Report presenting the results of an investigation to determine the static longitudinal and lateral stability and control characteristics of a model of the Republic MX-1554 airplane at a specified Mach and Reynolds number. No analysis was provided in the paper in order to expedite publication.

Turbojet thrust augmentation with fuel-rich afterburning of hydrogen, diborane, and hydrazine was computed. Results regarding takeoff thrust augmentation and flight thrust augmentation are provided.

Memorandum presenting the effectiveness of a body flare as a pitch-stabilizing device and a body flap as a pitch-control device investigated experimentally at Mach numbers from 3.00 to 6.25. The basic test body was rotationally symmetric and consisted of a fineness ratio 3 nose followed by a fineness ratio 9 afterbody. Results regarding the stability of the flared body, effect of body flap on lift and drag, trim conditions, flow visualization studies, and comparison of theory and experiment are provided.

Report discussing an investigation into the binding of amorphous carbon with flourine to render it inert and easy to vent into the atmosphere.The ease and safety of the procedure are described.

Report presenting a concept for interrelating the wave drag of wing-body combinations at moderate supersonic speeds with axial distributions of cross-sectional area has been developed. Details of preliminary experiments meant to test the concept are also provided.

Memorandum presenting an investigation to determine the drag, longitudinal stability, and lateral stability characteristics of a model of a fighter-type airplane. Several modifications were made to the model in an attempt to eliminate pitch-up.

Boundary-layer-transition and heat-transfer measurements were obtained from flight tests of blunt and sharp cones having apex angles of 50 deg. The test Mach number range was from 1.7 to 4.7, corresponding to free-stream Reynolds numbers, based on cone base diameter, of 18. 3 x 10(exp 6) and 32.1 x 10(exp 6), respectively. Transition on both models occurred at a local Reynolds number of 1 x 10(exp 6) to 2 X 10(exp 6) based on distance from the stagnation point. Transition Reynolds numbers based on momentum thickness were between 320 and 380 for the blunt cone. The model surface roughness was 25 rms microinches or greater. Turbulent heat transfer to the conical surface of the blunt cone at a Mach number of 4 was 30 percent less than that to the surface of the sharp cone. Available theories predicted heat-transfer coefficients reasonably well for the fully laminar or turbulent flow conditions.

"A cascade impactor, an instrument for obtaining the size distribution of droplets borne in a low-velocity air stream, was adapted for flight cloud droplet-size studies. The air containing the droplets was slowed down from flight speed by a diffuser to the inlet-air velocity of the impactor" (p. 1).

Memorandum presenting the boundary-layer velocity profiles were measured on ten samples of various porous materials and on impervious aluminum plate mounted flush with the inner surface of the side wall of a small wind tunnel. Suction was applied to the back side of the porous test materials through a 4-inch-square opening. Results regarding measurements on the impervious plate and measurements on porous materials without suction and with suction are provided.

From Summary: "Research was conducted to determine the effect of the electrode parameters of spacing, configuration, and material' on the energy required for ignition of a flowing propane-air mixture. In addition, the data were used to indicate the energy distribution along the spark length and to confirm previous observations concerning the effect of spark duration on ignition energy requirements. The data were obtained with a mixture at a fuel-air ratio of 0.0835 (by weight), a pressure of 3 inches of mercury absolute, a temperature of 80 F, and a mixture velocity of 5 feet per second."

Report presenting testing of a fineness-ratio-2.71 right circular cylinder and a fineness-ratio-4.0 circular cylinder with a rounded nose and flared afterbody over a range of Mach and Reynolds numbers. Time histories, cross plots of force coefficients, rolling velocity, and longitudinal-force coefficient are provided for the two cylinders.

Memorandum presenting a low-velocity-turning stator designed to reduce secondary-flow loss cores by turning the flow at low velocities and accelerating it in passages of constant flow angle with reduced cross-channel pressure gradients. Performance of the stator was determined with static-pressure measurements and detailed surveys of total pressure and flow angle made with the turbine operating at design speed near design work.

An experimental investigation was conducted to determine the performance characteristics an underslung nose-scoop air-induction system for a supersonic airplane. Five different nose shapes, three lip shapes, and two internal diffusers were investigated. Tests were made at Mach numbers from 0 to 1.9, angles of attack from 0 deg to approximately l5 deg, and mass-flow ratios from 0 to maximum obtainable. It was found that the underslung nose-scoop inlet was able to operate at Mach numbers from 0.6 to 1.9 over a large positive angle-of-attack range without adverse effects on the pressure recovery. Although there was no one inlet configuration that was markedly superior over the entire range of operating variables, the arrangement having a nose designed to give increased supersonic compression at low angles of attack, and a sharp lip (configuration designated N3L3) showed the most favorable performance characteristics over the supersonic Mach number range. Inlets with sizable lip radii gave satisfactory performance up to a Mach number of 1.5; however, as a result of an increase in drag, the performance of such inlets was markedly inferior to the sharp-lip configuration above Mach numbers of 1.5. Throughout the range of test Mach numbers all inlet configurations evidenced stable air-flow characteristics …

Memorandum presenting an experimental investigation in which liquid hydrogen was used as a heat sink for turbine-cooling in a high-temperature turbojet engine. Several problems were revealed which will require special attention in future work. The primary issue was pressure surging in the fuel system, which presented a problem in flow measurement and control.

Memorandum presenting a procedure based on the transonic area rule, which has been used to design a four-nacelle delta-wing airplane configuration. A flight test of a model of the configuration showed a zero-lift transonic drag rise of 0.010 which, when compared with estimates, indicated the absence of adverse interference effects.

"In order to evaluate the post combustion behavior of boric oxide, pentaborane-air mixtures, burned to completion at a combustor pressure of 3 atmospheres, were expanded through a 7.1-inch-long convergent-divergent nozzle having a 4-inch-diameter throat and an exit-to-throat area ratio of 1.68. The experimentally determined thrust performance was in good agreement with the ideal equilibrium performance at stagnation temperatures of 3300 deg R and lower. The boric oxide vapor at the combustor exit required about 400 degrees F supercooling before any condensed phase was observed" (p. 1).

From Introduction: "An analysis of an engine having a division of work such that the power of the reciprocating engine is just sufficient to drive the compressor is reported herein. This combination of a reciprocating-type internal-combustion engine that drives its own supercharging compressor and generates gas for further expansion through a turbine will be called a piston-type gas generator in this report."

Report presenting an investigation by the transonic-bump method through a range of Mach numbers in the high speed 7- by 10-foot tunnel to determine the lateral-control characteristics of a semispan wing-fuselage combination equipped with flap-type and spoiler-type controls. Both the flap-type and spoiler-type controls provide lateral control through the Mach number range investigated.

Report presenting wing-flow-method measurements for 0.47 to 1.15 Mach number of the longitudinal-stability and -control characteristics of a triangular wing of aspect ratio 2 equipped with a constant-chord flap. Changes in the lift-curve slope and aerodynamic-center position through the transonic speed range were moderate and gradual. Results regarding triangular-wing characteristics, flap characteristics, and a comparison of the wind-tunnel and free-flight-test results at higher Reynolds numbers are provided.

A report in a series of five that present unanalyzed pressure data obtained in tests of five full-scale propellers with NACA 16-series blade sections. Pressure distributions on the blade sections were measured under operating conditions to determine the aerodynamic characteristics of each blade section. This particular report presents information for eight radial stations of the NACA 10-(5)(066)-03 propeller.

The fifth report in a series of five that present unanalyzed pressure data obtained in tests of five full-scale propellers with NACA 16-series blade sections. Pressure distributions on the blade sections were measured under operating conditions to determine the aerodynamic characteristics of each blade section. This particular report presents information for nine radial stations of the NACA 10-(0)(066)-03 propeller.

Report presenting an investigation of a turbojet engine with compressor-inlet total pressure at various values below that of the exhaust pressure to determine engine performance under conditions simulating operation with inlet-duct losses. Results regarding general performance, application to inlet-duct losses, application to airplane boundary-layer control, and application to turbojet-engine thrust control are provided.

Memorandum presenting wind-tunnel tests at high subsonic Mach numbers conducted on a model of a pursuit airplane with a 45 degree sweptback wing. Tests were made to determine the effect of the wing trailing-edge angle, the fuselage contour at the wing-fuselage intersection, and an extension at the leading edge of the wing root.

Report presenting a wind-tunnel investigation at low speed to determine the lateral control characteristics of a 51.3 degree sweptback-wing model equipped with either plain or stepped spoiler ailerons with a fixed projection of 5-percent-wing chord and various spans and spanwise locations. The results indicated that spanwise rolling-effectiveness charts of flap-type ailerons can not be used to predict effectiveness of spoiler-type ailerons on swept wings. Results regarding the wing aerodynamic characteristics with spoiler ailerons retracted, wing aerodynamic characteristics with spoiler ailerons projected, and a comparison of spoiler-type and flap-type ailerons.