"Existing conical-flow solutions have been used to calculate the hinge-moments and effectiveness parameters of trailing-edge controls having leading and trailing edges swept ahead of the Mach lines and having streamwise root and tip chords. Equations and detailed charts are presented for the rapid estimation of these parameters. Also included is an approximate method by which these parameters may be corrected for airfoil-section thickness" (p. 937).

From Summary: "An empirically derived basis for predicting the area, rate, and distribution of water-drop impingement on airfoils of arbitrary section is presented. The concepts involved represent an initial step toward the development of a calculation technique which is generally applicable to the design of thermal ice-prevention equipment for airplane wing and tail surfaces. It is shown that sufficiently accurate estimates, for the purpose of heated-wing design, can be obtained by a few numerical computations once the velocity distribution over the airfoil has been determined. The calculation technique presented is based on results of extensive water-drop trajectory computations for five airfoil cases which consisted of 15-percent-thick airfoils encompassing a moderate lift-coefficient range."

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.

From Summary: "A method is presented for calculating the lift and centers of pressure of wing-body and wing-body-tail combinations at subsonic, transonic, and supersonic speeds. A set of design charts and a computing table are presented which reduce the computations to routine operations. Comparison between the estimated and experimental characteristics for a number of wing-body and wing-body-tail combinations shows correlation to within + or - 10 percent on lift and to within about + or - 0.02 of the body length on center of pressure."

"The relation of Whitcomb's "area rule" to the linear formulas for wave drag at lightly supersonic speeds is discussed. By adopting an approximate relation between the source strength and the geometry of a wing-body combination, the wave-drag theory is expressed in terms involving the areas intercepted by oblique planes or Mach planes. The resulting formulas are checked by comparison with the drag measurements obtained in wind-tunnel experiments and in experiments with falling models in free air. Finally, a theory for determining wing-body shapes of minimum drag at supersonic Mach numbers is discussed and some preliminary experiments are reported" (p. 757).

External-drag data are presented for normal-shock nose inlets with NACA 1-series, parabolic, and conic cowling profiles. The tests were made at an angle of attack of 0 degrees by using rocket-propelled models in free flight at Mach numbers from 0.9 to 1.5. The Reynolds number based on body maximum diameter varied from 2.5 x 10 sup 6 to 5.5 x 10 sup 6.

"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).

The problem of determining the shape of slender boattail bodies of revolution for minimum wave drag has been reexamined. It was found that minimum solutions for Ward's slender-body drag equation can exist only for the restricted class of bodies for which the rate of change of cross-sectional area at the base is zero. In order to eliminate this restriction, certain higher order terms must be retained in the drag equation and isoperimetric relations. The minimum problem for the isoperimetric conditions of given length, volume, and base area is treated as an example. According to Ward's drag equation, the resulting body shapes have slightly less drag than those determined by previous investigators.

The results of elevated-temperature compressive strength and creep tests of 2024-t3 (formerly 24s-t3) aluminum alloy plates supported in v-grooves are presented. The strength-test results indicate that a relation previously developed for predicting plate compressive strength for plates of all materials at room temperature is also satisfactory for determining elevated-temperature strength. Creep-lifetime results are presented for plates in the form of master creep-lifetime curves by using a time-temperature parameter that is convenient for summarizing tensile creep-rupture data. A comparison is made between tensile and compressive creep lifetime for the plates and a method that made use of isochronous stress-strain curves for predicting plate-creep failure stresses is investigated.

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 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.