From Summary: "A method is given for determining the horizontal tail loads in maneuvering flight. The method is based upon the assignment of a load-factor variation with time and the determination of a minimum time to reach peak load factor. The tail load is separated into various components. Examination of these components indicated that one of the components was so small that it could be neglected for most conventional airplanes; therefore, the number of aerodynamic parameters needed in this computation of tail loads was reduced to a minimum. In order to illustrate the method, as well as to show the effect of the main variables, a number of examples are given. Some discussion is given regarding the determination of maximum tail loads, maximum pitching accelerations, and maximum pitching velocities obtainable."

"The significance of additive drag is discussed and equations for determining its approximate value are derived for annular and open-nose inlets. Charts are presented giving values of additive drag coefficient over a range of free-stream Mach numbers for open and for annular-nose inlets with conical flow at the inlet. The effects on additive drag of variable inlet-total-pressure recovery and static pressures on the centerbody are investigated and an analytical method of predicting the variation of pressure on the centerbody with mass-flow ratio is given" (p. 1).

A low-speed wind-tunnel investigation was made to determine the lateral control characteristics of a series of untapered low-aspect-ratio wings. Sealed flap ailerons of various spans and spanwise locations were investigated on unswept wings of aspect ratios 1.13, 1.13, 4.13, and 6.13; and various projections of 0.60-semispan retractable ailerons were investigated on the unsweptback wings of aspect ratios 1.13, 2.13, and 4.13 and on a 45 degree sweptback wing. The retractable ailerons investigated on the unswept wings spanned the outboard stations of each wing; whereas the plain and stepped retractable ailerons investigated on the sweptback wing were located at various spanwise stations. Design charts based on experimental results are presented for estimating the flap aileron effectiveness for low-aspect-ratio, untapered, unswept.

"Graphs have been developed for rapid evaluation of air-induction systems from considerations of their aerodynamic-performance parameters in combination with power-plant characteristics. The graphs cover the range of supersonic Mach numbers to 3.0. Examples are presented for an air-induction system and engine combination of two Mach numbers and two altitudes in order to illustrate the method and application of the graphs" (p. 793).

"Reverse flow theorems in aerodynamics are shown to be based on the same general concepts involved in many reciprocity theorems in the physical sciences. Reciprocal theorems for both steady and unsteady motion are found as a logical consequence of this approach. No restrictions on wing plan form or flight Mach number are made beyond those required in linearized compressible-flow analysis" (p. 253).

"The equations presented in this report give the interference on the trailing-vortex system of a uniformly loaded finite-span wing in a circular tunnel containing partly open and partly closed walls, with special reference to symmetrical arrangements of the open and closed portions. Methods are given for extending the equations to include tunnel shapes other than circular. The rectangular tunnel is used to demonstrate these methods. The equations are also extended to nonuniformly loaded wings" (p. 361).

Report presents the results of an investigation conducted to determine the effects of heat transfer on boundary-layer transition on a parabolic body of revolution (NACA rm-10 without fins) at Mach number of 1.61 and over a Reynolds number range from 2.5 x 10(6) to 35 x 10(6). The maximum cooling of the model used in these tests corresponded to a temperature ratio (ratio of model-surface temperature to free-stream temperature) of 1.12, a value somewhat higher than the theoretical value required for infinite boundary-layer stability at this Mach number. The maximum heating corresponded to a temperature ratio of about 1.85. Included in the investigation was a study of the effects of surface irregularities and disturbances generated in the airstream on the ability of heat transfer to influence boundary-layer transition.

"Increasing demands for higher afterburner performance have required operation at progressively higher fuel-air ratios, which has increased the occurrence and intensity of screeching combustion. The onset of screech may be followed by rapid destruction of the combustor shell and other combustor parts. Because of its destructive characteristics, considerable effort has been expended to understand and eliminate screech. NACA work on the screeching combustion problem prior to 1954 is summarized herein" (p. 1195).

From Introduction: "In the analysis given herein, which was made at the NACA Lewis laboratory, the expression for eddy diffusivity given in reference 1 is modified in order to account for the effect of kinematic viscosity in reducing the turbulence in the region close to the wall. The effects of variable viscosity and of length-to-diameter ratio are also investigated."

An experimental study is presented of the pressure fluctuations near jet exhaust streams made during unchoked operation of a turbojet engine and a 1-inch-diameter high-temperature model jet and during choked operation of various sizes of model jets with unheated air. The tests for unchoked operation indicate a random spectrum of rather narrow band width which varies in frequency content with axial position along the jet. Pressure surveys from the model tests along lines parallel to the 15 degree jet boundary indicate that the station of greatest pressure fluctuations is determined by the jet velocity and the radial distance, with a tendency of the maximum to shift downstream as either parameter is increased.

"An approximate method for the calculation of the compressible laminar boundary layer with heat transfer and arbitrary pressure gradient, based on Thwaites' correlation concept, is presented. With the definition of dimensionless shear and heat-transfer parameters and an assumed correlation of these parameters in terms of a momentum parameter, a complete system of relations for calculating skin friction and heat transfer results. Knowledge of velocity or temperature profiles is not necessary in using this calculation method" (p. 1).

"As predicted by friction theory, experiments showed that friction and surface damage of metals can be reduced by solid surface films. The ability of materials to form surface films that prevent welding was a very important factor in wear of dry and boundary lubricated surfaces. Films of graphitic carbon on cast irons, NiO on nickel alloys, and FeO and Fe(sub 3)O(sub 4) on ferrous materials were found to be beneficial. Abrasive films such as Fe(sub 2)O(sub 3) or MoO(sub 3) were definitely detrimental. It appears that the importance of oxide films to friction and wear processes has not been fully appreciated" (p. 93).

From Summary: "This report treats the Kernel function of the integral equation that relates a known or prescribed downwash distribution to an unknown lift distribution for harmonically oscillating wings in supersonic flow. The treatment is essentially an extension to supersonic flow of the treatment given in NACA report 1234 for subsonic flow. For the supersonic case the Kernel function is derived by use of a suitable form of acoustic doublet potential which employs a cutoff or Heaviside unit function. The Kernel functions are reduced to forms that can be accurately evaluated by considering the functions in two parts: a part in which the singularities are isolated and analytically expressed, and a nonsingular part which can be tabulated."

"The manner in which flow in a boundary layer becomes turbulent was investigated on a flat plate at wind speeds generally below 100 feet per second. Hot-wire techniques were used, and many of the results are derived from oscillograms of velocity fluctuations in the transition region. Following a presentation of the more familiar aspects of transition, there are presented the very revealing facts discovered while studying the characteristics of artificially produced turbulent spots" (p. 853).

"Studies of various arrangements of wings and bodies designed to provide favorable wave interference at supersonic speeds lead to the problem of determining the minimum possible valve of the wave resistance obtainable by any disposition of the elements of an aircraft within a definitely prescribed region. Under the assumptions that the total lift and the total volume of the aircraft are given, conditions that must be satisfied if the drag is to be a minimum are found. The report concludes with a discussion of recent developments of the theory which lead to an improved understanding of the drag associated with the production of lift" (p. 1).

A series method of determining two-dimensional vortex paths is considered and applied to the computation of vortex positions behind a slender equal-span cruciform wing at any angle of bank as a function of the distance behind the trailing edge. Calculated paths are shown for four bank angles. For a bank angle of 45 degrees comparison is made with the results of a closed expression given in NACA-TN-2605. For other bank angles water-tank experiments provide qualitative comparison. Satisfactory agreement is found for a sufficient distance downstream to include most practical missile-tail positions. The interference forces on an equal-span cruciform wing are calculated for five angles of bank (including the trivial case of zero bank) from the vortex positions found by use of the series.

Report presenting an investigation of the Reynolds number for transition on the outside of a hollow cylinder with heat transfer from the boundary layer to the wall at Mach number 6.9. At a given Mach number, it appears that the Reynolds number based on leading-edge thickness is an important parameter in comparisons of flat-plate transition data from various installations.

The differential equations of motion for the lateral and torsional deformations of twisted rotating beams are developed for application to helicopter rotor and propeller blades. No assumption is made regarding the coincidence of the neutral, elastic, and mass axes, and the generality is such that previous theories involving various simplifications are contained as subcases to the theory presented in this paper. Special attention is given the terms which are not included in previous theories. These terms are largely coupling-type terms associated with the centrifugal forces. Methods of solution of the equations of motion are indicated by selected examples.

Report presents results of tests made on a power control system by means of a ground simulator to determine the effects of various combinations of valve friction and stick friction on the ability of the pilot to control the system. Various friction conditions were simulated with a rigid control system, a flexible system, and a rigid system having some backlash. For the tests, the period and damping of the simulated airplane were held constant.

Report presenting a phenomenological relation between stress, strain rate, and temperature to account for the behavior of polycrystalline metals above the equicohesive temperature. This is because the behavior of metals at elevated temperatures is constantly becoming a more important problem. The validity of the relation suggested in the equation appears to be accurate for 7075-T6 aluminum alloy.