PDF/ocr_dataset_1003.jsonl

{"citation_id": "19930085965", "source_url": "https://ntrs.nasa.gov/api/citations/19930085965/downloads/19930085965.pdf", "page_number": 22, "total_pages": 67, "image_filename": "19930085965_p22.jpg", "text": "NACA RM E9E06\n21\n\ndetermined from equation (16a). The total depth of penetration of the flux into the blade is found from equation (15c).\n\nValues of $H_{max \\ 2}$ selected for making check calculations were 6, 30, and 50 oersteds. These values are shown in figure 4 for SAE 1020 steel, together with the corresponding values of 11,500, 15,000, and 15,800 gauss for the average values of $B_{max \\ 1}$. The permeability of the left part of the magnetization curve, which is the slope of the line AF, is 2665. The magnetization curve for Armco Magnetic Ingot Iron (reference 7) and lines BC, DE, and FG indicating the average values of $B_{max \\ 1}$ chosen for 6, 30, and 50 oersteds, respectively, are shown in figure 13.\n\nThe magnetization curve for Hipernik (from reference 8), which has relatively high resistivity, is shown in figure 14. The horizontal lines BC, DE, and FG on this curve represent chosen average values of $B_{max \\ 1}$ of 12,800, 14,000, and 15,000 gauss for limiting field intensities $H_{max \\ 2}$ of 6, 20, and 40 oersteds, respectively.\n\nRESULTS AND DISCUSSION\n\nElectrical Considerations\n\nResults of the calculations and the experiments are given in table I and plotted in figures 15 and 16. Figure 15 is a plot of voltage at the surface per centimeter width of blade against effective impressed ampere turns. The search coil around the center of the blade is the source of the voltage data, which are divided by the product of coil turns and blade cross-sectional circumference in centimeters to obtain the values for the plotted points. The curves are for investigations on SAE 1020 steel, Armco Iron, and Hipernik, each with total air gaps of 0.04 inch. Calculated values of voltages from equation (16a) for field intensities at the blade surface of 6, 30, and 50 oersteds are also plotted on figure 15 for Armco Iron and SAE 1020 steel. The limiting field intensities used in making voltage calculations for Hipernik were 6, 20, and 40 oersteds. The root-mean-square or effective ampere turns for each intensity were calculated from equations (24), (23), and (22). The purpose of these data is to show the close agreement between calculated and measured voltages. The numerical comparison between calculated and measured voltages obtained from columns 10 and 11, respectively, of table I shows agreement to within 10 percent, except for Hipernik where the disagreement is approximately 16 percent. The magnetization data used in the calculations, however, came from published", "timestamp": "2026-07-22T04:14:57.505322+00:00"}
{"citation_id": "19930086015", "source_url": "https://ntrs.nasa.gov/api/citations/19930086015/downloads/19930086015.pdf", "page_number": 18, "total_pages": 54, "image_filename": "19930086015_p18.jpg", "text": "CONFIDENTIAL\n\nPressure differential across orifices in terms of dynamic pressure, $\\Delta p/q$\n\n| | | |\n| :--- | :--- | :--- |\n| $D=165.12$<br>$M=1.23$ | $D=147.20$<br>$M=1.32$ | $D=129.32$<br>$M=1.43$ |\n| $D=113.43$<br>$M=1.53$ | $D=100.47$<br>$M=1.63$ | $D=88.52$<br>$M=1.73$ |\n\nReference axis angle of attack, $\\alpha$, deg\n\n$\\circ$ Upright\n$\\square$ Inverted\n\n[Figure: NACA logo]\n\nFigure 4.—Pressure differential across orifices of angle-survey cone in upright and inverted positions.\n\nNACA RM A59E24\nCONFIDENTIAL\n17", "timestamp": "2026-07-22T04:14:59.703119+00:00"}
{"citation_id": "19930086081", "source_url": "https://ntrs.nasa.gov/api/citations/19930086081/downloads/19930086081.pdf", "page_number": 3, "total_pages": 44, "image_filename": "19930086081_p3.jpg", "text": "NACA RM L9H05\nCONFIDENTIAL\nNATIONAL ADVISORY COMMITTEE FOR AERONAUTICS\nRESEARCH MEMORANDUM\nCONTROL EFFECTIVENESS LOAD AND HINGE-MOMENT\nCHARACTERISTICS OF A TIP CONTROL SURFACE\nON A DELTA WING AT A MACH NUMBER OF 1.9\nBy D. William Conner and Ellery B. May, Jr.\n\nSUMMARY\n\nA wind-tunnel investigation was made of a semispan delta wing having the leading-edge swept back $60^\\circ$. A half-delta control surface, which made up the outer one-third of the exposed wing span, was hinged about an axis perpendicular to the streamwise parting line separating the control. Tests were made with and without a fence attached to the inner wing panel at the parting line. Two controls were tested which differed only in airfoil section. In addition to determining the characteristics of the complete configuration, loads were measured on the control surface alone. The test Reynolds number was $4 \\times 10^6$ and the free-stream Mach number was 1.9.\n\nThe experimental rolling effectiveness of the control surface amounted to about 85 percent of that calculated by linearized theory. At zero angle of attack of the wing, the normal-force and moment characteristics of the control were reasonably well predicted by linearized theory. At low angles of attack, the control-surface hinge moment exhibited considerable nonlinear variations with control deflection and with angle of attack. Installation of the fence caused no significant changes in the aerodynamic characteristics of the model. Increasing the leading-edge bluntness of the control surface decreased the rolling effectiveness and caused no change in the hinge-moment characteristics.\n\nINTRODUCTION\n\nControl surfaces which extend to the wing leading edge have been found to be highly effective from subsonic speeds to moderate supersonic speeds. (See reference 1.) Such types of full-chord controls appear to have none of the reversals in effectiveness at transonic speeds which characterize some trailing-edge flaps, probably because the effectiveness\nCONFIDENTIAL", "timestamp": "2026-07-22T04:15:04.954589+00:00"}
{"citation_id": "19930085842", "source_url": "https://ntrs.nasa.gov/api/citations/19930085842/downloads/19930085842.pdf", "page_number": 48, "total_pages": 104, "image_filename": "19930085842_p48.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T04:15:08.269244+00:00"}
{"citation_id": "19930086078", "source_url": "https://ntrs.nasa.gov/api/citations/19930086078/downloads/19930086078.pdf", "page_number": 4, "total_pages": 42, "image_filename": "19930086078_p4.jpg", "text": "2\nCONFIDENTIAL\nNACA RM L9H04\n\nThese ailerons can be utilized in various ways - such as, by extending\nthe aileron at a given deflection from one wing tip, or extension and\ndeflection of one aileron on one wing tip. One of the important advan-\ntages to be derived from the use of these ailerons is that they would\nallow use of full-span high-lift flaps to alleviate somewhat the problem\npresented by the excessive speeds required for take-off and encountered\nin landing of airplanes having high wing loadings. Another advantage\ngained from the use of extensible wing-tip ailerons is the reduction of\nthe problem concerning large operating forces at high speeds associated\nwith flap-type ailerons.\n\nVery little aerodynamic data pertaining to extensible wing-tip\nailerons are available. However, reference 1 reports a low-speed\ninvestigation of this type of aileron on a rectangular wing of higher\naspect ratio than that used in the present investigation and shows that\nrolling moment increases approximately linearly with aileron extension\nand also increases with increase in wing lift coefficient.\n\nThe present low-speed investigation, performed in the\nLangley 300 MPH 7- by 10-foot tunnel, was made to determine if adequate\naileron effectiveness at low lift coefficients could be obtained for\nextensible wing-tip ailerons without resorting to simultaneous extension\nand deflection of the aileron. Two untapered high-speed wing configu-\nrations were used: one wing configuration was unswept and had an aspect\nratio of 3.13; the other configuration, obtained by sweeping the unswept\nwing about the 50-percent root-chord station, was swept back $45^\\circ$ and had\nan aspect ratio of 1.59. A large-chord parallelogram aileron, a tri-\nangular aileron, and a short-chord parallelogram aileron were tested at\nvarious amounts of extension and deflection with respect to each wing\nconfiguration through a large angle-of-attack range.\n\nCOEFFICIENTS AND SYMBOLS\n\nThe forces and moments measured on the two wing configurations are\npresented about the wind axes, which, for the conditions of these tests\n(zero yaw), correspond to the stability axes. The X-axis is in the\nplane of symmetry of each model configuration and is parallel to the\ntunnel air flow. The Z-axis is in the plane of symmetry of each model\nconfiguration and is perpendicular to the X-axis. The Y-axis is mutu-\nally perpendicular to the X-axis and Z-axis. The three axes intersect\nin the plane of symmetry at the quarter chord of the mean aerodynamic\nchord of each configuration (figs. 1 and 2).\n\nCONFIDENTIAL", "timestamp": "2026-07-22T04:15:08.492821+00:00"}
{"citation_id": "19930086003", "source_url": "https://ntrs.nasa.gov/api/citations/19930086003/downloads/19930086003.pdf", "page_number": 20, "total_pages": 36, "image_filename": "19930086003_p20.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T04:15:08.892191+00:00"}
{"citation_id": "19930085958", "source_url": "https://ntrs.nasa.gov/api/citations/19930085958/downloads/19930085958.pdf", "page_number": 25, "total_pages": 43, "image_filename": "19930085958_p25.jpg", "text": "24\nNACA RM No. L9B11\n\n<!-- Image (83, 110, 852, 775) -->\n\nFigure 5.- Characteristics of a 42° sweptback wing with 0.60$\\frac{b}{2}$ drooped-nose flaps and split flaps.", "timestamp": "2026-07-22T04:15:11.212799+00:00"}
{"citation_id": "19930085551", "source_url": "https://ntrs.nasa.gov/api/citations/19930085551/downloads/19930085551.pdf", "page_number": 64, "total_pages": 82, "image_filename": "19930085551_p64.jpg", "text": "NACA RM No. L8K30\n63\n\n<!-- Image (270, 125, 729, 332) -->\n\n<!-- Image (345, 398, 729, 510) -->\n\n<!-- Image (345, 580, 729, 806) -->\n\n(d) 225 miles per hour.\nFigure 15.- Concluded.", "timestamp": "2026-07-22T04:15:14.206840+00:00"}
{"citation_id": "19930085936", "source_url": "https://ntrs.nasa.gov/api/citations/19930085936/downloads/19930085936.pdf", "page_number": 37, "total_pages": 59, "image_filename": "19930085936_p37.jpg", "text": "36\nNACA RM No. E9B03\n\n<!-- Image (138, 113, 865, 847) -->\n\n(e) $\\theta = 270^\\circ$ longitudinal plane.\nFigure 6. - Concluded. Pressure distributions along longitudinal planes at $0^\\circ$ angle of attack for range of yaw angles.", "timestamp": "2026-07-22T04:15:18.617463+00:00"}
{"citation_id": "19930085918", "source_url": "https://ntrs.nasa.gov/api/citations/19930085918/downloads/19930085918.pdf", "page_number": 41, "total_pages": 47, "image_filename": "19930085918_p41.jpg", "text": "40\nNACA RM A9D29\n\n[Figure: A graph plotting Pressure coefficient, P against Chordwise station, x/c. The graph contains three sub-plots labeled 28.1%, 57.4%, and 85.0%. The vertical axis ranges from 4 to -44. The horizontal axis ranges from 0 to 10. Text within the graph reads: \"Unflagged symbols indicate upper surface. Flagged symbols indicate lower surface.\" The NACA logo is present at the bottom right of the graph area. Below the graph is the label \"(c) $\\alpha=12.5^{\\circ}$.\"]\n\nFigure 10.-Continued.", "timestamp": "2026-07-22T04:15:20.754378+00:00"}
{"citation_id": "19930082090", "source_url": "https://ntrs.nasa.gov/api/citations/19930082090/downloads/19930082090.pdf", "page_number": 98, "total_pages": 122, "image_filename": "19930082090_p98.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T04:15:22.371354+00:00"}
{"citation_id": "19930085930", "source_url": "https://ntrs.nasa.gov/api/citations/19930085930/downloads/19930085930.pdf", "page_number": 49, "total_pages": 92, "image_filename": "19930085930_p49.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T04:15:24.585666+00:00"}
{"citation_id": "19930086022", "source_url": "https://ntrs.nasa.gov/api/citations/19930086022/downloads/19930086022.pdf", "page_number": 14, "total_pages": 34, "image_filename": "19930086022_p14.jpg", "text": "12\nNACA RM L9E24\n\nREFERENCES\n\n1. Fischel, Jack, and Schneiter, Leslie E.: An Investigation at Low Speed of a 51.3° Sweptback Semispan Wing Equipped with 16.7-Percent-Chord Plain Flaps and Ailerons Having Various Spans and Three Trailing-Edge Angles. NACA RM L9H20, 1948.\n\n2. Spooner, Stanley H., and Woods, Robert L.: Low-Speed Investigation of Aileron and Spoiler Characteristics of a Wing Having 42° Sweepback of the Leading Edge and Circular-Arc Airfoil Sections at Reynolds Numbers of Approximately 6.0 x 10⁶. NACA RM L9A07, 1949.\n\n3. Graham, Robert R., and Koven, William: Lateral-Control Investigation on a 37° Sweptback Wing of Aspect Ratio 6 at a Reynolds Number of 6,800,000. NACA RM L8K12, 1948.\n\n4. Eisenstädt, Bertram J.: Boundary-Induced Upwash for Yawed and Swept-Back Wings in Closed Circular Wind Tunnels. NACA TN 1265, 1947.\n\n5. Bird, J. D.: Effect of Leakage past Aileron Nose on Aerodynamic Characteristics of Plain and Internally Balanced Ailerons on NACA 66(215)-216, a = 1.0 Airfoil. NACA ACR L5F13a, 1945.\n\n6. Lowry, John G., and Schneiter, Leslie E.: Estimation of Effectiveness of Flap-Type Controls on Sweptback Wings. NACA TN 1674, 1948.\n\n7. Spooner, Stanley H., and Martina, Albert P.: Longitudinal Stability Characteristics of a 42° Sweptback Wing and Tail Combination at a Reynolds Number of 6.8 x 10⁶. NACA RM L8E12, 1948.\n\n8. Morgan, M. B., and Bethwaite, C. F.: Notes on Stick Force Characteristics During the Initiation and Reversal of an Aileron Roll. R. & M. No. 1985, British A.R.C., 1943.", "timestamp": "2026-07-22T04:15:36.276109+00:00"}
{"citation_id": "19930085952", "source_url": "https://ntrs.nasa.gov/api/citations/19930085952/downloads/19930085952.pdf", "page_number": 33, "total_pages": 50, "image_filename": "19930085952_p33.jpg", "text": "32\n\n.1\n0\n$\\Delta C_{m_T}$\n-.1\n-.2\n8 12 16 20 24 28 32\n$\\alpha$, deg\n\nArticulated propellers\nRigid propellers\nPropellers removed\n\nNACA\n\nFigure 12.- Effect of full-power operation on the total increment of pitching-moment coefficient due to the all-movable horizontal tail. $\\delta_F = 0^\\circ$.\n\nNACA RM 19C24", "timestamp": "2026-07-22T04:15:36.463072+00:00"}
{"citation_id": "19930086015", "source_url": "https://ntrs.nasa.gov/api/citations/19930086015/downloads/19930086015.pdf", "page_number": 19, "total_pages": 54, "image_filename": "19930086015_p19.jpg", "text": "18\nCONFIDENTIAL\nNACA RM A9E24\n\nDistance above\nfloor, inches\n3 5/8\n3\n2 1/8\n1 7/8\n1 5/8\n3/8\n1/4\n1/8\n1/16\n\n.040 OD\nstainless steel\ntubing\n\nTypical rake detail\n\nDimensions in inches.\n\n522.2\n495.0\n\nD\n209.8\n168.3\n\n[Figure: NACA logo]\n\nFigure 5.—The apparatus for boundary-layer surveys in the\nAmes 6- by 6-foot supersonic wind tunnel.\nCONFIDENTIAL", "timestamp": "2026-07-22T04:15:46.092869+00:00"}
{"citation_id": "19930085551", "source_url": "https://ntrs.nasa.gov/api/citations/19930085551/downloads/19930085551.pdf", "page_number": 65, "total_pages": 82, "image_filename": "19930085551_p65.jpg", "text": "64\n\nSide slip angle, deg\nLeft Right\n5\n0\n5\n\nRudder force, lb\nRight\n40\n0\n\nRudder position, deg\nLeft Right\n10\n0\n\nCalibrated airspeed, mph\n80 100 120 140 160 180 200 220 240\n\nNACA\n\n(a) Clean condition, normal rated power.\nFigure 16.- Directional trim characteristics. C-54D airplane.\n\nNACA RM NO. L8E30", "timestamp": "2026-07-22T04:15:49.608013+00:00"}
{"citation_id": "19930086003", "source_url": "https://ntrs.nasa.gov/api/citations/19930086003/downloads/19930086003.pdf", "page_number": 21, "total_pages": 36, "image_filename": "19930086003_p21.jpg", "text": "```markdown\nNACA RM L9108\n\nCONFIDENTIAL\n\nM = 0.77\n\nVertical distance\nabove bump, in.\n6\n4\n2\n0\n8 10 12 14 16 18\nStation on bump, in.\n\nM₁\n.72\n.73\n\nM₂\n.74\n.75\n.76\n.77\n.78\n.79\n.80\n\nM = 0.91\n\n6\n4\n2\n0\n8 10 12 14 16 18\n\nM₁\n.84\n.85\n\nM₂\n.86\n.87\n.88\n.89\n.90\n.91\n.92\n.93\n\nNominal boundary-layer thickness\n\nM = 1.00\n\nVertical distance\nabove bump, in.\n6\n4\n2\n0\n8 10 12 14 16 18\nStation on bump, in.\n\nM₁\n.92\n.93\n\nM₂\n.94\n.95\n.96\n.97\n.98\n.99\n1.00\n1.01\n1.02\n1.03\n1.04\n\nM = 1.17\n\n6\n4\n2\n0\n8 10 12 14 16 18\nStation on bump, in.\n\nM₁\n1.07\n1.08\n1.09\n1.10\n1.11\n1.12\n\nM₂\n1.13\n1.14\n1.15\n1.16\n1.17\n1.18\n1.19\n1.20\n1.21\n\nNACA\n\nFigure 6.- Typical Mach number contours over transonic bump in region of model location.\n\nCONFIDENTIAL\n\n61\n```", "timestamp": "2026-07-22T04:15:51.089421+00:00"}
{"citation_id": "19930086060", "source_url": "https://ntrs.nasa.gov/api/citations/19930086060/downloads/19930086060.pdf", "page_number": 7, "total_pages": 20, "image_filename": "19930086060_p7.jpg", "text": "NACA RM L9F02 CONFIDENTIAL 5\n\nappears to be reasonably good. The pressure drag coefficient has been computed from the distributions shown in figure 5. The friction drag coefficient was assumed to be 0.0027 based on wetted surface area throughout and varies only with the wetted area of the bodies considered. The base drag has been estimated from an unpublished summary of base pressure data and is assumed to be independent of body shape. The drag of the fins has been calculated from reference 6 using the approximate flow conditions at the leading edges of the fins and assuming a turbulent boundary layer across the fins. All of the aforementioned contributions result in greater total drag coefficients over the range tested than did the experimental results. The absolute discrepancy between the experimental and calculated values is much greater for the rearward positions of $D_{\\text{max}}$.\n\nNo attempt has been made to allow for the interference effects between body and fin. However, a preliminary analysis indicated that, for rearward positions of maximum diameter, there exists a favorable effect of the fins on the body and a small unfavorable effect of the body on the fins. These effects have been concluded from a simple superimposing of the fin pressures on the body surface and the body pressures on the fin surface. In addition, the actual viscous effects would probably tend to decrease the calculated drag most for the bodies with rearward positions of $D_{\\text{max}}$.\n\nThe correlation of the experimental data with the calculated variation of drag indicates that at $M = 1.40$ a location of the maximum diameter at the 60-percent station may be near the optimum position for least drag. Further tests to locate more precisely the position of maximum diameter for minimum drag appear warranted.\n\nCONCLUSIONS\n\nFlight tests were performed to determine the zero-lift drag of fin-stabilized bodies of revolution differing only in position of maximum diameter and having a fineness ratio of 6.04. Within the limits of the tests the following effects were noted:\n\n1. At supersonic speeds, the 60-percent position was the most favorable location tested. Theoretical estimations at $M = 1.4$ indicated that the 60-percent station may be near the optimum position for least drag. Further tests to corroborate the theory appear warranted.\n\n2. At transonic speeds, the 40-percent and 60-percent positions proved to be equally favorable locations of maximum diameter.\n\nCONFIDENTIAL", "timestamp": "2026-07-22T04:15:53.658753+00:00"}
{"citation_id": "19930085936", "source_url": "https://ntrs.nasa.gov/api/citations/19930085936/downloads/19930085936.pdf", "page_number": 38, "total_pages": 59, "image_filename": "19930085936_p38.jpg", "text": "NACA RM No. E9B03\n37\n\nPressure coefficient, $C_p$\n.10\n0\n-.10\n-.20\n-.30\n\nAngle\nof yaw\n(deg)\n$\\circ$ -12\n$\\square$ -6\n$\\diamond$ 0\n$\\triangle$ 6\n$\\nabla$ 12\n\n0 .2 .4 .6 .8 1.0\nDistance from tip, x/L\n\n(a) $\\theta = 0^\\circ$ longitudinal plane.\n\nFigure 7. - Pressure distributions along longitudinal planes at\n$5^\\circ$ angle of attack for range of yaw angles.\n\nNACA", "timestamp": "2026-07-22T04:15:54.662791+00:00"}
{"citation_id": "19930085918", "source_url": "https://ntrs.nasa.gov/api/citations/19930085918/downloads/19930085918.pdf", "page_number": 42, "total_pages": 47, "image_filename": "19930085918_p42.jpg", "text": "NACA RM A9D29\n41\n\nPressure coefficient, P\nChordwise station, x/c\n\nUnflagged symbols indicate\nupper surface.\nFlagged symbols indicate\nlower surface.\n\nSpanwise\nstation, 2y/b\n28.1%\n\n57.4%\n\n85.0%\n\n(d) $\\alpha=16.6^\\circ$\n\nFigure 10—Continued.", "timestamp": "2026-07-22T04:15:55.555610+00:00"}
{"citation_id": "19930085930", "source_url": "https://ntrs.nasa.gov/api/citations/19930085930/downloads/19930085930.pdf", "page_number": 50, "total_pages": 92, "image_filename": "19930085930_p50.jpg", "text": "NACA RM L9907\n\nCONFIDENTIAL\nUNCCLASSIFIED\n\nBleed off\nNozzle walls\n10.15-percent-span\nstation\nConcave surface\nConvex surface\n\nPlanes of survey for model 2\n50-percent-span\nstation\n\nUNCCLASSIFIED\nCONFIDENTIAL\n\nFigure 16.- Schematic test setup for models 1 and 2.\n\nPlane of survey for model 1\n\nNACA\n\n49", "timestamp": "2026-07-22T04:15:56.354939+00:00"}
{"citation_id": "19930082090", "source_url": "https://ntrs.nasa.gov/api/citations/19930082090/downloads/19930082090.pdf", "page_number": 99, "total_pages": 122, "image_filename": "19930082090_p99.jpg", "text": "NACA TN No. 1455\n\n97\n\n[Figure: Two photographs of a cylindrical metal component with external fins. The top photo shows the side view with a wire loop attached; the bottom photo shows an end-on view revealing internal structure and finning.]\n\nFigure 49. - Cast-aluminum fin heat exchanger M.\n\n[NACA logo]", "timestamp": "2026-07-22T04:15:56.811453+00:00"}
{"citation_id": "19930086081", "source_url": "https://ntrs.nasa.gov/api/citations/19930086081/downloads/19930086081.pdf", "page_number": 4, "total_pages": 44, "image_filename": "19930086081_p4.jpg", "text": "2\nCONFIDENTIAL\nNACA RM L9H05\n\nis not unduly sensitive to flow separation near the wing trailing edge.\nTo learn more about such controls, an investigation has been conducted\nin the Langley 9- by 12-inch supersonic blowdown tunnel on a half-delta\ncontrol mounted at the tip of a delta wing for a Mach number of 1.9 and\na Reynolds number of $4 \\times 10^6$. Similar investigations are being under-\ntaken by the free-flight rocket technique, and acknowledgement is made\nof rocket test data contained herein supplied by the Langley Pilotless\nAircraft Research Division.\n\nThe wing-model leading edge was swept back $60^\\circ$, and the outer one-\nthird of the exposed span consisted of a tip control which rotated about\nan axis normal to the root chord. In an attempt to minimize possible\ngap effects caused by deflecting the control surface, tests were made\nwith a fence mounted at the outer end of the wing panel. Control sur-\nfaces of two thicknesses were tested. In some instances the results\nhave been compared with calculated characteristics.\n\nCOEFFICIENTS AND SYMBOLS\n\n| | | |\n| :--- | :--- | :--- |\n| $C_L$ | lift coefficient | $\\left(\\frac{\\text{Lift}}{qS}\\right)$ |\n| $C_D$ | drag coefficient | $\\left(\\frac{\\text{Drag}}{qS}\\right)$ |\n| $C_m$ | pitching-moment coefficient | $\\left(\\frac{M'}{qS\\bar{c}}\\right)$ |\n| $C_l$ | rolling-moment coefficient | $\\left(\\frac{L}{2qSb}\\right)$ |\n| $C_n$ | yawing-moment coefficient | $\\left(\\frac{N}{2qSb}\\right)$ |\n| $M'$ | pitching moment about center of area of exposed wing | |\n| $L$ | rolling moment about axis of fuselage | |\n| $N$ | yawing moment about an axis perpendicular to fuselage center line | |\n| $C_{N_F} = \\frac{N_F}{qS_F}$ | | |\n\nCONFIDENTIAL", "timestamp": "2026-07-22T04:15:57.092006+00:00"}
{"citation_id": "19930085982", "source_url": "https://ntrs.nasa.gov/api/citations/19930085982/downloads/19930085982.pdf", "page_number": 19, "total_pages": 32, "image_filename": "19930085982_p19.jpg", "text": "```markdown\nNACA RM E9E13\n17\n\nTABLE I - DESIGN DATA OF ROTOR BLADES\n[Chord, 1.310 in.]\n\n[Figure: Velocity triangle diagram with vectors $V$, $V'$, $U_t$ and angles $\\varphi$, $\\gamma_a$, $\\beta$, $\\beta_1$, $\\Delta\\beta$]\n\n| Mea- | Radius ratio | | Solidity | Angle at | Stagger | Turning | Angle of | Blade- |\n| :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- |\n| sur- | At | Design | $\\sigma$ | guide- | angle | angle | attack | angle |\n| ing | measuring | | | vane | $\\beta$ | $\\Delta\\beta$ | $\\alpha$ | setting |\n| sta- | station | | | outlet | (deg) | (deg) | (deg) | $\\varphi$ |\n| tion | (1) | | | (deg) | | | | (deg) |\n| | | 0.500 | 1.1318 | 11.76 | 32.01 | 20.25 | 13.81 | 18.20 |\n| d | 0.564 | | 1.0020 | 16.10 | 34.00 | 17.50 | 11.20 | 22.30 |\n| | | .600 | .9430 | 18.86 | 35.23 | 16.36 | 9.73 | 25.50 |\n| c | .689 | | .8220 | 25.50 | 39.00 | 13.70 | 6.80 | 32.15 |\n| | | .700 | .8084 | 26.14 | 39.60 | 13.47 | 6.50 | 33.10 |\n| | | .800 | .7074 | 34.22 | 45.31 | 11.09 | 3.81 | 41.50 |\n| b | .814 | | .6960 | 35.80 | 46.10 | 10.06 | 3.40 | 42.70 |\n| | | .900 | .6288 | 44.10 | 52.57 | 8.82 | 2.27 | 50.70 |\n| a | .936 | | .6050 | 48.50 | 56.10 | 7.80 | 1.90 | 54.50 |\n| | | 1.000 | .5659 | 58.52 | 64.54 | 6.03 | 1.84 | 62.70 |\n\nNACA\n\n$^1$Radius ratio taken at center line of blade on streamline connecting measuring stations upstream and downstream of rotor.\n```", "timestamp": "2026-07-22T04:15:58.270599+00:00"}
{"citation_id": "19930085952", "source_url": "https://ntrs.nasa.gov/api/citations/19930085952/downloads/19930085952.pdf", "page_number": 34, "total_pages": 50, "image_filename": "19930085952_p34.jpg", "text": "NACA RM L9C24\n33\n\n<!-- Image (119, 156, 930, 391) -->\n\nFigure 13.- Effect of propeller articulation of the variation of $\\epsilon_{eff}$ with $\\alpha$ for simulated full-power operation. $\\delta_F = 0^\\circ$.\n\n<!-- Image (143, 501, 882, 742) -->\n\nFigure 14.- Effect of propeller articulation on the variation of $C_{m_{\\delta_a}}$ with $C_L$ for simulated full-power operation. $\\delta_F = 0^\\circ$.", "timestamp": "2026-07-22T04:16:11.447797+00:00"}
{"citation_id": "19930085838", "source_url": "https://ntrs.nasa.gov/api/citations/19930085838/downloads/19930085838.pdf", "page_number": 65, "total_pages": 118, "image_filename": "19930085838_p65.jpg", "text": "NACA RM No. L9B23\n63\n\n<!-- Image (156, 110, 895, 903) -->\n\n(g) $\\delta_f = 40^\\circ$.\nFigure 8.- Concluded.", "timestamp": "2026-07-22T04:16:12.247401+00:00"}
{"citation_id": "19930085843", "source_url": "https://ntrs.nasa.gov/api/citations/19930085843/downloads/19930085843.pdf", "page_number": 64, "total_pages": 65, "image_filename": "19930085843_p64.jpg", "text": "62\nNACA RM L9C31\n\n<!-- Image (189, 149, 746, 817) -->\n\nFigure 21.- Concluded.", "timestamp": "2026-07-22T04:16:15.541644+00:00"}
{"citation_id": "19930085958", "source_url": "https://ntrs.nasa.gov/api/citations/19930085958/downloads/19930085958.pdf", "page_number": 26, "total_pages": 43, "image_filename": "19930085958_p26.jpg", "text": "NACA RM No. L9B11\n25\n\n<!-- Image (192, 116, 877, 809) -->\n\nFigure 6.- Characteristics of a 42° sweptback wing with 0.75b/2 drooped-nose flaps and split flaps.", "timestamp": "2026-07-22T04:16:18.024143+00:00"}
{"citation_id": "19930086078", "source_url": "https://ntrs.nasa.gov/api/citations/19930086078/downloads/19930086078.pdf", "page_number": 5, "total_pages": 42, "image_filename": "19930086078_p5.jpg", "text": "NACA RM L9H04 CONFIDENTIAL 3\n\nThe symbols used are as follows:\n\n$C_L$ lift coefficient $\\left( \\frac{\\text{Twice lift of semispan model}}{qS} \\right)$\n\n$C_{L_{\\max}}$ maximum lift coefficient\n\n$C_D$ drag coefficient (D/qS)\n\n$C_M$ pitching-moment coefficient $\\left( \\frac{\\text{Twice pitching moment of semispan model about Y-axis}}{qS\\bar{c}} \\right)$\n\n$C_l$ rolling-moment coefficient (L/qSb)\n\n$C_n$ yawing-moment coefficient (N/qSb)\n\n$C_{L_\\alpha} = \\frac{\\partial C_L}{\\partial \\alpha}$\n\n$C_{l_p}$ damping-in-roll coefficient; that is, rate of change of rolling-moment coefficient with wing-tip helix angle $\\left( \\frac{\\partial C_l}{\\partial \\frac{pb}{2V}} \\right)$\n\n$C_{n_p} = \\frac{\\partial C_n}{\\partial \\frac{pb}{2V}}$\n\npb/2V wing-tip helix angle, radians ($C_l/C_{l_p}$)\n\nD twice drag of semispan model, pounds\n\nL rolling moment about X-axis due to one aileron extended and deflected, foot-pounds\n\nN yawing moment about Z-axis due to one aileron extended and deflected, foot-pounds\n\nc local wing chord\n\n$\\bar{c}$ wing mean aerodynamic chord, 2.48 feet for unswept wing configuration and 3.52 feet for sweptback wing configuration $\\left( \\frac{2}{S} \\int_0^{b/2} c^2 dy \\right)$\n\nCONFIDENTIAL", "timestamp": "2026-07-22T04:16:20.553297+00:00"}
{"citation_id": "19930086015", "source_url": "https://ntrs.nasa.gov/api/citations/19930086015/downloads/19930086015.pdf", "page_number": 20, "total_pages": 54, "image_filename": "19930086015_p20.jpg", "text": "```markdown\nNACA RM A9E24\n\nCONFIDENTIAL\n\nStream pressure coefficient, $\\Delta p/q$\n\nHorizontal distance from window center line, $x$, in.\n\n(a) $D=165.12$; $M=1.23$.\n\nFigure 6.—The variation of static pressure axially in the Ames 6-by 6-foot supersonic wind tunnel. $y=0$, stagnation pressure = 9 lb/sq in. abs.\n\nCONFIDENTIAL\n\n19\n\n```", "timestamp": "2026-07-22T04:16:21.162549+00:00"}
{"citation_id": "19930085965", "source_url": "https://ntrs.nasa.gov/api/citations/19930085965/downloads/19930085965.pdf", "page_number": 23, "total_pages": 67, "image_filename": "19930085965_p23.jpg", "text": "22\nNACA RM E9E06\n\naverage curves that may not exactly represent the samples inasmuch\nas the measured conductivity of the samples used in the calcula-\ntions did not agree with the published average data.\n\nThree of the curves in figure 16, which represents eddy-current\npower generated per square inch of blade surface plotted against\neffective impressed ampere turns, are for SAE 1020 steel, Armco\nMagnetic Ingot Iron, and Hipernik for a total air gap of 0.04 inch.\nFigure 16 shows the close correlation between the curves and plotted\ncheck points obtained from analytical formula (20b) for field inten-\nsities at the blade surface of 6, 30, and 50 oersteds for Armco\nIron and SAE 1020 steel and 6, 20, and 40 oersteds for Hipernik.\nAgain the root-mean-square ampere turns for each of these inten-\nsities were calculated from equations (24), (23), and (22). From\ncolumns 12 and 13 of table I, the agreement between calculated and\nmeasured values is within 10 percent.\n\nOn the Armco Iron curve for a total air gap of 0.04 inch\n(fig. 16), the data of the synthesized-pulsating-flux investiga-\ntions are plotted. The measured eddy-current power is plotted\nagainst the root-mean-square value of the alternating component of\ncurrent. These points agree closely with the simple alternating-\ncurrent tests and indicate that the superposition of the direct-\ncurrent magnetomotive-force component has very little effect if\nany. It is important to understand, however, as the curve in fig-\nure 11 demonstrates, that for any given power the ampere turns from\nfigure 16 must be increased by a factor of $2\\sqrt{2}$ to obtain the\ndirect-current ampere turns needed for use with a chopper.\n\nThe ineffectiveness of the direct current to change conditions\nis further demonstrated by comparison of the voltage-wave shapes\nobtained with and without the superimposed direct current. These\ncurves, which are shown in figure 17, are oscillograms from the\nsearch coil around the center of the blade. One set of records is\nfor low values of ampere turns and the other set is for high values.\n\nA voltage survey along the blade (fig. 10) with this search\ncoil indicated voltage variations of 14 percent at the bottom to\n-25 percent at the top compared with the value at the blade center.\nThe value at the blade center used for data, was, however, approxi-\nmately equal to the average value along the blade. The inequality\nof the flux along the blade is believed to be due to the fringing\nflux from the off-center exciting coil (fig. 10).\n\nThe large magnetomotive-force drop across the blade probably\nexplains the ability of the coil fringing flux to affect the volt-\nage along the blade. The magnetomotive-force data are obtained", "timestamp": "2026-07-22T04:16:21.440144+00:00"}
{"citation_id": "19930085842", "source_url": "https://ntrs.nasa.gov/api/citations/19930085842/downloads/19930085842.pdf", "page_number": 49, "total_pages": 104, "image_filename": "19930085842_p49.jpg", "text": "NACA RM L50C29\n\n$\\alpha, \\text{deg}$\n\n$\\alpha, \\text{deg}$\n23.6\n17.3\n11.3\n6.3\n-0.6\n\nPitching-moment coefficient, $C_m$\n\n0\n-1\n-2\n-3\n-4\n\n29.3\n35.2\n44.2\n74.5\n89.4\n\n-48\n-40\n-32\n-24\n-16\n-8\n0\n8\n16\n\nAilavator deflection, $\\delta_a$, deg\n\nNATIONAL ADVISORY\nCOMMITTEE FOR AERONAUTICS\n\nFigure 16.— Variation of pitching-moment coefficient with ailavator deflection. Model in complete configuration; $\\delta_{a_{T_L}} = \\delta_{a_{T_R}} = 0^\\circ$; $\\delta_r = 0^\\circ$; propellers removed; $\\delta_F = 0^\\circ$.\n\n45", "timestamp": "2026-07-22T04:16:21.806557+00:00"}
{"citation_id": "19930085529", "source_url": "https://ntrs.nasa.gov/api/citations/19930085529/downloads/19930085529.pdf", "page_number": 76, "total_pages": 85, "image_filename": "19930085529_p76.jpg", "text": "NACA RM No. L8A30a\n75\n\nTABLE 69\n$$\n\\left[ \\Lambda = -30^\\circ, \\delta_{a_1} = 10.0^\\circ, \\alpha = 0^\\circ \\right]\n$$\n\nCONFIDENTIAL\n\n| | | UPPER SURFACE | | | | | | | | LOWER SURFACE | | | | | |\n| :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- |\n| **Tube** | **Per-cent chord** | **Mach Number** | | | | | | **Tube** | **Per-cent chord** | **Mach Number** | | | | | |\n| | | **0.60** | **0.80** | **0.85** | **0.89** | **0.925** | **0.96** | | | **0.60** | **0.80** | **0.85** | **0.89** | **0.925** | **0.96** |\n| A1 | 2.0 | -- | -- | -- | -- | -- | -- | 86 | 3.0 | -- | -- | -- | -- | -- | -- |\n| 2 | 6.0 | -- | -- | -- | -- | -- | -- | 87 | 10.0 | -- | -- | -- | -- | -- | -- |\n| 3 | 15.0 | -- | -- | -- | -- | -- | -- | 88 | 25.0 | -- | -- | -- | -- | -- | -- |\n| 4 | 27.5 | -- | -- | -- | -- | -- | -- | 89 | 41.0 | -- | -- | -- | -- | -- | -- |\n| 5 | 40.0 | -- | -- | -- | -- | -- | -- | 90 | 52.5 | -0.071 | -0.090 | -0.093 | -0.100 | -0.077 | -0.021 |\n| 6 | 50.0 | -0.233 | -0.240 | -0.190 | -0.230 | -0.493 | -0.612 | 91 | 62.5 | -0.048 | -0.048 | -0.048 | -0.052 | -0.043 | -0.048 |\n| 7 | 59.0 | -189 | -185 | -169 | -139 | -311 | -673 | 92 | 72.5 | -009 | .001 | .007 | .009 | .025 | -.058 |\n| 8 | 67.5 | -123 | -111 | -095 | -065 | -158 | -340 | 93 | 84.0 | -- | -- | -- | -- | -- | -- |\n| 9 | 77.5 | -- | -- | -- | -- | -- | -- | 94 | 94.0 | -- | -- | -- | -- | -- | -- |\n| 10 | 89.0 | -- | -- | -- | -- | -- | -- | | | | | | | | |\n| 11 | 96.0 | -- | -- | -- | -- | -- | -- | | | | | | | | |\n| | | | | | | | | | | | | | | | |\n| B12 | 2.0 | -.065 | -.072 | -.174 | -.048 | .036 | .127 | 95 | 3.0 | -.088 | -.109 | -.153 | -.219 | -.226 | -.219 |\n| 13 | 6.0 | .340 | .446 | .394 | .292 | .012 | -.125 | 96 | 10.0 | -.126 | -.162 | -.250 | -.285 | -.337 | -.346 |\n| 14 | 15.0 | .243 | .220 | .220 | .197 | .136 | .256 | 97 | 25.0 | -.182 | -.206 | -.204 | -.377 | -.405 | -.412 |\n| 15 | 27.5 | .521 | .462 | .454 | .431 | .273 | .404 | 98 | 41.0 | -.190 | -.203 | -.243 | -.299 | -.469 | -.513 |\n| 16 | 40.0 | .276 | .426 | .276 | .661 | .684 | .616 | 99 | 52.5 | -.197 | -.178 | -.190 | -.185 | -.368 | -.575 |\n| 17 | 50.0 | .318 | .370 | .411 | .438 | .666 | .709 | 100 | 62.5 | -.097 | -.100 | -.093 | -.087 | -.251 | -.321 |\n| 18 | 59.0 | .271 | .313 | .319 | .470 | .643 | .744 | 101 | 72.5 | -.011 | .001 | .004 | .006 | .029 | -.219 |\n| 19 | 67.5 | .207 | .147 | .192 | .261 | .501 | .601 | 102 | 84.0 | .066 | .088 | .092 | .096 | .102 | .063 |\n| 20 | 77.5 | .086 | -.073 | -.058 | .005 | .253 | .624 | 103 | 94.5 | .128 | .148 | .154 | .162 | .166 | .037 |\n| 21 | 88.0 | .034 | .049 | .041 | .010 | .035 | -.134 | | | | | | | | |\n| 22 | 95.5 | -- | -- | -- | -- | -- | -- | | | | | | | | |\n| | | | | | | | | | | | | | | | |\n| C23 | 2.0 | -.099 | -.094 | -.004 | .084 | .148 | .280 | 104 | 3.0 | -.036 | -.025 | -.040 | -.070 | -.066 | -.064 |\n| 24 | 6.0 | -.213 | -.234 | -.197 | -.113 | -.043 | -.173 | 105 | 10.0 | -.174 | -.174 | -.174 | -.284 | -.284 | -.173 |\n| 25 | 15.0 | .312 | .376 | .361 | .310 | .296 | .200 | 106 | 25.0 | -.174 | -.211 | -.241 | -.361 | -.360 | -.292 |\n| 26 | 27.5 | .356 | .477 | .510 | .470 | .354 | .354 | 107 | 41.0 | -.195 | -.145 | -.145 | -.361 | -.389 | -.475 |\n| 27 | 40.0 | .377 | .501 | .646 | .630 | .278 | .507 | 108 | 52.5 | -.195 | -.193 | -.243 | -.274 | -.389 | -.475 |\n| 28 | 50.0 | .331 | .400 | .501 | .513 | .266 | .713 | 109 | 62.5 | -.116 | -.145 | -.145 | -.235 | -.337 | -.426 |\n| 29 | 59.0 | .296 | .366 | .301 | .709 | .754 | .735 | 110 | 72.5 | -.019 | .017 | .019 | .020 | .014 | -.263 |\n| 30 | 67.5 | .240 | .178 | .143 | .349 | .606 | .677 | 111 | 85.1 | .053 | .064 | .064 | .061 | .050 | .063 |\n| 31 | 77.5 | -.104 | -.100 | -.081 | -.077 | -.185 | -.597 | 112 | 94.6 | .120 | .134 | .141 | .129 | .091 | -.063 |\n| 32 | 88.0 | .013 | .025 | .041 | .010 | .080 | -.185 | | | | | | | | |\n| 33 | 95.5 | -- | -- | -- | -- | -- | -- | | | | | | | | |\n| | | | | | | | | | | | | | | | |\n| D34 | 2.0 | -.120 | -.093 | -.008 | .067 | .125 | .196 | 113 | 3.0 | -.026 | -.065 | -.044 | -.073 | -.079 | -.093 |\n| 35 | 6.0 | -.303 | -.305 | -.293 | -.293 | -.243 | -.175 | 114 | 10.0 | -.077 | -.114 | -.144 | -.226 | -.261 | -.195 |\n| 36 | 15.0 | .341 | .436 | .460 | .435 | .389 | .367 | 115 | 25.0 | -.163 | -.193 | -.215 | -.292 | -.361 | .280 |\n| 37 | 40.0 | .382 | .504 | .540 | .520 | .474 | .474 | 116 | 41.0 | -.180 | -.104 | -.104 | -.292 | -.336 | -.348 |\n| 38 | 50.0 | .359 | .404 | .404 | .599 | .651 | .595 | 117 | 52.5 | -.152 | -.185 | -.206 | -.299 | .307 | .330 |\n| 39 | 59.0 | .283 | .331 | .331 | .595 | .717 | .595 | 118 | 62.5 | -.067 | -.047 | -.047 | -.099 | -.087 | -.227 |\n| 40 | 67.5 | -- | -- | -- | -- | -- | -- | 119 | 72.5 | -.017 | -.027 | -.033 | -.059 | -.087 | -.118 |\n| 41 | 77.5 | -.099 | -.107 | -.116 | -.174 | -.440 | -.948 | 120 | 87.4 | .036 | .046 | .046 | .046 | .046 | .026 |\n| 42 | 87.5 | -.017 | -.014 | -.014 | -.025 | -.142 | -.349 | 121 | 94.2 | .078 | .096 | .098 | .085 | .066 | .051 |\n| 43 | 94.2 | .077 | .064 | .064 | .064 | .064 | -.142 | | | | | | | | |\n| | | | | | | | | | | | | | | | |\n| E44 | 2.0 | -.233 | -.175 | -.144 | -.018 | .076 | .122 | 122 | 3.0 | .111 | .126 | .121 | .089 | .060 | .060 |\n| 45 | 6.0 | -.296 | -.316 | -.280 | -.203 | -.140 | -.140 | 123 | 10.0 | -.012 | -.010 | -.014 | -.087 | -.093 | -.093 |\n| 46 | 15.0 | .347 | .412 | .423 | .412 | .291 | .291 | 124 | 25.0 | -.099 | -.097 | -.097 | -.184 | -.164 | -.164 |\n| 47 | 27.5 | .278 | .501 | .523 | .432 | .423 | .423 | 125 | 41.0 | -.121 | -.145 | -.158 | -.182 | -.213 | -.213 |\n| 48 | 40.0 | .407 | .594 | .594 | .594 | .594 | .594 | 126 | 52.5 | -.121 | -.145 | -.158 | -.182 | -.213 | -.213 |\n| 49 | 50.0 | .380 | .513 | .670 | .695 | .695 | .695 | 127 | 62.5 | -.097 | -.072 | -.083 | -.103 | -.134 | -.134 |\n| 50 | 59.0 | .328 | .384 | .527 | .612 | .612 | .612 | 128 | 72.5 | -.040 | -.020 | -.020 | -.040 | -.067 | -.067 |\n| 51 | 67.5 | .280 | .384 | .418 | .612 | .535 | .535 | 129 | 78.0 | .036 | .026 | .020 | -.007 | -.043 | -.043 |\n| 52 | 77.5 | -.089 | -.109 | -.109 | .156 | .032 | .032 | 130 | 85.4 | .", "timestamp": "2026-07-22T04:16:29.109039+00:00"}
{"citation_id": "19930085936", "source_url": "https://ntrs.nasa.gov/api/citations/19930085936/downloads/19930085936.pdf", "page_number": 39, "total_pages": 59, "image_filename": "19930085936_p39.jpg", "text": "38\nNACA RM No. E9B03\n\n<!-- Image (124, 109, 859, 866) -->\n\n(b) $\\theta = 45^\\circ$ longitudinal plane.\nFigure 7. - Continued. Pressure distributions along longitudinal planes at $5^\\circ$ angle of attack for range of yaw angles.", "timestamp": "2026-07-22T04:16:30.091346+00:00"}
{"citation_id": "19930085551", "source_url": "https://ntrs.nasa.gov/api/citations/19930085551/downloads/19930085551.pdf", "page_number": 66, "total_pages": 82, "image_filename": "19930085551_p66.jpg", "text": "NACA RM No. L8K30\n65\n\nSide slip\nangle,\ndeg\nLeft Right\n5 0 5\n\nRudder force,\nlb\nLeft Right\n40 0 40\n\nRudder\nposition,\ndeg\nLeft Right\n5 0 5\n\n100 120 140 160 180 200 220\nCalibrated airspeed, mph\n\n(b) Clean condition, power off.\nFigure 16.- Continued.", "timestamp": "2026-07-22T04:16:30.843583+00:00"}
{"citation_id": "19930085930", "source_url": "https://ntrs.nasa.gov/api/citations/19930085930/downloads/19930085930.pdf", "page_number": 51, "total_pages": 92, "image_filename": "19930085930_p51.jpg", "text": "50\n\nBleed off\n\nNozzle walls\n\nConcave surface\n\nConvex surface\n\nPlanes of survey\n\n10,15-percent-span\nstation\n\n25-percent-span\nstation\n\n50-percent-span\nstation\n\nNACA\n\nCONFIDENTIAL\nUNCLASSIFIED\n\nFigure 17.- Schematic test setup for models 3 and 4.\n\nNACA RM L9907", "timestamp": "2026-07-22T04:16:33.957418+00:00"}
{"citation_id": "19930082090", "source_url": "https://ntrs.nasa.gov/api/citations/19930082090/downloads/19930082090.pdf", "page_number": 100, "total_pages": 122, "image_filename": "19930082090_p100.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T04:16:35.227662+00:00"}
{"citation_id": "19930085918", "source_url": "https://ntrs.nasa.gov/api/citations/19930085918/downloads/19930085918.pdf", "page_number": 43, "total_pages": 47, "image_filename": "19930085918_p43.jpg", "text": "42\nNACA RM A9D29\n\nPeak pressure\n$\\square$ $P = -1306$\n\nUnflagged symbols indicate\nupper surface.\nFlagged symbols indicate\nlower surface.\n\nSpanwise\nstation, $2y/b$\n28.1%\n\n57.4%\n\n85.0%\n\nPressure coefficient, $P$\nChordwise station, $x/c$\n\n(e) $\\alpha = 207^\\circ$\n\nNACA\n\nFigure 10.—Continued.", "timestamp": "2026-07-22T04:16:37.610216+00:00"}
{"citation_id": "19930085982", "source_url": "https://ntrs.nasa.gov/api/citations/19930085982/downloads/19930085982.pdf", "page_number": 20, "total_pages": 32, "image_filename": "19930085982_p20.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T04:16:38.766053+00:00"}
{"citation_id": "19930085588", "source_url": "https://ntrs.nasa.gov/api/citations/19930085588/downloads/19930085588.pdf", "page_number": 48, "total_pages": 51, "image_filename": "19930085588_p48.jpg", "text": "NACA RM No. L8J08\n\n2.8\n2.4\n2.0\n1.6\n1.2\n.8\n.4\n0\n-.4\n-.8\n-1.2\n-1.6\n-2.0\n-2.4\n-2.8\n-24 -16 -8 0 8 16 24\nSection angle of attack, $\\alpha_0$, deg\n\nR\n$\\nabla$ 13.9 $\\times$ 10$^6$\n$\\circ$ 9.0\n$\\circ$ 8.0\n$\\circ$ 5.0\n$\\Delta$ Standard roughness\n6.0 $\\times$ 10$^6$\n\nSection lift coefficient, $c_l$\n\n.032\n.028\n.024\n.020\n.016\n.012\n.008\n.004\n0\n-1.6 -1.2 -.8 -.4 0 .4 .8 1.2 1.6\nSection lift coefficient, $c_l$\n\nR\n$\\circ$ 9.0 $\\times$ 10$^6$\n$\\circ$ 8.0\n$\\circ$ 5.0\n$\\Delta$ Standard roughness\n6.0 $\\times$ 10$^6$\n\nSection drag coefficient, $c_d$\n\n[Figure: Airfoil section profile with x/c axis from 0 to 1.0]\n\nNACA\n\nFigure 31.- Aerodynamic characteristics of airfoil section Q, 24-inch chord.\n\n47", "timestamp": "2026-07-22T04:16:44.541106+00:00"}
{"citation_id": "19930086022", "source_url": "https://ntrs.nasa.gov/api/citations/19930086022/downloads/19930086022.pdf", "page_number": 15, "total_pages": 34, "image_filename": "19930086022_p15.jpg", "text": "```markdown\nNACA RM L9E24\n\n136.50\n42.05°\n0.273 chord\n40°\n37.00\n42.00\nNACA 64₁-112\nairfoil section\n0.25 chord\n0.25 c̄\n90°\n33.87°\nAileron hinge\nline\n34.125\n26.25\n90°\nA\nA\n66.544\nBalance chamber\nSeal\n25°\n11.1°\nWing chord plane\n25°\nSection A-A\n(enlarged)\nNACA\n\nFigure 1.- Layout of 42° sweptback wing and aileron details. All dimensions in inches. Wing\narea, 32.24; aspect ratio, 4.01.\n\n13\n```", "timestamp": "2026-07-22T04:16:45.260979+00:00"}
{"citation_id": "19930085843", "source_url": "https://ntrs.nasa.gov/api/citations/19930085843/downloads/19930085843.pdf", "page_number": 65, "total_pages": 65, "image_filename": "19930085843_p65.jpg", "text": "NACA RM L9C31\n63\n\n$C_L$ for trim\n.4\n.2\n0\n.6 .7 .8 .9 1.0 1.1\nMach number, M\nLevel flight at 30,000 ft\nW/S = 28\n\nWing-flow model\nSemispan model\nSting model\n\n$\\delta_{trim}$, deg\n-8\n-4\n0\n4\n.6 .7 .8 .9 1.0 1.1\nMach number, M\nNACA\n\nFigure 22.- Variation with Mach number of lift coefficient and control\nangle required for trim in level flight at an altitude of 30,000 feet\nwith a wing loading of 28. Vertical fins on.\n\nNACA - Langley Field, Va.", "timestamp": "2026-07-22T04:16:48.449758+00:00"}
{"citation_id": "19930085952", "source_url": "https://ntrs.nasa.gov/api/citations/19930085952/downloads/19930085952.pdf", "page_number": 35, "total_pages": 50, "image_filename": "19930085952_p35.jpg", "text": "```markdown\n34\nNACA RM L9C24\n\n<!-- Image (157, 98, 770, 839) -->\n\n(a) Articulated propellers.\nFigure 15.- Variation of $C_m$, $C_L$, and $C_{h_a}$ with $\\delta_a$ of the model for simulated full-power operation. $\\delta_F = 0^\\circ$.\n```", "timestamp": "2026-07-22T04:16:49.081618+00:00"}
{"citation_id": "19930085838", "source_url": "https://ntrs.nasa.gov/api/citations/19930085838/downloads/19930085838.pdf", "page_number": 66, "total_pages": 118, "image_filename": "19930085838_p66.jpg", "text": "64\nNACA RM No. L9B23\n\n<!-- Image (112, 119, 841, 832) -->\n\n(a) $\\delta_F = 0^\\circ$.\n\nFigure 9.- Hinge-moment characteristics of a straight-sided Frise aileron on the 15.4-percent-chord thick NACA 7-series-type airfoil with double slotted flap and flap. Aileron balance, $0.351c_a$; $R = 6 \\times 10^6$ (approx.).", "timestamp": "2026-07-22T04:16:50.207715+00:00"}
{"citation_id": "19930085958", "source_url": "https://ntrs.nasa.gov/api/citations/19930085958/downloads/19930085958.pdf", "page_number": 27, "total_pages": 43, "image_filename": "19930085958_p27.jpg", "text": "26\nNACA RM No. L9B11\n\n<!-- Image (36, 109, 877, 844) -->\n\nFigure 7.- Characteristics of a 42° sweptback wing with 0.60b/2 and 0.75b/2 drooped-nose flaps with and without split flaps.\n$\\delta_n = 30^\\circ$.", "timestamp": "2026-07-22T04:16:50.487366+00:00"}
{"citation_id": "19930086015", "source_url": "https://ntrs.nasa.gov/api/citations/19930086015/downloads/19930086015.pdf", "page_number": 21, "total_pages": 54, "image_filename": "19930086015_p21.jpg", "text": "20\nCONFIDENTIAL\nNACA RM A9E24\n\nStream pressure coefficient, $\\Delta p/q$\nHorizontal distance from window center line, $x$, in.\n(b) D=147.20, M=1.32.\nFigure 6.—Continued.\n\nCONFIDENTIAL", "timestamp": "2026-07-22T04:16:52.289719+00:00"}
{"citation_id": "19930085842", "source_url": "https://ntrs.nasa.gov/api/citations/19930085842/downloads/19930085842.pdf", "page_number": 50, "total_pages": 104, "image_filename": "19930085842_p50.jpg", "text": "46\n\nRight-ailavator hinge-moment coefficient, $C_{ha}$\n\n$\\alpha$, deg\n29.3\n35.2\n44.2\n74.5\n89.4\n\n$\\alpha$, deg\n23.6\n17.3\n11.8\n5.8\n-0.6\n\n[Figure: Graph plotting Right-ailavator hinge-moment coefficient against Ailavator deflection for various angles of attack ($\\alpha$).]\n\nNATIONAL ADVISORY\nCOMMITTEE FOR AERONAUTICS\n\nAilavator deflection, $\\delta_a$, deg\n\nFigure 17.- Variation of right-ailavator hinge-moment coefficient with ailavator deflection. Model in complete configuration; $\\delta_{a_{T_L}} = \\delta_{a_{T_R}} = 0^\\circ$; $\\delta_r = 0^\\circ$; propellers removed; $\\delta_f = 0^\\circ$.\n\nNACA RM L9D29", "timestamp": "2026-07-22T04:16:56.489174+00:00"}
{"citation_id": "19930086078", "source_url": "https://ntrs.nasa.gov/api/citations/19930086078/downloads/19930086078.pdf", "page_number": 6, "total_pages": 42, "image_filename": "19930086078_p6.jpg", "text": "4\nCONFIDENTIAL\nNACA RM L9H04\n\ny\nlateral distance from plane of symmetry, feet\n\nS\ntwice area of semispan model, 19.16 square feet for unswept\nwing configuration and 19.32 square feet for sweptback\nwing configuration\n\n$S_a$\naileron area, square feet (see table I)\n\nb\ntwice span of semispan model, 7.75 feet for unswept wing\nconfiguration and 5.55 feet for sweptback wing\nconfiguration\n\n$b_a$\naileron span, feet (see table I)\n\nq\nfree-stream dynamic pressure, pounds per square foot $\\left(\\frac{1}{2}\\rho V^2\\right)$\n\nV\nfree-stream velocity, feet per second\n\n$\\rho$\nmass density of air, slugs per cubic foot\n\n$\\alpha$\nangle of attack with respect to wing-chord plane, degrees\n\n$\\delta_a$\naileron deflection relative to wing-chord plane (positive\nwhen trailing edge is down), degrees\n\nR\nReynolds number\n\nM\nMach number (V/a)\n\na\nspeed of sound\n\nCORRECTIONS\n\nThe lift, drag, and pitching-moment-coefficient data presented\nherein are for a complete-wing model, and the lateral-control data\nrepresent the aerodynamic moments on a complete wing as a result of\nextending the aileron on one semispan wing of a complete-wing model.\n\nJet-boundary (induced upwash) corrections were applied to the\nangle-of-attack and drag values as outlined in reference 2. Blockage\ncorrections were applied to the test data by the methods of reference 3.\n\nReflection-plane corrections were not applied to rolling-moment\nand yawing-moment coefficients because available correction data did\nnot apply to the configurations of this investigation. However, by\n\nCONFIDENTIAL", "timestamp": "2026-07-22T04:16:57.174609+00:00"}
{"citation_id": "19930085965", "source_url": "https://ntrs.nasa.gov/api/citations/19930085965/downloads/19930085965.pdf", "page_number": 24, "total_pages": 67, "image_filename": "19930085965_p24.jpg", "text": "NACA RM ESE06\n\nfrom columns 7, 8, and 9 of table I, in which the air-gap maximum ampere turns, the blade maximum ampere turns, and the total root-mean-square ampere turns, respectively, are given. These data show that as the blade-surface field intensities increase the air-gap ampere turns $N_{a} I_{\\max}$ decrease from approximately 30 percent to about 10 percent of the blade ampere turns $N_{b} I_{\\max b}$. Below 6 oersteds, of course, the percentage of air-gap ampere turns is still larger. The large drop across the blade comes from operation well past the knee of the magnetization curve at the blade surface. Inspection of figures 4, 13, and 14 shows the knee of the magnetization curves to be in the neighborhood of 6 oersteds or lower, which is equivalent to the very low value of approximately 50 ampere turns on the curves of figure 16. It is recognized that this large magnetomotive-force drop along the blade in comparison with air gaps of practical sizes may make a difficult chopper-design problem; that is, it may be difficult to obtain sufficient chopping action at relatively high frequencies.\n\nTwo curves for Armco Iron are shown in figure 16, the one previously discussed for a total air gap of 0.04 inch and the other for an air gap of 0.06 inch. These two curves show that the fringing flux around the air gap is very important and, because of the fringing, the air-gap spacing between a tooth and a blade is not a critical factor in determining the maximum flux or the total heat generated in the blade. For this reason, relatively large clearances between blade and tooth can be accommodated if dictated by compressor-design criteria; however, fringing flux may also contribute to chopper-design difficulties by limiting reluctance change in the air gap.\n\nCalculated data also indicate that the flux that fringes around the air gap is the major portion of the flux. The calculated permeance (table I, column 5) including the fringing space is approximately 9.00 centimeters; whereas the approximate permeance of the air gap alone, depending upon the depth of penetration, is only 0.5 to 1.0 centimeter. The depth of penetration is given in column 6 of table I and varies from about 0.005 centimeter at a blade-surface field intensity $H_{\\max 2}$ of 6 oersteds to about 0.015 centimeter at 50 oersteds for Armco Iron and SAE 1020 steel. A direct result of the lower conductivity of Hipernik is that its depth of penetration is equal to twice that of the other materials.\n\nEquation (20a) will now be examined for the purpose of discussing the various parameters involved. At the field intensities", "timestamp": "2026-07-22T04:17:02.641443+00:00"}
{"citation_id": "19930085936", "source_url": "https://ntrs.nasa.gov/api/citations/19930085936/downloads/19930085936.pdf", "page_number": 40, "total_pages": 59, "image_filename": "19930085936_p40.jpg", "text": "NACA RM No. E9B03\n39\n\nAngle\nof yaw\n(deg)\n-12\n-6\n0\n6\n12\n\nPressure coefficient, $C_p$\n.20\n.10\n0\n-.10\n-.20\n-.30\n\n0 .2 .4 .6 .8 1.0\nDistance from tip, x/L\n\n(c) $\\theta = 180^\\circ$ longitudinal plane.\n\nFigure 7. - Continued. Pressure distributions along longitudinal\nplanes at $5^\\circ$ angle of attack for range of yaw angles.\n\n[Figure: NACA logo]", "timestamp": "2026-07-22T04:17:04.306558+00:00"}