Report presenting an investigation of the hydrodynamic characteristics of a model of a 130,000-pound transonic flying-boat design with a high length-beam ratio planing-tail hull, sweptback gull wings with wing-tip floats, and wing-root jet-power-plant installation. Results regarding the aerodynamic, hydrostatic, and hydrodynamic qualities are provided.

Memorandum presenting a description of a method of telemetering skin temperature using a small resistance wire pickup with a time constant of less than 0.003 second to determine boundary-layer heat-transfer coefficients. An evaluation of the accuracy of the method of measuring the heat-transfer coefficient is given for a particular application.

Report presenting the use of Theodorsen's propeller theory to calculate the performance of a dual-rotating propeller with nonideal load distributions. Results regarding the propeller characteristics were made for several blade-angle settings and flight Mach numbers.

The effectiveness of molybdenum disulfide MoS2 as a bearing lubricant was determined at high temperature and at high speeds. A 1-inch-bore ball bearing operated at temperatures to 1000 F, a speed of 1725 rpm, and a thrust load of 20 pounds when lubricated only with MoS2-air mist. A 75-millimeter-bore cageless roller bearing, provided with a MoS2-syrup coating before operation, operated at DN values to 1 x 10(exp 6) with a load of 368 pounds.

Report discussing the drag and pressure recovery of a model with a nose inlet with a parabolic arc at zero angle of attack. External drag coefficient and total-pressure recovery at the end of the diffuser were measured at a range of Mach numbers and mass-flow ratios.

An investigation has been conducted in the Langley 4- by 4-foot supersonic tunnel at Mach numbers 1.40 and 1.59 to determine the effect of aileron profile on the aerodynamic characteristics of a complete model of a supersonic aircraft configuration. The model had a 40 degree sweptback tapered wing with 10-percent-thick circular-arc sections normal to the quarter-chord line. The ailerons were 20-percent chord and were located on the outboard 50 percent of the wing semispans. The various ailerons investigated included the basic circular-arc profile and three flat-sided ailerons having ratios of trailing-edge thickness to hinge-line thickness t of 0, 0.5, and 1.0. Low aileron effectiveness was obtained with the circular-arc and t = 0 profiles. Increasing the trailing-edge thickness (t = 0.5 and 1.0) resulted in increased effectiveness as well as increased hinge moments with only a slight increase in drag.

Report presenting an experimental investigation to determine the combustion properties of several magnesium-hydrocarbon slurry blends and to indicate the feasibility of the application of slurry-type fuels to high-speed aircraft. High-concentration magnesium slurries showed large improvements in combustion stability and tail-pipe-burner net thrust.

"Flutter tests of sweptback cantilever wing models have been made in a small intermittent two-dimensional supersonic tunnel where the testing technique involved changing the structural parameters so that the models would flutter at the tunnel design Mach number of 1.3. Data for 21 models covering sweep angles from 30 degrees to 60 degrees and with varying parameters are included" (p. 1).

Report presenting the results of a free-flight investigation of two drag research models equipped with canopies for a range of Mach numbers from 0.8 to 1.5. The main difference between the models was the location of the canopy, which was at the 15-percent fuselage station on one model and the 25-percent fuselage station on the other. The additional drag due to the canopies was about 10 to 20 percent of the total configuration drag at supersonic speeds.

Report presenting pressure distributions, wake measurements, and tuft patterns for wings with 30 and 45 degrees of sweepback in conjunction with a midwing fuselage at Mach numbers to 0.96. The wings have an NACA 65-210 section, a taper ratio of 2.6:1, and aspect ratios of 7.5 and 5.2. The study indicated that when the Mach number reached high subsonic values at low angles of attack, the locations of peak negative pressure coefficients on the upper surfaces of the sections near the wing-fuselage junctures shifted rearward.

Report presenting pressure distributions and wake measurements for wings with 30 and 45 degrees of sweepforward, in conjunction with a midwing fuselage, at Mach numbers up to 0.96. The wings had an NACA 65-210 section, a taper ratio of 0.38, and aspect ratios of 7.5 and 5.2. Results regarding pressure distributions, wake measurements, and corrections are provided.

From Introduction: "Altitude-chamber and wind-tunnel investigations of the performance of turbojet engines such as those reported in references 1 to 4 have shown that the conventional correction factors fail to generalize the engine performance variables at high altitudes. An investigation was therefore made at the NACA Lewis laboratory to determine the altitude performance of the J33-A-23 turbojet engine and to demonstrate the magnitude of departure of actual altitude performance from that predicted from sea-level performance."