This report presents a description of the 7 by 10 foot wind tunnel and associated apparatus of the National Advisory Committee for Aeronautics. Included also are calibration test results and characteristic test data of both static force tests and autorotation tests made in the tunnel.

The effects of fineness ratio (14.2 and 12.2) and boattailing on aerodynamic characteristics of four bodies of revolution at Mach numbers from 1.50 to 1.99 within a range of angles of attack from 0 degrees 10 degrees at an approximate Reynolds number of 35x10(superscript)6 based on body length were investigated. A comparison of experimental data with available theory is included. At zero angle of attack, fineness ratio has no appreciable effect on model characteristics while boattailing and boattail convergence significantly affect fore drag and base drag.

Report presenting the results of an investigation of flap-type controls on a low-aspect-ratio triangular wing using NACA 0005-63 sections for a constant-chord and a constant-percent-chord control surface. Two flap profiles were investigated: one with a true contour and the other with a blunt trailing edge. Results regarding lift, drag, pitching moment, hinge moment, and rolling moments were obtained for several Mach numbers, a constant Reynolds number, and a range of angles of attack.

"During the flight investigation of the X-1 airplane the hinge moments of the elevator and aileron control surfaces have been measured over a Mach number range extending to above 1.0. The results of these measurements are presented in this paper" (p. 2).

This report is a revision of NACA-TR-357. It was prepared by the Committee on Aircraft Accidents. The purpose of this report is to provide a basis for the classification and comparison of aircraft accidents, both civil and military.

From Introduction: "The effects of variations in altitude, flight Mach number, and exhaust-nozzle-outlet area on the compressor performance characteristics are graphically presented. A complete tabulation of the compressor performance data is also presented."

From Summary: "An investigation was conducted in the NACA Cleveland altitude wind tunnel to determine the operational characteristics of the Westinghouse 19B-2, 19B-8, and 19XB-l jet-propulsion engines. The 19B engine is one of the earliest experimental Westinghouse axial flow engines. The 19XB-1 engine is an experimental prototype of the Westinghouse 15 series, having a rated thrust of 1400 pounds. Improvements in performance and operational characteristics have resulted in the 19XB-2B engine with a rated thrust of 1600 pounds. The operational characteristics were determined over a range of simulated altitudes from 5000 to 30,000 feet for the 19B engines and from 5000 to 35000 feet for the 19XB-l engine at airspeed from 20 to 380 miles per hour."

"Flow-angle and pressure surveys behind five, thin, pointed-tip wings of varying plan form have been made at Mach numbers 1.62 and 2.41. Schlieren studies at a Mach number 1.93 for the same five plan-form wings were made to illustrate the behavior of the vortex sheet. The surveys were conducted at 1.5, 3, and 4 root chords behind three triangular wings of 50 degree, 63 degree, and 72 degree leading-edge sweep angle, and behind the 50 degree triangular wing reversed" (p. 1067).

From Introduction: "This report presents the initial study, the tracking performance of typical fighter airplanes with fixed gunsights. The types of airplanes tested afford two comparisons of particular interest: that between typical World War II and currently operational fighters of greatly increased speed and altitude, and that between conventional and irreversabile power-boosted controls with artificial feel, both installed on the same airframe."

From Introduction: "This report investigates some of the problems involved in scheduling the tailpipe temperature to avoid stall during acceleration. The object of this report is to investigate the dynamics of a closed-loop acceleration control that follows a schedule of tailpipe temperature with rotor speed."

From Introduction: "The present paper is restricted to a discussion of wing theory subject to the assumptions of linearized compressible flow. It therefore employs solutions of Laplace's equation and the wave equation for cases where the boundary condition are specified in the plane of the wing."

From Introduction: "Recent developments in the statistical theory of extreme values (references 4 to 10) have indicated a somewhat more rational approach to the problem of predicting the probability of occurrence The present report summarizes some of these findings, indicates the method of application, and evaluates their applicability to certain gust-load problems ."

"The external wave drag of bodies of revolution moving at supersonic speeds can be expressed either in terms of the geometry of the body, or in terms of the body-simulating axial source distribution. For purposes of deriving optimum bodies under various given conditions, it is found that the second of the methods mentioned is the more tractable. By use of a quasi-cylindrical theory, that is, the boundary conditions are applied on the surface of a cylinder rather than on the body itself, the variational problems of the optimum bodies having prescribed volume or caliber are solved" (p. 131).

Report presenting two-group theory calculations to determine the effect of nonuniform uranium loading as compared to uniform loading on the reflector control effectiveness attainable in a large thermal reactor usable for aircraft power application. Results regarding reactivities and investments, uranium distributions, and power distributions are provided.

"An approximate method for the development of flow and thermal boundary layers in the laminar region on cylinders with arbitrary cross section and transpiration-cooled walls is obtained by the use of Karman's integrated momentum equation and an analogous heat-flow equation. Incompressible flow with constant property values throughout the boundary layer is assumed. The velocity and temperature profiles within the boundary layer are approximated by expressions composed of trigonometric functions" (p. 339).

Report presenting pressure-drag coefficients and the changes in these coefficients with mass-flow ratio, which have been measured in tests of six open-nose conical cowls at an angle of attack of 0 degrees. Testing occurred in the Ames 8 by 8-inch supersonic wind tunnel at a range of Mach numbers. Results regarding pressure distributions, change in cowl pressure drag with mass-flow ratio, cowl pressure drag at a given mass-flow ratio, and changes in cowl pressure drag with mass-flow ratio as a function of Mach number are provided.

Report presenting testing of gaseous hydrogen fuel burned in a connected-pipe combustor with a cross section equal to 35 degrees sector of a 28-inch diameter. Eleven shrouded fuel-injector configurations were used to obtain combustion data at specified high-altitude ramjet combustor conditions. Results regarding shroud air blockage, mixing tabs, higher equivalence-ratio burning, injector size, flameholder durability, burner length, combustion efficiency, and temperature profile are provided.

Report presenting an investigation to determine which of two ceramic coatings, L-7C and A-417, developed by the National Bureau of Standards is more suitable as a protective coating for turbine blades in a turbojet engine. Four cast Vitallium turbine blades, two coated with each of the ceramics, were installed in a turbine wheel of a turbojet engine and subjected to accelerated cyclic life tests.

"Several methods of cyclic de-icing of a gas-heated airfoil were investigated to determine ice-removal characteristics and heating requirements. The cyclic de-icing system with a spanwise ice-free parting strip in the stagnation region and a constant-temperature gas-supply duct gave the quickest and most reliable ice removal. Heating requirements for the several methods of cyclic de-icing are compared, and the savings over continuous ice prevention are shown. Data are presented to show the relation of surface temperature, rate of surface heating, and heating time to the removal of ice" (p. 1).

Tests of a PB2Y-3 flying boat were made at the U.S. Naval Air Station, Patuxent River, Md., to determine its hydrodynamic trim limits of stability. Corresponding tests were also made of a 1/8-size powered dynamic model of the same flying boat in Langley tank no. 1. During the tank tests, the full-size testing procedure was reproduced as closely as possible in order to obtain data for a direct correlation of the results. As a nominal gross load of 66,000 pounds, the lower trim limits of the full-size and model were in good agreement above a speed of 80 feet per second. As the speed decreased below 80 feet per second, the difference between the model trim limits and full-scale trim limits gradually became larger. The upper trim limit of the model with flaps deflected 0 deg was higher than that of the full-size, but the difference was small over the speed range compared. At flap deflections greater than 0 deg, it was not possible to trim either the model of the airplane to the upper limit with the center of gravity at 28 percent of the mean aerodynamic chord. The decrease in the lower trim limits with increase in flap …

An investigation of a 1/18-scale dynamically similar model of the North American B-45 airplane was made to observe the ditching behavior and determine the proper landing technique to be used in an emergency water landing. Various conditions of damage were simulated to determine the behavior which probably would occur in a full-scale ditching. The behavior of the model was determined from high-speed motion-picture records, time-history acceleration records, and visual observations. It was concluded that the airplane should be ditched at the maximum nose-high attitude with the landing flaps full down for minimum landing speed. During the ditching, the nose-wheel and bomb-bay doors probably will be torn away and the rear of the fuselage flooded. A violent dive will very likely occur. Longitudinal decelerations of approximately 5g and vertical accelerations of approximately -6g (including gravity) will be experienced near the pilots' compartment. Ditching braces installed in the bomb bay will tend to improve the behavior slightly but will be torn away along with the bomb-bay doors. A hydroflap installed ahead of the nose-wheel doors will eliminate the dive and failure of the nose-wheel doors, and substantially reduce the motions and accelerations.

Report presenting tests to determine the effect of sweepback angle and aspect ratio on the drag at supersonic speeds of wings of NACA 65-009 airfoil section. The current report is part of a bigger investigation and includes results for aspect ratios of 3.8 and 5.0. Results regarding the drag coefficient and general effect of aspect ratio are provided.

From Summary: "Drag measurements at transonic speeds on rectangular airfoils and on airfoils swept back 450 are reported. These airfoils, which were mounted on cylindrical test bodies, are part of a series being tested in free drops from high altitude to determine the effect of variation of basic airfoil parameters on airfoil drag characteristics at transonic speeds. These rectangular and swept-back airfoils had the same span, airfoil section (NACA 65-009), and chord perpendicular to the leading edge. The tests were made to compare the drag of rectangular and sweptback airfoils at a higher aspect ratio than had been used in a similar comparison reported previously."

"Drag characteristics of a series of related conical and circular-arc afterbodies are presented for Mach numbers from 0.6 to 1.3. Drag was obtained from pressure measurements on the boattail and solid base. The boattail angles tested ranged from 0 degrees to 45 degrees for ratios of base diameter to maximum body diameter ranging from 0 to 1.0" (p. 1).