From Summary: "Removal of compression-surface boundary layer from the throat of a supersonic aft inlet is shown to increase the critical total-pressure recovery to values comparable to the better axisymmetric nose inlets. Throat bleed on two-dimensional and three-dimensional-type inlets by discrete slots or by porous plates has provided gains in critical recovery of as much as 7 percent at Mach number 2.0. A proper combination of bleed ahead of the inlet and at the inlet throat to control both fuselage and compression-surface boundary layer is shown to produce maximum values of propulsive thrust."

Report presenting a brief series of airplane-wing aerodynamic-noise and boundary-layer-profile measurements made in flight as part of an extended investigation of boundary-layer noise. Results regarding the boundary layer data and ratio of root-mean-square sound pressure to the dynamic pressure are provided.

Report presenting a study of the survey results obtained from two transonic turbines in an effort to gain an insight into the physical aspect of the flow. The results indicate that the flow characteristics through a single-stage turbine can be deduced by rotor-exit surveys. Results regarding momentum variation and actual total-pressure loss are provided.

Report presenting radioactivity transport experiments in a stainless steel system in which liquid sodium was circulated over an activated stainless steel insert section. Results regarding isothermal experiments and temperature differential experiments are provided.

Report presenting an investigation to determine the effects of several design changes on the performance of large-capacity, double-entry, centrifugal compressors. Four modifications of a turbojet engine compressor were operated over a range of equivalent impeller tip speeds an the compressor overall and component performances were determined. Results regarding the impeller performance, diffuser performance, and compressor performance are provided.

Report presenting a study in the 8- by 6-foot supersonic wind tunnel of the performance of a 16-inch ramjet engine at zero angle of attack and over a range of free-stream Mach numbers between 1.5 and 2.0. Results regarding diffuser performance, drag evaluation, engine evaluation, and burner performance are provided.

High-temperature tensile and thermal-shock investigations were conducted on beryllium oxide and beryllium oxide plus columbium metal additions. X-ray diffraction and metallographic results are given. The tensile strength of 6150 pounds per square inch for beryllium oxide at 1800 degrees F compared favorably with the zirconia bodies previously tested. Additions of 2, 5, 8, 10, 12, and 15 percent by weight of columbium metal failed to improve the shock resistance over that of pure beryllium oxide.

Memorandum presenting a determination of the thermal conductivity of 14 metals and alloys in temperatures ranges with a maximum of 1100 degrees Fahrenheit. Some of the metals included steels, high-temperature alloys, molybdenum disilicide, aluminum alloys, brass, and silver. A comparison method was used to obtain the results in which the thermal conductivity of the test sample was compared with the conductivity of high-purity lead.

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 30-percent-chord flap-type controls of various spans and locations. The wing of the semispan fuselage-wing combination had 60 degrees of sweepback of the quarter-chord line, a taper ratio of 0.6, an aspect ratio of 4.0, and an NACA 65A006 airfoil section parallel to the free air stream.

Tests were made in the Langley 7 by 10 foot tunnel on a model of a fighter-type airplane with external stores. The data obtained is presented and compared to flight-test results to determine the feasibility of estimating flight buffet Mach number from tunnel data.

This report presents the results of deceleration tests conducted for the purpose of determining the drag characteristics of six airships. The tests were made with airships of various shapes and sizes belonging to the Army, the Navy, and the Goodyear-Zeppelin Corporation. Drag coefficients for the following airships are shown: Army TC-6, TC-10, and TE-2; Navy Los Angeles and ZMC-2; Goodyear Puritan. The coefficients vary from about 0.045 for the small blunt airships to 0.023 for the relatively large slender Los Angeles. This variation may be due to a combination of effects, but the most important of these is probably the effect of length-diameter ratio.