From introduction: The Monument No. 2 mine is in the Navajo Indian Reservation, Apache County, Arizona, about 20 miles southwest from the San Juan River at Mexican Hat, Utah, and 26 miles southwest from Mexican Water, Arizona. The property has been operated, since its discovery, by Vanadium Corporation of America, which holds a 10-year mining lease, granted through the Interior Department, to 43 acres of ground. History of the discovery of the deposit is vague, but reportedly it was first seen around 1942 by a Navajo who mentioned the occurrence to Harry Goulding, Indian trader, who in turn advised D. W. Viles of Vanadium Corporation of America. Minor portions of the deposit are held by Cato Sells and Harvey Black, Navajos, under mining permits issued by the Navajo Tribal Council. The Sells acreage is being operated by Climax Uranium Corporation.

A study of a 20 degree and a 25 degree half-angle high mass-flow ratio conical supersonic inlet was made on a 16-inch ram jet in the 8- by 6-foot supersonic tunnel. A greater range of stable subcritical operation was obtained with the low mass-flow ratio inlets; a greater range was obtained with the 25 degree than with the 20 degree half-angle low mass-flow ratio inlet. The high mass-flow ratio inlet had the least drag.

A study of two 20 degrees half-angle, low mass-flow ratio conical supersonic inlets with cone boundary-layer bleed was made on a 16-inch ram-jet engine in the Lewis 8- by 6-foot supersonic wind tunnel. A greater stable subcritical range of operation was obtained with the bleed inlets than with the corresponding inlet without boundary-layer bleed. The drag added by the bleed system was small.

The performance of MIL-F-5624A fuels, grades JP-3 and JP-4, was investigated in an axial-flow turbojet engine over a range of altitude conditions of 10,000 to 55,000 feet. Examination of the fuel flow, combustion efficiency, and net thrust specific fuel consumption showed the grade JP-4 fuel to be slightly inferior to the grade JP-3 fuel, although the altitude ignition limits were essentially equal for the two fuels over a range of flight Mach numbers and fuel-inlet temperatures.