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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
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This is a light single-seat pursuit airplane with a tractor propeller actuated by a 12 cylinder V-type Hispano-Suiza engine giving 400 HP at 2000 R.P.M. This is a single winged aircraft capable of 273 km/h.
The Boeing Mail Airplane is a biplane with cloth covered wings of wood and wire construction, a top speed of 130 MPH, and a fuel capacity of 100 gallons in two tanks.
The use of duralumin by French airplane designers is presented, the results they have obtained, and their hopes for the future.
In order to clear up the matter ( In the Spanish report it was stated that the reference surface for the calculation of the coefficients c(sub a) and c(sub w) was the area of all four wings, instead of a single wing), the model of a windwill airplane was tested in the Gottingen wind tunnel.
Every strength calculation, including those on airplanes, must be preceded by a determination of the forces to be taken into account. In the following discussion, it will be assumed that the magnitudes of these forces are known and that it is only a question of how, on the basis of these known forces, to meet the prescribed conditions on the one hand and the practical requirements on the other.
In the numerical examples, we have considered an airplane landing in calm air in a fixed direction after crossing the border (with its obstacles) at a height of 30 m. Its stopping point is at a distance D from the obstacle, comprising: a distance D(sub 1) in regular gliding flight; a distance D(sub 2) in levelling off; a distance D(sub 3) in taxying on the ground. The calculations enable us to make out the following table, which gives an idea of the improvements to be expected in the use of various possible methods of braking in the air and on the ground.
Various methods for preventing fires in airplanes are presented with most efforts centering around prevention of backfires, new engine and carburetor designs, as well as investigations on different types of fuels.
Tests in Langley pressure tunnel of model XA-26 bomber were compared with those of A-26B (twin-engine attack bomber) and showed that static longitudinal stability, indicated by elevator-fixed neutral points, and variation of elevator deflection in straight and turning flight were good. Airplane possessed improved stability at low speeds which was attributed to pronounced stalling at root of production wing. At rudder-force reversal at speeds higher than those in flight tests, agreement in rudder-fixed and rudder-free static directional stability was good. Hinge moment obtained at zero sideslip was satisfactory for determining aileron forces in sideslip.
The factors which affect the extent of laminar flow on airplanes for hypersonic flight are discussed on the basis of the available data. Factors considered include flight Reynolds number, surface roughness, angle of attack, angle of leading-edge sweepback, and aerodynamic interference. Test data are presented for one complete configuration.
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A flight investigation was made of the lift and drag of a sweptwing fighter airplane in the basic configuration and in a slats-locked-closed configuration over a Mach number range from about 0.63 to about 1.44. At a nominal lift coefficient of 0.1 negligible drag-coefficient difference existed between the two configurations over a comparable Mach number and altitude range. For the basic configuration at zero lift the supersonic drag level was about three times as great as the subsonic drag level, which was about 0.01, whereas the drag-due-to-lift factor increased about 137 percent over the test Mach number range. At comparable Mach numbers the high-altitude data produced a larger lift-curve slope and showed a more pronounced variation of lift-curve slope in the transonic region than did the low-altitude data. For the high-altitude data the lift-curve slope at a Mach number of 1.44 was approximately 62 percent of the value at a Mach number of 0.9.
Stability and control of supersonic vtol airplane model having broad fuselage and small delta wing
A flexibly mounted aircraft engine may under certain conditions experience a self-excited whirling instability involving a coupling between the gyroscopic and aerodynamic forces acting on the propeller, and the inertial, elastic, and damping forces contributed by the power plant, nacelle, and wing. This phenomenon has been called autoprecession, or whirl instability. An experimental investigation was made in the Langley transonic dynamics tunnel at Mach numbers below 0.3 to study some of the pertinent parameters influencing the phenomenon. These parameters included propeller rotational speed, stiffness of the power-plant assembly in the pitch and yaw planes and the ratio of pitch stiffness to yaw stiffness, structural damping of the power-plant assembly in the pitch and yaw planes, simulated fuel load in the wings, and the location and number of autoprecessing powerplant assemblies. A large dynamic-aeroelastic model of a four-engine turboprop transport airplane mounted on a vertical rod in a manner which provided several limited body degrees of freedom was used in the investigation. It was found that the boundary for autoprecession decreased markedly with Increasing proreduction of power-plant stiffness and/or damping, and to a lesser degree decreased with reduction of simulated fuel load in the wings. peller rotational speed generally lowered the autoprecession boundary. This effect was more pronounced as the stiffness was increased. An inboard power plant was found to be more susceptible to autoprecession than an outboard one. Combinations in which two or more power plants had the same level of reduced stiffness resulted in autoprecession boundaries considerably lower than that of a single power plant with the same level of reduced stiffness.
Subsonic nuclear powered logistic airplane with helium-cooled reactor
Unofficial records of research rocket airplanes with physical characteristics
Measurements of atmospheric turbulence obtained from airplane flights through cumulus clouds and thunderstorms
Measurements of shock wave overpressures from airplanes at altitudes to 75,000 feet & supersonic speed
Wind tunnel and flight testing of airplane configuration influence on sonic boom characteristics