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  Partner: UNT Libraries Government Documents Department
 Decade: 1930-1939
 Year: 1932
 Serial/Series Title: NACA Technical Reports
 Collection: Technical Report Archive and Image Library
The aerodynamic characteristics of a slotted Clark y wing as affected by the auxiliary airfoil position

The aerodynamic characteristics of a slotted Clark y wing as affected by the auxiliary airfoil position

Date: January 1, 1932
Creator: Wenzinger, Carl J & Shortal, Joseph A
Description: Aerodynamic force tests on a slotted Clark Y wing were conducted in a vertical wind tunnel to determine the best position for a given auxiliary airfoil with respect to the main wing. A systematic series of 100 changes in location of the auxiliary airfoil were made to cover all the probable useful ranges of slot gap, slot width, and slot depth. The results of the investigation may be applied to the design of automatic or controlled slots on wings with geometric characteristics similar to the wing tested. The best positions of the auxiliary airfoil were covered by the range of the tests, and the position for desired aerodynamic characteristics may easily be obtained from charts prepared especially for the purpose.
Contributing Partner: UNT Libraries Government Documents Department
Aerodynamic characteristics of circular-arc airfoils at high speeds

Aerodynamic characteristics of circular-arc airfoils at high speeds

Date: January 1, 1932
Creator: Briggs, L J & Dryden, H L
Description: The aerodynamic characteristics of eight circular-arc airfoils at speeds of 0.5, 0.8, 0.95, and 1.08 times the speed of sound have been determined in an open-jet air stream 2 inches in diameter, using models of 1-inch chord. The lower surface of each airfoil was plane; the upper surface was cylindrical. As compared with the measurements described in NACA-TR-319, the circular-arc airfoils at speeds of 0.95 and 1.08 times the speed of sound are more efficient than airfoils of the R. A. F. or Clark Y families. At a speed of 0.5 times the speed of sound, the thick circular-arc sections are extremely inefficient, but thin sections compare favorably with those of the R. A. F. family. A moderate round of the sharp edges changes the characteristics very little and is in many instances beneficial. The results indicate that the section of the blades of propellers intended for use at high tip-speeds should be of the circular-arc form for the outer part of the blade and should be changed gradually to the R. A. F. or Clark Y form as the hub is approached.
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The aerodynamic characteristics of eight very thick airfoils from tests in the variable density wind tunnel

The aerodynamic characteristics of eight very thick airfoils from tests in the variable density wind tunnel

Date: January 1, 1932
Creator: Jacobs, Eastman N
Description: Report presents the results of wind tunnel tests on a group of eight very thick airfoils having sections of the same thickness as those used near the roots of tapered airfoils. The tests were made to study certain discontinuities in the characteristic curves that have been obtained from previous tests of these airfoils, and to compare the characteristics of the different sections at values of the Reynolds number comparable with those attained in flight. The discontinuities were found to disappear as the Reynolds number was increased. The results obtained from the large-scale airfoil, a symmetrical airfoil having a thickness ratio of 21 per cent, has the best general characteristics.
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Airship model tests in the variable density wind tunnel

Airship model tests in the variable density wind tunnel

Date: January 1, 1932
Creator: Abbott, Ira H
Description: This report presents the results of wind tunnel tests conducted to determine the aerodynamic characteristics of airship models. Eight Goodyear-Zeppelin airship models were tested in the original closed-throat tunnel. After the tunnel was rebuilt with an open throat a new model was tested, and one of the Goodyear-Zeppelin models was retested. The results indicate that much may be done to determine the drag of airships from evaluations of the pressure and skin-frictional drags on models tested at large Reynolds number.
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The automotive ignition coil

The automotive ignition coil

Date: January 1, 1932
Creator: Darnell, T H
Description: This report gives the results of a series of measurements on the secondary voltage induced in an ignition coil of typical construction under a variety of operating conditions. These results show that the theoretical predictions hitherto made as to the behavior of this type of apparatus are in satisfactory agreement with the observed facts. The large mass of data obtained is here published both for the use of other investigators who may wish to compare them with other theoretical predictions and for the use of automotive engineers who will here find definite experimental results showing the effect of secondary capacity and resistance on the crest voltage produced by ignition apparatus.
Contributing Partner: UNT Libraries Government Documents Department
Coefficients of discharge of fuel-injection nozzles for compression-ignition engines

Coefficients of discharge of fuel-injection nozzles for compression-ignition engines

Date: January 1, 1932
Creator: Gelalles, A G
Description: This report presents the results of an investigation to determine the coefficients of discharge of nozzles with small, round orifices of the size used with high-speed compression-ignition engines. The injection pressures and chamber back pressures employed were comparable to those existing in compression-ignition engines during injection. The construction of the nozzles was varied to determine the effect of the nozzle design on the coefficient. Tests were also made with nozzles assembled in an automatic injection valve, both with a plain and with a helically grooved stem. It was found that a smooth passage before the orifice is requisite for high flow efficiency. A beveled leading edge before the orifice gave a higher coefficient of discharge than a rounded edge. The results with the nozzles assembled in an automatic injection valve having a plain stem duplicated those with the nozzles assembled at the end of a straight tube of constant diameter. Lower coefficients were obtained with the nozzles assembled in an injection valve having a helically grooved stem. When the coefficients of nozzles of any one geometrical shape were plotted against values of corresponding Reynold's numbers for the orifice diameters and rates of flow tested, it was found that experimental points ...
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The comparative performance of superchargers

The comparative performance of superchargers

Date: January 1, 1932
Creator: Schey, Oscar W
Description: This report presents a comparison of superchargers on the basis of the power required to compress the air at a definite rate, and on the basis of the net engine power developed at altitudes from 0 to 40,000 feet. The investigation included geared centrifugal, turbine-driven centrifugal, roots, and vane-type superchargers. It also includes a brief discussion of the mechanical limitations of each supercharger and explains how the method of control affects the power requirements.
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Comparison of full-scale propellers having R.A.F.-6 and Clark Y airfoil sections

Comparison of full-scale propellers having R.A.F.-6 and Clark Y airfoil sections

Date: January 1, 1932
Creator: Freeman, Hugh B
Description: In this report the efficiencies of two series of propellers having two types of blade sections are compared. Six full-scale propellers were used, three having R. A. F.-6 and three Clark Y airfoil sections with thickness/chord ratios of 0.06, 0.08, and 0.10. The propellers were tested at five pitch setting, which covered the range ordinarily used in practice. The propellers having the Clark Y sections gave the highest peak efficiency at the low pitch settings. At the high pitch settings, the propellers with R. A. F.-6 sections gave about the same maximum efficiency as the Clark Y propellers and were more efficient for the conditions of climb and take-off.
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The drag characteristics of several airships determined by deceleration tests

The drag characteristics of several airships determined by deceleration tests

Date: January 1, 1932
Creator: Thompson, F L & Kirschbaum, H W
Description: This report presents the results of deceleration tests conducted for the purpose of determining the drag characteristics of six airships. The tests were made with airships of various shapes and sizes belonging to the Army, the Navy, and the Goodyear-Zeppelin Corporation. Drag coefficients for the following airships are shown: Army TC-6, TC-10, and TE-2; Navy Los Angeles and ZMC-2; Goodyear Puritan. The coefficients vary from about 0.045 for the small blunt airships to 0.023 for the relatively large slender Los Angeles. This variation may be due to a combination of effects, but the most important of these is probably the effect of length-diameter ratio.
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Dynamic and flight tests on rubber-cord and oleo-rubber-disk landing gears for an F6C-4 airplane

Dynamic and flight tests on rubber-cord and oleo-rubber-disk landing gears for an F6C-4 airplane

Date: January 1, 1932
Creator: Peck, William C
Description: The investigation described in this report was conducted for the purpose of comparing an oleo-rubber-disk and a rubber-cord landing gear, built for use on an F6C-4 airplane. The investigation consisted of drop tests under various loading conditions and flight tests on an F6C-4 airplane. In the drop tests the total work done on each gear and the work done on each of the shock-absorbing units were determined. For both drop tests and flight tests the maximum loads and accelerations were determined. The comparative results showed that the oleo gear was slightly superior in reducing the ordinary landing shocks, that it had a greater capacity for work, and that it was very superior in the reduction of the rebound. The results further showed that for drops comparable to very severe landings, the rubber-cord gear was potentially more effective as a shock-reducing mechanism. However, due to the construction of this chassis, which limited the maximum elongation of the cords, this gear was incapable of withstanding as severe tests as the oleo gear. The action of the oleo gear was greatly inferior to the action of an ideal gear. The maximum accelerations encountered during the flight tests for severe landings were 3.64g for ...
Contributing Partner: UNT Libraries Government Documents Department
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