"This report describes flight and landing tests made on a group of conventional airplanes. The upward deflection of the elevators was limited to the point where the airplanes could not be made to spin without the aid of power. With the elevator travel thus limited, the airplane in every case had good lateral stability and good aileron effectiveness up to the highest angles of attack which could be obtained in a glide, although this was not true in any case without the limited control" (p. 343).

"Static thrust and power measurements were made of six full-scale propellers. The propellers were mounted in front of a liquid-cooled-engine nacelle and were tested at 15 different blade angles in the range from -7 1/2 degrees to 35 degrees at 0.75r. The test rig was located outdoors and the tests were made under conditions of approximately zero wind velocity" (p. 85).

Report presenting an investigation of the pressure distribution over a rectangular wing with a 9-percent-thick symmetrical circular-arc section and a 30-percent-chord trailing-edge flap. Results are given for pressure distributions, Schileren and liquid-film studies, and wing section characteristics are provided.

Three homologous series of related dicyclic hydrocarbons are presented for comparison on the basis of their physical properties, which include net heat of combustion, density, melting point, boiling point, and kinematic viscosity. The three series investigated include the 2-n-alkylbiphenyl, 2-n-alkylbicyclohexyl (high boiling), and 2-n-alkylbiphenyls (low boiling) series through c sub 16, in addition to three branched-chain (isopropyl, sec-butyl, and isobutyl) 2-alkylbiphenyls and their corresponding 2-alkylbicyclohexyls. The physical properties of the low-boiling and high-boiling isomers of 2-sec-butylbicyclohexyl and 2-isobutylbicyclohexyl are reported herein for the first time.

From Introduction: "This paper presents the aerodynamic characteristics of low-aspect-ratio sweptback wing having a full-span flap type of control employing an overhanging balance of 50 percent of the flap chord.The main purpose of this investigation was to determine if overhang balances are an effective means of reducing the hinge moments of flap type of controls at transonic speeds."

Memorandum presenting an investigation of a series of five 75S-T6 aluminum-alloy elementary skin and spar-cap combinations with skin varying from 0.051 to 0.500 inch in thickness to determine the temperature and stress gradients resulting from the application of heat to the surface. The data are presented in the form of tables of the measured temperatures and stresses calculated from the measured strains.

Pressure distributions and forces for a series of four bodies of revolution having nose-fineness ratios varying from 4 to 10 have been obtained and compared with theory for a Mach number of 3.12, a Reynolds number range of 2x10(sup)6 to 14x10(sup)6, and angles of attack from zero to 9 degrees. In general, a comparison of the experimental data with a second-order theory showed good agreement for the range of variables investigated.

Report presenting an investigation of the longitudinal aerodynamic characteristics of a model with a 45 degree sweptback wing of aspect ratio 3 and a 45 degree sweptback cruciform tail at transonic speeds and small angles of attack by a free-fall recoverable-model technique. Results regarding lift, drag, static longitudinal stability, dynamic longitudinal stability, and loading distribution over the fuselage are provided.

Report presenting measurements of average heat-transfer and friction coefficients obtained with air flowing through electrically heated ducts with square, rectangular, and triangular cross sections for a range of surface temperatures and Reynolds numbers. Results regarding heat balances, correlation of heat-transfer coefficients, correlation of friction coefficients, and correlation of peripheral temperature variations are provided.

Report presenting an investigation to measure the effect of base bleed on the base pressure, lift, drag, and pitching moment of a 10-percent-thick blunt-base airfoil model. Small holes near the lower surface near the trailing edge into the base region were used to create base bleed. The drag was reduced as a result of the bleed holes.

Report presenting a flight investigation of four air-to-air missiles mounted by pylons on a rocket-powered basic wingless buffet-research vehicle to determine the trim, buffet, and drag characteristics of the combination.

Report presenting an investigation to determine the zero-lift rolling effectiveness of all-movable sweptback horizontal tail fins mounted behind a notched delta wing at a constant angle of differential incidence of 7 degree per fin. Two models, one with a stiff wing and one with a flexible wing, were tested in free flight over a range of Mach numbers. The rolling effectiveness was about the same magnitude at subsonic and supersonic speeds for both models.

"Small-perturbation spectral-analysis techniques are used to obtain the root-mean-square flame-generated turbulence velocities and the attenuating pressure fluctuations stemming from interaction of a constant-pressure flame front with a field of isotropic turbulence in the absence of turbulence decay processes. The anisotropic flame-generated turbulence velocities are found to be of about the same intensity as those of the incident isotropic turbulence, the lateral turbulence velocities being always lower, but the longitudinal velocity is somewhat increased for flame-temperature ratios over 7" (p. 599).

Memorandum presenting an investigation of the performances of two annular diffuser designs applicable to turbojet afterburner installations to determine the effectiveness of injection and suction boundary-layer controls. Results regarding inlet measurements, flow observations, static-pressure distributions, downstream velocity distributions, and mean performance coefficients are provided.

Report presenting limited flight measurements made in order to investigate the effect of dynamic vibration absorbers on the structural response of a Lockheed F-80A airplane during buffeting. The results were obtained by comparison of data with and without the absorbers operating through use of electrical frequency-analysis techniques.

The effects of inlet-air-flow distortions on the performance of the J65-B-3 turbojet engine were determined over a range of altitudes from 15,000 to 50,000 feet at a flight Mach number of 0.8. Radial inlet-air-flow distortions apparently do not affect the radial distribution of pressure after the first few compressor stages, while the circumferential inlet-air-flow distortion carried completely through the engine. For the distortions investigated, at rated exhaust-gas temperature and fixed-area exhaust-nozzle operation, the primary effect of the radial inlet-air-flow distortions was to reduce the engine air flow, and the primary effect of the circumferential distortion was to impose a temperature profile on the turbine, both resulting in reduction of thrust.

Report presenting an investigation at sea-level static conditions to determine the effects of radial discharge of cooling air from turbine rotor blades on turbine performance in two turbojet engines, one with a centrifugal compressor and the other with an axial-flow compressor. Results regarding the performance characteristics, efficiency comparisons, and some interpretation are provided.

Report presenting measurements of the normal force and pitching moment of a rectangular tail surface at Mach 1.9 to determine the interference effects due to trailing shock waves from an axisymmetric body with a jet exiting from a sonic nozzle in the base. The data were obtained at various jet pressure ratios and locations of tail with respect to the body. Results regarding tail location, tail pitching moment, and tail-shock-wave effects on base pressure are provided.

Static longitudinal and lateral stability and control data are presented of an investigation on a l/15-scale model of the Goodyear XZP5K airship over a pitch and yaw range of +/-20 deg and 0 deg to 30 deg, respectively, for various rudder and elevator deflections. Two tail configurations of different plan forms were tested and wake and boundary-layer surveys were conducted. Testing was conducted in the Langley full-scale tunnel at a Reynolds number of approximately 16.5 x 10(exp 6) based on hull length, and corresponds to a Mach number of about 0.12.

The high-work-output turbine had an experimental efficiency of 0.830 at the design point and a maximum efficiency of 0.857. The downstream stator was effective in providing axial flow out of the turbine for almost the whole range of turbine operation.

Report presenting a theoretical investigation of the attack phase of an automatically controlled interceptor. Three types of control systems were simulated on an analog computer: a modern high-speed interceptor, a dynamically perfect radar-controlled director-type guidance system for a lead-collision course, and a velocity-type automatic pilot. The primary flight maneuver tested was a 5g climbing turn with roll and acceleration commands applied simultaneously.

Report presenting theoretical rocket performance for frozen and equilibrium composition during expansion for the propellant combination of liquid hydrogen and liquid fluorine at a chamber pressure of 600 pounds per square inch absolute and several pressure ratios and oxidant-fuel ratios. The parameters included were specific impulse, combustion-chamber temperature, nozzle-exit temperature, molecular weight, characteristic velocity, coefficient of thrust, ratio of nozzle-exit area to throat area, specific heat at constant pressure, isentropic exponent, viscosity, and thermal conductivity.

Report presenting limited flight-test data obtained from an automatically controlled interceptor during runs in which oscillatory rolling motions occurred that were then compared to the pilot's comments about his ability to tolerate the imposed lateral oscillations. The alleviation of the undesirable effects of oscillatory lateral accelerations and their effects on piloting task were also considered. The marginally tolerable limit of acceleration forces on the pilot's head was found to be about 0.4 to 0.5g.