PDF/ocr_dataset_1004.jsonl

{"citation_id": "19930085551", "source_url": "https://ntrs.nasa.gov/api/citations/19930085551/downloads/19930085551.pdf", "page_number": 67, "total_pages": 82, "image_filename": "19930085551_p67.jpg", "text": "66\nNACA RM No. L8K30\n\n<!-- Image (128, 167, 837, 780) -->\n\n(c) Wave-off condition; flaps full down; gear down; normal rated power.\nFigure 16.— Continued.", "timestamp": "2026-07-22T04:17:04.516092+00:00"}
{"citation_id": "19930085930", "source_url": "https://ntrs.nasa.gov/api/citations/19930085930/downloads/19930085930.pdf", "page_number": 52, "total_pages": 92, "image_filename": "19930085930_p52.jpg", "text": "NACA RM L9G07\n\nCONFIDENTIAL\n\nProbe\n\nNozzle walls\n\nStatic-pressure orifices\n\nTotal-pressure tube\n\nBlade shape for model 2\n\nNACA\n\nCONFIDENTIAL\n\nFigure 18.- Schematic test setup for model used for detached shock.\n\n51", "timestamp": "2026-07-22T04:17:05.924583+00:00"}
{"citation_id": "19930082090", "source_url": "https://ntrs.nasa.gov/api/citations/19930082090/downloads/19930082090.pdf", "page_number": 101, "total_pages": 122, "image_filename": "19930082090_p101.jpg", "text": "NACA TN No. 1455\n99\n\nVentilating air\n5.0\"\nI.D.\n30\"\nApprox. 10'\n7.83\"\nI.D.\nExhaust gas\n22\"\n26\"\n40\"\n60\"\n7.83\"\nI.D.\n13.5\"\n17.5\"\nExhaust\ngas\nx Temperature traverse\no Static-pressure tap\nNACA\n5.0\"\nI.D.\nVentilating air\n\nFigure 50.- Schematic diagram of test setup of heat exchanger M and air\nshroud, showing location of static-pressure and temperature measuring\nstations.", "timestamp": "2026-07-22T04:17:10.342329+00:00"}
{"citation_id": "19930086060", "source_url": "https://ntrs.nasa.gov/api/citations/19930086060/downloads/19930086060.pdf", "page_number": 8, "total_pages": 20, "image_filename": "19930086060_p8.jpg", "text": "6\nCONFIDENTIAL\nNACA RM L9F02\n\n3. At subsonic speeds, the position of maximum diameter had no effect.\n\nLangley Aeronautical Laboratory\nNational Advisory Committee for Aeronautics\nLangley Air Force Base, Va.\n\nREFERENCES\n\n1. Katz, Ellis R.: Results of Flight Tests at Supersonic Speeds to Determine the Effect of Body Nose Fineness Ratio on Body and Wing Drag. NACA RM L7B19, 1947.\n\n2. Grünewald, and Kraus P.: Experimental Study of Shock Formation on Cones at Supersonic Speed. Kochel Rep. No. 66/126, April 13, 1944. (Cornell Aero. Lab. Translation, 1946.)\n\n3. Taylor, G. I., and Maccoll, J. W.: The Air Pressure on a Cone Moving at High Speeds. Proc. Roy. Soc. (London), ser. A, vol. 139, no. 838, Feb. 1, 1933, pp. 278-311.\n\n4. Von Kármán, Theodor, and Moore, Norton B.: Resistance of Slender Bodies Moving with Supersonic Velocities, with Special Reference to Projectiles. Trans. A.S.M.E., vol. 54, no. 23, Dec. 15, 1932.\n\n5. Laitone, E. V.: The Linearized Subsonic and Supersonic Flow about Inclined Slender Bodies of Revolution. Jour. Aero. Sci., vol. 14, no. 11, Nov. 1947, pp. 631-642.\n\n6. Harmon, Sidney M.: Theoretical Supersonic Wave Drag of Untapered Sweptback and Rectangular Wings at Zero Lift. NACA TN 1449, 1947.\n\nCONFIDENTIAL", "timestamp": "2026-07-22T04:17:12.224742+00:00"}
{"citation_id": "19930086081", "source_url": "https://ntrs.nasa.gov/api/citations/19930086081/downloads/19930086081.pdf", "page_number": 5, "total_pages": 44, "image_filename": "19930086081_p5.jpg", "text": "NACA RM L9H05 CONFIDENTIAL 3\n\n$$C_{C_f} = \\frac{C_f}{qS_f}$$\n\n$$C_{M_f} = \\frac{M_f}{qS_f\\bar{c}_f}$$\n\n$$C_{BM_f} = \\frac{BM_f}{qS_fb_f}$$\n\n| | |\n| :--- | :--- |\n| $N_f$ | control-surface force normal to control surface chord plane |\n| $C_f$ | control-surface force chordwise along control surface chord plane |\n| $M_f$ | control-surface pitching moment (hinge moment) about control-surface pivot axis |\n| $BM_f$ | bending moment about root chord of control surface |\n| $\\frac{pb}{2V}/\\delta$ | wing-tip helix angle in radians per degree |\n| | control deflection $\\left(\\frac{C_{l_\\delta}}{C_{l_p}}\\right)$ |\n| $C_{l_p}$ | coefficient of damping in roll |\n| $q$ | free-stream dynamic pressure |\n| $S$ | exposed semispan wing area (19.94 sq in.) |\n| $S_f$ | control-surface area (2.151 sq in.) |\n| $c$ | local chord |\n| $\\bar{c}$ | mean aerodynamic chord of exposed wing area (5.55 in.) |\n| $\\bar{c}_f$ | mean aerodynamic chord of control surface (1.827 in.) |\n\nCONFIDENTIAL", "timestamp": "2026-07-22T04:17:16.477657+00:00"}
{"citation_id": "19930085588", "source_url": "https://ntrs.nasa.gov/api/citations/19930085588/downloads/19930085588.pdf", "page_number": 49, "total_pages": 51, "image_filename": "19930085588_p49.jpg", "text": "48\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\nSection lift coefficient, $c_l$\n\nR\n$\\nabla$ 14.2 x $10^6$\n$\\diamond$ 9.1\n$\\circ$ 6.0\n$\\square$ 3.0\n$\\triangle$ Standard roughness\n6.0 x $10^6$\n\n-24 -16 -8 0 8 16 24\nSection angle of attack, $\\alpha_0$, deg\n\n.032\n.028\n.024\n.020\n.016\n.012\n.008\n.004\n\nSection drag coefficient, $c_d$\n\nR\n$\\diamond$ 9.1 x $10^6$\n$\\circ$ 6.0\n$\\square$ 3.0\n$\\triangle$ Standard roughness\n6.0 x $10^6$\n\n0 .2 .4 .6 .8 1.0\nx/c\n\n-1.6 -1.2 -.8 -.4 0 .4 .8 1.2 1.6\nSection lift coefficient, $c_l$\n\n[Figure: Airfoil section profile]\n\nNACA\n\nFigure 32.— Aerodynamic characteristics of airfoil section R, 24-inch chord.\n\nNACA RM No. L8L08", "timestamp": "2026-07-22T04:17:18.510233+00:00"}
{"citation_id": "19930086022", "source_url": "https://ntrs.nasa.gov/api/citations/19930086022/downloads/19930086022.pdf", "page_number": 16, "total_pages": 34, "image_filename": "19930086022_p16.jpg", "text": "14\nNACA RM L9E24\n\n<!-- Image (95, 110, 855, 906) -->\n\nFigure 2.- Details of wing high-lift and stall-control devices.", "timestamp": "2026-07-22T04:17:22.776817+00:00"}
{"citation_id": "19930085952", "source_url": "https://ntrs.nasa.gov/api/citations/19930085952/downloads/19930085952.pdf", "page_number": 36, "total_pages": 50, "image_filename": "19930085952_p36.jpg", "text": "NACA RM L9C24\n35\n\n$$C_{h_a}$$\n$$C_L$$\n$$C_m$$\n\n| $\\alpha$, deg | $\\beta$, deg |\n| :--- | :--- |\n| $\\circ$ 11.3 | 20 |\n| $\\square$ 23.1 | 14.5 |\n| $\\diamond$ 29.0 | 13 |\n\n$$\\delta_a, deg$$\n\n(b) Rigid propellers.\nFigure 15.— Concluded.", "timestamp": "2026-07-22T04:17:25.830223+00:00"}
{"citation_id": "19930085982", "source_url": "https://ntrs.nasa.gov/api/citations/19930085982/downloads/19930085982.pdf", "page_number": 21, "total_pages": 32, "image_filename": "19930085982_p21.jpg", "text": "NACA RM E9E13\n\n19\n\n[Figure: Compressor with top half of casing removed.]\n\nNACA\nC-15482\n7-30-46\n\nFigure 1. - Compressor with top half of casing removed.", "timestamp": "2026-07-22T04:17:26.248846+00:00"}
{"citation_id": "19930085918", "source_url": "https://ntrs.nasa.gov/api/citations/19930085918/downloads/19930085918.pdf", "page_number": 44, "total_pages": 47, "image_filename": "19930085918_p44.jpg", "text": "NACA RM A9D29\n\n43\n\nUnflagged symbols indicate\nupper surface.\nFlagged symbols indicate\nlower surface.\n\nPressure coefficient, P\n-5.2\n-4.8\n-4.4\n-4.0\n-3.6\n-3.2\n-2.8\n-2.4\n-2.0\n-1.6\n-1.2\n-.8\n-.4\n0\n.4\n.8\n\n-3.6\n-3.2\n-2.8\n-2.4\n-2.0\n-1.6\n-1.2\n-.8\n-.4\n0\n.4\n.8\n\nSpanwise\nstation, 2y/b\n28.1%\n\n57.4%\n\n85.0%\n\nChordwise station, x/c\n0\n2\n4\n8\n10\n\n(f) $\\alpha=24.8^\\circ$\n\nFigure 10.—Continued.", "timestamp": "2026-07-22T04:17:29.649062+00:00"}
{"citation_id": "19930085838", "source_url": "https://ntrs.nasa.gov/api/citations/19930085838/downloads/19930085838.pdf", "page_number": 67, "total_pages": 118, "image_filename": "19930085838_p67.jpg", "text": "NACA RM No. L9B23\n65\n\n[Figure: A graph plotting Aileron section hinge-moment coefficient, $C_{h_a}$, against Section angle of attack, $\\alpha_0$, deg. The y-axis ranges from 0 to -36. The x-axis ranges from -20 to 20. Multiple curves are plotted for different values of $\\delta_1$ and $\\delta_a$. The NACA logo is present in the lower right quadrant of the plot area.]\n\n(b) $\\delta_f = 25^\\circ$.\nFigure 9.- Continued.", "timestamp": "2026-07-22T04:17:30.551152+00:00"}
{"citation_id": "19930085958", "source_url": "https://ntrs.nasa.gov/api/citations/19930085958/downloads/19930085958.pdf", "page_number": 28, "total_pages": 43, "image_filename": "19930085958_p28.jpg", "text": "NACA RM No. L9B11\n27\n\n<!-- Image (117, 105, 884, 768) -->\n\nFigure 8.- Characteristics of a 42° sweptback wing with 0.60b/2 and 0.75b/2 drooped-nose flaps with and without upper-surface fences. $\\delta_n = 30^\\circ$. Split flaps on.", "timestamp": "2026-07-22T04:17:33.142230+00:00"}
{"citation_id": "19930086015", "source_url": "https://ntrs.nasa.gov/api/citations/19930086015/downloads/19930086015.pdf", "page_number": 22, "total_pages": 54, "image_filename": "19930086015_p22.jpg", "text": "```markdown\nNACA RM A9E24\n\nCONFIDENTIAL\n\n.08\n0\n-.08\nStream pressure coefficient, $\\Delta p/q$\n\n.08\n0\n-.08\n\n.08\n0\n-.08\n\n-40 -32 -24 -16 -8 0 8 16 24 32 40\nHorizontal distance from window center line, x, in.\n\n(c) D=129.32; M=1.43.\n\nFigure 6.-Continued.\n\nz=18\n\nz=0\n\nz=-18\n\nCONFIDENTIAL\n\n21\n```", "timestamp": "2026-07-22T04:17:41.645500+00:00"}
{"citation_id": "19930086105", "source_url": "https://ntrs.nasa.gov/api/citations/19930086105/downloads/19930086105.pdf", "page_number": 1, "total_pages": 22, "image_filename": "19930086105_p1.jpg", "text": "NACA RM E9H12\n\nCopy 295\nRM E9H12\n\nCONFIDENTIAL\n\nNACA\n\nRESEARCH MEMORANDUM\n\nEXPERIMENTAL INVESTIGATION OF PRESSURE FLUCTUATIONS\nIN 3.6-INCH RAM JET AT MACH NUMBER 1.92\n\nBy James F. Connors and Albert H. Schroeder\n\nLewis Flight Propulsion Laboratory\nCleveland, Ohio\n\nCLASSIFIED DOCUMENT\n\nThis document contains classified information\naffecting the National Defense of the United\nStates within the meaning of the Espionage Act,\nUSC 50:31 and 32. Its transmission or the\nrevelation of its contents in any manner to an\nunauthorized person is prohibited by law.\nInformation so classified may be imparted\nonly to persons in the military and naval\nservices of the United States, appropriate\ncivilian officers and employees of the Federal\nGovernment who have a legitimate interest\ntherein, and to United States citizens of known\nloyalty and discretion who of necessity must be\ninformed thereof.\n\nCLASSIFICATION CHANGED TO UNCLASSIFIED\nAUTHORITY: RESEARCH ABSTRACT NO. 101\nWHF\nDATE: MAY 25, 1956\n\nNATIONAL ADVISORY COMMITTEE\nFOR AERONAUTICS\nWASHINGTON\nOctober 13, 1949\n\nCONFIDENTIAL", "timestamp": "2026-07-22T04:17:42.812276+00:00"}
{"citation_id": "19930085842", "source_url": "https://ntrs.nasa.gov/api/citations/19930085842/downloads/19930085842.pdf", "page_number": 51, "total_pages": 104, "image_filename": "19930085842_p51.jpg", "text": "NACA RM L9C29\n47\n\n[Figure: Graph plotting Lift coefficient, $C_L$ vs. Allavator deflection, $\\delta_a$, deg.\nVertical axis: Lift coefficient, $C_L$ (Range -4 to 10).\nHorizontal axis: Allavator deflection, $\\delta_a$, deg (Range -48 to 12).\nData series labeled with $\\alpha$, deg values:\nLeft side: 44.2, 35.2, 29.3, 74.5, 89.4.\nRight side: 23.6, 17.3, 11.8, 5.3, 0.5.\nLogo: NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS.]\n\nFigure 18.- Variation of lift coefficient with allavator deflection.\nModel in complete configuration; $\\delta_{aT_L} = \\delta_{aT_R} = 0^\\circ$; $\\delta_r = 0^\\circ$;\n$\\delta_f = 0^\\circ$; propellers removed.", "timestamp": "2026-07-22T04:17:44.094346+00:00"}
{"citation_id": "19930085551", "source_url": "https://ntrs.nasa.gov/api/citations/19930085551/downloads/19930085551.pdf", "page_number": 68, "total_pages": 82, "image_filename": "19930085551_p68.jpg", "text": "NACA RM No. L8K30\n67\n\nSideslip\nangle,\ndeg\nLeft\n0\n10\n\nRudder\nforce,\nlb\nLeft Right\n20\n0\n20\n\nRudder position,\ndeg\nRight\n10\n0\n60\n80\n100\n120\n140\nCalibrated airspeed, mph\n[NACA logo]\n\n(d) Landing condition; flaps full down; gear down; power off.\nFigure 16.- Continued.", "timestamp": "2026-07-22T04:17:48.054168+00:00"}
{"citation_id": "19930085936", "source_url": "https://ntrs.nasa.gov/api/citations/19930085936/downloads/19930085936.pdf", "page_number": 41, "total_pages": 59, "image_filename": "19930085936_p41.jpg", "text": "40\nNACA RM No. E9B03\n\nAngle\nof yaw\n(deg)\n$\\square$ -12\n$\\diamond$ -6\n$\\triangle$ 0\n$\\Delta$ 6\n$\\nabla$ 12\n\nPressure coefficient, $C_p$\n.20\n.10\n0\n-.10\n-.20\n-.30\n\nDistance from tip, x/L\n0 .2 .4 .6 .8 1.0\n\n(d) $\\theta = 225^\\circ$ longitudinal plane.\n\nFigure 7. - Continued. Pressure distributions along longitudinal\nplanes at $5^\\circ$ angle of attack for range of yaw angles.", "timestamp": "2026-07-22T04:17:48.412121+00:00"}
{"citation_id": "19930086078", "source_url": "https://ntrs.nasa.gov/api/citations/19930086078/downloads/19930086078.pdf", "page_number": 7, "total_pages": 42, "image_filename": "19930086078_p7.jpg", "text": "NACA RM L9H04 CONFIDENTIAL 5\n\nextrapolation of data given in reference 4, it is estimated that the values of rolling-moment coefficient obtained were approximately 10 percent too high for both wings. Also, it is thought that the yawing moments, if corrected, would be more adverse than the data show.\n\nMODEL AND APPARATUS\n\nThe two configurations of the semispan-wing model were mounted vertically in the Langley 300 MPH 7- by 10-foot tunnel as illustrated in figure 3. The root chord of the model (for each configuration) was adjacent to the ceiling, the ceiling serving as a reflection plane. A small clearance between the model and ceiling prevented ceiling interference of measurements of all forces and moments acting on the model. A fairing strip was attached to the root of the model to deflect air that flows into the tunnel through the clearance hole between the model and the tunnel ceiling, thus reducing the effect of the downflow on the regular flow over the model.\n\nBoth configurations of the semispan-wing model were untapered, had no twist or dihedral, and had NACA 64A010 airfoil sections normal to the leading edge. One configuration was unswept and had an aspect ratio of 3.13; the other configuration, obtained by sweeping the unswept wing about the 50-percent root-chord station, was swept back $45^\\circ$ and had an aspect ratio of 1.59. Dimensions of the two plan forms are given in figures 1 and 2. The model was equipped with full-span flaps which were locked at zero deflection during the present investigation. The extensible ailerons (figs. 1 and 2) consisted of a parallelogram and a triangular aileron with similar root chords ($0.625c$) and a parallelogram aileron with a chord of $0.156c$ and having an area about one-half as large as the other two ailerons. The trailing-edge sweep angle of each aileron was the same as the sweep angle of the corresponding wing configuration (figs. 1 and 2). The flat-plate type of ailerons was constructed of $\\frac{1}{4}$-inch sheet dural and had rounded leading edges and $12^\\circ$ beveled trailing edges along the entire span of each aileron. Table I presents the geometric characteristics of the extensible wing-tip ailerons.\n\nVarious extensions of each aileron were attached to the wing tip at the desired deflections with respect to the wing-chord plane with the brackets enclosed in a wing-tip fairing. The ailerons were deflected about a spanwise axis that passed through the 50-percent tip-chord station on each wing configuration except for several tests performed with the short-chord aileron deflected about a spanwise axis that passed through the 0.267 tip-chord station on the unswept wing\n\nCONFIDENTIAL", "timestamp": "2026-07-22T04:17:50.179057+00:00"}
{"citation_id": "19930082090", "source_url": "https://ntrs.nasa.gov/api/citations/19930082090/downloads/19930082090.pdf", "page_number": 102, "total_pages": 122, "image_filename": "19930082090_p102.jpg", "text": "```markdown\n100\nNACA TN No. 1455\n\n<!-- Image (157, 116, 795, 891) -->\n\nFigure 51.- Thermal output and isothermal frictional pressure drops of cast-aluminum fin heat exchanger M.\n```", "timestamp": "2026-07-22T04:17:50.378727+00:00"}
{"citation_id": "19930085930", "source_url": "https://ntrs.nasa.gov/api/citations/19930085930/downloads/19930085930.pdf", "page_number": 53, "total_pages": 92, "image_filename": "19930085930_p53.jpg", "text": "52\nNACA RM L9G07\n\n[Figure: Graph showing Local exit Mach number, $M_2$ vs Distance from convex surface. Three curves are plotted with data points marked by circles, squares, and diamonds. A small inset diagram labeled \"Concave surface\" is shown on the right side of the graph. Stamps \"CONFIDENTIAL\" and \"UNCLASSIFIED\" are visible on the graph area. The NACA logo is at the bottom right of the graph.]\n\n$$ \\circ \\quad \\frac{A_2}{A_1} = 1.197 $$\n$$ \\square \\quad \\frac{A_2}{A_1} = 1.105 $$\n$$ \\diamond \\quad \\frac{A_2}{A_1} = 1.012 $$\n\nFigure 19.- The variation of local exit Mach number with distance from convex surface for three area ratios for model 1.", "timestamp": "2026-07-22T04:17:50.378837+00:00"}
{"citation_id": "19930085965", "source_url": "https://ntrs.nasa.gov/api/citations/19930085965/downloads/19930085965.pdf", "page_number": 25, "total_pages": 67, "image_filename": "19930085965_p25.jpg", "text": "24\nNACA RM E9E06\n\nof interest, those that will produce 10 or 11 watts per square inch,\nthe first quantity under the radical of the equation is less than\n5 percent of the radical value and can therefore be neglected. The\nequation reduces to\n\n$$P_e = \\left[ \\frac{1.25\\sqrt{5}}{\\pi} \\sin(45^\\circ+\\beta_2-\\delta_2)10^{-4} \\sqrt{2 \\cos(45^\\circ+\\alpha_2)} \\right] \\rho^{\\frac{1}{2}} r^{\\frac{1}{2}} (H_{\\text{max } 2})^{\\frac{3}{2}} (B_{\\text{max } 1})^{\\frac{1}{2}}$$\n\n(20c)\n\nAlso, at the field intensities of interest the values of $\\alpha_2$ and\n$\\beta_2-\\delta_2$ change very little, which can be seen from columns 3 and 4\nof table I for values of $H_{\\text{max } 2}$ of 30 and 50. A noteworthy fact\nis that the angle $(45^\\circ+\\beta_2-\\delta_2)$, the sine of which is the power\nfactor, changes only from $45^\\circ$ to about $55^\\circ$ over the entire range\nof field intensity $H_{\\text{max } 2}$ of 0 to 50. The sine $(45^\\circ+\\beta_2-\\delta_2)$ and\n$\\sqrt{2 \\cos(45^\\circ+\\alpha_2)}$ are therefore grouped in the brackets of equa-\ntion (20c) with the other constants. Equation (20c) therefore gives\nvery simply the factors that determine the ability of a material to\nproduce heat from eddy currents. For a given value of field inten-\nsity $H_{\\text{max } 2}$ or magnetizing ampere turns, the eddy current gener-\nated per unit surface is proportional to the square roots of the\nresistivity of the material, the saturation flux density, and the\nfrequency. For a given material and frequency, the heat generated\nis proportional to the 3/2 power of the magnetizing ampere turns.\nProvided the blade is sufficiently thick to make the flux at the\ncenter negligible, equation (20c) shows that the heating is inde-\npendent of blade thickness and is a function of surface area only.\nBecause cooling is also a function of surface area, however, the\nimportant criterion is the heat generated per unit surface rather\nthan the total heat, and in this report equations and results are\ntherefore expressed in values per unit surface.\n\nBecause for a given installation the highest usable frequency\nis fixed by the geometry of the compressor, for a required amount\nof heat the variables will be the saturation flux density $B_{\\text{max } 1}$,\nthe ampere turns NI, and the resistivity of the material $\\rho$, or\n\n$$H_{\\text{max } 2} = F(NI) = \\frac{\\text{constant}}{\\sqrt[3]{\\rho B_{\\text{max } 1}}}$$", "timestamp": "2026-07-22T04:17:54.692895+00:00"}
{"citation_id": "19930086022", "source_url": "https://ntrs.nasa.gov/api/citations/19930086022/downloads/19930086022.pdf", "page_number": 17, "total_pages": 34, "image_filename": "19930086022_p17.jpg", "text": "NACA RM 19E24\n\n[Figure: A sweptback wing mounted inside a large cylindrical tunnel, supported by two vertical struts. The tunnel interior has a grid-like structure at the far end. A label in the lower right of the image reads “NACA L-57067”.]\n\nFigure 3.— The $42^\\circ$ sweptback wing mounted in the Langley 19-foot pressure tunnel.\n\n15", "timestamp": "2026-07-22T04:18:01.828149+00:00"}
{"citation_id": "19930085588", "source_url": "https://ntrs.nasa.gov/api/citations/19930085588/downloads/19930085588.pdf", "page_number": 50, "total_pages": 51, "image_filename": "19930085588_p50.jpg", "text": "```markdown\nNACA RM No. L5I08\n\n2.8\n.032\n2.4\n.028\n2.0\n.024\n1.6\n.020\n1.2\n.016\n.8\n.012\n.4\n.008\n0\n.004\n-.4\n0\n-.8\n-.4\n-1.2\n-.8\n-1.6\n-1.2\n-2.0\n-1.6\n-2.4\n-2.0\n-2.4\n\nR\n$\\nabla$ 13.7 $\\times$ 10$^6$\n$\\circ$ 9.0\n$\\square$ 6.0\n$\\diamond$ 3.1\n$\\Delta$ Standard roughness\n6.0 $\\times$ 10$^6$\n\nSection lift coefficient, $c_l$\nSection angle of attack, $\\alpha_0$, deg\n\nR\n$\\circ$ 9.0 $\\times$ 10$^6$\n$\\square$ 6.0\n$\\diamond$ 3.1\n$\\Delta$ Standard roughness\n6.0 $\\times$ 10$^6$\n\nSection drag coefficient, $c_d$\nSection lift coefficient, $c_l$\n\n[Figure: Two graphs showing aerodynamic characteristics of an airfoil section. The left graph plots section lift coefficient vs. section angle of attack. The right graph plots section drag coefficient vs. section lift coefficient, with an inset showing the airfoil shape and chordwise position (x/c).]\n\nNACA\n\nFigure 33.- Aerodynamic characteristics of airfoil section S, 24-inch chord.\n\n49\n```", "timestamp": "2026-07-22T04:18:03.180301+00:00"}
{"citation_id": "19930085982", "source_url": "https://ntrs.nasa.gov/api/citations/19930085982/downloads/19930085982.pdf", "page_number": 22, "total_pages": 32, "image_filename": "19930085982_p22.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T04:18:03.967316+00:00"}
{"citation_id": "19930085952", "source_url": "https://ntrs.nasa.gov/api/citations/19930085952/downloads/19930085952.pdf", "page_number": 37, "total_pages": 50, "image_filename": "19930085952_p37.jpg", "text": "36\nNACA RM L9C24\n\n$$\n\\begin{array}{c}\n\\alpha, \\text{deg} \\quad \\beta, \\text{deg} \\quad \\delta_{e_{\\text{trim}}}, \\text{deg} \\\\\n\\bigcirc \\ 11.2 \\quad 20 \\quad -7.8 \\\\\n\\square \\ 23.1 \\quad 11.5 \\quad -21.6 \\\\\n\\Diamond \\ 29.0 \\quad 13 \\quad -26.0\n\\end{array}\n$$\n\n$$\n\\begin{array}{c}\n\\alpha, \\text{deg} \\\\\n\\left. \\begin{array}{c} 20.0 \\\\ 11.3 \\\\ 23.0 \\end{array} \\right\\} C_{h_a}\n\\end{array}\n$$\n\n$$\n\\begin{array}{c}\n\\left. \\begin{array}{c} \\square \\\\ \\bigcirc \\\\ \\Diamond \\end{array} \\right\\} C_{h_f}\n\\end{array}\n$$\n\n[Figure: Three vertically stacked plots sharing a common x-axis. The top plot shows $C_{h_a}$ and $C_{h_f}$ vs $\\delta_f$. The middle plot shows $C_L$ vs $\\delta_f$. The bottom plot shows $C_m$ vs $\\delta_f$.]\n\n$$\n\\begin{array}{c}\n\\text{NACA}\n\\end{array}\n$$\n\nFigure 16.— Variation of $C_m$, $C_L$, $C_{h_f}$, and $C_{h_a}$ with $\\delta_f$ for simulated full-power operation with articulated propellers.", "timestamp": "2026-07-22T04:18:09.283672+00:00"}
{"citation_id": "19930085529", "source_url": "https://ntrs.nasa.gov/api/citations/19930085529/downloads/19930085529.pdf", "page_number": 77, "total_pages": 85, "image_filename": "19930085529_p77.jpg", "text": "76\nNACA RM No. L8A30a\n\nTABLE 10\n$$\n\\left[ \\Lambda = -30^\\circ, \\theta_{LE} = 10.0^\\circ, \\alpha = 0^\\circ \\right]\n$$\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| 1 | 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 | -0.048 | -0.061 | -0.071 | -0.101 | -0.118 | -0.144 |\n| 6 | 50.0 | -0.249 | -0.224 | -0.168 | -0.087 | -0.489 | -0.682 | 91 | 62.5 | -0.039 | -0.032 | -0.034 | -0.044 | -0.053 | -0.313 |\n| 7 | 59.0 | -0.208 | -0.196 | -0.198 | -0.191 | -0.705 | -0.670 | 92 | 72.5 | -0.009 | -0.004 | -0.004 | -0.003 | -0.008 | -0.070 |\n| 8 | 67.5 | -0.136 | -0.105 | -0.067 | -0.109 | -0.234 | -0.613 | 93 | 84.0 | - - | - - | - - | - - | - - | - - |\n| 9 | 77.5 | - - | - - | - - | - - | - - | - - | 94 | 94.0 | - - | - - | - - | - - | - - | - - |\n| 10 | 87.5 | - - | - - | - - | - - | - - | - - | | | | | | | | |\n| 11 | 98.0 | - - | - - | - - | - - | - - | - - | | | | | | | | |\n| | | | | | | | | | | | | | | | | |\n| 812 | 2.0 | -1.201 | -1.004 | -0.790 | -0.610 | -0.406 | -0.290 | 95 | 3.0 | -0.389 | -0.361 | -0.315 | -0.271 | -0.203 | -0.174 |\n| 13 | 6.0 | -0.817 | -1.109 | -0.909 | -0.747 | -0.575 | -0.447 | 96 | 10.0 | -0.114 | -0.106 | -0.078 | -0.045 | -0.006 | -0.012 |\n| 14 | 15.0 | -0.735 | -1.049 | -0.812 | -0.684 | -0.573 | -0.447 | 97 | 25.0 | -0.047 | -0.041 | -0.050 | -0.121 | -0.170 | -0.235 |\n| 15 | 27.5 | -0.455 | -0.927 | -1.016 | -0.951 | -0.834 | -0.728 | 98 | 41.0 | -0.117 | -0.146 | -0.174 | -0.256 | -0.340 | -0.400 |\n| 16 | 40.0 | -0.312 | -0.304 | -0.287 | -0.313 | -0.874 | -0.781 | 99 | 52.5 | -0.106 | -0.128 | -0.148 | -0.189 | -0.286 | -0.402 |\n| 17 | 50.0 | -0.356 | -0.318 | -0.430 | -0.877 | -0.890 | -0.811 | 100 | 62.5 | -0.062 | -0.070 | -0.077 | -0.106 | -0.143 | -0.394 |\n| 18 | 59.0 | -0.278 | -0.227 | -0.292 | -0.438 | -0.809 | -0.848 | 101 | 72.5 | -0.004 | -0.014 | -0.012 | -0.015 | -0.018 | -0.190 |\n| 19 | 67.5 | -0.196 | -0.170 | -0.157 | -0.337 | -0.487 | -0.832 | 102 | 86.3 | -0.077 | -0.094 | -0.098 | -0.078 | -0.061 | -0.127 |\n| 20 | 77.5 | -0.104 | -0.075 | -0.090 | -0.183 | -0.326 | -0.655 | 103 | 94.5 | -0.133 | -0.153 | -0.161 | -0.136 | -0.121 | -0.088 |\n| 21 | 88.0 | -0.020 | -0.046 | -0.070 | -0.057 | -0.081 | -0.450 | | | | | | | | |\n| 22 | 95.3 | - - | - - | - - | - - | - - | - - | | | | | | | | |\n| | | | | | | | | | | | | | | | | |\n| 623 | 2.0 | -0.712 | -0.663 | -0.495 | -0.357 | -0.208 | -0.098 | 104 | 3.0 | -0.387 | -0.342 | -0.318 | -0.290 | -0.249 | -0.238 |\n| 24 | 6.0 | -0.601 | -0.697 | -0.600 | -0.486 | -0.371 | -0.290 | 105 | 10.0 | -0.106 | -0.114 | -0.098 | -0.078 | -0.048 | -0.043 |\n| 25 | 15.0 | -0.535 | -0.701 | -0.681 | -0.539 | -0.440 | -0.356 | 106 | 25.0 | -0.041 | -0.041 | -0.050 | -0.071 | -0.100 | -0.136 |\n| 26 | 27.5 | -0.492 | -0.760 | -0.758 | -0.686 | -0.596 | -0.513 | 107 | 41.0 | -0.053 | -0.119 | -0.144 | -0.189 | -0.249 | -0.271 |\n| 27 | 40.0 | -0.463 | -0.706 | -0.806 | -0.712 | -0.629 | -0.551 | 108 | 52.5 | -0.101 | -0.128 | -0.141 | -0.168 | -0.278 | -0.384 |\n| 28 | 50.0 | -0.390 | -0.611 | -0.723 | -0.819 | -0.799 | -0.721 | 109 | 62.5 | -0.068 | -0.075 | -0.094 | -0.134 | -0.212 | -0.297 |\n| 29 | 59.0 | -0.351 | -0.847 | -0.877 | -0.438 | -0.825 | -0.785 | 110 | 72.5 | -0.019 | -0.014 | -0.012 | -0.009 | -0.033 | -0.143 |\n| 30 | 67.5 | -0.209 | -0.193 | -0.152 | -0.632 | -0.769 | -0.732 | 111 | 85.1 | -0.076 | -0.089 | -0.081 | -0.054 | -0.016 | -0.096 |\n| 31 | 77.5 | -0.126 | -0.100 | -0.075 | -0.165 | -0.258 | -0.532 | 112 | 94.6 | -0.130 | -0.146 | -0.142 | -0.087 | -0.034 | -0.083 |\n| 32 | 88.0 | -0.002 | -0.020 | -0.068 | -0.117 | -0.188 | -0.281 | | | | | | | | |\n| 33 | 95.3 | - - | - - | - - | - - | - - | - - | | | | | | | | |\n| | | | | | | | | | | | | | | | | |\n| 834 | 2.0 | -0.681 | -0.844 | -0.496 | -0.366 | -0.223 | -0.113 | 113 | 3.0 | -0.304 | -0.314 | -0.282 | -0.269 | -0.211 | -0.211 |\n| 35 | 15.0 | -0.504 | -0.639 | -0.580 | -0.507 | -0.420 | -0.343 | 114 | 10.0 | -0.103 | -0.127 | -0.115 | -0.100 | -0.077 | -0.073 |\n| 36 | 27.5 | -0.478 | -0.675 | -0.681 | -0.630 | -0.550 | -0.475 | 115 | 25.0 | -0.045 | -0.041 | -0.050 | -0.060 | -0.089 | -0.113 |\n| 37 | 40.0 | -0.474 | -0.673 | -0.782 | -0.744 | -0.670 | -0.595 | 116 | 41.0 | -0.093 | -0.115 | -0.136 | -0.170 | -0.215 | -0.235 |\n| 38 | 50.0 | -0.425 | -0.847 | -0.877 | -0.812 | -0.701 | -0.631 | 117 | 52.5 | -0.099 | -0.105 | -0.118 | -0.139 | -0.160 | -0.229 |\n| 39 | 59.0 | -0.331 | -0.447 | -0.826 | -0.666 | -0.669 | -0.661 | 118 | 62.5 | -0.057 | -0.078 | -0.096 | -0.124 | -0.178 | -0.238 |\n| 40 | 67.5 | - - | - - | - - | - - | - - | - - | 119 | 72.5 | -0.007 | -0.014 | -0.012 | -0.009 | -0.027 | -0.110 |\n| 41 | 77.5 | -0.139 | -0.142 | -0.134 | -0.488 | -0.609 | -0.652 | 120 | 87.4 | -0.087 | -0.093 | -0.085 | -0.071 | -0.049 | -0.030 |\n| 42 | 87.5 | -0.029 | -0.039 | -0.051 | -0.073 | -0.191 | -0.321 | 121 | 94.2 | -0.096 | -0.108 |", "timestamp": "2026-07-22T04:18:09.633674+00:00"}
{"citation_id": "19930085958", "source_url": "https://ntrs.nasa.gov/api/citations/19930085958/downloads/19930085958.pdf", "page_number": 29, "total_pages": 43, "image_filename": "19930085958_p29.jpg", "text": "28\nNACA RM No. L9B11\n\n<!-- Image (113, 100, 817, 800) -->\n\nFigure 9.- Characteristics of a 42° sweptback wing with and without\n0.70b/2 extensible leading-edge flaps and upper-surface fences.\nSplit flaps on.", "timestamp": "2026-07-22T04:18:15.012036+00:00"}
{"citation_id": "19930086015", "source_url": "https://ntrs.nasa.gov/api/citations/19930086015/downloads/19930086015.pdf", "page_number": 23, "total_pages": 54, "image_filename": "19930086015_p23.jpg", "text": "22\nCONFIDENTIAL\nNACA RM A9E24\n\nStream pressure coefficient, $\\Delta p_b$\nHorizontal distance from window center line, $x$, in.\n(d) $D=113.43$; $M=1.53$.\n\nFigure 6.—Continued.\n\nCONFIDENTIAL", "timestamp": "2026-07-22T04:18:19.677644+00:00"}
{"citation_id": "19930085551", "source_url": "https://ntrs.nasa.gov/api/citations/19930085551/downloads/19930085551.pdf", "page_number": 69, "total_pages": 82, "image_filename": "19930085551_p69.jpg", "text": "68\nNACA RM No. L8K30\n\nSideslip\nangle,\ndeg\nLeft\n0\n10\n\nRudder force,\nlb\nRight\n30\n40\n0\n\nRudder\nposition,\ndeg\nRight\n10\n0\n60\n80\n100\n120\n140\nCalibrated airspeed, mph\n\n[Figure: NACA logo]\n\n(e) Approach condition; flaps 20°; gear down; power 20 in. Hg, 2550 rpm.\n\nFigure 16.— Concluded.", "timestamp": "2026-07-22T04:18:22.714053+00:00"}
{"citation_id": "19930085838", "source_url": "https://ntrs.nasa.gov/api/citations/19930085838/downloads/19930085838.pdf", "page_number": 68, "total_pages": 118, "image_filename": "19930085838_p68.jpg", "text": "66\nNACA RM No. 19B23\n\n<!-- Image (109, 109, 835, 874) -->\n\n(a) $\\delta_r = 25^\\circ$.\nFigure 9.- Continued.", "timestamp": "2026-07-22T04:18:24.131642+00:00"}
{"citation_id": "19930085918", "source_url": "https://ntrs.nasa.gov/api/citations/19930085918/downloads/19930085918.pdf", "page_number": 45, "total_pages": 47, "image_filename": "19930085918_p45.jpg", "text": "44\nNACA RM A9D29\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\n-5.2\n-4.8\n-4.4\n-4.0\n-3.6\n-3.2\n-2.8\n-2.4\n-2.0\n-1.6\n-1.2\n-.8\n-.4\n0\n.4\n.8\n\n-2.8\n-2.4\n-2.0\n-1.6\n-1.2\n-.8\n-.4\n0\n.4\n.8\n\n-2.0\n-1.6\n-1.2\n-.8\n-.4\n0\n.4\n.8\n\nChordwise station, x/c\n.2\n.4\n.6\n.8\n1.0\n\n(g) $\\alpha=30.8^\\circ$\n\n[Figure: NACA logo]\n\nFigure 10.—Concluded.", "timestamp": "2026-07-22T04:18:27.096424+00:00"}
{"citation_id": "19930086060", "source_url": "https://ntrs.nasa.gov/api/citations/19930086060/downloads/19930086060.pdf", "page_number": 9, "total_pages": 20, "image_filename": "19930086060_p9.jpg", "text": "NACA RM L9F02\n7\n\nCONFIDENTIAL\n\n[Figure: Scale bar labeled 0 2 4 6 8 10 SCALE (IN)]\n\n[Figure: Diagram of Configuration No. 9 showing side view and rear view of a rocket with fins. Dimensions include: 9, 6, 3, 0.25, 45°, MAX. DIAM., STA.0, STA.9.06, STA.41.08, STA.45.32, FIN - 3 EVENLY SPACED, 1.64R, 3.75R, 1.153R]\nCONFIGURATION NO.9\n\n[Figure: Diagram of Configuration No. 10 showing side view and rear view of a rocket with fins. Dimensions include: 45°, MAX. DIAM., STA.0, STA.18.13, STA.41.08, STA.45.32, 1.64R, 3.75R, 1.173R]\nCONFIGURATION NO.10\n\n[Figure: Diagram of Configuration No. 11 showing side view and rear view of a rocket with fins. Dimensions include: 45°, MAX. DIAM., STA.0, STA.27.19, STA.41.08, STA.45.32, 1.64R, 3.75R, 1.200R, NACA logo]\nCONFIGURATION NO.11\n\nFigure 1.- General view of test configurations. Total exposed fin area = 243 square inches.\nCONFIDENTIAL", "timestamp": "2026-07-22T04:18:29.270360+00:00"}
{"citation_id": "19930082090", "source_url": "https://ntrs.nasa.gov/api/citations/19930082090/downloads/19930082090.pdf", "page_number": 103, "total_pages": 122, "image_filename": "19930082090_p103.jpg", "text": "NACA TN No. 1455\n101\n\nExhaust gas\n50.5\"\nVentilating air\nB\n15.7\"\nVentilating air\nB\n2.25\"\n6.38\"\nExhaust gas\n8.38\"\n5.1\"\nSection B-B\nUC-1 shroud\n13.2\"\n3.8\"\n7.1\"\n8.0\"\n5.5\"\nAluminum-alloy heat exchanger\nNACA\n26 equally spaced\ninternal fins\n26 double rows of\nexternal fins\n(equally spaced\n52 rows)\n\nFigure 52.- Schematic diagram of fin heat exchanger N and air shroud. Weight\nof heat exchanger, 10 pounds.\n\n| | Air side | Gas side |\n| :--- | :--- | :--- |\n| Cross-sectional area, sq ft | 0.302 | 0.109 |", "timestamp": "2026-07-22T04:18:29.525611+00:00"}
{"citation_id": "19930085842", "source_url": "https://ntrs.nasa.gov/api/citations/19930085842/downloads/19930085842.pdf", "page_number": 52, "total_pages": 104, "image_filename": "19930085842_p52.jpg", "text": "48\nNACA RM L9C29\n\n[Figure: Graph plotting Drag coefficient, $C_D$ versus Allavator deflection, $\\delta_a$, deg. The graph contains multiple data series labeled with $\\alpha$, deg values: 90.4, 74.5, 44.2, 35.2, 29.3, 23.6, 17.3, 11.3, 5.8, 0.6. The x-axis ranges from -48 to 16. The y-axis ranges from 0 to 12. A logo for the NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS is present in the bottom right corner of the graph area.]\n\nFigure 19.- Variation of drag coefficient with ailavator deflection.\nModel in complete configuration; $\\delta_{a_{T_L}} = \\delta_{a_{T_R}} = 0^\\circ$; $\\delta_r = 0^\\circ$;\n$\\delta_p = 0^\\circ$; propellers removed.", "timestamp": "2026-07-22T04:18:30.786495+00:00"}
{"citation_id": "19930085930", "source_url": "https://ntrs.nasa.gov/api/citations/19930085930/downloads/19930085930.pdf", "page_number": 54, "total_pages": 92, "image_filename": "19930085930_p54.jpg", "text": "CONFIDENTIAL\n\nLocal stagnation pressure recovery, $\\frac{p_{s2}}{p_0}$\n\n| | |\n| :--- | :--- |\n| $\\circ \\frac{A_2}{A_1} = 1.197$ | |\n| $\\square \\frac{A_2}{A_1} = 1.105$ | |\n| $\\diamond \\frac{A_2}{A_1} = 1.012$ | |\n\nConcave surface\n\nNACA\n\nDistance from convex surface\n\nFigure 20.- The variation of the local stagnation-pressure recovery with distance from convex surface for three area ratios for model 1.\n\nNACA RM L9907\n\n53", "timestamp": "2026-07-22T04:18:33.439870+00:00"}
{"citation_id": "19930086022", "source_url": "https://ntrs.nasa.gov/api/citations/19930086022/downloads/19930086022.pdf", "page_number": 18, "total_pages": 34, "image_filename": "19930086022_p18.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T04:18:34.835407+00:00"}
{"citation_id": "19930085982", "source_url": "https://ntrs.nasa.gov/api/citations/19930085982/downloads/19930085982.pdf", "page_number": 23, "total_pages": 32, "image_filename": "19930085982_p23.jpg", "text": "NACA RM E9E13\n21\n\n[Figure: A photograph of a mechanical assembly, likely a section of a turbine or compressor. The assembly consists of a curved outer casing with a series of internal blades (stator blades) and guide vanes. A ruler marked in inches is placed at the bottom for scale.]\n\nINCHES\n0 1 2 3 4 5 6\n\nNACA\nC-15481\n7-30-46\n\nFigure 2. - Guide vanes and stator blades assembled in outer casing.", "timestamp": "2026-07-22T04:18:38.097837+00:00"}
{"citation_id": "19930086081", "source_url": "https://ntrs.nasa.gov/api/citations/19930086081/downloads/19930086081.pdf", "page_number": 6, "total_pages": 44, "image_filename": "19930086081_p6.jpg", "text": "```markdown\n4\nCONFIDENTIAL\nNACA RM L9H05\n\nb\ntwice distance from fuselage axis to wing tip\n(small fuselage, 11.17 in.; large fuselage,\n12.37 in.)\n\n$b_f$\nspan of control surface from parting line to tip\n(1.570 in.)\n\nt\nlocal thickness\n\n$\\alpha$\nangle of attack measured with respect to free-\nstream direction\n\n$\\delta$\ncontrol-surface deflection measured with respect\nto wing chord plane in free-stream direction,\ndegrees\n\nR\nReynolds number based on mean aerodynamic chord\nof exposed wing area\n\nM\nMach number\n\nSubscripts:\n\n$\\alpha$\nslope of curve of coefficient plotted against $\\alpha$\n$$ \\left( \\frac{dC_L}{d\\alpha}, \\frac{dC_l}{d\\alpha}, \\text{ and so forth} \\right) $$\n\n$\\delta$\nslope of curve of coefficient plotted against $\\delta$\n$$ \\left( \\frac{dC_L}{d\\delta}, \\frac{dC_l}{d\\delta}, \\text{ and so forth} \\right) $$\n\nMODEL\n\nThe system of axes is shown in figure 1. The semispan model of\ndelta plan form had the leading edge swept back $60^\\circ$ and a corresponding\naspect ratio of 2.3. A full-chord control surface was located at the\nwing tip. A photograph of the model mounted is shown as figure 2 and\nthe principal dimensions are given in figure 3.\n\nThe main panel of the wing (inner two-thirds of the exposed span)\nwas a flat plate, 3 percent thick at the fuselage intersection and\n9 percent thick at the outboard end. The leading and trailing edges\nwere beveled to wedge profiles with included wedge angles (parallel to\n\nCONFIDENTIAL\n```", "timestamp": "2026-07-22T04:18:38.282635+00:00"}
{"citation_id": "19930085965", "source_url": "https://ntrs.nasa.gov/api/citations/19930085965/downloads/19930085965.pdf", "page_number": 26, "total_pages": 67, "image_filename": "19930085965_p26.jpg", "text": "NACA RM E9E06\n\nThis equation shows that a blade material having high resistivity and high saturation flux density is desirable in the interest of keeping the impressed ampere turns at a minimum, because the number of ampere turns required varies inversely as the cube roots of the resistivity and the saturation flux density.\n\nThe advantage of a high-resistivity material is experimentally shown by the curve for Hipernik in figure 16. The resistivity of Hipernik, which is about four times the resistivity of Armco Iron, is the determining factor in reducing the required impressed ampere turns for Hipernik relative to Armco Iron for a given heat density. As previously indicated, Hipernik has higher flux penetration because of its greater resistivity relative to the other two materials; the greater depth of eddy currents is the mechanism explaining the larger heat density. The use of a higher-resistivity material should help the solution of the chopper problem previously mentioned.\n\nFrom the data of figure 16 and for other assumed conditions, the direct-current power required for producing the magnetizing current can be roughly estimated. For one such theoretical installation, the magnetizing power required per square inch of blade surface to produce a heat value of 10 watts per square inch was 0.1 watt, or approximately 1 percent. Calculations were then made to determine whether the power required for ice protection would exceed that available from such a system of eddy-current heating.\n\nCalculation of Heat Required\n\nInasmuch as the proposed system of eddy-current heating of the axial-flow compressor-inlet guide vanes is dependent upon a revolving rotor, rotor speeds had to be specified for the computation of the heat required. No icing tolerances were allowed. Because the severity of icing may prove to be a function of altitude and air consumption, the heat requirements for several engine conditions and altitudes were also studied.\n\nThe rate of heat dissipation was computed for the conditions subsequently enumerated. The analysis employed was taken from references 9 to 11 and is presented in appendix B for convenience. The blade-surface temperature was assumed to be kept at $35^\\circ$ F and the temperature of the compressor-inlet air was assumed to be $0^\\circ$ F. The aircraft was assumed to be flying at a true airspeed of 275 miles", "timestamp": "2026-07-22T04:18:39.185208+00:00"}
{"citation_id": "19930085952", "source_url": "https://ntrs.nasa.gov/api/citations/19930085952/downloads/19930085952.pdf", "page_number": 38, "total_pages": 50, "image_filename": "19930085952_p38.jpg", "text": "```markdown\nNACA RM 19C24\n\n2.4\n2.0\n1.6\n$C_L$ 1.2\n.8\n.4\n0\n8 12 16 20 24 28 32\n$\\alpha$, deg\n\nO Articulated propellers\n$\\square$ Rigid propellers\n$\\diamond$ Propellers removed\n\n.1 0 -.1 -.2\n$C_m$\n\n[Figure: NACA logo]\n\nFigure 17.- Effect of full-power operation on the variation of $\\alpha$ and $C_m$ with $C_L$ for the model with the all-movable horizontal tail installed. $\\delta_F = 0^\\circ$.\n\n37\n```", "timestamp": "2026-07-22T04:18:39.405255+00:00"}
{"citation_id": "19930086078", "source_url": "https://ntrs.nasa.gov/api/citations/19930086078/downloads/19930086078.pdf", "page_number": 8, "total_pages": 42, "image_filename": "19930086078_p8.jpg", "text": "6\nCONFIDENTIAL\nNACA RM L9H04\n\nconfiguration (figs. 1 and 2). The aileron deflections were limited to\na range that would enable the ailerons to remain within the wing contour\nwhen retracted at the given deflection.\n\nTESTS\n\nLift tests were made through the angle-of-attack range from -6° to\nstall for the unswept and sweptback plain-wing configurations at Mach\nnumbers of 0.19, 0.27, and 0.37. On the unswept wing, these Mach\nnumbers correspond to Reynolds numbers of $3.2 \\times 10^6$, $4.5 \\times 10^6$,\nand $6.1 \\times 10^6$ based on a mean aerodynamic chord of 2.48 feet; whereas,\non the 45° sweptback wing, these Mach numbers correspond to Reynolds\nnumbers of $4.5 \\times 10^6$, $6.3 \\times 10^6$, and $8.6 \\times 10^6$ based on a mean aero-\ndynamic chord of 3.52 feet.\n\nLateral-control data were obtained on the unswept and sweptback\nwing configurations through the angle-of-attack range from -6° to stall\nat an average dynamic pressure of approximately 51 pounds per square\nfoot, which corresponds to a Mach number of 0.19. Aileron data were\nobtained for various combinations of aileron deflection and extension\nfor each of the three ailerons on each of the two wing configurations.\n\nDISCUSSION\n\nPlain-Wing Aerodynamic Characteristics\n\nThe lift, drag, and pitching-moment characteristics of the unswept\nand 45° sweptback plain-wing configurations are shown in figures 4 and 5,\nrespectively.\n\nUnswept wing.- As Mach number and Reynolds number were increased,\nthere was a slight increase in $C_{L_\\alpha}$ and a negligible change in drag\nand pitching-moment characteristics of the unswept wing for values\nof $C_L$ below about 0.7 (fig. 4). The aerodynamic center of the unswept\nwing was about 4 percent mean aerodynamic chord ahead of the c/4 over\nmost of the angle-of-attack range; however, the wing had a stable stall\nregion, a characteristic usually exhibited by low-aspect-ratio unswept\nwings.\n\nThe experimental value of $C_{L_\\alpha}$ of 0.055 measured for M = 0.19\nis in excellent agreement with the value of 0.055 computed by the\nempirical method recommended in reference 5 but is lower than the\n\nCONFIDENTIAL", "timestamp": "2026-07-22T04:18:40.721274+00:00"}
{"citation_id": "19930085588", "source_url": "https://ntrs.nasa.gov/api/citations/19930085588/downloads/19930085588.pdf", "page_number": 51, "total_pages": 51, "image_filename": "19930085588_p51.jpg", "text": "50\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\nMoment coefficient, $c_{m_{c/4}}$\nSection lift coefficient, $c_l$\n\nR\n$\\diamond$ 8.9 $\\times$ 10$^6$\n$\\circ$ 6.0\n$\\square$ 3.0\n$\\triangle$ Standard roughness\n6.0 $\\times$ 10$^6$\n\n-24 -16 -8 0 8 16 24\nSection angle of attack, $\\alpha_0$, deg\n\n.032\n.028\n.024\n.020\n.016\n.012\n.008\n.004\n0\n-.004\n-.008\n-.012\n-.016\n-.020\n\nSection drag coefficient, $c_d$\nMoment coefficient, $c_{m_{c/4}}$\n\nR\n$\\diamond$ 8.9 $\\times$ 10$^6$\n$\\circ$ 6.0\n$\\square$ 3.0\n$\\triangle$ Standard roughness\n6.0 $\\times$ 10$^6$\n\na.c. position\nx/c y/c\n.237 -.044\n.254 -.052\n.269 -.062\n\n0 .2 .4 .6 .8 1.0\nx/c\n\n-.16 -.12 -.08 -.04 0 .04 .08 .12 .16 .20\nSection lift coefficient, $c_l$\n\nNACA\n\nFigure 34.— Aerodynamic characteristics of airfoil section T, 24-inch chord.\n\nNACA RM No. L8L08", "timestamp": "2026-07-22T04:18:43.156651+00:00"}
{"citation_id": "19930085958", "source_url": "https://ntrs.nasa.gov/api/citations/19930085958/downloads/19930085958.pdf", "page_number": 30, "total_pages": 43, "image_filename": "19930085958_p30.jpg", "text": "NACA RM No. L9B11\n\n29\n\n$C_L$\n\nExtensible leading-edge flaps | Fences\n---|---\n○ off | off\n□ on | off\n◇ on | on\n\n$\\alpha, \\text{deg}$\n\n$C_m$\n\n$C_L$\n\n$C_D$\n\nNACA\n\nFigure 10.- Characteristics of a $42^\\circ$ sweptback wing with and without $0.55\\frac{b}{2}$ extensible leading-edge flaps and upper-surface fences. Split flaps on.", "timestamp": "2026-07-22T04:18:43.305134+00:00"}
{"citation_id": "19930086015", "source_url": "https://ntrs.nasa.gov/api/citations/19930086015/downloads/19930086015.pdf", "page_number": 24, "total_pages": 54, "image_filename": "19930086015_p24.jpg", "text": "NACA RM A9E24 CONFIDENTIAL 23\n\nStream pressure coefficient, $\\Delta P/q$\n\nHorizontal distance from window center line, $x$, in.\n\n(e) $D=100.47$, $M=1.63$.\n\nFigure 6.-Continued.\n\nCONFIDENTIAL", "timestamp": "2026-07-22T04:18:50.917392+00:00"}
{"citation_id": "19930086105", "source_url": "https://ntrs.nasa.gov/api/citations/19930086105/downloads/19930086105.pdf", "page_number": 2, "total_pages": 22, "image_filename": "19930086105_p2.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T04:18:51.623037+00:00"}
{"citation_id": "19930085551", "source_url": "https://ntrs.nasa.gov/api/citations/19930085551/downloads/19930085551.pdf", "page_number": 70, "total_pages": 82, "image_filename": "19930085551_p70.jpg", "text": "```markdown\nNACA RM No. L8K30\n69\n\n<!-- Image (280, 126, 686, 819) -->\n\n(a) No corrective control applied.\n\nFigure 17.- Time histories of airplane motions during a wave-off in which\nNo. 1 engine fails as power is applied. C-54D airplane; flaps full\ndown; gear down; power initially off, but increased to 45 in. Hg\nduring first three seconds.\n```", "timestamp": "2026-07-22T04:18:53.292525+00:00"}
{"citation_id": "19930085838", "source_url": "https://ntrs.nasa.gov/api/citations/19930085838/downloads/19930085838.pdf", "page_number": 69, "total_pages": 118, "image_filename": "19930085838_p69.jpg", "text": "NACA RM No. L9B23\n67\n\n<!-- Image (159, 110, 868, 899) -->\n\nSection angle of attack, $\\alpha_o$, deg\n(d) $\\delta_f = 25^\\circ$.\nFigure 9.- Continued.", "timestamp": "2026-07-22T04:18:54.683626+00:00"}
{"citation_id": "19930085936", "source_url": "https://ntrs.nasa.gov/api/citations/19930085936/downloads/19930085936.pdf", "page_number": 42, "total_pages": 59, "image_filename": "19930085936_p42.jpg", "text": "NACA RM No. E9B03\n41\n\nPressure coefficient, $C_p$\nAngle of yaw (deg)\nO -12\n□ -6\n◇ 0\n△ 6\n▽ 12\n\nDistance from tip, x/L\n\n(a) $\\theta = 270^\\circ$ longitudinal plane.\nFigure 7. - Concluded. Pressure distributions along longitudinal planes at $5^\\circ$ angle of attack for range of yaw angles.", "timestamp": "2026-07-22T04:18:59.191056+00:00"}
{"citation_id": "19930085918", "source_url": "https://ntrs.nasa.gov/api/citations/19930085918/downloads/19930085918.pdf", "page_number": 46, "total_pages": 47, "image_filename": "19930085918_p46.jpg", "text": "NACA RM A9D29\n45\n\n<!-- Image (265, 119, 799, 391) -->\n\n(a) Effects of turbulent separation.\n\n<!-- Image (265, 432, 799, 735) -->\n\n(b) Effects of leading-edge separation.\n\nFigure 11.- Comparisons between upper-surface pressure distributions of basic wing and wing with full-span leading-edge flap deflected 30° down showing the effects of separation over the streamwise section at 28.1% semispan.", "timestamp": "2026-07-22T04:19:03.274259+00:00"}
{"citation_id": "19930086060", "source_url": "https://ntrs.nasa.gov/api/citations/19930086060/downloads/19930086060.pdf", "page_number": 10, "total_pages": 20, "image_filename": "19930086060_p10.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T04:19:03.868534+00:00"}