Report discussing an investigation to determine the free-jet performance characteristics of the XRJ43-MA-3 20B3 ram-jet engine at a Mach number of 2.70 at several angles of attack, inlet temperatures, and fuel-air ratios. Information about the inlet supercritical mass-flow ratio, diffuser-outlet Mach number contours, and effect of angle of attack and inlet temperature on engine performance is provided.

Memorandum presenting a review of some of the analytical and experimental studies of the use of liquid hydrogen as a jet-engine fuel and which show the possible extension of aircraft performance that will follow adequate research and development effort on the problem of its use.

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Nuclear parameter variations are presented for sodium graphite reactors using Pu-spiked natural U as fuel. The fuel feed is assumed to be natural U, and the important variables are the initial amount of excess reactivity, lattice spacing, and alpha , the ratio of Pu/sup 239/ to U/sup 235/ in the feed material. The system is called "steady state" in that the ratios, N/sub 40/N/sub 49/ = sigma /sub c(49)// sigma /sub a(40)/ and N/sub 41//N/sub 4 9/ = sigma /sub c(49)/ / sigma /sub a(41)/, obtained from setting the build-up equations to zero are assumed for the feed concentrations, and the feed material to the reactor is always the same. During irradiation, the U/sup 235/ and U/sup 238/ concentrations steadily decline while the Pu isotope concentrations initially increase, then decline. To ensure sufficient plutonium for feed material, it is necessary to remove the fuel from the reactor before the Pu content drops below its initial value. Although the reactivity variations presented were calculated specifically for sodium graphite reactors, they may be applied to any thermal reactor using Pu-spiked natural U as fuel. The reactivity changes are determined primarily by the fuel characteristics and are only slightly dependent on the other …

"Low-lift drag data are presented herein for one 1/7.5-scale rocket-boosted model and three 1/45.85-scale equivalent-body models of the Grumman F9F-9 airplane, The data were obtained over a Reynolds number range of about 5 x 10(exp 6) to 10 x 10(exp 6) based on wing mean aerodynamic chord for the rocket model and total body length for the equivalent-body models. The rocket-boosted model showed a drag rise of about 0,037 (based on included wing area) between the subsonic level and the peak supersonic drag coefficient at the maximum Mach number of this test" (p. 1).