Report on an investigation to determine the erect and inverted spin and recovery characteristics of a model of the North American FJ-4 airplane. The testing found that either a flat-type of steep-type spin may be obtained when the airplane is spinning erect. The optimum recovery technique from inverted spins was full rudder reversal with simultaneous movement of the ailerons to full with the stick maintained full forward.

Memorandum presenting an experimental investigation of the pressure-recovery performance of a fixed-geometry, two-cone, two-drag inlet at Mach number 2.95. Low drag was achieved by use of an internally cylindrical cowl with rapid flow turning that was within 4 degrees of the wedge angle for shock detachment. Results regarding the inlet performance and evaluation of inlet performance are provided.

Memorandum presenting a five-stage rocket-propelled model flown up to a Mach number of 10.9 and a corresponding free-stream Reynolds number of 6.57 x 10(exp 6) based on nose diameter. Temperatures were measured at 16 stations on the inside of a flat-faced cylinder made of copper. Results regarding the flight test, wall temperatures, heat-transfer data, measurement repeatibility and effects of angle of attack, comparison of measured and theoretical stagnation-point heating rates, and measured and theoretical heating rates over the front and side of the nose are provided.

A brief investigation of a target-type thrust reverser on a single-engine fighter model has been conducted in the Langley 16-foot transonic tunnel at Mach numbers from 0.20 to 1.05. At Mach numbers of 0.80, 0.92, and 1.05, a hydrogen peroxide turbojet-engine simulator was operated with the thrust reverser extended. The angle of attack was varied from 0 degrees to 5 degrees at these Mach numbers.

Report presenting an experimental investigation of a rectangular swept scoop inlet designed for and tested at a free-stream Mach number of 3.1 to determine the effect of inlet aspect ratio on the minimum inlet starting concentration ratio and the resulting inlet total-pressure recovery. Results regarding the determination of the starting contraction ratio, effect of inlet aspect ratio on the inlet starting characteristics, total-pressure recovery and mass-flow variations, and effects of inlet aspect ratio on the maximum total-pressure recovery are provided.

Report presenting an investigation of a pylon-mounted-store airplane configuration in the supersonic pressure tunnel at a Mach number of 1.61. Forces and moments of a complete wing-fuselage-store-pylon combination was measured for a variety of pylon-mounted store locations below the wing. Results regarding the effect of store position on the aerodynamic characteristics in pitch, effect of store position on the aerodynamic characteristics in sideslip, store fins and store tail cone, double-store installation, effect of pylon location, and relative contribution of store-pylon forces toward total force are provided.

Report presenting the results of an investigation of the static longitudinal stability and control characteristics of a canard airplane configuration without analysis over a range of Mach numbers. Data are presented for various combinations of the body, canard, wings, and vertical tail at 0 and 5 degrees of sideslip over a range of angles of attack and canard deflection angles.

Report presenting pressures measured during a free-flight test at zero angle of attack over a rocket model with a modified Von Karman nose in combination with a cylindrical center section and a 10 degree half-angle flare.

Report presenting aerodynamic forces for an external-store installation on the Douglas D-558-II research airplane. Store-pylon, pylon-alone, and fin loads were determined during angle-of-attack and angle-of-sideslip maneuvers over a range of Mach numbers. Results regarding the side-force coefficients, normal-force coefficients, external-store-load parameters, external-store fin loads, and wing-panel aerodynamic loads are provided.

Report presenting preliminary flight surveys of noise inside fuselages and in the fuselage boundary layer, which were obtained in order to determine the magnitude of the noise and relative importance of engine noise and noise due to the boundary layer. Results indicated that the sound-pressure level continued to increase with airspeed to the highest airspeed obtained, although the rate of increase at supersonic speeds was less than at subsonic speeds. Testing occurred on the B-47A and D-558-II airplanes.