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  Partner: UNT Libraries Government Documents Department
 Serial/Series Title: NACA Advanced Confidential Report
 Collection: National Advisory Committee for Aeronautics Collection
The development and application of high-critical-speed nose inlets
No Description digital.library.unt.edu/ark:/67531/metadc279653/
Experiments on drag of revolving disks, cylinders and streamline rods at high speeds
No Description digital.library.unt.edu/ark:/67531/metadc279467/
On the flow of a compressible fluid by the hodography method I : unification and extension of present-day results
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On the flow of a compressible fluid by the hodography method II : fundamental set of particular flow solutions of the Chaplygin differential equation
No Description digital.library.unt.edu/ark:/67531/metadc279417/
NACA Mach number indicator for use in high-speed tunnels
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NACA Investigation of a Jet-Propulsion System Applicable to Flight
Following a brief history of the NACA investigation of jet-propulsion, a discussion is given of the general investigation and analyses leading to the construction of the jet-propulsion ground-test mock-up. The results of burning experiments and of test measurements designed to allow quantitative flight-performance predictions of the system are presented and correlated with calculations. These calculations are then used to determine the performance of the system on the ground and in the air at various speeds and altitudes under various burning conditions. The application of the system to an experimental airplane is described and some performance predictions for this airplane are made. It was found that the main fire could be restricted to an intense, small, and short annular blue flame burning steadily and under control in the intended combustion space. With these readily obtainable combustion conditions, the combustion chamber the nozzle walls and the surrounding structure could be maintained at normal temperatures. The system investigated was found to be capable of burning one-half the intake air up the fuel rates of 3 pounds per second. Calculations were shown to agree well with experiment. It was concluded that the basic features of the jet-propulsion system investigation in the ground-test mock-up were sufficiently developed to be considered applicable to flight installation. Calculations indicated that an airplane utilizing this jet-propulsion system would have unusual capabilities in the high-speed range above the speeds of conventional aircraft and would, in addition, have moderately long cruising ranges if only the engine were used. digital.library.unt.edu/ark:/67531/metadc279418/
The propeller and cooling-air-flow characteristics of a twin-engine airplane model equipped with NACA D(sub S)-type cowlings and with propellers of NACA 16-series airfoil sections
No Description digital.library.unt.edu/ark:/67531/metadc279496/
Profile-drag coefficients of conventional and low-drag airfoils as obtained in flight
No Description digital.library.unt.edu/ark:/67531/metadc279640/
Performance of an exhaust-gas "blowdown" turbine on a nine-cylinder radial engine
No Description digital.library.unt.edu/ark:/67531/metadc279622/
Determination of general relations for the behavior of turbulent boundary layers
No Description digital.library.unt.edu/ark:/67531/metadc279609/
A Concise Theoretical Method for Profile-Drag Calculation; Advance Report
In this report a method is presented for the calculation of the profile drag of airfoil sections. The method requlres only a knowledge of the theoretical velocity distribution and can be applied readily once this dlstribution is ascertained. Comparison of calculated and experimental drag characteristics for several airfoils shows a satisfactory agreement. Sample calculatlons are included. digital.library.unt.edu/ark:/67531/metadc279600/
Notes on the effect of surface distortions on the drag and critical Mach number of airfoils
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Investigation of flow in an axially symmetrical heated jet of air
The work done under this contract falls essentially into two parts: the first part was the design and construction of the equipment and the running of preliminary tests on the 3-inch jet, carried out by Mr. Carl Thiele in 1940; the second part consisting in the measurement in the 1-inch jet flow in an axially symmetrical heated jet of air. (author). digital.library.unt.edu/ark:/67531/metadc65451/
The Effect of Inlet Pressure and Temperature on the Efficiency of a Single Stage Impulse Turbine Having an 11.0-Inch Pitch-Line Diameter Wheel
Efficiency tests have been conducted on a single-stage impulse engine having an 11-inch pitch-line diameter wheel with inserted buckets and a fabricated nozzle diaphragm. The tests were made to determine the effect of inlet pressure, Inlet temperature, speed, and pressure ratio on the turbine efficiency. An analysis is presented that relates the effect of inlet pressure and temperature to the Reynolds number of the flow. The agreement between the analysis and the experimental data indicates that the changes in turbine efficiency with Inlet pressure and temperature may be principally a Reynolds number effect. digital.library.unt.edu/ark:/67531/metadc61859/
A correlation of the effects of compression ratio and inlet-air temperature on the knock limits of aviation fuels in a CFR engine I
No Description digital.library.unt.edu/ark:/67531/metadc62295/
Correlation of Wright Aeronautical Corporation cooling data on the R-3350-14 intermediate engine and comparison with data from the Langley 16-foot high-speed tunnel
No Description digital.library.unt.edu/ark:/67531/metadc62698/
Wind-tunnel investigation of a high-critical-speed fuselage scoop including the effects of boundary layer
No Description digital.library.unt.edu/ark:/67531/metadc61665/
Wind-Tunnel Investigation of a Low-Drag Airfoil Section with a Double Slotted Flap
Tests were made of an 0.309-chord double-slotted flap on an NACA 65, 3-118, a equals 1.0 airfoil section to determine drag, lift, and pitching-moment characteristics for a range of flap deflections. Results indicate that combination of a low-drag airfoil and a double-slotted flap, of which the two parts moved as a single unit, gave higher maximum lift coefficients than have been obtained with plain, split, or slotted flaps on low-drag airfoils. Pitching moments were comparable to those obtained with other high-lift devices on conventional airfoils for similar lift coefficients. digital.library.unt.edu/ark:/67531/metadc61398/
Two-dimensional wind-tunnel investigation of 0.20-airfoil-chord plain ailerons of different contour on an NACA 65(sub 1)-210 airfoil section
No Description digital.library.unt.edu/ark:/67531/metadc61394/
Variation of peak pitching-moment coefficients for six airfoils as affected by compressibility
No Description digital.library.unt.edu/ark:/67531/metadc61478/
Wind-tunnel data on the aerodynamic characteristics of airplane control surfaces
No Description digital.library.unt.edu/ark:/67531/metadc61566/
Wind-Tunnel Development of Ailerons for the Curtiss XP-60 Airplanem Special Report
An investigation was made in the LWAL 7- by 10-foot tunnel of internally balanced, sealed ailerons for the Curtiss XP-60 airplane. Ailerons with tabs and. with various amounts of balance were tested. Stick forces were estimated for several aileron arrangements including an arrangement recommended for the airplane. Flight tests of the recommended arrangement are discussed briefly in an appendix, The results of the wind-tunnel and flight tests indicate that the ailerons of large or fast airplanes may be satisfactorily balanced by the method developed. digital.library.unt.edu/ark:/67531/metadc65169/
Wind-Tunnel Investigation of Shielded Horn Balances and Tabs on a 0.7-Scale Model of XF6F Vertical Tail Surface
Results of subject tests indicate the difficulty of obtaining closely balanced rudder surfaces for most tail assemblies with shielded horns and maintaining a near zero rate-of-change of hinge-moment coefficient without an additional balancing device. A comparison is made between shielded and unshielded horn test results. Pressure distribution and tuft tests of flow over different shaped horns showed higher critical speed for medium-taper nosed horn. The trim tab nose shape had little effect on tab test results. digital.library.unt.edu/ark:/67531/metadc61579/
Preliminary Investigation of the Effect of Compressibility on the Maximum Lift Coefficient, Special Report
Preliminary data are presented on the variation of the maximum lift coefficient with Mach number. The data were obtained from tests in the 8-foot high-speed tunnel of three NACA 16-series airfoils of 1-foot chord. Measurements consisted primarily of pressure-distribution measurements in order to illustrate the nature of the phenomena. It was found that the maximum lift coefficient of airfoils is markedly affected by compressibility even at Mach numbers as low as 0.2. At high Mach numbers pronounced decrease of the maximum lift coefficient was found. The magnitude of the effects of compressibility on the maximum lift coefficient and the low speeds at which these effects first appear indicate clearly that consideration of the take-off thrust for propellers will give results seriously in error if these considerations are based on the usual low-speed maximum-lift-coefficient data generally used. digital.library.unt.edu/ark:/67531/metadc65198/
Preliminary Wind-Tunnel Tests of the Effect of Nacelles on the Characteristics of a Twin-Engine Bomber Model with Low-Drag Wing, Special Report
Tests were made in the NACA 19-foot pressure tunnel of a simplified twin-engine bomber model with an NACA low-drag wing primarily to obtain an indication of the effects of engine nacelles on the characteristics of the model both with and without simple split trailing-edge flaps. Nacelles with conventional-type cowlings representative of those used on an existing high-performance airplane and with NACA high-speed type E cowlings were tested. The tests were made without propeller slipstream. The aerodynamic effects of adding the nacelles to the low-drag wing were similar to the effects commonly obtained by adding similar nacelles to conventional wings. The maximum lift coefficient without flaps was slightly increased, but the increment in maximum lift due to deflecting the flaps was somewhat decreased. The stalling characteristics were improved by the presence of the nacelles. Addition of the nacelles had a destabilizing effect on the pitching moments, as is usual for nacelles that project forward of the wing. The drag increments due to the nacelles were of the usual order of magnitude, with the increment due to the nacelles with NACA type E cowlings approximately one-third less than that of the nacelles with conventional cowlings with built-in air scoops. digital.library.unt.edu/ark:/67531/metadc65177/
An analysis of jet-propulsion systems making direct use of the working substance of a thermodynamic cycle
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Addition of heat to a compressible fluid in motion
No Description digital.library.unt.edu/ark:/67531/metadc62512/
Comparison of calculated and experimental propeller characteristics for four-, six-, and eight-blade single-rotating propellers
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Comparison of fixed-stabilizer, adjustable- stabilizer and all-movable horizontal tails
No Description digital.library.unt.edu/ark:/67531/metadc61649/
Compressibility Effects in Aeronautical Engineering
Compressible-flow research, while a relatively new field in aeronautics, is very old, dating back almost to the development of the first firearm. Over the last hundred years, researches have been conducted in the ballistics field, but these results have been of practically no use in aeronautical engineering because the phenomena that have been studied have been the more or less steady supersonic condition of flow. Some work that has been done in connection with steam turbines, particularly nozzle studies, has been of value, In general, however, understanding of compressible-flow phenomena has been very incomplete and permitted no real basis for the solution of aeronautical engineering problems in which.the flow is likely to be unsteady because regions of both subsonic and supersonic speeds may occur. In the early phases of the development of the airplane, speeds were so low that the effects of compressibility could be justifiably ignored. During the last war and immediately after, however, propellers exhibited losses in efficiency as the tip speeds approached the speed of sound, and the first experiments of an aeronautical nature were therefore conducted with propellers. Results of these experiments indicated serious losses of efficiency, but aeronautical engineers were not seriously concerned at the time became it was generally possible. to design propellers with quite low tip. speeds. With the development of new engines having increased power and rotational speeds, however, the problems became of increasing importance. digital.library.unt.edu/ark:/67531/metadc64993/
Completed Tabulation in the United States of Tests of 24 Airfoils at High Mach Numbers (Derived from Interrupted Work at Guidonia, Italy in the 1.31- by 1.74-Foot High-Speed Tunnel)
Two-dimensional data were obtained in Mach range of from 0.40 to 0.94 and Reynolds Number range of (3.4 - 4.2) X 10 Degrees. Results indicate that thickness ratio is dominating shape parameter at high Mach numbers and that aerodynamic advantages are attainable by using thinnest possible sections. Effects of jet boundaries, Reynolds Number, and Data presented are free from jet-boundary and humidity effects. digital.library.unt.edu/ark:/67531/metadc61347/
Comparison of yaw characteristics of a single-engine airplane model with single-rotating and dual-rotating propellers
No Description digital.library.unt.edu/ark:/67531/metadc62165/
A comparison at high speed of the aerodynamic merits of models of medium bombers having thickened wing roots and having wings with nacelles
No Description digital.library.unt.edu/ark:/67531/metadc61167/
Data for Design of Entrance Vanes from Two-Dimensional Tests of Airfoils in Cascade
As a part of a program of the NACA directed toward increasing the efficiency of compressors and turbines, data were obtained for application to the design of entrance vanes for axfax-flow compressors or turbines. A series of blower-blade sections with relatively high critical speeds have been developed for turning air efficiently from 0 deg to 80 deg starting with an axial direction. Tests were made of five NACA 65-series blower blades (modified NACA 65(216)-010 airfoils) and of four experimentally designed blower blades in a stationary cascade at low Mach numbers. The turning effectiveness and the pressure distributions of these blade sections at various angles of attack were evaluated over a range of solidities near 1. Entrance-vane design charts are presented that give a blade section and angle of attack for any desired turning angle. The blades thus obtained operate with peak-free pressure distributions. Approximate critical Mach numbers were calculated from the pressure distributions. digital.library.unt.edu/ark:/67531/metadc63062/
Considerations of wake-excited vibratory stress in a pusher propeller
No Description digital.library.unt.edu/ark:/67531/metadc62151/
An interim report on the stability and control of tailless airplanes
No Description digital.library.unt.edu/ark:/67531/metadc60946/
Simple curves for determining the effects of compressibility on pressure drop through radiators
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A simple method for estimating terminal velocity including effect of compressibility on drag
No Description digital.library.unt.edu/ark:/67531/metadc61252/
Scale-effect tests in a turbulent tunnel of the NACA 65(sub 3)-418, a = 1.0 airfoil section with 0.20-airfoil-chord split flap
No Description digital.library.unt.edu/ark:/67531/metadc61404/
Scale and Turbulence Effects on the Lift and Drag Characteristics of the NACA 65(Sub 3)-418, A=1.0 Airfoil Section
Wind-tunnel tests, investigating low drag wing performance in small-scale tests, showed a large increase in minimum drag coefficient, and a decrease of maximum lift coefficient occurred with decreasing Reynolds Number above certain designated values. The lift-curve slope varied up to 6% between high and low turbulence levels. Low Reynolds Number test data are unreliable for low drag airfoils either to estimate full-scale characteristics or to determine merits of airfoils for higher Reynolds numbers. digital.library.unt.edu/ark:/67531/metadc61402/
Effect of a trailing-edge extension on the characteristics of a propeller section
No Description digital.library.unt.edu/ark:/67531/metadc61477/
The theory of propellers III : the slipstream contraction with numerical values for two-blade and four-blade propellers
No Description digital.library.unt.edu/ark:/67531/metadc62140/
The theory of propellers II : method for calculating the axial interference velocity
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The theory of propellers IV : thrust, energy, and efficiency formulas for single- and dual-rotating propellers with ideal circulation distribution
No Description digital.library.unt.edu/ark:/67531/metadc62141/
The theory of propellers I : determination of the circulation function and the mass coefficient for dual-rotating propellers
No Description digital.library.unt.edu/ark:/67531/metadc62137/
Supersonic-tunnel tests of projectiles in Germany and Italy
No Description digital.library.unt.edu/ark:/67531/metadc62434/
Wind-Tunnel Investigation of an NACA Low-Drag Tapered Wing with Straight Trailing Edge and Simple Split Flaps, Special Report
An investigation was conducted in the NACA 19-foot pressure wind tunnel of a tapered wing with straight railing edge having NACA 66 series low-drag airfoil sections and equipped with full-span and partial-span simple split flaps. The airfoil sections used were the NACA 66,2-116 at the root and the 66,2-216 at the tip. The primary purpose of the investigation was to determine the effect of the split flaps on the aerodynamic characteristics of the tapered wing. Complete lift, drag, and pitching-moment coefficients were determined for the plain wing and for each flap arrangement through a Reynold number range of 2,600,000 to 4,600,000. The results of this investigation indicate that values of maximum lift coefficient comparable to values obtained on tapered wings with conventional sections and similar flap installations can be obtained from wings with the NACA low-drag sections. The increment of maximum lift due to the split flap was found to vary somewhat with Reynold number over the range investigated. The C(sub L)max of the wing alone is 1.49 at a Reynolds number of 4,600,000; whereas with the partial-span simple split flap it is 2.22 and with the full-span arrangement, 2.80. Observations of wool tufts on the wing indicate that the addition of split flaps did not appreciable alter the pattern of the stall; even though the stall did occur more abruptly than with the wing alone. digital.library.unt.edu/ark:/67531/metadc65192/
Wind-tunnel investigation of an NACA 66-series 16-percent-thick low-drag tapered wing with Fowler and split flaps
No Description digital.library.unt.edu/ark:/67531/metadc61410/
Experimental constriction effects in high-speed wind tunnels
No Description digital.library.unt.edu/ark:/67531/metadc62421/
Flight Investigation at High Speeds of Profile Drag of Wing of a P-47D Airplane Having Production Surfaces Covered with Camouflage Paint
Wing section outboard of flap was tested by wake surveys in Mach range of 0.25 - 0.78 and lift coefficient range 0.06 - 0.69. Results indicated that minimum profile-drag coefficient of 0.0097 was attained for lift coefficients from 0.16 to 0.25 at Mach less than 0.67. Below Mach number at which compressibility shock occurred, variations in Mach of 0.2 had negligible effect on profile drag coefficient. Shock was not evident until critical Mach was exceeded by 0.025. digital.library.unt.edu/ark:/67531/metadc61323/
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