characteristics of a 3000 pound thrust axial flow turbojet engine over a range of simulated altitudes from 2000 to 50,000 feet and simulated flight Mach numbers from 0 to 1.04 throughout the operable range of engine speeds. Engine operating range, acceleration, deceleration, starting, altitude, and flight Mach number compensation of the fuel control system, and operation of the lubrication system at high and low ambient air temperatures were evaluated.

A wind tunnel investigation was conducted to determine the performance of a turbine operating as an integral part of a turbojet engine. Data was obtained while the engine was running over full operable range of speeds at various altitudes and flight mach numbers, and with four nozzles of different outlet areas.A maximum turbine efficiency of 0.875 was obtained at altitude of 15 thousand feet, Mach number 0.53, and corrected turbine speed of 5900 rpm.

Compressor performance properties for two 11-stage compressors of 3000-pound-thrust axial-flow turbojet engines were determined. Data are presented for a range of simulated altitudes and a range of Mach numbers for various modifications of the engine.

"A heat-transfer investigation was conducted with air flowing through an electrically heated silicon carbide tube with a rounded entrance, an inside diameter of 3/4 inch, and an effective heat-transfer length of 12 inches over a range of Reynolds numbers up to 300,000 and a range of average inside-tube-wall temperature up to 2500 R. The highest corresponding local outside-tube-wall temperature was 3010 R. Correlation of the heat-transfer data using the conventional Nueselt relation wherein physical properties of the fluid were evaluated at average bulk temperature resulted in a separation of data with tube-wall-temperature level" (p. 1).

"The probable spin and recovery characteristics of the XSN2J-1 air-plane have been estimated on the basis of the results of brief test a performed on a model of an airplane of somewhat similar design. The spin-recovery tail-parachute requirements for the airplane were also determined end, in addition, an analysis was made to determine the best method of emergency pilot escape during a spin. The results of the investigation indicate that the recovery characteristics of the airplane will be satisfactory for all probable loading conditions of the airplane" (p. 1).

"An investigation of the XJ-41-V turbojet-engine compressor with a revised vaned collector was conducted to determine the performance of the compressor and to obtain fundamental information on the aerodynamic problems associated with large centrifugal compressors of this type. The original vaned collector was revised by increasing the flow area at the vaned collector entrance. A maximum adiabatic efficiency of 0.81 was obtained at a corrected weight flow of 36.5 pounds per second and a pressure ratio of 1.90" (p. 1).

A heat-transfer investigation was conducted with air flowing through an electrically heated silicon carbide tube with a rounded entrance, an inside diameter of 3/4 inch, and effective heat-transfer length of 12 inches over a range of Reynolds numbers up to 300,000 and a range of average inside-tube-wall temperatures up to 2500 R. The highest corresponding local outside-tube-wall temperature was 3010 R.

"An investigation was made of the first-stage turbine of a Mark 25 torpedo power plant to determine the performance of the unity with two nozzle configurations and a special rotor having 0.45-inch blades instead of the standard length of 0.40 inch. Both nozzles had smaller passages than the nozzles of similar shape that were previously investigated. The performance of the nozzle-blade combinations is evaluated in terms of brake, rotor, and blade efficiency as functions of blade-jet speed ratio for three pressure ratios" (p. 1).

"An extended analysis was made of the previously reported performance investigation of the original compressor from the XJ-41-V turbojet engine and a similar compressor revised a to obtain a 33-percent increase in the geometric passage area at the vaned-collector entrance. This analysis was based on the concept of the vaned-collector entrance as the throat section of a nozzle. Because of nonuniform air distribution at the vaned-collector entrance, approximately 90 percent of the available flow area was utilized in the original compressor and 94 percent in the revised compressor" (p. 1).

From Summary: "Flight tests have been made to determine the longitudinal stability and control and stalling characteristics of a North American P-51H airplane. The results indicate that the airplane has satisfactory longitudinal stability in all the flight conditions tested at normal loadings up to 25,000 feet altitude. At Mach numbers above 0.7, the elevator push force required for longitudinal trim decreased somewhat because of compressibility effects."

"Tests were made of a 1/18-scale dynamically similar model of the Lockheed Constellation airplane to investigate its ditching characteristics and proper ditching technique. Scale-strength bottoms were used to reproduce probable damage to the fuselage. The model was landed in calm water at the Langley tank no. 2 monorail. Various landing attitudes, speeds, and fuselage configuration were simulated" (p. 1).

"Measurements were made, in dives to transonic speeds, of the static-pressure position error at a distance of one chord ahead of the McDonnell XF-88 airplane. The airplane incorporates a wing which is swept back 35 deg along the 0.22 chord line and utilizes a 65-series airfoil with a 9-percent-thick section perpendicular to the 0.25-chord line. The section in the stream direction is approximately 8-percent thick. Data up to a Mach number of about 0.97 were obtained within an airplane normal-force-coefficient range from about 0.05 to about 0.68" (p. 1).

From Summary: "An investigation was conducted to determine the coolant-flow distribution, the cylinder temperatures, and the heat rejections of the V-1650-7 engine . The tests were run a t several power levels varying from minimum fuel consumption to war emergency power and at each power level the coolant flows corresponded to the extremes of those likely to be encountered in typical airplane installations, A mixture of 30-percent ethylene glycol and 70-percent water was used as the coolant. The temperature of each cylinder was measured between the exhaust valves, between the intake valves, in the center of the head, on the exhaust-valve guide, at the top of the barrel on the exhaust side, and on each exhaust spark-plug gasket."

From Summary: "An investigation has been conducted in the NACA Cleveland altitude wind tunnel to evaluate the operational characteristics of a 3000-pound-thrust axial-flow turbojet engine over a range of simulated altitudes from 2000 to 50,000 feet and simulated flight Mach numbers from 0 to 1.04 throughout the operable range of engine speeds. Operational characteristics investigated include engine operating range, acceleration, deceleration, starting, altitude and flight-Mach-number compensation of the fuel-control system, and operation of the lubrication system at high and low ambient-air temperatures."