"Static tensile test results are presented for specimens of 2014-T6, 2024-T4, 6061-T6, and 7075-T6 aluminum alloy containing fatigue cracks. The results are found to be in good agreement with the results reported for similar tests from other sources. The results indicate that the presence of a fatigue crack reduced the static strength, in all cases, by an amount larger than the corresponding reduction in net area; the 6061-T6 alloy specimens were least susceptible to the crack and the 7075-T6 alloy specimens were most susceptible" (p. 1).

"The theory of cascades, made up of a series of flat plates placed one behind the other, is extended to the case where the impinging stream is not uniform, and the deduced properties of this cascade-flow are then applied to the study of the wall interference between such as cascade-like boundary and a vortex-source type of singularity. It is shown that the induced velocities, produced by the presence of such a wall, are equal to what is obtained by action of a suitably chosen 'reflected' singularity situated on one side of the wall, together with the action of another suitably chosen 'transmitted' singularity placed on the other side" (p. 1).

From Introduction: "The fundamental, practically the most important branch of the modern mechanics of a viscous fluid or a gas, is that branch which concerns itself with the study of the boundary layer. The presence of a boundary layer accounts for the origin of the resistance and lift force, the breakdown of the smooth flow about bodies, and other phenomena that are associated with the motion of a body in a real fluid. The concept of boundary layer was clearly formulated by the founder of aerodynamics, N. E. Joukowsky, in his well-known work "On the Form of Ships" published as early as 1890."

A brief review of exact two-dimensional supersonic flow theory and Ackeret's linearized theory are first presented. The lift and drag coefficients of a cascade of flat plates are calculated exactly and compared to those obtained using the linearized theory. The forces on the cascade are determined for unsteady inlet flow. The flat plate cascade theory is extended to compute the efficiency of a supersonic propeller with friction and finite blade thickness.

This report is concerned with fluid mechanics of two-dimensional cascades, particularly turbine cascades. Methods of solving the incompressible ideal flow in cascades are presented. The causes and the order of magnitude of the two-dimensional losses at subsonic velocities are discussed. Methods are presented for estimating the flow and losses at high subsonic velocities. Transonic and supersonic flows in lattices are then analyzed. Some three-dimensional features of the flow in turbines are noted.

"For calculation of the characteristic parameters of the boundary layer (momentum-loss thickness and form parameter for the velocity profile), two quadrature formulas are given which are valid for the laminar as well as for the turbulent state of flow. These formulas cover both the two-dimensional and the rotationally symmetrical case. The calculation of the momentum-loss thickness is carried out by a simple integration of the energy theorem" (p. 1).

The performance of a jet power plant consisting of a compressor and a turbine is determined by the characteristic curves of these component parts and is controllable by the characteristics of the compressor and the turbine in relation to each other. The normal. output, overload, and throttled load of the Jet power plant are obtained on the basis of assumed straight-line characteristics.

The steady flow of a compressible fluid past two-dimensional infinite cascades is obtained by using the Chaplygin's simplified pressure-density relation.

A single-sheet resonance system for normal incidence of sound was investigated to study in detail the effect of sympathetic vibration of the resonator front wall on sound absorption.

The aerodynamic forces on bodies of arbitrary shape were investigated under conditions such that the mean free path of the air molecule is greater than the dimensions of the body. Air pressures and friction forces were calculated from gas kinetic theory for surfaces facing both toward and away from the air stream at any angle. Air forces for an atmosphere of definite composition (molecular hydrogen) were calculated as a function of the flight velocity.

"It is shown that at a smooth wall in a turbulent boundary layer the velocity profile next to the wall is dependent, aside from the material constants of the flowing medium, only on the shearing stress transmitted to the wall, even with pressure rise or with pressure drop. Consequently, the heat transfer of a small element that is built into the wall and has a higher temperature than that of the flowing medium is a measure of the wall shearing stress. Theoretical considerations indicate that the wall shearing stress of the boundary layer can be defined by means of a heat-transfer measurement with an instrument mounted in the wall" (p. 1).

Because of the unsatisfactory state of knowledge concerning the surface shearing stress of boundary layers with pressure gradients, the problem is re-examined. It is found that for general turbulent boundary layers in wall proximity, that is, in the laminar sublayer, in the transition zone and in the part of the completely turbulent zone near the wall, the same universal law applies as for the plate flow.

Simple elements were subjected to repeated loads of variable ampliture, chosen in such a way that they may be regarded as approximations to the operational loads (gust and maneuver) experienced by an airplane. The effect of varying some parameters was investigated briefly. Some discussion is given of the question whether a design according to current (1938 German) requirements for static strength is adequate from the fatigue point of view, and existing requirements on fatigue strength are compared,.

"In connection with Pohlhausen's solution for the temperature field on the flat plate, a series of formulas were indicated by means of which the velocity and temperature field for variable physical characteristics can be computed by an integral equation and an iteration method based on it. With it, the following cases were solved: On the assumption that the viscosity simply varies with the temperature while the other fluid properties remain constant, the velocity and temperature field on the heated and cooled plate, respectively, was computed at the Prandtl numbers 12.5 and 100 (viscous fluids). A closer study of these two cases resulted in general relations: The calculations for a gas of Pr number 0.7 (air) were conducted on the assumption that all fluid properties vary with the temperature, and the velocities are low enough for the heat of friction to be discounted" (p. 1).

The problem of the motion of an elongated body of revolution in an incompressible fluid may, as is known, be solved approximately with the aid of the distribution of sources along the axis of the body. In determining the velocity field, the question of whether the body moves uniformly or with an acceleration is no factor in the problem. The presence of acceleration must be taken into account in determining the pressures acting on the body. The resistance of the body arising from the accelerated motion may be computed either directly on the basis of these pressures or with the aid of the so-called associated masses (inertia coefficients). A different condition holds in the case of the motion of bodies in a compressible gas. In this case the finite velocity of sound must be taken into account.

"For a certain Mach number of the oncoming flow, the local velocity first reaches the value of the local velocity of sound (M = 1) at some point on the surface of the body located within the flow. This Mach number is designated the critical Mach number M(sub cr). By increasing the flow velocity, a supersonic local region is formed bounded by the body contour and the line of transition from subsonic to supersonic velocity. As is shown by observations with the Toepler apparatus, at a certain flow Mach number M > M(sub cr) a shock wave is formed near the body that closes the local supersonic region from behind" (p. 1).

"When auxiliary jet engines are installed on airframes; as well as in some new designs, the jet engines are mounted in such a way that the jet stream exhausts in close proximity to the fuselage. This report deals with the behavior of the jet in close proximity to a two-dimensional surface. The experiments were made to find out whether the axially symmetric stream tends to approach the flat surface" (p. 1).

"Four component measurements of 12 wings of symmetric profile having flaps with chord ratios t(sub R)/t(sub L) = 0.3 and t(sub R)/t(sub L) = 0.2 are treated in this report. As a result of the investigations, the effects of plan form and gap between fixed surface and control surface have been clarified. Lift, drag, pitching moment, and hinge moment were measured in the control-surface deflection range: -23 deg < or = beta < or = 23 deg and the range of angle of attack: -20 deg < or = alpha < or = 20 deg" (p. 1).

The present report, which forms the first of six articles on experiments with airfoils of aspect ratio from 1 to 3 and various planforms, deals with the three- and six-component measurements made on the trapezoidal wing series in the 2.15 x 3-meter wind tunnel of the DVL at the request of the Henschel Aircraft Company.

"The present report is concerned with a series of tests on a model airplane fitted with four types of dive flaps of various shapes, positions, and incidence located near the leading edge of the wing (from 5 to 20 percent of the wing chord). Tests were also made on a stub airfoil fitted with a ventral dive (located at 8 percent of the wing chord). The hinge moments of the dive flaps were measured" (p. 1).

The drag coefficients of bombs at high velocities velocity of fall was 97 percent of the speed of sound) (the highest are determined by drop tests and compared with measurements taken in the DVL high-speed closed wind tunnel and the open jet at AVA - Gottingen.

The investigations of the reports to 4 on wings of small aspect ratio are continued. The present report deals with the results of the three- and six-component measurements and the flow pictures of the triangular wing series with the aspect ratio Lambda = 3 to Lambda = 1.

"The basic principles of the control of TL engines are developed on the basis of a quantitative investigation of the behavior of these behavior under various operating conditions with particular consideration of the simplifications permissible in each case. Various possible means of control of jet engines are suggested and are illustrated by schematic designs" (p. 1).

"Two fields are reserved for the application of rocket power plants. The first field is determined by the fact that the rocket power plant is the only type of power plant that can produce thrust without dependence upon environment. The second field is that in which the rocket power plant proves itself the most suitable as a high-power drive in free competition with other types of power plants" (p. 1).