National Advisory Committee for Aeronautics (NACA) - 71 Matching Results

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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.
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
Report discussing testing on a 42 degree swept-back wing to determine its low-speed aerodynamic characteristics in pitch and yaw at high Reynolds numbers. The main effect of increasing the Reynolds number was delayed wing stalling to higher angles of attack. Roughness on the wing leading edge also had a large adverse effect on lift, drag, and pitching-moment characteristics at higher Reynolds numbers.
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.
Altitude-wind-tunnel investigation of thrust augmentation of a turbojet engine II: performance with water injection at compressor inlet
Report presenting testing of a standard turbojet engine by water injection at the inlet of the axial-flow compressor in the altitude wind tunnel. Engine performance at 7600 rpm was obtained over a wide range of water-air-pressure ratios and ram-pressure ratios. Results regarding the engine-component performance are also provided.
Appreciation and determination of the hydrodynamic qualities of seaplanes
No Description Available.
Bending stresses due to torsion in a tapered box beam
No Description Available.
Boundary-induced upwash for yawed and swept-back wings in closed circular wind tunnels
Report presenting a determination of the tunnel-induced velocities for yawed and swept-back airfoils in a closed circular wind tunnel. Calculations were performed for elemental horseshoe vortices with one tip of the bound vortex on the tunnel axis for a range of yaw angles and bound-vortex lengths.
Calculations of the supersonic wave drag of nonlifting wings with arbitrary sweepback and aspect ratio : wings swept behind the Mach lines
No Description Available.
Charts for stress analysis of reinforced circular cylinders under lateral loads
Report presenting charts with coefficients for the stress analysis of a reinforced circular cylinder. They allow for the rapid determination of sheer flows and direct stresses in the sheet of a cylinder as well as the shear forces, axial forces, and bending moments in the rings. Separate charts are also given for three basic ring loadings.
Collection and analysis of wind-tunnel data on the characteristics of isolated tail surfaces with and without end plates
No Description Available.
Compilation of Test Data on 111 Free-Spinning Airplane Models Tested in the Langley 15-Foot and 20-Foot Free-Spinning Tunnels
A compilation of free-spinning-airplane model data on the spin and recovery characteristics of 111 airplanes is presented. These data were previously published in separate memorandum reports and were obtained from free-spinning tests in the Langley 15-foot and the Langley 20-foot free-spinning tunnels. The model test data presented include the steady-spin and recovery characteristics of each model for various combinations of aileron and elevator deflections and for various loadings and dimensional configurations. Dimensional data, mass data, and a three-view drawing of the corresponding free-spinning tunnel model are also presented for each airplane. The data presented should be of value to designers and should facilitate the design of airplanes incorporating satisfactory spin-recovery characteristics.
Cooling Characteristics of the V-1650-7 Engine, 1, Coolant-Flow Distribution, Cylinder Temperatures, and Heat Rejections at Typical Operating Conditions
An investigation was conducted to determine the coolant-flow distribution, the cylinder temperatures, and the heat rejections of the V-1650-7 engine . The tests were run a t several power levels varying from minimum fuel consumption to war emergency power and at each power level the coolant flows corresponded to the extremes of those likely to be encountered in typical airplane installations, A mixture of 30-percent ethylene glycol and 70-percent water was used as the coolant. The temperature of each cylinder was measured between the exhaust valves, between the intake valves, in the center of the head, on the exhaust-valve guide, at the top of the barrel on the exhaust side, and on each exhaust spark-plug gasket. For an increase in engine power from 628 to approximately 1700 brake horsepower the average temperature for the cylinder heads between the exhaust valves increased from 437 deg to 517 deg F, the engine coolant heat rejection increased from 12,600 to 22,700 Btu. per minute, the oil heat rejection increased from 1030 to 4600 Btu per minute, and the aftercooler-coolant heat rejection increased from 450 to 3500 Btu -per minute.
Cooling of Gas Turbines, 6, Computed Temperature Distribution Through Cross Section of Water-Cooled Turbine Blade
A theoretical analysis of the cross-sectional temperature distribution of a water-cooled turbine blade was made using the relaxation method to solve the differential equation derived from the analysis. The analysis was applied to specific turbine blade and the studies icluded investigations of the accuracy of simple methods to determine the temperature distribution along the mean line of the rear part of the blade, of the possible effect of varying the perimetric distribution of the hot gas-to -metal heat transfer coefficient, and of the effect of changing the thermal conductivity of the blade metal for a constant cross sectional area blade with two quarter inch diameter coolant passages.
Correlation of two experimental methods of determining the rolling characteristics of unswept wings
No Description Available.
Critical shear stress of curved rectangular panels
No Description Available.
The determination of elastic stresses in gas-turbine disks
Report presenting a method for the calculation of elastic stresses in symmetrical disks typical of those of a high-temperature gas turbine. Illustrative examples are presented to demonstrate how to treat solid disks, disks with central holes, and disks constructed of a single material or two or more welded materials.
Distribution of bearing reactions on a rotating shaft supported on multiple journal bearings
Report presenting an analytical treatment of the problem of determining the distribution of reaction forces among multiple plain bearings supporting a shaft subjected to rotating loads. An investigation conducted on a straight shaft operating in a seven-bearing crankcase of an aircraft engine is presented to show the importance of the hydrodynamic effect of the oil film.
Effect of engine skew on directional and lateral control characteristics of single-engine airplanes
Report discussing an investigation on the effect of engine skew on the directional and lateral control characteristics of a single-engine airplane with a single-rotating propeller. The estimated and test results showed an advantage to skewing the propeller, as it assists with overcoming inadequate rudder control in power-on flight and aileron control, especially with flaps deflected.
Effect of spoiler-type lateral-control devices on the twisting moments of NACA 230-Series airfoil sections
No Description Available.
The Effectiveness at High Speeds of a 20-Percent-Chord Plain Trailing-Edge Flap on the NACA 65-210 Airfoil
An analysis has been made of the lift control effectiveness of a 20-percent-chord plain trailing-edge flap on the NACA 65-210 airfoil section from section lift-coefficient data obtained at Mach numbers from 0.3 to 0.875. In addition, the effectiveness of the plain flap as a lift-control device has been compared with the corresponding effectiveness of both a spoiler and a dive-recovery flap on the NACA 65-210 airfoil section. The analysis indicates that the plain trailing-edge flap employed on the 10-percent-thick airfoil at Mach numbers as high as 0.875 retains at least 50-percent of its low-speed lift-control effectiveness, and is sufficiently effective in lateral control application, assuming a rigid wing, to provide adequate airplane rolling characteristics. The plain trailing-edge flap, as compared to the spoiler and the dive-recovery flap, appears to afford the most favorable characteristics as a device for controlling lift continuously throughout the range of Mach numbers from 0.3 to 0.875. At Mach numbers above those for lift divergence of the wing, either a plain flap or a dive-recovery flap may be used on a thin airplane wing to provide auxiliary wing lift when the airplane is to be controlled in flight, other than in dives, at these Mach numbers. The choice of a lift-control device for this use, however, should include the consideration of other factors such as the increments of drag and pitching moment accompanying the use of the device, and the structural and high-speed aerodynamic characteristics of the airplane which is to employ the device.
The Effectiveness at High Speeds of a 20-Percent-chord Plain Trailing-edge Flap on the NACA 65-210 Airfoil Section
An analysis has been made of the lift-control effectiveness of a 20-percent-chord plain trailing-edge flap on the NACA 65-210 airfoil section from section lift-coefficient data obtained at Mach numbers from 0.3 to 0.875. In addition, the effectiveness of the plain flap as a lift-control device has been compared with the corresponding effectiveness of both a spoiler and a dive-recovery flag on the INCA 65-210 airfoil section.
Effects of a fuselage and various high-lift and stall-control flaps on aerodynamic characteristics in pitch of an NACA 64-series 40 degree swept-back wing
Report presenting wind-tunnel testing to determine the low-speed lift, drag, and pitching-moment characteristics of a 40 degree sweptback wing with high-lift and stall-control flaps and a fuselage with a fineness ratio of 10.2 to 1. Low, medium, and high-wing-fuselage combinations were tested at high Reynolds numbers. Results regarding the high-lift and stall-control flaps and wing-fuselage combinations are provided.
Effects of Mach Number and Reynolds Number on the Maximum Lift Coefficient of a Wing of NACA 230-Series Airfoil Sections
Wing was tested with full-span, partial-span, or split flaps deflected 60 Degrees and without flaps. Chordwise pressure-distribution measurements were made for all flap configurations.. Peak values of maximum lift coefficient were obtained at relatively low free-stream Mach numbers and, before critical Mach number was reached, were almost entirely dependent on Reynolds Number. Lift coefficient increased by increasing Mach number or deflecting flaps while critical pressure coefficient was reached at lower free-stream Mach numbers.
An electrical computer for the solution of shear-lag and bolted-joint problems
No Description Available.
Experimental and calculated characteristics of several NACA 44-series wings with aspect ratios of 8, 10, and 12 and taper ratios of 2.5 and 3.5
The aerodynamic characteristics of seven unswept tapered wings were determined by calculation from two-dimensional data and by wind-tunnel tests in order to demonstrate the accuracy of the calculations and to show some of the effects of aspect ratio, taper ratio, and root thickness-chord ratio. The characteristics were calculated by the usual application of the lifting-line theory which assumes linear section lift curves and also by an application of the theory which allows the use of nonlinear lift curves. A correction to the lift for the effect of chord was made by using the Jones edge-velocity factor. The wings had aspect ratios of 8, 10, and 12, taper ratios of 2.5 and 3.5, and NACA 44-series airfoils.
Experimental determination of the damping in roll and aileron rolling effectiveness of three wings having 2 degree, 42 degree and 62 degree sweepback
No Description Available.
Exploratory investigation of laminar-boundary-layer oscillations on a rotating disk
Sinusoidal waves excited by random disturbances have been observed in the laminar boundary layer of a rotating disk at Reynolds numbers in a narrow range below the Reynolds number of transition. Their frequency was found to be approximately a constant times the velocity of the disk. The velocity of the waves at the radius of 11 inches was determined and found to be 0.2 linear velocity of the disk in a downstream direction, making an angle of approximately 14 degrees with the outward drawn radius vector.
Flight investigation of the effects on airplane static longitudinal stability of a bungee and engine-tilt modifications
No Description Available.
Flight tests of a double-hinged horizontal tail surface with reference to longitudinal-stability and control characteristics
No Description Available.
Flight tests of an airplane model with 42 degree swetpback wing in the Langley free-flight tunnel
No Description Available.
Flight tests of an airplane model with a 62 degree swept-back wing in the Langley free-flight tunnel
No Description Available.
Force and longitudinal control characteristics of a 1/16-scale model of the Bell XS-1 transonic research airplane at high Mach numbers
Report presenting part of the results obtained to determine the effects of compressibility at high Mach numbers on a model of the Bell XS-1 transonic research airplane. General trends that can be qualitatively analyzed for level-flight Mach numbers up to 0.93 are given. Results regarding force characteristics and a comparison of results with wing-flow investigation are also provided.
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 section thickness and wing sweepback
Report discusses the development and testing of a rocket-propelled test vehicle to investigate aerodynamic control effectiveness at high subsonic, transonic, and supersonic speeds. Modifications to the section thickness and wing sweepback to improve performance are also described. A description of the vehicle, instrumentation, accuracy, and evaluation of testing results is included.
Free-Spinning Tunnel Tests of a 1/24-Scale Model of the Grumman XTB3F-1 Airplane, TED No. NACA DE304
In accordance with a request of the Bureau of Aeronautics, Navy Department, tests were performed in the Langley 20-foot free-spinning tunnel to determine the spin and recovery characteristics of a 1/24 scale model of the Grumman XTB3F-1 airplane. The airplane is a two-place, midwing torpedo bomber equipped with a tractor propeller and an auxiliary jet engine. The effect of control setting and movement on the erect and inverted spin and recovery characteristics of the model were determined for the normal loading. Brief tests with mass extended slightly along the fuselage were also made, however, in order to determine the effect of such a mass variation on elevator effectiveness. Tests were performed to determine the size of emergency spin-recovery tail and wing-tip parachutes required for satisfactory recovery by parachute action alone. The investigation also included emergency pilot-escape tests and tests to determine the rudder pedal and elevator stick forces necessary to move the rudder and elevator for recovery.
Friction coefficients in a vaneless diffuser
No Description Available.
Full-scale investigation of the aerodynamic characteristics of a typical single-rotor helicopter in forward flight
Report presenting an investigation of the forward-flight performance characteristics of a typical single-rotor helicopter equipped with main and tail rotors. Testing occurred over a range of tip-speed ratios and thrust coefficients. Results regarding the fuselage effects and rotor characteristics are provided.
Fundamentals of the Control of Gas-Turbine Power Plants for Aircraft. Part III Control of Jet Engines, Part 3, Control of Jet Engines
The basic principles of the control of TL ongincs 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 pormissible in each case. Various possible means of control of jet engines are suggested and are illustrated by schematic designs.
Further investigation of NACA 4-(5)(08)-03 two-blade propeller at high forward speeds
No Description Available.
An improved method for calculating the dynamic response of flexible airplanes to gusts
No Description Available.
Initial test in the transonic range of four flutter airfoils attached to a freely falling body
Report presenting the results of testing in the transonic range of four flutter airfoils attached to a freely falling body. Failures of the airfoils were metered and recorded in order to determine the Mach numbers and altitudes of failure.
Interference method for obtaining the potential flow past an arbitrary cascade of airfoils
No Description Available.
Interference of wing and fuselage from tests of 30 combinations with triangular and elliptical fuselages in the NACA variable-density tunnel
No Description Available.
Investigation at low speed of the longitudinal stability characteristics of a 60 degree swept-back tapered low-drag wing
No Description Available.
Investigation of axial-flow fan and compressor rotors designed for three-dimensional flow
From Summary: "An investigation has been conducted to determine whether three-dimensional flows may be utilized in axial-flow fan and compressor rotors so that the spanwise load distribution may be varied to obtain high pressure rise. Two rotors, one with approximately uniform and one with solid-body downstream tangential-velocity distributions, were designed and tested at the design blade angle."
Investigation of effect of span, spanwise location, and chordwise location of spoilers on lateral control characteristics of a tapered wing
No Description Available.
Investigation of stability and control characteristics of an airplane model with skewed wing in the Langley free-flight tunnel
No Description Available.
An investigation of the effect of blade curvature on centrifugal-impeller performance
No Description Available.
An investigation of the high-temperature properties of chromium-base alloys at 1350 F
No Description Available.
Iterative interference methods in the design of thin cascade blades
No Description Available.
Landing Characteristics in Waves of Three Dynamic Models of Flying Boats
Powered models of three different flying boats were landed in oncoming wave of various heights and lengths. The resulting motions and acceleration were recorded to survey the effects of varying the trim at landing, the deceleration after landing, and the size of the waves. One of the models had an unusually long afterbody. The data for landing with normal rates of deceleration indicated that the most severe motions and accelerations were likely to occur at some period of the landing run subsequent to the initial impact.