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  Partner: UNT Libraries Government Documents Department
 Collection: National Advisory Committee for Aeronautics Collection
Dynamic stability and control characteristics of a vertically rising airplane model in hovering flight
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Fundamental flame velocities of pure hydrocarbons I : alkanes, alkenes, alkynes benzene, and cyclohexane
The flame velocities of 37 pure hydrocarbons including normal and branched alkanes, alkenes, and alkynes; as well as benzene and cyclohexane, together with the experimental technique employed are presented. The normal alkanes have about the same flame velocity from ethane through heptane with methane being about 16 percent lower. Unsaturation increases the flame velocity in the order of alkanes, alkenes, and alkynes. Branching reduces the flame velocity.
The effects of fuel sloshing on the lateral stability of a free-flying airplane model
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Additional Studies of the Stability and Controllability of an Unswept-Wing Vertically Rising Airplane Model in Hovering Flight Including Studies of Various Tethered Landing Techniques
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Dynamic Stability and Control Characteristics of a Delta-Wing Vertically Rising Airplane Model in Take-Offs, Landings and Hovering Flight
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Static directional stability of a tandem-helicopter fuselage
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Effect of the proximity of the ground on the stability and control characteristics of a vertically rising airplane model in the hovering condition
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Take-Off and Landing Characteristics of a 0.13-Scale Model of the Convair XFY-1 Vertically Rising Airplane in Steady Winds, TED No. NACA DE 368
An experimental investigation has been conducted to determine the stability and control characteristics of a 0.13-scale free-flight model of the Convair XFY-1 airplane during take-offs and landings in steady winds. The tests indicated that take-offs in headwinds up to at least 20 knots (full scale) will be fairly easy to perform although the airplane may be blown downstream as much as 3 spans before a trim condition can be established. The distance that the airplane will be blown down-stream can be reduced by restraining the upwind landing gear until the instant of take-off. The tests also indicated that spot landings in headwinds up to at least 30 knots (full scale) and in crosswinds up to at least 20 knots (full scale) can be accomplished with reasonable accuracy although, during the landing approach, there will probably be an undesirable nosing-up tendency caused by ground effect and by the change in angle of attack resulting from vertical descent. Some form of arresting gear will probably be required to prevent the airplane from rolling downwind or tipping over after contact. This rolling and tipping can be prevented by a snubbing line attached to the tip of the upwind' wing or tail or by an arresting gear consisting of a wire mesh on the ground and hooks on the landing gear to engage the mesh.
Stability and control flight tests of a 0.13-scale model of the consolidated-Vultee XFY-1 airplane in take-offs, landings, and hovering flight : TED No. NACA DE 368
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The 300 H.P. Benz Aircraft Engine
This report provides a description of the Benz 300 H.P. aircraft engine containing 12 cylinders placed at a 60° angle. It includes a detailed description of the development of the constructional points, particularly the cylinders, pistons, and connecting rods, as well as the engine fitting, lubrication, oil pumps, bearings, oil tank, fuel pump, carburetors, and cooling system. There are seven pages of illustrative figures at the end of the report.
Isentropic phase changes in dissociating gases and the method of sound dispersion for the investigation of homogeneous gas reactions with very high speed
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Isentropic phase changes in dissociating gases and the method of sound dispersion for the investigation of homogeneous gas reactions with very high speed : Conclusion
The analytical results of Part I are also applied to sound dispersion by friction and heat conduction, An irreversible change of momentum, energy, and type of particle corresponding to friction, heat conduction, and diffusion effects can appear both in the direction of the sound field and traverse to it. Longitudinal damping, the coupling of longitudinal damping and that due to chemical and physical changes, and coupling of diffusion and compositional changes are treated for a plane sound wave of infinite extent. The same principles are also applied to sound effects in cylindrical tubes. The limitations of the method are discussed in some detail.
Altitude performance of a 20-inch-diameter ram-jet engine investigated in a free-jet facility at Mach number 3.0
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Design of combustor for long-range ram-jet engine and performance of rectangular analog
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Preliminary transient performance data on the fuel control of the XRJ47-W-5 ram-jet engine
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Full-scale, free-jet investigation of methods of improving outlet flow distribution in a side-inlet supersonic diffuser
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Investigation of three low-temperature-ratio combustor configurations in a 48-inch-diameter ram-jet engine
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Propeller design I : practical application of the blade element theory
This report is the first of a series of four on propeller design and contains a description of the blade elements or modified Drzewiecke theory as used in the Bureau of Aeronautics, U.S. Navy Department. Blade interference corrections are used which were taken from R.& M. NO. 639 of the British Advisory Committee for Aeronautics. The airfoil characteristics used were obtained from tests of model propellers, not from tests of model wings.
An investigation of the characteristics of steel diaphragms for automatic fuel-injection valves
This research on steel diaphragms was undertaken at the Langley Memorial Aeronautical Laboratory, as a part of a general investigation on fuel injection engines for aircraft. The work determined the load-deflection, load- deformation and hysteresis characteristics for single diaphragms having thicknesses from 0.00s inch to 0.012 inch, and for similar diaphragms tested in multiple having total thicknesses from 0.012 inch to 0.180 inch. The elastic limit loads and deflections, and rupture points of single diaphragms were also determined. Some work was done on diaphragms having central orifices in order to determine the effect of orifice diameter upon the load deflection characteristics.
The calculation of wing float displacement in single-float seaplanes
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A load factor formula
The ultimate test of a load factor formula is experience. The chief advantages of a semi rational formula over arbitrary factors are that it fairs in between points of experience and it differentiates according to variables within a type. Structural failure of an airplane apparently safe according to the formula would call for a specific change in the formula. The best class of airplanes with which to check a load factor formula seems to be those which have experienced structural failure. Table I comprises a list of the airplanes which have experienced failure in flight traceable to the wing structure. The load factor by formula is observed to be greater than the designed strength in each case, without a single exception. Table II comprises the load factor by formula with the designed strength of a number of well-known service types. The formula indicates that by far the majority of these have ample structural strength. One case considered here in deriving a suitable formula is that of a heavy load carrier of large size and practically no reserve power.
Wall interference in closed type wind tunnels
A series of tests has been conducted by the National Advisory Committee for Aeronautics, in the variable density wind tunnel on several airfoils of different sizes and sections to determine the effect of tunnel wall interference and to determine a correction which can be applied to reduce the error caused thereby. The use of several empirical corrections was attempted with little success. The Prandtl theoretical correction gives the best results and its use is recommended for correcting closed wind tunnel results to conditions of free air.
Is there any available source of heat energy lighter than gasoline?
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The installation and correction of compasses in airplanes
The saving of time that results from flying across country on compass headings is beginning to be widely recognized. At the same time the general use of steel tube fuselages has made a knowledge of compass correction much more necessary than was the case when wooden fuselages were the rule. This paper has been prepared primarily for the benefit of the pilot who has never studied navigation and who does not desire to go into the subject more deeply than to be able to fly compass courses with confidence. It also contains material for the designer who wishes to install his compasses with the expectation that they may be accurately corrected.
Welding of high chromium steels
A brief description is given of different groups of high chromium steels (rustless iron and stainless steels) according to their composition and more generally accepted names. The welding procedure for a given group will be much the same regardless of the slight variations in chemical composition which may exist within a certain group. Information is given for the tensile properties (yield point and ultimate strength) of metal sheets and welds before and after annealing on coupons one and one-half inches wide. Since welds in rustless iron containing 16 to 18 percent chromium and 7 to 12 percent nickel show the best combination of strength and ductility in the 'as welded' or annealed condition, it is considered the best alloy to use for welded construction.
The velocity distribution caused by an airplane at the points of a vertical plane containing the span
A formula for the computation of the vertical velocity component on all sides of an airplane is deduced and discussed. The formation is of value for the interpretation of such free flight tests where two airplanes fly alongside each other to facilitate observation.
Tension experiments on diaphragm metals
Strips of german silver, steel, copper, duralumin, nickel and brass were tested in tension in an apparatus in which the change in deflection with time was measured by means of an interferometer. This change in deflection with time caused by the application and removal of a load is defined as "drift" and "recovery," respectively. It was measured in the time interval from approximately 5 seconds to 5 hours after loading. The data are given in a series of graphs in which the drift and recovery are plotted against time. The proportional drift and recovery in five hours are given for a number of the tests, and in addition are shown graphically for nickel and steel.
Large German airship stations
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Tests of artificial flight at high altitudes
If we wish to form an accurate idea of the extraordinary progress achieved in aeronautics, a comparison must be made of the latest altitude records and the figures regarded as highest attainable limit some ten years ago. It is desirable, for two reasons, that we should be able to define the limit of the altitudes that can be reached without artificial aid. First, to know to what extent the human body can endure the inhalation of rarified air. Second, the mental capacity of the aviator must be tested at high altitudes and the limit known below which he is able to make reliable observations without being artificially supplied with oxygen. A pneumatic chamber was used for the most accurate observations.
Shape and strength of seaplane under-structures with special regard to seaworthiness
This report presents experiments and calculations for the purpose of determining the landing gear requirements upon the water. Moving pictures are given which furnish data and also may give both the magnitude and direction of the forces acting. Different classes of seaplanes are examined and proposals for calculation instructions are given.
High efficiency of seaplanes
A table is presented which includes data for calculating the index of efficiency. The author uses this data to conclude that seaplanes cannot be considered inferior to terrestrial airplanes.
Preliminary calculation of cylinder dimensions for aircraft engines
It is extremely important in building aircraft engines to determine the requisite cylinder dimensions as accurately as possible, in order that the weight required for a given power shall not be excessive. This report presents a calculation method that depends on the air requirement of the fuel.
Calculation of wing spars
The author presents a comparison and combination of the numerical and geometrical determinations of the maximum M, when calculating the maximum bay moment.
Glossary of terms used in flying boat hull construction
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Calculation of wing spars
A simplified formula for calculating wing spars is presented.
Radiant heat transfer from flames in a single tubular turbojet combuctor
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Investigations on reductions of friction on wings, in particular by means of boundary layer suction
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On the design of airfoils in which the transition of the boundary layer is delayed
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Investigations relating to the extension of laminar flow by means of boundary-layer suction through slots
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AVA monographs. B: Boundary layer
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Abacus giving the variation of the mean pressure of an aviation engine as a function of its speed of rotation
Comparing the results of the calculations for computing the mean pressure of an aviation engine for any number of revolutions, with those of experiment, the writer, by numerous examples, shows the perfect agreement between them. This report will show that, by means of a special abacus, an engineer can instantly plot the characteristics of an engine.
On the elementary relation between pitch, slip, and propulsive efficiency
The author examines the current theory on the importance of reducing slip in airplane propellers. The author feels an exaggerated importance is attached to this supposition and feels that the increase in friction by an increase in propeller area or number of revolutions can't be discounted.
Study of chromium-frit-type coatings for high-temperature protection of molybdenum
The achievement of more compact and efficient power plants for aircraft is dependent, among other factors, on the perfection of heat-resisting materials that are superior to those in current use. Molybdenum is one of the high-melting metals (melting point, 4750 F). It is fairly abundant and also can be worked into many of the shapes required in modern power plants. To permit its widespread use at elevated temperatures, however, some means must first be found to prevent its rapid oxidation. The application of a protective coating is one method that might be used to achieve this goal. In the present work, a number of chromium-frit-type coatings were studied. These were bonded to molybdenum specimens by firing in controlled atmospheres to temperatures in the range of 2400 to 2700 F.
The Oehmichen Peugeot helicopter
The first flights of the Oehmichen helicopter are detailed as well as various aspects of the construction.
Moments of cambered round bodies
Results are presented for the moments and position of force centers of a series of cambered round bodies derived from a torpedo-like body of revolution. The effects of placing fins on the rear of the body of revolution are also included.
The coupling of engines
This report examines the idea of coupling numerous engines together to turn a single propeller, which the author feels would free aircraft design from the problems of multi-engine and propeller design.
The Goebel rotary engine
This report presents a table of specifications of the rotary engine and a very brief description of some of the notable features such as the exhaust valves controlled by means of a fixed cam gear.
Commercial aviation in Germany : past and future
This review of commercial aviation includes postal delivery, package transport, and passenger transport. Both airplanes and airships are covered in this review.
The law relating to air currents
In the subdivided wing section profile, the diagram of the current is entirely changed and the harmful formation of eddies is avoided through premature deflection. Pressure equalization does not occur between the upper and under sides. This report presents a discussion of the various laws relating to wing design with the conclusion being that lift increases with more acute angles of attack.
Experimental investigation of laminar-boundary-layer control on an airfoil section equipped with suction slots located at discontinuities in the surface pressure distribution
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