PDF/ocr_dataset_1009.jsonl

{"citation_id": "19930086003", "source_url": "https://ntrs.nasa.gov/api/citations/19930086003/downloads/19930086003.pdf", "page_number": 30, "total_pages": 36, "image_filename": "19930086003_p30.jpg", "text": "CONFIDENTIAL\n\nDownwash angle, $\\epsilon$, deg\n\nM = 0.95\n\nM = 0.98\n\nM = 1.00\n\n$\\alpha$, deg -2, -1, 0, 1, 2, 3, 4, 6, 8, 10\n\n$\\square$ $\\diamond$ $\\circ$ $\\triangle$ $\\blacktriangle$ $\\triangledown$ $\\square$ $\\diamond$ $\\nabla$ $\\blacktriangledown$\n\nDownwash angle, $\\epsilon$, deg\n\nM = 1.03\n\nM = 1.05\n\nM = 1.10\n\nTail-height, $h_t$, percent semispan\n\nCONFIDENTIAL\n\nFigure 11.— Concluded.\n\nNACA RM L9108", "timestamp": "2026-07-22T04:27:53.914373+00:00"}
{"citation_id": "19930086078", "source_url": "https://ntrs.nasa.gov/api/citations/19930086078/downloads/19930086078.pdf", "page_number": 19, "total_pages": 42, "image_filename": "19930086078_p19.jpg", "text": "CONFIDENTIAL\n\nX-axis\n45°\nY-axis\n0.50 chord line\nAileron pivoting axis\nb/2 = 33.32\n31.82\nb₀\n26.52\n13.26\n42.43\n12°\n1/4\n26.5\nCL\n\n(b) Triangular extensible aileron on wing.\nb₀\n13.26\n26.52\n\n(c) Short-chord extensible aileron on wing.\nb₀\n.660\n.330\nNACA\n\n(a) Large-chord extensible aileron on wing.\n\nFigure 2.- Schematic drawing of the 45° sweptback configuration of the untapered semispan-wing model and the extensible wing-tip ailerons. Wing area = 19.32 square feet; aspect ratio = 1.59. (All dimensions are in inches unless otherwise noted.)\n\nNACA RM L9H04\n17", "timestamp": "2026-07-22T04:27:54.188721+00:00"}
{"citation_id": "19930086022", "source_url": "https://ntrs.nasa.gov/api/citations/19930086022/downloads/19930086022.pdf", "page_number": 32, "total_pages": 34, "image_filename": "19930086022_p32.jpg", "text": "```markdown\n30\n\n6\n5\n4\n3\n2\n1\n0\n\nLeading and trailing-edge Fences\nflaps\nOff Off\nOn Off\nOn On\n\n$C_{h\\alpha}/C_{h\\delta}$\n\n0 2 4 6 8 10 12 14 16 18 20\n$\\alpha$, deg\n\n[Figure: Graph showing variation of $C_{h\\alpha}/C_{h\\delta}$ with angle of attack for various model configurations. Three curves are plotted: solid line (fences off, flaps off), dashed line (fences on, flaps off), dash-dot line (fences on, flaps on). NACA logo appears near bottom right of plot area.]\n\nFigure 11.— The variation of $C_{h\\alpha}/C_{h\\delta}$ with angle of attack for various model configurations.\n\nNACA RM L9B24\n```", "timestamp": "2026-07-22T04:27:59.270001+00:00"}
{"citation_id": "19930086060", "source_url": "https://ntrs.nasa.gov/api/citations/19930086060/downloads/19930086060.pdf", "page_number": 19, "total_pages": 20, "image_filename": "19930086060_p19.jpg", "text": "NACA-Langley 8-31-49 - 433\n\nCONFIDENTIAL\n\n$C_D$\n\n| | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | 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| | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | |", "timestamp": "2026-07-22T04:27:59.736411+00:00"}
{"citation_id": "19930086105", "source_url": "https://ntrs.nasa.gov/api/citations/19930086105/downloads/19930086105.pdf", "page_number": 11, "total_pages": 22, "image_filename": "19930086105_p11.jpg", "text": "1179\n\nNACA RM E59I12\n\nCONFIDENTIAL\n\n<!-- Image (79, 126, 872, 437) -->\n\n(a) Schematic drawing of combustion model with perforated conical flame holder.\n\n<!-- Image (62, 514, 852, 770) -->\n\n(b) Details of regenerative-type burner.\n\nFigure 1. - Experimental ram-jet model.\n\nCONFIDENTIAL\n\n9", "timestamp": "2026-07-22T04:28:00.450863+00:00"}
{"citation_id": "19930082090", "source_url": "https://ntrs.nasa.gov/api/citations/19930082090/downloads/19930082090.pdf", "page_number": 117, "total_pages": 122, "image_filename": "19930082090_p117.jpg", "text": "NACA TN No. 1455\n115\n\n[Figure: A cylindrical metal component with a slotted fin structure on its exterior surface.]\n\n[Figure: A laboratory test setup showing the cylindrical component mounted horizontally, connected to various pipes and wires.]\n\nFigure 61.- Slotted-fin heat exchanger P and test setup.\nNACA", "timestamp": "2026-07-22T04:28:01.658316+00:00"}
{"citation_id": "19930085936", "source_url": "https://ntrs.nasa.gov/api/citations/19930085936/downloads/19930085936.pdf", "page_number": 54, "total_pages": 59, "image_filename": "19930085936_p54.jpg", "text": "NACA RM No. E9B03\n53\n\nPressure\ncoefficient\n$C_p$\n.4\n.2\n0\n-.2\n-.2\n0\n.2\n.4\n\nAngle of\nyaw\n(deg)\n-12\n-6\n0\n\n[Figure: Polar plot showing radial pressure distributions with three curves corresponding to yaw angles of -12, -6, and 0 degrees. The plot includes concentric circles and axes labeled with pressure coefficient values.]\n\nNACA\n\n(a) x/L = 0.148.\n\nFigure 12. - Radial pressure distributions at $10^\\circ$ angle of attack for three yaw angles.", "timestamp": "2026-07-22T04:28:05.826789+00:00"}
{"citation_id": "19930085965", "source_url": "https://ntrs.nasa.gov/api/citations/19930085965/downloads/19930085965.pdf", "page_number": 36, "total_pages": 67, "image_filename": "19930085965_p36.jpg", "text": "NACA RM E9E06\n35\n\nSubscripts:\nc compressor inlet\ns surface condition\nx local condition at any chordwise position on blade surface\n\nLiquid Water in Atmosphere\n\nThe basis for the design of an ice-prevention system was established from recent and extensive information on the severity of icing conditions likely to be experienced by an airplane under normal engine operation (reference 9). The icing condition selected may occur in cumulus clouds having a liquid-water content of 1.0 gram per cubic meter and an average drop size of 20 microns in diameter. The inlet temperature was assumed to be $0^\\circ$ F.\n\nImpingement of Water on an Airfoil\n\nLittle information is available regarding the impingement of water on airfoils as small as those found at the inlet of an axial-flow compressor of the type studied herein. Limited use was therefore made of the existing theory involving much larger airfoils, such as propeller blades and wings. Figure 19 indicates the shape and dimensions of the inlet-guide vanes considered in this report. Eighty-eight such blades are at the compressor inlet. The water impingement was assumed to be confined to the leading edge and the concave surface of the vane and, because the vanes are small, their collection efficiency was further assumed to be 100 percent.\n\nThe specific conditions for which the rate of heat required is calculated are for a compressor-inlet air temperature of $0^\\circ$ F and a vane-design surface temperature of $35^\\circ$ F. The temperature and the pressure of the air passing over the first row of vanes differ from the inlet-air temperature and pressure because of kinetic effects and are functions of air velocity and density.\n\nVelocity gradient through blading. - Any two adjacent blades of the same compressor stage, because of their shape and spacing, can be assumed to constitute a nozzle. The cross-sectional areas used for computation of the average air velocity over each section of blade can be determined using average values of the distance between adjacent blade surfaces.", "timestamp": "2026-07-22T04:28:06.075162+00:00"}
{"citation_id": "19930086015", "source_url": "https://ntrs.nasa.gov/api/citations/19930086015/downloads/19930086015.pdf", "page_number": 32, "total_pages": 54, "image_filename": "19930086015_p32.jpg", "text": "NACA RM A9E24\n\nCONFIDENTIAL\n\nStream pressure coefficient, $\\Delta p/q$\n\nHorizontal distance from tunnel center line, $y$, in.\n\n$x = -24$\n\n$x = 0$\n\n$x = 21$\n\nNACA\n\n(a) $D = 165.12$; $M = 1.23$.\n\nFigure 8.— The variation of static pressure in the transverse direction in the Ames 6- by 6-foot supersonic wind tunnel. $z = 0$; stagnation pressure = 9 lb/sq in. abs.\n\nCONFIDENTIAL\n\n31", "timestamp": "2026-07-22T04:28:07.093716+00:00"}
{"citation_id": "19930086081", "source_url": "https://ntrs.nasa.gov/api/citations/19930086081/downloads/19930086081.pdf", "page_number": 17, "total_pages": 44, "image_filename": "19930086081_p17.jpg", "text": "CONFIDENTIAL\n\nNACA RM L9H05\n\n[Figure: Model mounted in a wind tunnel. A small aircraft model is visible on a stand inside a large, curved test section. In the bottom right corner of the image, there is a label with the NACA logo and the text \"L-58125,1\".]\n\nFigure 2.- Model mounted in the Langley 9- by 12-inch supersonic blowdown tunnel.\n\nCONFIDENTIAL\n\n15", "timestamp": "2026-07-22T04:28:08.542875+00:00"}
{"citation_id": "19930085838", "source_url": "https://ntrs.nasa.gov/api/citations/19930085838/downloads/19930085838.pdf", "page_number": 81, "total_pages": 118, "image_filename": "19930085838_p81.jpg", "text": "NACA RM No. L9B23\n\n79\n\nAileron section hinge-moment coefficient, $C_{h_a}$\n\nSection angle of attack, $\\alpha_o$, deg\n\n(d) $\\delta_r = 25^\\circ$.\n\nFigure 10.- Continued.", "timestamp": "2026-07-22T04:28:10.956484+00:00"}
{"citation_id": "19930085529", "source_url": "https://ntrs.nasa.gov/api/citations/19930085529/downloads/19930085529.pdf", "page_number": 82, "total_pages": 85, "image_filename": "19930085529_p82.jpg", "text": "```markdown\nNACA RM No. L8A30a\n81\n\nTABLE 75\n$$\n\\left[ \\Lambda = 45^\\circ, D_{hL} = -10.0^\\circ, \\alpha = 7^\\circ \\right]\n$$\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** | **0.89** | **0.925** | **0.96** | | | **0.60** | **0.80** | **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 | -- | -- | -- | -- | -- |\n| 6 | 50.0 | -- | -- | -- | -- | -- | 91 | 62.5 | -0.002 | -0.007 | -0.109 | -0.148 | |\n| 7 | 59.0 | -0.125 | -0.379 | -0.443 | -0.479 | -0.559 | 92 | 72.5 | .007 | -.045 | -.098 | -.119 | |\n| 8 | 67.5 | -.095 | -.278 | -.391 | -.454 | -.547 | 93 | 84.0 | -- | -- | -- | -- | -- |\n| 9 | 77.5 | -- | -- | -- | -- | -- | 94 | 94.0 | -- | -- | -- | -- | -- |\n| 10 | 87.5 | -- | -- | -- | -- | -- | | | | | | | |\n| 11 | 86.0 | -- | -- | -- | -- | -- | | | | | | | |\n| | | | | | | | | | | | | | |\n| 12 | 2.0 | -- | -- | -- | -- | -- | 95 | 3.0 | -- | -- | -- | -- | -- |\n| 13 | 6.0 | -- | -- | -- | -- | -- | 96 | 10.0 | -- | -- | -- | -- | -- |\n| 14 | 15.0 | -- | -- | -- | -- | -- | 97 | 25.0 | .034 | -.006 | -.045 | -.063 | |\n| 15 | 27.5 | -.062 | -.615 | -.635 | -.661 | -.736 | 98 | 41.0 | -.026 | -.068 | -.113 | -.136 | |\n| 16 | 40.0 | -.046 | -.624 | -.646 | -.670 | -.748 | 99 | 52.5 | -.025 | -.072 | -.124 | -.150 | |\n| 17 | 50.0 | -.404 | -.586 | -.617 | -.655 | -.732 | 100 | 62.5 | -.006 | -.074 | -.122 | -.153 | |\n| 18 | 59.0 | -.310 | -.515 | -.571 | -.618 | -.697 | 101 | 72.5 | .000 | -.046 | -.092 | -.122 | |\n| 19 | 67.5 | -.219 | -.435 | -.510 | -.557 | -.643 | 102 | 84.5 | .014 | -.032 | -.079 | -.121 | |\n| 20 | 77.5 | -.130 | -.338 | -.473 | -.528 | -.613 | 103 | 94.5 | .086 | -.132 | -.277 | -.113 | |\n| 21 | 86.0 | -.065 | -.208 | -.275 | -.326 | -.347 | | | | | | | |\n| 22 | 95.5 | -- | -- | -- | -- | -- | | | | | | | |\n| | | | | | | | | | | | | | |\n| 23 | 2.0 | -.801 | -.620 | -.799 | -.791 | -.830 | 104 | 3.0 | .638 | .545 | .670 | .670 | |\n| 24 | 6.0 | -.811 | -.809 | -.778 | -.763 | -.843 | 105 | 10.0 | .370 | .381 | .393 | .393 | |\n| 25 | 15.0 | -.753 | -.607 | -.713 | -.713 | -.784 | 106 | 25.0 | .137 | .130 | .126 | .124 | |\n| 26 | 27.5 | -.689 | -.502 | -.624 | -.624 | -.724 | 107 | 41.0 | -- | -- | -- | -- | -- |\n| 27 | 40.0 | -.536 | -.458 | -.588 | -.618 | -.684 | 108 | 52.5 | .020 | -.024 | -.058 | -.074 | |\n| 28 | 50.0 | -.405 | -.472 | -.524 | -.562 | -.673 | 109 | 62.5 | .011 | -.029 | -.060 | -.078 | |\n| 29 | 59.0 | -.322 | -.429 | -.511 | -.530 | -.640 | 110 | 72.5 | .015 | -.020 | -.054 | -.073 | |\n| 30 | 67.5 | -.227 | -.316 | -.325 | -.411 | -.524 | 111 | 84.5 | .012 | -.012 | -.054 | -.072 | |\n| 31 | 77.5 | -.124 | -.250 | -.264 | -.326 | -.375 | | | | | | | |\n| 32 | 86.0 | -.058 | -.167 | -.207 | -.240 | -.235 | | | | | | | |\n| 33 | 95.5 | -- | -- | -- | -- | -- | | | | | | | |\n| | | | | | | | | | | | | | |\n| 34 | 2.0 | -1.499 | -0.373 | -1.238 | -1.139 | -1.031 | 113 | 3.0 | .548 | .543 | .539 | .537 | |\n| 35 | 15.0 | -.605 | -.852 | -1.074 | -1.042 | -.956 | 114 | 10.0 | .348 | .347 | .350 | .349 | |\n| 36 | 27.5 | -.467 | -.404 | -.750 | -.969 | -.832 | 115 | 25.0 | .162 | .162 | .161 | .161 | |\n| 37 | 40.0 | -.411 | -.430 | -.511 | -.637 | -.632 | 116 | 41.0 | .059 | .053 | .043 | .052 | |\n| 38 | 50.0 | -.339 | -.392 | -.485 | -.468 | -.601 | 117 | 52.5 | .063 | .011 | .008 | .001 | |\n| 39 | 59.0 | -.243 | -.284 | -.276 | -.252 | -.305 | 118 | 62.5 | -- | -- | -- | -- | -- |\n| 40 | 67.5 | -- | -- | -- | -- | -- | 119 | 72.5 | .013 | .017 | .005 | -.020 | |\n| 41 | 77.5 | -.140 | -.162 | -.168 | -.131 | -.156 | 120 | 87.2 | .053 | .034 | .040 | .034 | |\n| 42 | 87.5 | -.096 | -.116 | -.139 | -.118 | -.138 | 121 | 94.2 | .017 | .003 | -.016 | -.024 | |\n| 43 | 94.0 | -.079 | -.095 | -.122 | -.100 | -.109 | | | | | | | |\n| | | | | | | | | | | | | | |\n| 44 | 2.0 | -1.520 | -1.381 | -1.268 | -1.140 | -1.038 | 122 | 3.0 | .539 | .548 | .545 | .543 | .534 |\n| 45 | 6.0 | -1.278 | -1.150 | -1.073 | -1.002 | -.936 | 123 | 10.0 | .336 | .345 | .346 | .338 | .332 |\n| 46 | 15.0 | -.663 | -.998 | -1.136 | -1.007 | -.948 | 124 | 25.0 | .149 | .158 | .156 | .154 | .147 |\n| 47 | 27.5 | -.456 | -.746 | -.756 | -.868 | -.768 | 125 | 41.0 | .060 | .062 | .059 | .058 | .044 |\n| 48 | 40.0 | -.376 | -.389 | -.594 | -.536 | -.758 | 126 | 52.5 | .034 | .036 | .031 | .030 | .029 |\n| 49 | 50.0 | -.316 | -.348 | -.424 | -.432 | -.532 | 127 | 62.5 | .017 | .011 | .008 | .007 | .006 |\n| 50 | 59.0 | -.238 | -.262 | -.263 | -.279 | -.269 | 128 | 72.5 | .018 | .018 | .016 | .015 | .014 |\n| 51 | 67.5 | -.185 | -.219 | -.219 | -.223 | -.271 | 129 | 84.0 | .036 | .035 | .035 | .035 | .034 |\n| 52 | 77.5 | -.143 | -.157 | -.153 | -.152 | -.207 | 130 | 85.5 | .051 | .053 | .053 | .051 | .049 |\n| 53 | 86.5 | -.098 | -.108 | -.107 | -.125 | -.125 | 131 | 94.1 | .038 | .038 | .037 | .031 | .029 |\n| 54 | 95.5 | -.092 | -.092 | -.097 | -.113 | -.122 | | | | | | | |\n| | | | | | | | | | | | | | |\n| 55 | 2.0 | -1.127 | -1.141 | -1.201 | -1.084 | -.986 | 132 | 3.0 | -- | -- | -- | -- | -- |\n| 56 | 6.0 | -1.127 | -1.141 | -1.201 | -1.084 | -.986 | 133 | 10.0 | .323 | .334 | .334 | .334 | .320 |\n| 57 | 15.0 | -.568 | -.736 | -1.057 | -1.001 | -.928 | 134 | 25.0 | .140 | .149 | .149 | .149 | .144 |\n| 58 | 27.5 | -.440 | -.508 | -.808 | -.847 | -.768 | 135 | 41.0 | .044 | .045 | .043 | .048 | .032 |\n| 59 | 40.0 | -.344 | -.361 | -.592 | -.464 | -.565 | 136 | 52.5 | -.003 | -.004 | -.013 | -.016 | -.021 |\n| 60 | 50.0 | -.271 | -.332 | -.350 | -.347 | -.417 | 137 | 62.5 | -.017 | -.017 | -.017 | -.018 | -.017 |\n| 61 | 59.0 | -.197 | -.213 | -.218 | -.243 | -.239 | 138 | 72.5 | -.038 | -.042 | -.058 | -.067 | -.075 |\n| 62 | 67.5 | -.136 | -.162 | -.162 | -.174 | -.147 | 139 |", "timestamp": "2026-07-22T04:28:12.197467+00:00"}
{"citation_id": "19930090382", "source_url": "https://ntrs.nasa.gov/api/citations/19930090382/downloads/19930090382.pdf", "page_number": 9, "total_pages": 37, "image_filename": "19930090382_p9.jpg", "text": "NACA RM L9I07 CONFIDENTIAL 7\n\n4-(5)(08)-03 propeller. This higher efficiency is attributed to the combination of reduced thickness ratio and a more favorable pitch distribution for the thinner propeller.\n\nLangley Aeronautical Laboratory\nNational Advisory Committee for Aeronautics\nLangley Air Force Base, Va.\n\nREFERENCES\n\n1. Delano, James B., and Carmel, Melvin M.: Investigation of the NACA 4-(5)(08)-03 Two-Blade Propeller at Forward Mach Numbers to 0.925. NACA RM L9G06a, 1949.\n\n2. Delano, James B., and Morgan, Francis G., Jr.: Investigation of the NACA 4-(3)(08)-03 Two-Blade Propeller at Forward Mach Numbers to 0.925. NACA RM L9I06, 1949.\n\nCONFIDENTIAL", "timestamp": "2026-07-22T04:28:13.822657+00:00"}
{"citation_id": "19930093773", "source_url": "https://ntrs.nasa.gov/api/citations/19930093773/downloads/19930093773.pdf", "page_number": 1, "total_pages": 47, "image_filename": "19930093773_p1.jpg", "text": "$RM-E9G09$\n\nSECURITY INFORMATION\nRESTRICTED\nCopy 143\nRM E9G09\n\nNACA RM E9G09\n\nTECHNICAL LIBRARY\nAIRESEARCH MANUFACTURING CO.\n9851-9951 SEPULVEDA BLVD.\nINGLEWOOD,\nCALIFORNIA\n\nNACA\n\nRESEARCH MEMORANDUM\n\nALTITUDE-WIND-TUNNEL INVESTIGATION OF\nJ47 TURBOJET-ENGINE PERFORMANCE\n\nBy E. William Conrad and Adam E. Sobolewski\n\nLewis Flight Propulsion Laboratory\nCleveland, Ohio\n\nTECHNICAL LIBRARY\nAIRESEARCH MANUFACTURING CO.\n9851-9951 SEPULVEDA BLVD.\nINGLEWOOD,\nCALIFORNIA\n\n[Stamp: CANCELLED\nCHANGED TO\nClassification\nBy authority of\nChanged by\nDate]\n\n[Stamp: CANCELLED\nClassification\nOriginal to [illegible]\n[illegible] H113 std & copy 57\nwith\nDate 4-19-57]\n\nThis document contains classified information affecting the National Defense of the United States within the meaning of the Espionage Act, USC 50:31 and 32. Its transmission or the revelation of its contents in any manner to an unauthorized person is prohibited by law. Information so classified may be imparted only to persons in the military and naval services of the United States, appropriate civilian officers and employees of the Federal Government who have a legitimate interest therein, and to United States citizens of known loyalty and discretion who of necessity must be informed thereof.\n\nNATIONAL ADVISORY COMMITTEE\nFOR AERONAUTICS\nWASHINGTON\nNovember 15, 1949\n\nCONFIDENTIAL", "timestamp": "2026-07-22T04:28:20.393070+00:00"}
{"citation_id": "19930082245", "source_url": "https://ntrs.nasa.gov/api/citations/19930082245/downloads/19930082245.pdf", "page_number": 1, "total_pages": 66, "image_filename": "19930082245_p1.jpg", "text": "$Y3,N21/5:6/1596$\n\nGOVT. DOC.\n\nNACA TN No. 1596\n\nNATIONAL ADVISORY COMMITTEE\nFOR AERONAUTICS\n\nTECHNICAL NOTE\nNo. 1596\n\nAN INVESTIGATION OF THE SECTION CHARACTERISTICS OF PLAIN\nUNSEALED AILERONS ON AN NACA 66,1-115 AIRFOIL SECTION\nIN THE LANGLEY 8-FOOT HIGH-SPEED TUNNEL\n\nBy Arvo A. Luoma\n\nLangley Aeronautical Laboratory\nLangley Field, Va.\n\n[Figure: NACA logo]\n\nWashington\nJanuary 1949\n\n~~GONL STATE LIBRARY~~\n\nJAN 21 1949\n\nBUSINESS, SCIENCE\n& TECHNOLOGY DEPT.", "timestamp": "2026-07-22T04:28:21.137185+00:00"}
{"citation_id": "19930085930", "source_url": "https://ntrs.nasa.gov/api/citations/19930085930/downloads/19930085930.pdf", "page_number": 68, "total_pages": 92, "image_filename": "19930085930_p68.jpg", "text": "UNCLASSIFIED\nCONFIDENTIAL\n\nNACA RM L9G07\n\n[Figure: A shadowgraph image showing a curved flow passage with a vertical structure on the left marked \"08 2+\". The flow appears to be visualized around a curved duct or channel, with visible shock waves or density gradients. The right side shows a series of vertical lines at the exit.]\n\nFigure 29.— A shadowgraph of the flow in the passage at an area ratio of 1.273 for model 2.\n\nCONFIDENTIAL\n\n67", "timestamp": "2026-07-22T04:28:24.323465+00:00"}
{"citation_id": "19930085958", "source_url": "https://ntrs.nasa.gov/api/citations/19930085958/downloads/19930085958.pdf", "page_number": 42, "total_pages": 43, "image_filename": "19930085958_p42.jpg", "text": "```markdown\nNACA RM No. L9B11\n\n1.2\n.8\n.4\n$q/q$\nTail height\n(percent $\\frac{h}{b}$)\n46.6\n33.9\n21.1\n-1.1\n\n24\n16\n$\\epsilon$, deg\n8\n0\n\n.04\n0\n-.04\n$C_m$\n-.08\n-.12\n-.16\n-.20\n-.24\n-4 0 4 8 12 16 20 24\n$\\alpha$, deg\n\n1.4\n1.2\n1.0\n.8\n$C_L$\n.6\n.4\n.2\n0\n-.2 -4 0 4 8 12 16 20 24\n$\\alpha$, deg\n\nTail height\n(percent $\\frac{h}{b}$) $i_t$\noff\n$\\circ$ 46.6 -1.6\n$\\diamond$ 33.9 -1.2\n$\\triangle$ 21.1 -1.0\n$\\nabla$ -1.1 -2.1\n\nNACA\n\nFigure 22.- Characteristics of a 42° sweptback wing-fuselage combination with a horizontal tail.\n0.70$\\frac{b}{2}$ extensible leading-edge flaps; split flaps; upper-surface fences; low wing.\n\n41\n```", "timestamp": "2026-07-22T04:28:25.294301+00:00"}
{"citation_id": "19930086078", "source_url": "https://ntrs.nasa.gov/api/citations/19930086078/downloads/19930086078.pdf", "page_number": 20, "total_pages": 42, "image_filename": "19930086078_p20.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T04:28:29.992162+00:00"}
{"citation_id": "19930086151", "source_url": "https://ntrs.nasa.gov/api/citations/19930086151/downloads/19930086151.pdf", "page_number": 11, "total_pages": 34, "image_filename": "19930086151_p11.jpg", "text": "NACA RM L9J28 CONFIDENTIAL 9\n\naileron without the end plate, which evidently benefits from the \"carry-over\" between wing and aileron. Figures 5 to 8 show that the ailerons in the presence of the end plate maintained their effectiveness to higher positive angles of attack (at positive aileron deflections) before exhibiting trends toward reduction of $C_l$ than did the ailerons on the plain wing. This favorable effect of the end plate may result from the elimination of any mutual adverse effects between the wing and aileron resulting from the wing-aileron juncture, or from the elimination of upflow around the wing tip.\n\nThe yawing moments obtained on the wing with end plate were usually less adverse than those obtained on the plain wing over the entire angle-of-attack range, particularly at low values of angle of attack.\n\nIn order to verify that the wing-tip aileron acts as an independent semispan wing in the presence of the end plate — which, if true, would allow the estimation of the aileron rolling effectiveness for such configurations fairly simply — calculations were made of the rolling moments contributed by the ailerons on the wing with the end plate. The estimated values of rolling-moment coefficient were calculated by the relationship\n\n$$\nC_l = \\frac{(\\text{Lift of wing-tip aileron})(\\text{Moment arm of wing-tip aileron})}{qSb}\n$$\n\nfor various aileron deflections at $\\alpha = 0^\\circ$. The lift of the triangular aileron used in the preceding equation was computed from the data of reference 13 and the lift of the parallelogram aileron was computed from the data of reference 14. The estimated values of $C_l$ thereby calculated are compared with the test values of $C_l$ in figure 11. In addition, the estimated and test values of $C_l$ for the wing-tip aileron on the wing of reference 5 (at a Mach number of 0.5) are shown in figure 11. Estimated values of $C_l$ at values of $\\alpha$ other than $0^\\circ$ were also computed for the present ailerons, but were limited by the lack of aileron lift data at large angles of incidence — where stalled-flow conditions exist over the aileron — and are not compared herein with the test values of $C_l$. The excellent agreement obtained between all estimated and test values of $C_l$ indicate that the aileron effectiveness of wing-tip ailerons mounted outboard of an end plate may be computed by this procedure. Because of the greater effectiveness of the ailerons without the end plate, the aforementioned method would provide conservative estimates of the aileron effectiveness for such wing configurations.\n\nCONFIDENTIAL", "timestamp": "2026-07-22T04:28:30.939733+00:00"}
{"citation_id": "19930086022", "source_url": "https://ntrs.nasa.gov/api/citations/19930086022/downloads/19930086022.pdf", "page_number": 33, "total_pages": 34, "image_filename": "19930086022_p33.jpg", "text": "NACA RM L9E24\n31\n\n.004\n$C_{h_6}'$ 0\n-.004\n-.008\nPlain wing.\n\n.004\n$C_{h_6}'$ 0\n-.004\n-.008\nLeading and trailing-edge flaps.\n\n$\\bar{c}_b/c_a$\n0\n.2\n.4\n.6\n\n.004\n$C_{h_6}'$ 0\n-.004\n-.008\n0 4 8 12 16\n$\\alpha$, deg\nLeading and trailing-edge flaps and fences.\n\nFigure 12.- The effect of various amounts of aerodynamic balance on the aileron hinge-moment parameter $C_{h_6}'$.\n\nNACA-Langley - 7-19-49 - 250", "timestamp": "2026-07-22T04:28:33.278076+00:00"}
{"citation_id": "19930086060", "source_url": "https://ntrs.nasa.gov/api/citations/19930086060/downloads/19930086060.pdf", "page_number": 20, "total_pages": 20, "image_filename": "19930086060_p20.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T04:28:33.327487+00:00"}
{"citation_id": "19930086105", "source_url": "https://ntrs.nasa.gov/api/citations/19930086105/downloads/19930086105.pdf", "page_number": 12, "total_pages": 22, "image_filename": "19930086105_p12.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T04:28:34.092281+00:00"}
{"citation_id": "19930082090", "source_url": "https://ntrs.nasa.gov/api/citations/19930082090/downloads/19930082090.pdf", "page_number": 118, "total_pages": 122, "image_filename": "19930082090_p118.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T04:28:35.125048+00:00"}
{"citation_id": "19930086003", "source_url": "https://ntrs.nasa.gov/api/citations/19930086003/downloads/19930086003.pdf", "page_number": 31, "total_pages": 36, "image_filename": "19930086003_p31.jpg", "text": "```markdown\nCONFIDENTIAL\nWing alone\nWing fuselage\n\nNACA RM L5J08\n\n| | | |\n| :--- | :--- | :--- |\n| M = 0.85 | M = 0.98 | M = 1.10 |\n| [Graph: y-axis 0 to .4, x-axis -40 to 40] | [Graph: y-axis 0 to .4, x-axis -40 to 40] | [Graph: y-axis 0 to .4, x-axis -40 to 40] |\n| M = 0.80 | M = 0.95 | M = 1.05 |\n| $(\\frac{\\partial \\epsilon}{\\partial \\alpha})_M$ [Graph: y-axis 0 to .4, x-axis -40 to 40] | $(\\frac{\\partial \\epsilon}{\\partial \\alpha})_M$ [Graph: y-axis 0 to .4, x-axis -40 to 40] | $(\\frac{\\partial \\epsilon}{\\partial \\alpha})_M$ [Graph: y-axis 0 to .4, x-axis -40 to 40] |\n| M = 0.70 | M = 0.93 | M = 1.03 |\n| [Graph: y-axis 0 to .4, x-axis -40 to 40] | [Graph: y-axis 0 to .4, x-axis -40 to 40] | [Graph: y-axis 0 to .4, x-axis -40 to 40] |\n| M = 0.60 | M = 0.90 | M = 1.00 |\n| [Graph: y-axis 0 to .4, x-axis -40 to 40] | [Graph: y-axis 0 to .4, x-axis -40 to 40] | [Graph: y-axis 0 to .4, x-axis -40 to 40] |\n\nTail-height, $h_t$, percent semispan\n[Logo: NACA]\nCONFIDENTIAL\n\nFigure 12.— Variation of downwash gradient with tail height and Mach number for a model with 45° sweptback wing, aspect ratio 6, taper ratio 0.6, and NACA 65A006 airfoil section. $C_L = 0$.\n\n29\n```", "timestamp": "2026-07-22T04:28:36.691261+00:00"}
{"citation_id": "19930085936", "source_url": "https://ntrs.nasa.gov/api/citations/19930085936/downloads/19930085936.pdf", "page_number": 55, "total_pages": 59, "image_filename": "19930085936_p55.jpg", "text": "54\nNACA RM No. E9B03\n\nPressure\ncoefficient\n$C_p$\n.2\n.1\n-.2\n-.2\n0\n.2\n\nAngle of\nyaw\n(deg)\n-12\n-6\n0\n\n(b) x/L = 0.898.\nFigure 12. - Concluded. Radial pressure distributions at 10° angle of\nattack for three yaw angles.", "timestamp": "2026-07-22T04:28:39.771212+00:00"}
{"citation_id": "19930085842", "source_url": "https://ntrs.nasa.gov/api/citations/19930085842/downloads/19930085842.pdf", "page_number": 65, "total_pages": 104, "image_filename": "19930085842_p65.jpg", "text": "NACA RM L9C29\n\n| $\\alpha$, deg | $\\delta_a$, deg | Symbol |\n| :--- | :--- | :--- |\n| 35.2 | -48 | [Symbol: triangle pointing up] |\n| 29.3 | -48 | [Symbol: triangle pointing up] |\n| 23.2 | -38 | [Symbol: circle] |\n| 11.3 | -16 | [Symbol: circle] |\n| -0.6 | 0 | [Symbol: circle] |\n\n$\\left. \\begin{array}{c} -38 \\\\ -16 \\\\ 0 \\end{array} \\right\\} = Trim$\n\nRight-flap hinge-moment coefficient, $C_{h_r}$\n\nFlap deflection, $\\delta_f$, deg\n\nNATIONAL ADVISORY\nCOMMITTEE FOR AERONAUTICS\n\nFigure 32.- Variation of right-flap hinge-moment coefficient with flap deflection. Model in basic configuration; $\\delta_{a_{T_L}} = \\delta_{a_{T_R}} = 0^\\circ$; $\\delta_r = 0^\\circ$; propellers removed.\n\n61", "timestamp": "2026-07-22T04:28:41.500453+00:00"}
{"citation_id": "19930086081", "source_url": "https://ntrs.nasa.gov/api/citations/19930086081/downloads/19930086081.pdf", "page_number": 18, "total_pages": 44, "image_filename": "19930086081_p18.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T04:28:41.726913+00:00"}
{"citation_id": "19930086015", "source_url": "https://ntrs.nasa.gov/api/citations/19930086015/downloads/19930086015.pdf", "page_number": 33, "total_pages": 54, "image_filename": "19930086015_p33.jpg", "text": "```markdown\n32\n\nCONFIDENTIAL\n\nNACA RM A9E24\n\n<!-- Image (59, 78, 929, 756) -->\n\n(b) D=129.32; M=1.43.\n\nFigure 8.—Continued.\n\nCONFIDENTIAL\n```", "timestamp": "2026-07-22T04:28:42.776814+00:00"}
{"citation_id": "19930092013", "source_url": "https://ntrs.nasa.gov/api/citations/19930092013/downloads/19930092013.pdf", "page_number": 1, "total_pages": 21, "image_filename": "19930092013_p1.jpg", "text": "NATIONAL ADVISORY COMMITTEE  \nFOR AERONAUTICS  \n\nREPORT 948  \n\nAN APPARATUS FOR VARYING EFFECTIVE DIHEDRAL  \nIN FLIGHT WITH APPLICATION TO A STUDY OF  \nTOLERABLE DIHEDRAL ON A CONVENTIONAL  \nFIGHTER AIRPLANE  \n\nBy WILLIAM M. KAUFFMAN, CHARLES J. LIDDELL, Jr.  \nALLAN SMITH, and RUDOLPH D. VAN DYKE, Jr.  \n\n[Figure: Seal of the National Advisory Committee for Aeronautics]  \n\n1949  \n\nFor sale by the Superintendent of Documents, U. S. Government Printing Office, Washington 25, D. C. Yearly subscription, $3; foreign, $4.50; single copy price varies according to size . . . . . . . . . . Price 20 cents", "timestamp": "2026-07-22T04:28:44.730302+00:00"}
{"citation_id": "19930085965", "source_url": "https://ntrs.nasa.gov/api/citations/19930085965/downloads/19930085965.pdf", "page_number": 37, "total_pages": 67, "image_filename": "19930085965_p37.jpg", "text": "36\nNACA RM E9E06\n\nThe section flow area is\n$$A_x = l d_x$$\n(B1)\n\nThe spanwise average air velocity through a passage at any blade section is then\n$$V_x = \\frac{W}{\\rho_x g A_x N}$$\n(B2)\n\nPressure gradient through stage. - The air pressure in the passage between the blades is determined assuming a reversible adiabatic-state change expressed in terms of the initial state and velocity at the blade section.\n$$p_x = p_c \\left( 1 + \\frac{V_c^2 - V_x^2}{2gRT_c \\frac{\\gamma}{\\gamma-1}} \\right)^{\\frac{\\gamma}{\\gamma-1}}$$\n(B3)\n\nThe velocity $V_x$ as determined from equation (B2) is a function of density $\\rho_x$ and area $A_x$. Inasmuch as $\\rho_x$ is a function of $p_x$, solution of equations (B2) and (B3) would involve extensive computation. In order to simplify the work, $\\rho_x$ was therefore assumed equal to $\\rho_c$.\n\nSurface temperature in dry air. - Hardy (reference 10) has indicated that in clear air flow the temperature of the unheated surface for laminar flow will equal\n$$t_{s\\ x} = t_c + \\frac{V_c^2}{2gJc_p} \\left[ 1 - \\frac{V_x^2}{V_c^2} \\left( 1 - Pr^{\\frac{1}{2}} \\right) \\right]$$\n(B4)\n\nand for turbulent flow will equal\n$$t_{s\\ x} = t_c + \\frac{V_c^2}{2gJc_p} \\left[ 1 - \\frac{V_x^2}{V_c^2} \\left( 1 - Pr^{\\frac{1}{3}} \\right) \\right]$$\n(B5)", "timestamp": "2026-07-22T04:28:51.768445+00:00"}
{"citation_id": "19930090382", "source_url": "https://ntrs.nasa.gov/api/citations/19930090382/downloads/19930090382.pdf", "page_number": 10, "total_pages": 37, "image_filename": "19930090382_p10.jpg", "text": "NACA RM L9I07\n9\nCONFIDENTIAL\nSurvey rakes\n2.3\n4.56\n1\n10\n11\n12\n13\n14\n15\n7\n8\n9\nFigure 1.- Installation of propeller dynamometer in Langley 8-foot high-speed tunnel.\nCONFIDENTIAL\nNACA\nI-61063", "timestamp": "2026-07-22T04:28:54.470073+00:00"}
{"citation_id": "19930085838", "source_url": "https://ntrs.nasa.gov/api/citations/19930085838/downloads/19930085838.pdf", "page_number": 82, "total_pages": 118, "image_filename": "19930085838_p82.jpg", "text": "80\nNACA RM No. L9B23\n\n[Figure: Graph plotting Aileron section hinge-moment coefficient, $C_{h_a}$, against Section angle of attack, $\\alpha_0$, deg. The graph contains multiple curves with data points marked by circles, squares, and triangles. There are two main sections of curves, an upper group and a lower group. A legend in the upper section indicates $\\delta_1 = 0^\\circ$ and lists $\\delta_a$ (deg) values of -15, -10, -5, 0, 10, 15. A legend in the lower section lists $\\delta_a$ (deg) and $\\delta_1$ (deg) pairs: (0, 0), (5, 0), (5, 0 check run). The NACA logo is present in the bottom right corner of the plot area.]\n\n(e) $\\delta_F = 40^\\circ$.\nFigure 10.- Continued.", "timestamp": "2026-07-22T04:28:56.510459+00:00"}
{"citation_id": "19930085930", "source_url": "https://ntrs.nasa.gov/api/citations/19930085930/downloads/19930085930.pdf", "page_number": 69, "total_pages": 92, "image_filename": "19930085930_p69.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T04:29:03.964551+00:00"}
{"citation_id": "19930086078", "source_url": "https://ntrs.nasa.gov/api/citations/19930086078/downloads/19930086078.pdf", "page_number": 21, "total_pages": 42, "image_filename": "19930086078_p21.jpg", "text": "CONFIDENTIAL\n\n[Figure: A large, vertical, metallic aircraft component (aileron) suspended in a dark wind tunnel. The tunnel walls have rectangular panels. A label on the floor reads \"NACA L-57591\".]\n\nFigure 3.- The fully extended large-chord aileron attached to the unswept, untapered semispan wing configuration mounted in the Langley 300 MPH 7- by 10-foot tunnel.\n\nCONFIDENTIAL\n\nNACA RM L9H04\n\n19", "timestamp": "2026-07-22T04:29:05.389611+00:00"}
{"citation_id": "19930093773", "source_url": "https://ntrs.nasa.gov/api/citations/19930093773/downloads/19930093773.pdf", "page_number": 2, "total_pages": 47, "image_filename": "19930093773_p2.jpg", "text": "NACA RM E9G09\nCONFIDENTIAL\nRESTRICTED\n\nNATIONAL ADVISORY COMMITTEE FOR AERONAUTICS\n\nRESEARCH MEMORANDUM\n\nALTITUDE-WIND-TUNNEL INVESTIGATION OF\n\nJ47 TURBOJET-ENGINE PERFORMANCE\n\nBy E. William Conrad and Adam E. Sobolewski\n\nSUMMARY\n\nAn investigation has been conducted in the NACA Lewis altitude wind tunnel to evaluate the performance of the J47 turbojet engine over a range of simulated altitudes from 5000 to 50,000 feet, simulated flight Mach numbers from 0.21 to 0.97, and a complete range of engine speeds. Data are presented to show the effects of altitude at a flight Mach number of 0.21 and of flight Mach number at an altitude of 25,000 feet. The performance data are generalized by two methods to determine the range of flight conditions for which engine performance may be predicted from performance data obtained at a given flight condition.\n\nEngine-performance parameters obtained at a given altitude and flight Mach number could be used to predict engine performance for only a limited range of altitudes and corrected engine speeds. From the engine pumping characteristics presented, jet thrust could be predicted for any desired flight Mach number and exhaust-gas temperature for engine-pressure ratios above approximately 1.4 at altitudes from 5000 to 50,000 feet. The decrease in temperature-limited engine speed with increasing altitude indicated the need for a variable-area exhaust nozzle.\n\nThe specific fuel consumption at temperature-limited engine speed and a flight Mach number of 0.21 varied from 1.20 to 1.30 pounds per hour per pound of net thrust over the range of altitudes investigated. A minimum specific fuel consumption of 1.05 pounds per hour per pound of net thrust was obtained at an engine speed of approximately 6400 rpm at altitudes from 15,000 to 45,000 feet. Changes in flight Mach number at rated engine speed had no appreciable effect on specific fuel consumption. At lower engine speeds, however, the specific fuel consumption increased as the flight Mach number was raised.\n\nCONFIDENTIAL\nRESTRICTED", "timestamp": "2026-07-22T04:29:05.969826+00:00"}
{"citation_id": "19930085958", "source_url": "https://ntrs.nasa.gov/api/citations/19930085958/downloads/19930085958.pdf", "page_number": 43, "total_pages": 43, "image_filename": "19930085958_p43.jpg", "text": "```markdown\n1.4\n1.2\n1.0\n.8\n.6\n.4\n.2\n0\n20 30 40\n\nTail height\n(percent b/2)\n46.6\n33.9\n21.1\n-1.1\n\n$C_L$\n\n20 30 40 50\nNeutral point location, percent $\\bar{c}$\n\n30 40 50\n\n30 40 50\n\nNACA\n\n42\n\n(a) Flaps off.\n(b) $0.60\\frac{b}{2}$ drooped\nnose flaps, split\nflaps, and fences.\n$\\delta_n = 30^\\circ$.\n(c) $0.55\\frac{b}{2}$ extensible\nleading-edge flaps,\nsplit flaps, and\nfences.\n(d) $0.70\\frac{b}{2}$ extensible\nleading-edge flaps,\nsplit flaps, and\nfences.\n\nFigure 23.- Neutral point characteristics of a $42^\\circ$ sweptback low-wing-fuselage combination.\n\nNACA RM NO. L9B11\n```", "timestamp": "2026-07-22T04:29:06.995538+00:00"}
{"citation_id": "19930086022", "source_url": "https://ntrs.nasa.gov/api/citations/19930086022/downloads/19930086022.pdf", "page_number": 34, "total_pages": 34, "image_filename": "19930086022_p34.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T04:29:07.667826+00:00"}
{"citation_id": "19930086105", "source_url": "https://ntrs.nasa.gov/api/citations/19930086105/downloads/19930086105.pdf", "page_number": 13, "total_pages": 22, "image_filename": "19930086105_p13.jpg", "text": "NACA RM E9H12\nCONFIDENTIAL\n11\n\n[Figure: (c) Regenerative burner with acetylene pilot.]\n\nINCHES\n0 . 1\n\nNACA\nC-22857\n1-25-49\n\nRadius\n(in.)\n$r_1$ 0.57\n$r_2$ .98\n$r_3$ 1.21\n$r_4$ 1.51\n$r_5$ 1.70\n$r_6$ 1.80\n\n[Figure: (d) Pitot-static survey rake located at cross section A-A (fig. 1(a)).]\n\nFigure 1. - Concluded. Experimental ram-jet model.\nCONFIDENTIAL", "timestamp": "2026-07-22T04:29:10.714564+00:00"}
{"citation_id": "19930082245", "source_url": "https://ntrs.nasa.gov/api/citations/19930082245/downloads/19930082245.pdf", "page_number": 2, "total_pages": 66, "image_filename": "19930082245_p2.jpg", "text": "NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS\n\nTECHNICAL NOTE NO. 1596\n\nAN INVESTIGATION OF THE SECTION CHARACTERISTICS OF PLAIN UNSEALED AILERONS ON AN NACA 66,1-115 AIRFOIL SECTION IN THE LANGLEY 8-FOOT HIGH-SPEED TUNNEL\n\nBy Arvo A. Luoma\n\nSUMMARY\n\nComplete pressure-distribution measurements were made over a 24-inch-chord NACA 66,1-115 airfoil section equipped with unsealed 20-percent-chord plain ailerons of true-airfoil-contour profile and $30^\\circ$ beveled-trailing-edge profile. The model was tested with aerodynamically smooth surfaces. Section characteristics including airfoil normal-force, pitching-moment, aileron normal-force, and hinge-moment coefficients were determined from the pressure data for Mach numbers up to 0.75, and for various airfoil angles of attack and aileron deflections. The test Reynolds number at the highest speed was $7.5 \\times 10^6$.\n\nThe aileron section effectiveness for both aileron profiles decreased appreciably with Mach number. The rate of change of airfoil section pitching-moment coefficient with respect to angle of attack at constant value of airfoil section normal-force coefficient increased with Mach number for both aileron profiles and thereby aggravated the wing-twist problem at high speeds. Changing the aileron profile from the true-contour profile to the $30^\\circ$ beveled-trailing-edge profile caused a decrease in aileron section effectiveness, irregular hinge-moment characteristics with over-balance at moderate deflections, a decrease in the section normal-force-coefficient-curve slopes, a decrease in aileron section loads, and a decrease in section critical Mach number of the airfoil at the larger negative deflections at constant airfoil section normal-force coefficient.\n\nINTRODUCTION\n\nThe NACA has conducted extensive low-speed control-surface investigations over a period of years. Several investigations have been made at higher speeds to study the effects of compressibility on control-surface characteristics. Included in such high-speed investigations are the two-dimensional tests of references 1 to 3. A fuller knowledge of the effects of compressibility, however, is needed. In 1942 tests were made of the section characteristics of plain, unsealed ailerons on an NACA 66,1-115 airfoil section in the Langley 8-foot high-speed tunnel. The complete", "timestamp": "2026-07-22T04:29:10.892293+00:00"}
{"citation_id": "19930082090", "source_url": "https://ntrs.nasa.gov/api/citations/19930082090/downloads/19930082090.pdf", "page_number": 119, "total_pages": 122, "image_filename": "19930082090_p119.jpg", "text": "NACA TN No. 1455\n117\n\nVentilating air\n5\"\n5.0\"\nI.D.\n30\"\n7.83\"\nExhaust\nI.D.\ngas\n18\"\nApprox. 30\"\n50\"\n5.0\"\nI.D.\n20\"\nVentilating air\nExhaust\ngas\n26\"\nApprox. 39\"\n7.83\"\nI.D.\n• Static-pressure tap\nx Temperature traverse\nNACA\n\nFigure 62. - Schematic diagram of test setup of heat exchanger P using UC-1\nair shroud, showing location of static-pressure and temperature measuring\nstations.", "timestamp": "2026-07-22T04:29:11.090594+00:00"}
{"citation_id": "19930082447", "source_url": "https://ntrs.nasa.gov/api/citations/19930082447/downloads/19930082447.pdf", "page_number": 1, "total_pages": 24, "image_filename": "19930082447_p1.jpg", "text": "Y3.N 21/5:6/1775\nJLn 34\nGOVT. DOC.\nNACA TN No. 1775\n\nNATIONAL ADVISORY COMMITTEE\nFOR AERONAUTICS\n\nTECHNICAL NOTE\nNo. 1775\n\nHYDRODYNAMIC IMPACT LOADS IN SMOOTH WATER FOR A PRISMATIC\nFLOAT HAVING AN ANGLE OF DEAD RISE OF 40°\n\nBy Philip M. Edge, Jr.\n\nLangley Aeronautical Laboratory\nLangley Field, Va.\n\n[Figure: NACA logo]\n\nWashington\nJanuary 1949\n\nCONN. STATE LIBRARY\n\nMAR 10 1949\n\nBUSINESS, SCIENCE\n& TECHNOLOGY DEPT.", "timestamp": "2026-07-22T04:29:12.563734+00:00"}
{"citation_id": "19930086003", "source_url": "https://ntrs.nasa.gov/api/citations/19930086003/downloads/19930086003.pdf", "page_number": 32, "total_pages": 36, "image_filename": "19930086003_p32.jpg", "text": "```markdown\nCONFIDENTIAL\nM = 0.80\n$\\alpha = 10^\\circ$\nM = 0.85\n30\n\n$\\frac{q_{wake}}{q}$\n1.2\n.8\nM = 0.70\n$\\alpha = 10^\\circ$\n\nWing alone\nWing fuselage\n\n$\\frac{q_{wake}}{q}$\n1.2\n.8\n$\\alpha = 4^\\circ$\n$\\alpha = 4^\\circ$\n\n$\\frac{q_{wake}}{q}$\n1.2\n.8\n$\\alpha = 0^\\circ$\n$\\alpha = 0^\\circ$\n\n- 80 - 40 0 40 80\n- 80 - 40 0 40 80\n- 80 - 40 0 40 80\n\nTail-height, $h_t$, percent semispan\nCONFIDENTIAL\n\nFigure 13.- Dynamic-pressure surveys in region of tail plane for a model with $45^\\circ$ sweptback wing,\naspect ratio 6, taper ratio 0.6, and NACA 65A006 airfoil section.\n\nNACA\nNACA RM 19108\n```", "timestamp": "2026-07-22T04:29:15.567893+00:00"}
{"citation_id": "19930085842", "source_url": "https://ntrs.nasa.gov/api/citations/19930085842/downloads/19930085842.pdf", "page_number": 66, "total_pages": 104, "image_filename": "19930085842_p66.jpg", "text": "62\nNACA RM L9C29\n\n<!-- Image (87, 208, 842, 822) -->\n\nFigure 33.- Variation of lift coefficient with flap deflection. Basic model configuration; $\\delta_{a_{T_L}} = \\delta_{a_{T_R}} = 0^\\circ$; $\\delta_r = 0^\\circ$; propellers removed.", "timestamp": "2026-07-22T04:29:17.720128+00:00"}
{"citation_id": "19930086151", "source_url": "https://ntrs.nasa.gov/api/citations/19930086151/downloads/19930086151.pdf", "page_number": 12, "total_pages": 34, "image_filename": "19930086151_p12.jpg", "text": "10 CONFIDENTIAL NACA RM L9J28\n\nRolling performance.- In order to illustrate the rolling effectiveness of the ailerons investigated, values of the wing-tip helix angle $pb/2V$ were calculated for each aileron configuration from the data of figures 5 to 8 and the curves of figures 12 and 13 and are presented in figures 14 to 16. The three aileron linkage systems used in these calculations provided differentials (at maximum aileron deflection) of 1:1 (equal up and down deflections), approximately 2:1, and approximately 3:1. (See fig. 12.) The estimated values of $pb/2V$ were obtained from the relationship $\\frac{pb}{2V} = \\frac{C_l}{C_{l_p}}$. The values of $C_{l_p}$ used for determining the values of $pb/2V$ were obtained from the expression\n\n$$\nC_{l_p} = \\left(C_{l_p}\\right)_{C_L=0} \\frac{\\left(C_{l_\\alpha}\\right)_{C_L}}{\\left(C_{L_\\alpha}\\right)_{C_L=0}}\n$$\n\npresented as method 1 in reference 15 and are shown in figure 13. The values of $\\left(C_{l_p}\\right)_{C_L=0}$ used in the foregoing equation were -0.17 for the wing with the parallelogram-plan-form aileron and -0.21 for the wing with the triangular-plan-form aileron and were obtained from reference 12. Because the magnitude of the effects of the end plate on $C_{l_p}$ are not known, similar values of $\\left(C_{l_p}\\right)_{C_L=0}$ were used for the plain wing and the wing with end plate; however, because of its larger value of lift-curve slope, the wing with end plate is expected to have larger values of $C_{l_p}$ than those shown in figure 13, and unpublished damping-in-roll data corroborate this belief. The values of $C_l$ used in calculating $pb/2V$ are the values thought to exist during steady rolling; that is, the difference in angle of attack of the two wing semispans due to rolling has been taken into account. No corrections were made to the values of $pb/2V$ to correct for the effects of adverse yaw or wing twist on the rolling effectiveness of these ailerons on an airplane. In addition, it should be remembered (as previously discussed) that reflection-plane corrections were not applied to the rolling-moment data.\n\nThe data of figures 14 to 16 show that the required value of the helix angle of 0.09 specified in reference 16 may generally be obtained with approximately $27^\\circ$ total deflection of the triangular or parallelogram ailerons on the plain wing, regardless of the aileron differential employed; about $8^\\circ$ more total aileron deflection would generally be required from the corresponding ailerons on the wing with end plate. Although, as previously discussed, aileron plan form had little effect on the values of $C_l$ obtained, the larger values of $C_{l_p}$ used for the\n\nCONFIDENTIAL", "timestamp": "2026-07-22T04:29:17.948857+00:00"}
{"citation_id": "19930085936", "source_url": "https://ntrs.nasa.gov/api/citations/19930085936/downloads/19930085936.pdf", "page_number": 56, "total_pages": 59, "image_filename": "19930085936_p56.jpg", "text": "NACA RM No. E9B03\n55\n\n(a) Angles of attack, $-15^\\circ$.\n.236 .206 .245 .222\n.180 .226\n.204 .195\n.183 .178 .191 .191\n.175 .176 .174 .182\n.159\n.157 .166 .141 .153\n\n(b) Angle of attack, $0^\\circ$.\n.049 .054 .048 .057\n.060 .051\n.067 .072\n.092 .094 .091 .082\n.118 .119 .098 .089\n.128\n.128 .126 .100 .089\n\n(c) Angle of attack, $24^\\circ$.\n-.125 -.102 -.108 -.141\n-.128 -.129\n-.155 -.161\n-.121 -.229 -.238 -.243\n-.075 -.213 -.238 -.230\n-.209\n-.041 -.227 -.226 -.198\n\n[NACA logo]\n\nFigure 13. - Pressure coefficients on wedge surface at $0^\\circ$ angle of yaw for three angles of attack.", "timestamp": "2026-07-22T04:29:18.506032+00:00"}
{"citation_id": "19930086015", "source_url": "https://ntrs.nasa.gov/api/citations/19930086015/downloads/19930086015.pdf", "page_number": 34, "total_pages": 54, "image_filename": "19930086015_p34.jpg", "text": "NACA RM A59E24\nCONFIDENTIAL\n\nStream pressure coefficient, $\\Delta p/q$\n\nHorizontal distance from tunnel center line, $y$, in.\n\n(c) $D=88.52$; $M=1.73$.\n\nFigure 8.- Concluded.\n\n33", "timestamp": "2026-07-22T04:29:20.081522+00:00"}
{"citation_id": "19930085838", "source_url": "https://ntrs.nasa.gov/api/citations/19930085838/downloads/19930085838.pdf", "page_number": 83, "total_pages": 118, "image_filename": "19930085838_p83.jpg", "text": "NACA RM No. L9B23\n81\n\n<!-- Image (156, 110, 877, 969) -->\n\nNACA\nSection angle of attack, $\\alpha_o$, deg\n(r) $\\delta_F = 40^\\circ$.\nFigure 10.- Continued.", "timestamp": "2026-07-22T04:29:24.029458+00:00"}
{"citation_id": "19930090382", "source_url": "https://ntrs.nasa.gov/api/citations/19930090382/downloads/19930090382.pdf", "page_number": 11, "total_pages": 37, "image_filename": "19930090382_p11.jpg", "text": "NACA RM L9I07\n11\n\n.20\nCONFIDENTIAL\n.18\n.16\n.14\n.12\n.10\n.08\n.06\n.04\n.02\n0\n.2 .3 .4 .5 .6 .7 .8 .9 1.0\nBlade station, r/R\n\nBlade width ratio, b/D, and blade thickness ratio, h/b\n\nBlade angle, $\\beta$, deg\nBlade section design lift coefficient, $c_{l,d}$\n\n84 1.0\n80 .9\n76 .8\n72 .7\n68 .6\n64 .5\n60 .4\n56 .3\n52 .2\n48 .1\n44 0\n\n$\\beta$\nb/D\nh/b\n$c_{l,d}$\nSpinner location\n\nCONFIDENTIAL\nNACA\n\nFigure 2.- NACA 4-(4)(06)-04 propeller blade-form curves.", "timestamp": "2026-07-22T04:29:26.080885+00:00"}
{"citation_id": "19930085965", "source_url": "https://ntrs.nasa.gov/api/citations/19930085965/downloads/19930085965.pdf", "page_number": 38, "total_pages": 67, "image_filename": "19930085965_p38.jpg", "text": "```markdown\nNACA RM E9E06\n37\n\nThe index of Pr is dependent upon the type of flow, laminar or turbulent; for the conditions of icing used in this analysis a Prandtl number of 0.72 was assumed.\n\nUnit thermal conductance. - Three values of unit thermal conductance taken from reference 11 were considered in this analysis - those for stagnation, laminar, and turbulent flow.\n\nStagnation:\n\n$$\nh_x = 0.194 \\ T_{av}^{0.49} \\left( \\frac{V_x g \\rho_c}{D} \\right)^{0.5}\n\\tag{B6}\n$$\n\nLaminar flow:\n\n$$\nh_x = 0.0562 \\ T_{av}^{0.5} \\left( \\frac{V_x g \\rho_c}{s} \\right)^{0.5}\n\\tag{B7}\n$$\n\nTurbulent flow:\n\n$$\nh_x = 0.524 \\ T_{av}^{0.296} \\left( \\frac{V_x g \\rho_c}{s^{0.25}} \\right)^{0.8}\n\\tag{B8}\n$$\n\nThe temperature $T_{av}$ is the average of inlet-air temperature and blade-surface temperature.\n\nThe location of the point of transition from laminar to turbulent flow is important because of its effect on the heat-transfer coefficient. Because there is no reliable method of determining this point with the presence of water on the surface, however, a location of 10-percent chord was selected.\n\nLocal vapor pressures. - The assumption is made that the air is initially of high humidity and, because of a rapid change in pressure as the air passes over the vanes, there is little or no change in state except that the air becomes supersaturated. The local vapor pressure will then be\n\n$$\ne_x = e_c \\frac{p_x}{p_c}\n\\tag{B9}\n$$\n```", "timestamp": "2026-07-22T04:29:27.907997+00:00"}
{"citation_id": "19930086081", "source_url": "https://ntrs.nasa.gov/api/citations/19930086081/downloads/19930086081.pdf", "page_number": 19, "total_pages": 44, "image_filename": "19930086081_p19.jpg", "text": "CONFIDENTIAL\n\n5.60\n8.326\n0.80\nFence\n\n0.024 radius normal\nto leading edge\n6.6°\n0.25 flat plate\n15.4°\nTip support beam\nSection A-A\n(enlarged)\n\n0.075 radius\n0.004 gap\n0.008 gap\n0.005 gap\n60°\nA\nA\n4.785\n0.25 inch micarta\nshims\nStation\nRadius\n5.60\n9.80\n12.20\nCONFIDENTIAL\n\nFUSELAGE ORDINATES\nNACA RM 19H05\n\n| Large | | Small | |\n| :--- | :--- | :--- | :--- |\n| **Sta.** | **Rad.** | **Sta.** | **Rad.** |\n| 0 | .067 | 0 | .038 |\n| .024 | .073 | .014 | .042 |\n| .039 | .084 | .028 | .048 |\n| .098 | .089 | .056 | .051 |\n| .192 | .117 | .109 | .067 |\n| .294 | .140 | .168 | .080 |\n| .390 | .185 | .280 | .130 |\n| .980 | .292 | .560 | .167 |\n| 1.920 | .490 | 1.097 | .285 |\n| 2.940 | .689 | 1.680 | .394 |\n| 3.920 | .862 | 2.240 | .493 |\n| 4.900 | 1.007 | 2.800 | .573 |\n| 5.880 | 1.115 | 3.360 | .636 |\n| 6.860 | 1.202 | 3.920 | .688 |\n| 7.850 | 1.290 | 4.480 | .735 |\n| 8.830 | 1.354 | 5.050 | .770 |\n| 9.800 | 1.400 | 5.600 | .800 |\n\n0.02 gap on each\nside for zero load\n5.585\n6.185\nRef. planes\nNACA\n\n(a) Complete wing and fuselage; mean aerodynamic chord, 5.55; span (small fuselage), 11.17;\nspan (large fuselage), 12.37.\n\nFigure 3.- Details of model. All dimensions are in inches.\n\n17", "timestamp": "2026-07-22T04:29:29.200090+00:00"}