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  Partner: UNT Libraries Government Documents Department
 Decade: 1940-1949
 Collection: Technical Report Archive and Image Library
The 1350 F stress-rupture properties of two wrought alloys and three cast alloys
No Description digital.library.unt.edu/ark:/67531/metadc55436/
Abstracts pertaining to seaplanes
About 400 references pertaining to the hydrodynamic design of seaplanes have been compiled, and the information is presented in the form of abstracts classified under six main headings. digital.library.unt.edu/ark:/67531/metadc62825/
Acceleration Characteristics of R-3350 Engine Equipped with NACA Injection Impeller
Qualitative investigations have shown that use of the NACA injection impeller with the R-3350 engine increases the inertia of the fuel-injection system and, when the standard fuel-metering system is used, this increase in inertia results in poor engine acceleration characteristics. This investigation was therefore undertaken to determine whether satisfactory acceleration characteristics of the engine equipped with the injection impeller could be obtained by simple modifications to the fuel-monitoring system. The engine was operated with two types of carburetor; namely, a hydraulic-metering carburetor incorporating a vacuum-operated accelerating pump and a direct-metering carburetor having a throttle-actuated accelerating pump. The vacuum-operated accelerating pump of the hydraulic-metering carburetor was modified to produce satisfactory accelerations by supplementing the standard air chamber with an additional 75-cubic spring. The throttle-actuated accelerating pump of the direct-metering carburetor was modified to produce satisfactory accelerations by replacing the standard 0.028-inch-diameter bleed in the load-compensator balance line with a smaller bleed of 0.0225-inch diameter. The results of this investigation indicated that both carburetors can be easily modified to produce satisfactory acceleration characteristics of the engine and no definite choice between the types of carburetor and accelerating pump can be made. Use of the direct-metering carburetor, however, probably resulted in better fuel distribution to the cylinders during the acceleration period and reduced the backfire hazard because all the fuel is introduced through the injection impeller. digital.library.unt.edu/ark:/67531/metadc63808/
Acceleration Measurements During Landing in Rough Water of a 1/7-Scale Dynamic Model of Grumman XJR2F-1 Amphibian - Langley Tank Model 212, TED No. NACA 2378
Tests of a 1/7 size model of the Grumman XJR2F-1 amphibian were made in Langley tank no.1 to examine the landing behavior in rough water and to measure the normal and angular accelerations experienced by the model during these landings. All landings were made normal to the direction of wave advance, a condition assumed to produce the greatest accelerations. Wave heights of 4.4 and 8.0 inches (2.5 and 4.7 ft, full size) were used in the tests and the wave lengths were varied between 10 and 50 feet (70 and 350 ft, full size). Maximum normal accelerations of about 6.5g were obtained in 4.4 inch waves and 8.5g were obtained in 8.0 inch waves. A maximum angular acceleration corresponding to 16 radians per second per second, full size, was obtained in the higher waves. The data indicate that the airplane will experience its greatest accelerations when landing in waves of about 20 feet (140 ft, full size) in length. digital.library.unt.edu/ark:/67531/metadc64281/
Acceleration Measurements During Landings of a 1/5.5-Size Dynamic Model of the Columbia XJL-1 Amphibian in Smooth Water and in Waves: Langley Tank Model 208M, TED No. NACA 2336
A 1/5.5-size powered dynamic model of the Columbia XJL-1 amphibian was landed in Langley tank no. 1 in smooth water and in oncoming waves of heights from 2.1 feet to 6.4 feet (full-size) and lengths from 50 feet to 264 feet (full-size). The motions and the vertical accelerations of the model were continuously recorded. The greatest vertical acceleration measured during the smooth-water landings was 3.1g. During landings in rough water the greatest vertical acceleration measured was 15.4g, for a landing in 6.4-foot by 165-foot waves. The impact accelerations increased with increase in wave height and, in general, decreased with increase in wave length. During the landings in waves the model bounced into the air at stalled attitudes at speeds below flying speed. The model trimmed up to the mechanical trim stop (20 deg) during landings in waves of heights greater than 2.0 feet. Solid water came over the bow and damaged the propeller during one landing in 6.4-foot waves. The vertical acceleration coefficients at first impact from the tank tests of a 1/5.5-size model were in fair agreement with data obtained at the Langley impact basin during tests of a 1/2-size model of the hull. digital.library.unt.edu/ark:/67531/metadc64233/
Accelerations and bottom pressures measured on a B-24D airplane in a ditching test
No Description digital.library.unt.edu/ark:/67531/metadc61135/
Accelerations measured at center of gravity and along span of the wing of a B-24D airplane in landing impacts
No Description digital.library.unt.edu/ark:/67531/metadc61134/
Accident Experience: Iron-Ore Mines, Lake Superior District, 1940-43
Report issued by the U.S. Bureau of Mines discussing the iron-ore mining accident experience in the Lake Superior District. Frequency and severity rates of accidents between 1940 and 1943 are presented. This report includes tables. digital.library.unt.edu/ark:/67531/metadc67032/
Accuracy of airspeed measurements and flight calibration procedures
The sources of error that may enter into the measurement of airspeed by pitot-static methods are reviewed in detail together with methods of flight calibration of airspeed installations. Special attention is given to the problem of accurate measurements of airspeed under conditions of high speed and maneuverability required of military airplanes. (author). digital.library.unt.edu/ark:/67531/metadc65478/
Adaptor for measuring principal strains with Tuckerman strain gage
An adapter is described which uses three Tuckerman optical strain gages to measure the displacement of the three vortices of an equilateral triangle along lines 120 degrees apart. These displacements are substituted in well-known equations in order to compute the magnitude and direction of the principal strains. Tests of the adaptor indicate that principal strains over a gage length of 1.42 inch may be measured with a systematic error not exceeding 4 percent and a mean observational error of the order of + or minus 0.000006. The maximum observed error in strain was of the order of 0.00006. The directions of principal strains for unidirectional stress were measured with the adaptor with an average error of the order of 1 degree. digital.library.unt.edu/ark:/67531/metadc56629/
Addition of heat to a compressible fluid in motion
No Description digital.library.unt.edu/ark:/67531/metadc62512/
Additional abstracts pertaining to seaplanes
No Description digital.library.unt.edu/ark:/67531/metadc53128/
Additional design charts relating to the stalling of tapered wings
No Description digital.library.unt.edu/ark:/67531/metadc61269/
Additional free-flight tests of the rolling effectiveness of several wing-spoiler arrangements at high subsonic, transonic, and supersonic speeds
No Description digital.library.unt.edu/ark:/67531/metadc58001/
An additional investigation of the high-speed lateral-control characteristics of spoilers
No Description digital.library.unt.edu/ark:/67531/metadc60955/
The additional-mass effect of plates as determined by experiments
The apparent increase in the inertia properties of a body moving in a fluid medium has been called the additional-mass effect. This report presents a resume of test procedures and results of experimental determinations of the additional-mass effect of flat plates. In addition to data obtained from various foreign sources and from a NACA investigation in 1933, the results of tests recently conducted by the National Advisory Committee for Aeronautics are included. digital.library.unt.edu/ark:/67531/metadc66368/
Additional power-on wind-tunnel tests of the 1/8-scale model of the Brewster F2A airplane with full-span slotted flaps
No Description digital.library.unt.edu/ark:/67531/metadc62635/
Additional results in a free-flight investigation of control effectiveness of full-span, 0.2-chord plain ailerons at high subsonic, transonic, and supersonic speeds to determine some effects of wing sweepback, aspect ratio, taper, and section thickne
No Description digital.library.unt.edu/ark:/67531/metadc58183/
Adjustment of stick force by a nonlinear aileron-stick linkage
No Description digital.library.unt.edu/ark:/67531/metadc61609/
The advantages of uniform fuel distribution for air-cooled engines from considerations of cooling requirements and fuel economy
No Description digital.library.unt.edu/ark:/67531/metadc61935/
Aerodynamic and hydrodynamic tests of a family of models of flying-boat hulls derived from a streamline body : NACA model 84 series
No Description digital.library.unt.edu/ark:/67531/metadc61711/
Aerodynamic and hydrodynamic tests of a family of models of flying hulls derived from a streamline body -- NACA model 84 series
A series of related forms of flying-boat hulls representing various degrees of compromise between aerodynamic and hydrodynamic requirements was tested in Langley Tank No. 1 and in the Langley 8-foot high-speed tunnel. The purpose of the investigation was to provide information regarding the penalties in water performance resulting from further aerodynamic refinement and, as a corollary, to provide information regarding the penalties in range or payload resulting from the retention of certain desirable hydrodynamic characteristics. The information should form a basis for over-all improvements in hull form. digital.library.unt.edu/ark:/67531/metadc60031/
Aerodynamic characteristics and flap loads of perforated double split flaps on a rectangular NACA 23012 airfoil
No Description digital.library.unt.edu/ark:/67531/metadc61464/
Aerodynamic characteristics and flap loads of the brake-flap installation on the 0.40-scale model of the F4F-3 left wing panel
No Description digital.library.unt.edu/ark:/67531/metadc61360/
Aerodynamic characteristics at high speeds of a two-blade NACA 10-(3)(062)-045 propeller and of a two-blade NACA 10-(3)(08)-045 propeller
No Description digital.library.unt.edu/ark:/67531/metadc57659/
Aerodynamic characteristics at high speeds of full-scale propellers having Clark Y blade sections
No Description digital.library.unt.edu/ark:/67531/metadc64614/
Aerodynamic Characteristics at High Speeds of Full-Scale Propellers having Different Shank Designs
Tests of two 10-foot-diameter two-blade propellers which differed only in shank design have been made in the Langley 16-foot high-speed tunnel. The propellers are designated by their blade design numbers, NACA 10-(5)(08)-03, which had aerodynamically efficient airfoil shank sections, and NACA l0-(5)(08)-03R which had thick cylindrical shank sections typical of conventiona1 blades, The propellers mere tested on a 2000-horsepower dynamometer through a range of blade-angles from 20deg to 55deg at various rotational speeds and at airspeeds up to 496 miles per hour. The resultant tip speeds obtained simulate actual flight conditions, and the variation of air-stream Mach number with advance ratio is within the range of full-scale constant-speed propeller operation. Both propellers were very efficient, the maximum envelope efficiency being approximately 0,95 for the NACA 10-(5)(08)-03 propeller and about 5 percent less for the NACA 10-(5)(08)-03R propeller. Based on constant power and rotational speed, the efficiency of the NACA 10-(05)(08)-03 propeller was from 2.8 to 12 percent higher than that of the NACA 10-(5)(08)-03R propeller over a range of airspeeds from 225 to 450 miles per hour. The loss in maximum efficiency at the design blade angle for the NACA 10-(5)(08)-03 and 10-(5)(08)-03R propellers vas about 22 and 25 percent, respectively, for an increase in helical tip Mach number from 0.70 to 1.14. digital.library.unt.edu/ark:/67531/metadc64248/
Aerodynamic characteristics at subcritical and supercritical Mach numbers of two airfoil sections having sharp leading edges and extreme rearward positions of maximum thickness
No Description digital.library.unt.edu/ark:/67531/metadc58030/
Aerodynamic characteristics at subsonic and supersonic Mach numbers of a thin triangular wing of aspect ratio 2 I : maximum thickness at 20 percent of the chord
No Description digital.library.unt.edu/ark:/67531/metadc57967/
Aerodynamic characteristics at subsonic and supersonic Mach numbers of a thin triangular wing of aspect ratio 2 II : maximum thickness at midchord
The lift, drag, and pitching-moment characteristics of a triangular wing, having an aspect ratio of 2 and a symmetrical double-wedge profile of 5-percent-chord maximum thickness at midchord, have been evaluated from wind-tunnel tests at Mach numbers from 0.50 to 0.975 and from 1.09 to 1.49 and at Reynolds numbers ranging from 0.67 to 0.85 million. The lift, drag, and pitching-moment coefficients of the triangular wing with a leading-edge sweepback of approximately 63 degrees did not exhibit the irregular variations with Mach number at high subsonic and low supersonic Mach numbers that are characteristic of unswept wings. The lift-curve slope increased steadily with Mach number below unity and declined slowly beyond the Mach number of 1.13. A substantial rise in the minimum drag coefficient occurred between Mach numbers of 0.95 and 1.20 with an associated reduction in the maximum lift-drag ratio. The aerodynamic center shifted rearward toward the centroid of area of the wing with increasing Mach number below 0.975; whereas above 1.09 it coincided with the centroid. digital.library.unt.edu/ark:/67531/metadc64583/
Aerodynamic characteristics at subsonic and transonic speeds of a 42.7 degree sweptback wing model having an aileron with finite trailing-edge thickness
No Description digital.library.unt.edu/ark:/67531/metadc57819/
Aerodynamic characteristics for internal-balance and Frise type ailerons on an NACA 6 series low-drag tip section of the wing for the XP-63 airplane
No Description digital.library.unt.edu/ark:/67531/metadc61354/
Aerodynamic characteristics including scale effect of several wings and bodies alone and in combination at a Mach number of 1.53
No Description digital.library.unt.edu/ark:/67531/metadc58084/
Aerodynamic characteristics of 15 NACA airfoil sections at seven Reynolds numbers from 0.7 x 10(exp 6) to 9.0 x 10(exp 6)
No Description digital.library.unt.edu/ark:/67531/metadc55250/
Aerodynamic Characteristics of a 0.5-Scale Model of the Fairchild XSAM-N-2 Lark Missile at High Subsonic Speeds
An investigation was conducted to determine the longitudinal- and lateral-stability characteristics of a 0.5-scale moue1 of the Fairchild Lark missile, The model was tested with 0 deg and with 22.5 deg of roll. Three horizontal wings having NACA 16-009, 16-209, and 64A-209 sections were tested. Pressures were measured on both pointed and blunt noses. The wind-tunnel-test data indicate that rolling the missile 22.5 deg. had no serious effect on the static longitudinal stability. The desired maneuvering acceleration could not be attained with any of the horizontal wings tested, even with the horizontal wing flaps deflected 50 deg. The flaps on the 64A-209 wing (with small trailing-edge angles and flat sides) were effective at all flap deflections, while the flaps on the 16-series wings (with large trailing-edge angles) lost effectiveness at small flap deflections. The data showed that rolling moment existed when the vertical wing flaps were deflected with the model at other than zero angle of attack. A similar rolling moment probably would be found . with the horizontal wing flaps deflected and the model yawed. digital.library.unt.edu/ark:/67531/metadc65224/
Aerodynamic characteristics of a 1/8-scale powered model of a high-speed bomber with a dual pusher propeller aft of the empennage
No Description digital.library.unt.edu/ark:/67531/metadc61201/
Aerodynamic characteristics of a 6-percent-thick symmetrical double-wedge airfoil at transonic speeds from tests by the NACA wing-flow method
No Description digital.library.unt.edu/ark:/67531/metadc58214/
Aerodynamic characteristics of a 42 degree swept-back wing with aspect ratio 4 and NACA 64(sub 1)-112 airfoil sections at Reynolds numbers from 1,700,000 to 9,500,000
No Description digital.library.unt.edu/ark:/67531/metadc58024/
Aerodynamic characteristics of a 45 degree swept-back wing with aspect ratio of 3.5 and NACA 2S-50(05)-50(05) airfoil sections
No Description digital.library.unt.edu/ark:/67531/metadc58041/
Aerodynamic characteristics of a flying-boat hull having a length-beam ratio of 15 and a warped forebody
No Description digital.library.unt.edu/ark:/67531/metadc58193/
Aerodynamic Characteristics of a Number of Modified NACA Four-Digit-Series Airfoil Sections
Theoretical pressure distributions and measured lift, drag, and pitching moment characteristics at three values of Reynolds number are presented for a group of NACA four-digit-series airfoil sections modified for high-speed applications. The effectiveness of flaps applied to these airfoils and the effect of standard leading-edge roughness were also investigated at one value of Reynolds number. Results are also presented of tests of three conventional NACA four-digit-series airfoil sections. digital.library.unt.edu/ark:/67531/metadc64893/
Aerodynamic characteristics of a number of modified NACA four-digit-series airfoil sections
No Description digital.library.unt.edu/ark:/67531/metadc54583/
Aerodynamic Characteristics of a Portion of the Horizontal Tail from a Douglas C-74 Airplane with Fabric-Covered Elevators
A Douglas C-74 airplane, during a test dive at about 0.525 Mach number, experienced uncontrollable longitudinal oscillations sufficient to cause shedding of the outer wing panels and the subsequent crash of the airplane. Tests of a section of the horizontal tail plane from a C-74 airplane were conducted in the Ames 16-foot high-speed wind tunnel to investigate the possibility of the tail as a contributing factor to the accident. The results of the investigations of fabric-covered elevators in various conditions of surface deformation are presented in this report. digital.library.unt.edu/ark:/67531/metadc63785/
Aerodynamic characteristics of a slot-lip aileron and slotted flap for dive brakes
No Description digital.library.unt.edu/ark:/67531/metadc61438/
Aerodynamic characteristics of a two-blade NACA 10-(3)(08)-03R propeller
No Description digital.library.unt.edu/ark:/67531/metadc64628/
Aerodynamic characteristics of a two-blade NACA 10-(3)(12)-03 propeller
No Description digital.library.unt.edu/ark:/67531/metadc64968/
Aerodynamic characteristics of a wing with quarter-chord line swept back 35 degrees, aspect ratio 4, taper ratio 0.6, and NACA 65A006 airfoil section : transonic-bumb method
No Description digital.library.unt.edu/ark:/67531/metadc58209/
Aerodynamic characteristics of a wing with quarter-chord line swept back 45 degrees, aspect ratio 4, taper ratio 0.6, and NACA 65A006 airfoil section : transonic-bump method
No Description digital.library.unt.edu/ark:/67531/metadc58242/
Aerodynamic characteristics of a wing with quarter-chord line swept back 45 degrees, aspect ratio 6, taper ratio 0.6, and NACA 65A006 airfoil section
No Description digital.library.unt.edu/ark:/67531/metadc58328/
Aerodynamic characteristics of a wing with quarter-chord line swept back 60 degrees, aspect ratio 4, taper ratio 0.6, and NACA 65A006 airfoil section : transonic-bump method
No Description digital.library.unt.edu/ark:/67531/metadc58370/
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