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2-Fold G.M. Coincidence Unit
Report containing a diagram of a coincidence unit, outlining resistor values and other technical specifications.
8 Inch Vacuum Pump
Technical drawings of vacuum pumps and machinery for use in nuclear reactors.
10 M.C. Wide Band Amplefier and Scope
Technical drawing of an amplifier for a nuclear reactor.
100-Ton Test at Trinity: Report on Earth Velocity Measurements
Apparatus, field layout, miscellaneous testing, and the method of analysis of a 100-ton test at Trinity.
300-400 V Regulated Supply
1 technical drawing of a regulated supply of 300-400 volts for nuclear reactors.
300 Mc Transmitter Pulser
Technical drawing of pulse generators for use in nuclear reactors.
The 1350 F stress-rupture properties of two wrought alloys and three cast alloys
From Summary: "These properties compare favorably with those of the strongest similar alloys previously investigated. However, compared with a 60Cr-25Fe-15Mo alloy, the three cobalt-chronium-nickel cast alloys are inferior. A correlation of NACA and OSRD (Project NRC-8) data is presented, showing the variation of rupture strengths with temperature in the range of 1350^o to 2000^o for alloys."
1500 Uses Delay Unit
Technical drawing of signal generators in nuclear reactors.
Abstracts pertaining to seaplanes
Report discussing 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.
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.
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.
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.
Accelerations and bottom pressures measured on a B-24D airplane in a ditching test
From Introduction: "This report presents only that portion of the data from the first ditching which was to be used roughly establish the accelerations experienced by the pilot and the amount of water pressure to which the fuselage structure was subjected during the ditching."
Accelerations measured at center of gravity and along span of the wing of a B-24D airplane in landing impacts
No Description Available.
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.
Accuracy of airspeed measurements and flight calibration procedures
From Summary: "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).
Adaptor for measuring principal strains with Tuckerman strain gage
Report discussing an adapter 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.
Addition of heat to a compressible fluid in motion
From Introduction: "The purpose of this report is to summarize, without extended proofs, the results of a study of a simplified model of nonadiabiatic, compressible fluid flow, both subsonic and supersonic, and to state these results in a form that will make them immediately useful in providing a theoretical background for current technical problems of high-speed combustion.
Additional abstracts pertaining to seaplanes
From Summary: "About 500 additional references pertaining to hydrodynamic design of seaplanes have been compiled, and the information is presented in the form of abstracts classified under six main headings:GENERAL INFORMATION, HYDROSTATICS, HYDRODYNAMICS, AERODYNAMICS, OPERATION, and RESEARCH. The compilation is an extension of NACA RM No. L6I13, entitled "Abstracts Pertaining to Seaplanes," by Jerold M. Bidwell and Douglas A. King. An author index and a subject index are included."
Additional design charts relating to the stalling of tapered wings
From Introduction: "The present report, therefore, may be considered a supplement to reference 1. The combined scope of the stall charts of reference 1, designated A, and of the present work, designated B, is summarized in the following table: For the wing with root thickness ratio to 18 was also investigated.
Additional free-flight tests of the rolling effectiveness of several wing-spoiler arrangements at high subsonic, transonic, and supersonic speeds
From Introduction: "The purpose of the present paper is to present results obtained recently relating to the characteristics of a full-span sharp-edge spoiler with an 0.02-chord projection above the wing surface at several chordwise positions and also to the relative effectiveness of the sharp-edge spoiler and a wedge-type spoiler located at the 80-percent-chord line."
An additional investigation of the high-speed lateral-control characteristics of spoilers
No Description Available.
The additional-mass effect of plates as determined by experiments
From Introduction: "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."
Additional power-on wind-tunnel tests of the 1/8-scale model of the Brewster F2A airplane with full-span slotted flaps
No Description Available.
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 Available.
Adjustment of stick force by a nonlinear aileron-stick linkage
No Description Available.
The advantages of uniform fuel distribution for air-cooled engines from considerations of cooling requirements and fuel economy
No Description Available.
Aerodynamic and hydrodynamic tests of a family of models of flying-boat hulls derived from a streamline body : NACA model 84 series
No Description Available.
Aerodynamic and hydrodynamic tests of a family of models of flying hulls derived from a streamline body -- NACA model 84 series
Report discussing 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.
Aerodynamic characteristics and flap loads of perforated double split flaps on a rectangular NACA 23012 airfoil
From Introduction: "The results of the load tests and some additional aerodynamic characteristics of perforated double split flaps on a rectangular NACA 23012 airfoil are given in the present report."
Aerodynamic characteristics and flap loads of the brake-flap installation on the 0.40-scale model of the F4F-3 left wing panel
From Introduction: "The data are presented in coefficient form and include lift, drag, and pitching-moment coefficients of the airfoil-flap comoinations and the normal-force, chord-force, and hinge-moment coefficients of the upper (perforated split) flap and lower (slotted) flap."
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
From Introduction: "The aerodynamic characteristics of a series of 10-foot-diameter propellers are being investigated in the Langley 16-foot high-speed tunnel in a comprehensive propeller research program. Using high-critical-speed NACA 16-series airfoil sections (reference 1), these propellers are designed to have Betz minimum induced-energy loss loading (reference 2) for a blade angle of 45^o at the 0.7 radius, when used as a four-blade propeller operating at an advance ratio of approximately 2.1 The ultimate purpose of the program is to determine the influence upon propeller design factors and of compressiblity; the propeller tests reported herein form part of the investigation of the effects of blade-section thickness ratio."
Aerodynamic characteristics at high speeds of full-scale propellers having Clark Y blade sections
From Introduction: "The single purpose of this paper is to make available the data obtained from tests of these two Clark Y section propellers as quickly as possible with no attempt being made to analyze the results or to compare them with other high-speed-propeller test results."
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.
Aerodynamic characteristics at subcritical and supercritical Mach numbers of two airfoil sections having sharp leading edges and extreme rearward positions of maximum thickness
From Introduction: "A 12-percent-chord-thick wedge section and a reversed NACA 0012 section were chosen for these tests as they are representative of sections having no boat tailing and appreciable boat tailing (i.e., blunt and rounded trailing edges, respectively), and the results of this investigation are compared with those obtained from a previous investigation of the NACA 0012 section. Conclusions are drawn regarding the relative merits of the two unconventional sections and the conventional section in transonic speed range."
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
From Summary: "This report presents the results of a wind-tunnel investigation conducted to determine the effects of Mach number on the aerodynamic characteristics of a wing of triangular plan form."
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.
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 Available.
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 Available.
Aerodynamic characteristics including scale effect of several wings and bodies alone and in combination at a Mach number of 1.53
From Introduction: "In the present report, the results for the wings and bodies of revolution alone are first analyzed in comparison with exiting theory."
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 Available.
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.
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 Available.
Aerodynamic characteristics of a 6-percent-thick symmetrical double-wedge airfoil at transonic speeds from tests by the NACA wing-flow method
From Introduction: "The investigation covered a range of Mach numbers from 0.66 to 1.12 and included measurements of angle of attack, pitching moment, normal force, and chord force. The drag at zero lift obtained in this investigation was reported in reference 1, but without the correction for tare of the end plate."
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 Available.
Aerodynamic characteristics of a 45 degree swept-back wing with aspect ratio of 3.5 and NACA 2S-50(05)-50(05) airfoil sections
From Introduction: "The present paper presents the scale effect on the longitudinal aerodynamic characteristics, the aerodynamic characteristics in yaw, and the tuft studies for 0^o and 3.7^o yaw. The results of the effect of leading-edge and trailing-edge flaps on the aerodynamic characteristics of the wing will be presented in later reports."
Aerodynamic characteristics of a flying-boat hull having a length-beam ratio of 15 and a warped forebody
From Introduction: "The results of two phases of this investigation, presented in references 1 and 2, have indicated possible ways of reducing hull drag without causing large changes in aerodynamic stability and hydrodynamic performance."
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.
Aerodynamic characteristics of a number of modified NACA four-digit-series airfoil sections
No Description Available.
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.